A method, apparatus and system for parking

Abstract

The application relates to a parking method, device and system. The method comprises the following steps: acquiring braking reference data of a vehicle in a current braking process; wherein the braking reference data comprises at least one of the following: a current estimated temperature of a braking device of the vehicle in the current braking process, accelerator pedal release data of an accelerator pedal of the vehicle in the current braking process, and a cumulative wear amount of the braking device; determining a target braking gap according to the braking reference data; and controlling the vehicle to park according to the target braking gap. According to the method, the braking gap can be dynamically adjusted according to at least one braking reference data in the current braking process, so that the braking performance and safety of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a parking method, device and system. Background Technology

[0002] In a vehicle braking system, the appropriateness of the brake clearance directly affects braking performance and driving safety. During emergency braking, the braking system needs to respond quickly. If the brake clearance cannot be adjusted quickly enough, the braking distance will increase, raising the risk of an accident. Conversely, during gentle braking, improper clearance adjustment may cause the brakes to be overly sensitive, affecting driving comfort.

[0003] Therefore, in related technologies, the inability to dynamically adjust the brake clearance during braking can easily lead to poor braking performance and low safety. Summary of the Invention

[0004] Therefore, it is necessary to provide a parking method, device, and system that can dynamically adjust the brake clearance during braking to address the aforementioned technical problems.

[0005] Firstly, this application provides a parking method, including:

[0006] Obtain braking reference data of the vehicle during the current braking process; wherein the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device.

[0007] Determine the target braking clearance based on the braking reference data;

[0008] Control the vehicle to park based on the target braking clearance.

[0009] In one embodiment, the braking reference data includes the current estimated temperature, accelerator pedal release data, and cumulative wear. Accordingly, determining the target braking clearance based on the braking reference data includes: determining the braking clearance change data of the braking device at the current estimated temperature based on the current estimated temperature and cumulative wear; determining the first braking clearance based on the accelerator pedal release data; and determining the target braking clearance based on the first braking clearance, cumulative wear, and braking clearance change data.

[0010] In one embodiment, determining brake clearance change data of the braking device at the current estimated temperature based on the current estimated temperature and cumulative wear includes: determining temperature difference data between the current estimated temperature and a standard temperature; and determining current size data of the braking device based on initial size data and cumulative wear of the braking device at the standard temperature; and determining brake clearance change data based on the temperature difference data and the current size data.

[0011] In one embodiment, determining the first braking clearance based on accelerator pedal release data includes: determining braking clearance correction information corresponding to the accelerator pedal release data; and correcting the initial braking clearance based on the braking clearance correction information to obtain the first braking clearance.

[0012] In one embodiment, the braking reference data includes cumulative wear; correspondingly, acquiring braking reference data of the vehicle under the current braking process includes: determining the braking wear of the braking device in at least one dimension during historical braking processes; the braking wear in at least one dimension includes frictional wear and / or thermal fatigue wear; and determining the cumulative wear based on the braking wear in at least one dimension.

[0013] In one embodiment, brake wear includes frictional wear; correspondingly, determining the brake wear of the braking device in at least one dimension during historical braking includes: determining the historical braking energy converted from the historical kinetic energy of the vehicle during historical braking; and determining the frictional wear of the braking device during historical braking based on the historical braking energy, the current wear of the frictional device corresponding to the braking device, and the initial size data of the frictional device.

[0014] In one embodiment, determining the historical braking energy converted from the vehicle's historical kinetic energy during a historical braking process includes: determining the total historical energy converted from the vehicle's historical kinetic energy based on the vehicle's body mass, the vehicle's first speed data at a prior historical moment during the historical braking process, and the vehicle's second speed data at a subsequent historical moment during the historical braking process; determining the historical electrical energy converted from historical kinetic energy based on the vehicle's historical average torque and historical average speed during the historical braking process; and determining the historical braking energy based on the total historical energy and the historical electrical energy.

[0015] In one embodiment, determining the historical braking energy based on the historical total energy and historical electrical energy includes: acquiring braking energy ratio correction information corresponding to the target vehicle speed data during the historical braking process; and determining the historical braking energy based on the historical total energy, historical electrical energy, and braking energy ratio correction information.

[0016] In one embodiment, the braking reference data includes the current estimated temperature; correspondingly, acquiring the braking reference data of the vehicle during the current braking process includes: determining a first heat absorbed and a second heat dissipated by the braking device during the current braking process; and determining the current estimated temperature based on the first heat and the second heat.

[0017] In one embodiment, the braking reference data includes the current estimated temperature; correspondingly, obtaining the braking reference data of the vehicle during the current braking process includes: determining the initial estimated temperature of the braking device at the current moment; obtaining the temperature correction information corresponding to the parking force at the current moment; and correcting the initial estimated temperature according to the temperature correction information to obtain the current estimated temperature.

[0018] Secondly, this application also provides a parking device, comprising:

[0019] The acquisition module is used to acquire braking reference data of the vehicle during the current braking process; wherein, the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle's accelerator pedal during the current braking process, and the cumulative wear of the braking device.

[0020] The determination module is used to determine the target braking clearance based on braking reference data;

[0021] The control module is used to control the vehicle parking based on the target braking clearance.

[0022] Thirdly, this application also provides a parking system, including: a brake clearance controller and a motor actuator deployed in the vehicle;

[0023] A brake clearance controller is used to acquire braking reference data of the vehicle during the current braking process; wherein the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle's accelerator pedal during the current braking process, and the cumulative wear of the braking device.

[0024] The brake clearance controller is also used to determine the target brake clearance based on brake reference data and send the target brake clearance to the motor actuator;

[0025] An electric actuator is used to control vehicle parking based on the target braking clearance.

[0026] Fourthly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0027] Obtain braking reference data of the vehicle during the current braking process; wherein the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device.

[0028] Determine the target braking clearance based on the braking reference data;

[0029] Control the vehicle to park based on the target braking clearance.

[0030] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0031] Obtain braking reference data of the vehicle during the current braking process; wherein the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device.

[0032] Determine the target braking clearance based on the braking reference data;

[0033] Control the vehicle to park based on the target braking clearance.

[0034] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0035] Obtain braking reference data of the vehicle during the current braking process; wherein the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device.

[0036] Determine the target braking clearance based on the braking reference data;

[0037] Control the vehicle to park based on the target braking clearance.

[0038] The above-described parking method, device, and system acquire braking reference data of the vehicle during the current braking process; wherein, the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device; a target braking clearance is determined based on the braking reference data; and the vehicle is controlled to park based on the target braking clearance; in the above process, the braking clearance can be dynamically adjusted based on at least one braking reference data during the current braking process, thereby improving the braking performance and safety of the vehicle. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart illustrating a parking method in one embodiment;

[0041] Figure 2 This is a flowchart illustrating the target braking gap determination step in one embodiment;

[0042] Figure 3 This is a flowchart illustrating the braking reference data acquisition step in one embodiment;

[0043] Figure 4 This is a flowchart illustrating the braking reference data acquisition step in another embodiment;

[0044] Figure 5 This is a flowchart illustrating the parking method in another embodiment;

[0045] Figure 6 This is a flowchart illustrating the parking method in yet another embodiment;

[0046] Figure 7 This is a schematic diagram of the parking system in one embodiment;

[0047] Figure 8 This is a structural block diagram of the parking device in one embodiment;

[0048] Figure 9 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0050] In one exemplary embodiment, such as Figure 1 As shown, a parking method is provided. In this embodiment, the method includes the following steps:

[0051] S110, acquire braking reference data of the vehicle during the current braking process; wherein the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle's accelerator pedal during the current braking process, and the cumulative wear of the braking device.

[0052] Braking reference data can be understood as the data used to brake a vehicle. Specifically, braking reference data can be understood as the data used to adjust the vehicle's braking clearance.

[0053] Optionally, the braking device can be understood as a brake disc or any device capable of generating resistance through friction with the brake pads when the driver depresses the brake pedal, converting the vehicle's kinetic energy into heat energy, thereby reducing the vehicle's speed or bringing the vehicle to a stop. The braking device can be fixed to the wheel hub and rotate synchronously with the wheel.

[0054] The current estimated temperature can be understood as the temperature obtained by predicting the temperature of the braking device at the current moment.

[0055] It is understandable that during vehicle braking, some of the vehicle's kinetic energy is converted into heat energy by the braking device, while the braking device dissipates heat to the surrounding environment. Therefore, in one optional embodiment, the energy change of the braking device can be determined based on the heat energy converted from the braking device at the current moment and the heat dissipated by the braking device to the surrounding environment, and then the current estimated temperature of the braking device can be predicted based on the energy change.

[0056] Among them, the accelerator pedal release data can be understood as the release stroke of the accelerator pedal and the release slope of the accelerator pedal during the current braking process.

[0057] The cumulative wear can be understood as the amount of wear accumulated by the braking device during historical braking processes. The wear of the braking device during historical braking processes mainly originates from the contact friction between the braking device and the friction device (such as friction pads) and thermal fatigue wear (surface peeling caused by drastic temperature changes in the braking device).

[0058] Understandably, wear will cause grooves, scratches, or uneven wear (wear on one side greater than on the other) on the surface of the braking device, reducing the contact area between the friction device and the braking device. Insufficient contact area will lead to localized pressure concentration, preventing the friction device and the braking device from fully adhering and reducing friction. It will also lead to a decrease in heat capacity. The heat dissipation capacity of the braking device is positively correlated with its thickness and mass, thus indirectly reducing the coefficient of friction.

[0059] In one alternative embodiment, accelerator pedal release data collected by an accelerator pedal travel sensor deployed in the vehicle can be acquired.

[0060] S120, determine the target braking clearance based on braking reference data.

[0061] Braking clearance can be understood as the gap between the brake pads and the braking device.

[0062] The target braking clearance can be understood as the braking clearance after correcting the vehicle's initial braking clearance based on braking reference data.

[0063] S130 controls the vehicle to park based on the target braking clearance.

[0064] In practice, the target braking gap can be sent to the actuator so that the actuator controls the caliper to advance toward the braking device according to the target braking gap, thereby controlling the vehicle to park.

[0065] In the above parking method, the brake clearance can be dynamically adjusted based on at least one braking reference data during the current braking process, thereby improving the vehicle's braking performance and safety.

[0066] Based on the technical solutions of the above embodiments, this application also provides another optional embodiment. In this optional embodiment, the braking reference data is refined into the current estimated temperature, accelerator pedal release data and cumulative wear amount. Correspondingly, the target braking clearance determination step of S120 is refined.

[0067] See Figure 2 The target braking clearance determination steps shown include:

[0068] S210, based on the current estimated temperature and the amount of accumulated wear, determine the brake clearance change data of the braking device at the current estimated temperature; and, based on the accelerator pedal release data, determine the first brake clearance.

[0069] The brake clearance variation data can be understood as the amount of change in the brake clearance. This means that the brake clearance variation data is the result of the coupled effect of the current estimated temperature and the amount of accumulated wear. When the temperature of the braking system increases, the thickness of the braking system increases due to thermal expansion, leading to a decrease in the actual brake clearance; when the temperature of the braking system decreases, the thickness of the braking system decreases due to cold shrinkage, leading to an increase in the actual brake clearance. The greater the accumulated wear of the braking system, i.e., the more severe the wear, the greater the actual brake clearance.

[0070] The first braking gap can be understood as the braking gap under the influence of the accelerator pedal release data.

[0071] In one optional embodiment, determining brake clearance change data of the braking device at the current estimated temperature based on the current estimated temperature and cumulative wear may include: determining temperature difference data between the current estimated temperature and a standard temperature; and determining current size data of the braking device based on initial size data and cumulative wear of the braking device at the standard temperature; and determining brake clearance change data based on the temperature difference data and the current size data.

[0072] The standard temperature can be understood as the temperature at which the braking device does not undergo thermal expansion or contraction.

[0073] The initial dimensional data at standard temperature can be understood as the initial thickness data of the braking device at standard temperature.

[0074] Here, the current dimension data can be understood as the thickness data of the braking device (e.g., brake disc) at the current estimated temperature. Furthermore, the current dimension data can be understood as the thickness data of the braking device under the combined influence of the current estimated temperature and cumulative wear.

[0075] In one optional embodiment, temperature difference data can be determined based on the difference between the current estimated temperature and the standard temperature. In another optional embodiment, the current size data of the braking device can be determined based on the difference between the initial size data and the cumulative wear of the braking device at the standard temperature. In yet another optional embodiment, brake clearance variation data can be determined based on the temperature difference data, the current size data, and a preset coefficient of thermal expansion.

[0076] In the above optional embodiments, by obtaining brake clearance change data under the coupling effect of the current estimated temperature and the amount of accumulated wear, more accurate brake clearance change data can be obtained, providing a basis for obtaining an accurate target brake clearance in the future.

[0077] In one optional embodiment, determining the first braking clearance based on the accelerator pedal release data may include: determining braking clearance correction information corresponding to the accelerator pedal release data; and correcting the initial braking clearance based on the braking clearance correction information to obtain the first braking clearance.

[0078] Here, brake clearance correction information can be understood as data used to correct the initial brake clearance. For example, brake clearance correction information can be understood as a brake clearance correction factor.

[0079] The initial braking clearance can be understood as the preset basic braking clearance.

[0080] In one optional embodiment, the brake clearance correction information corresponding to the accelerator pedal release data can be determined based on the mapping relationship between each accelerator pedal release data and the brake clearance correction information.

[0081] The accelerator pedal release data can include the accelerator pedal slope. There can be a negative correlation between the accelerator pedal release slope and the brake clearance correction information; that is, the smaller the accelerator pedal release slope, the larger the brake clearance correction information. This can be understood as follows: the faster the accelerator pedal is released, the stronger the driver's emergency braking intention, and the more clearance should be adjusted in advance, thus resulting in a larger brake clearance correction information. Based on this, a mapping relationship between each accelerator pedal release data point and the brake clearance correction information can be generated according to the negative correlation between the accelerator pedal release slope and the brake clearance correction information.

[0082] In one optional embodiment, the mapping relationship between each accelerator pedal release data and the brake clearance correction information can be determined as follows: First, linear fitting is performed on different accelerator pedal release test data and the corresponding brake clearance correction test information to obtain the linear fitting result. Then, based on the linear fitting result and multiple pre-set accelerator pedal release data, the corresponding brake clearance correction information is obtained, thereby constructing the mapping relationship between the accelerator pedal release data and the brake clearance correction information. In another optional embodiment, each accelerator pedal release data and the corresponding brake clearance correction information can be stored in a brake clearance correction information table. By querying the brake clearance correction information table, the brake clearance correction information corresponding to the accelerator pedal release data can be obtained.

[0083] In one alternative embodiment, after determining the brake clearance correction information, the first brake clearance can be determined based on the product of the brake clearance correction information and the initial brake clearance.

[0084] In the above optional embodiments, by using the brake clearance correction information corresponding to the accelerator pedal release data to correct the initial brake clearance, a more accurate first brake clearance can be obtained, providing a basis for obtaining an accurate target brake clearance in the future.

[0085] S220, determine the target brake clearance based on the first brake clearance, cumulative wear, and brake clearance change data.

[0086] In one alternative embodiment, the target brake clearance can be determined based on the sum of the first brake clearance, the cumulative wear amount, and the brake clearance change data.

[0087] In this embodiment, when the braking reference data is refined into the current estimated temperature, accelerator pedal release data, and cumulative wear, the braking clearance can be dynamically adjusted based on the above braking parameter data. Furthermore, by combining the three types of braking parameter data to adjust the braking clearance, the accuracy of the obtained braking clearance is higher.

[0088] Based on the technical solutions of the above embodiments, this application also provides another optional embodiment. In this optional embodiment, the braking reference data is refined into cumulative wear amount. Correspondingly, the braking reference data acquisition step of S110 is refined.

[0089] See Figure 3 The braking reference data acquisition steps shown include:

[0090] S310, determine the amount of brake wear of the braking device in at least one dimension during historical braking processes; the amount of brake wear in at least one dimension includes frictional wear and / or thermal fatigue wear.

[0091] Frictional wear can be understood as the amount of wear caused by contact friction between the braking device and the friction device. Frictional wear is positively correlated with cumulative braking energy.

[0092] Thermal fatigue wear can be understood as the wear caused by thermal fatigue. Thermal fatigue wear is positively correlated with the temperature change range and duration of high-temperature operation in the braking system.

[0093] The historical braking process may include at least one historical braking process.

[0094] In practice, the amount of brake wear of the braking device in at least one dimension during each historical braking process can be determined.

[0095] In one optional embodiment, the brake wear amount can be refined into friction wear amount; correspondingly, determining the brake wear amount of the braking device in at least one dimension during historical braking may include: determining the historical braking energy converted from the historical kinetic energy of the vehicle during historical braking; and determining the friction wear amount of the braking device during historical braking based on the historical braking energy, the current wear amount of the friction device corresponding to the braking device, and the initial size data of the friction device.

[0096] Historical braking energy can be understood as the energy converted during the vehicle's historical braking process.

[0097] The friction device can be understood as a device that achieves braking through friction with the braking device. The current wear of the friction device can be understood as the amount of wear on the friction device at the current moment. Optionally, the current wear can be the thickness of the worn material. Correspondingly, the initial dimensions of the friction device can be understood as the initial thickness of the friction device. After the friction device wears, the contact pressure distribution between it and the braking device changes (the more severe the wear of the friction device, the more intense the wear of the braking device). Therefore, the current wear and initial dimensions of the friction device can serve as correction information for the friction wear.

[0098] In one alternative embodiment, the amount of friction wear can be determined based on the mechanical wear coefficient, historical braking energy, the current wear of the friction device corresponding to the braking device, and the initial size data of the friction device.

[0099] In the above optional embodiments, during the historical braking process, the historical braking energy and the wear state of the friction device affect the friction wear of the braking device. Therefore, based on the historical braking energy, the current wear of the friction device corresponding to the braking device, and the initial size data of the friction device, the friction wear of the braking device can be accurately determined, thereby providing a reliable basis for obtaining a more accurate cumulative wear amount in the future.

[0100] In one optional embodiment, determining the historical braking energy converted from the vehicle's historical kinetic energy by the braking device may include: determining the total historical energy converted from the vehicle's historical kinetic energy based on the vehicle's body mass, the vehicle's first speed data at a prior historical moment during the historical braking process, and the vehicle's second speed data at a subsequent historical moment during the historical braking process; and determining the historical electrical energy converted from the historical kinetic energy based on the vehicle's historical average torque and historical average speed during the historical braking process; and determining the historical braking energy based on the total historical energy and the historical electrical energy.

[0101] Understandably, based on the vehicle's mass, first speed data, and second speed data, the vehicle's historical kinetic energy reduction can be determined, that is, the total historical energy converted from the vehicle's historical kinetic energy.

[0102] Understandably, based on the vehicle's historical average torque and historical average speed during historical braking processes, the historical electrical energy converted by the motor recovery device can be determined, that is, the historical electrical energy converted from historical kinetic energy.

[0103] Considering that vehicle kinetic energy cannot be completely converted into braking energy, in an optional embodiment, the historical braking energy can be determined based on the vehicle's reduced historical kinetic energy, the historical electrical energy converted from historical kinetic energy, and the energy conversion efficiency.

[0104] In the above optional embodiments, based on the principle of energy conservation, the total historical energy converted from the vehicle's historical kinetic energy can be accurately determined; and the total historical energy converted from the vehicle's historical kinetic energy includes historical braking energy and converted historical electrical energy. By determining the historical electrical energy converted from historical kinetic energy, the historical braking energy can be accurately determined, thereby providing a reliable basis for the subsequent accurate determination of the cumulative wear amount.

[0105] It is understandable that the higher the vehicle speed, the greater the air resistance the vehicle experiences, and the smaller the proportion of deceleration force caused by the braking process. Therefore, in an optional embodiment, determining the historical braking energy based on the historical total energy and historical electrical energy may include: obtaining braking energy proportion correction information corresponding to the target vehicle speed data during the historical braking process; and determining the historical braking energy based on the historical total energy, historical electrical energy, and braking energy proportion correction information.

[0106] The braking energy percentage correction information can be used to correct the braking energy. For example, the braking energy percentage correction information may include a braking energy percentage correction factor.

[0107] The target vehicle speed data can be understood as the vehicle speed data at the target historical moment during the historical braking process.

[0108] In one optional embodiment, the braking energy percentage correction information corresponding to the target vehicle speed data can be determined based on the mapping relationship between each vehicle speed data and the braking energy percentage correction information. The vehicle speed data and the braking energy percentage correction information can be negatively correlated; that is, the higher the vehicle speed, the lower the braking energy percentage correction information. It is understood that the higher the vehicle speed, the greater the air resistance experienced by the vehicle, and the lower the proportion of deceleration force caused by the braking system, thus resulting in a smaller braking energy percentage correction information.

[0109] In one optional embodiment, the mapping relationship between vehicle speed data and braking energy percentage correction information can be determined as follows: First, linear fitting is performed on different vehicle speed test data and corresponding braking energy percentage correction test information to obtain the linear fitting result. Then, based on the linear fitting result and multiple pre-set vehicle speed data, the corresponding braking energy percentage correction information is obtained, thereby constructing the mapping relationship between vehicle speed data and braking energy percentage correction information. In another optional embodiment, each vehicle speed data and its corresponding braking energy percentage correction information can be stored in the braking energy percentage correction information. By querying the braking energy percentage correction information, the braking energy percentage correction information corresponding to the target vehicle speed data can be obtained.

[0110] In one optional embodiment, the initial historical braking energy can be obtained based on the total historical energy and historical electrical energy; the initial historical braking energy is then corrected based on the braking energy ratio correction information to obtain the historical braking energy. In a further optional embodiment, the historical braking energy can be determined based on the product of the braking energy ratio correction information and the initial historical braking energy.

[0111] In the above optional embodiments, the corrected historical braking energy is obtained based on the braking energy ratio correction information corresponding to the target vehicle speed data, which can conform to the historical braking energy at the current vehicle speed, and the obtained historical braking energy is more accurate.

[0112] In one alternative embodiment, the brake wear amount can be refined into thermal fatigue wear amount; correspondingly, determining the brake wear amount of the braking device in at least one dimension during historical braking includes: determining the highest temperature of the braking device during historical braking; and determining the thermal fatigue wear amount of the braking device during historical braking based on the highest temperature, ambient temperature, and braking duration of the braking device during historical braking.

[0113] Optionally, the maximum temperature can be the highest estimated temperature of the braking device during historical braking processes.

[0114] In one optional embodiment, the amount of thermal fatigue wear can be determined based on the thermal fatigue wear coefficient, the maximum temperature, the ambient temperature, the braking duration, and the high-temperature amplification factor. The higher the maximum temperature and the larger the high-temperature amplification factor, the more significant the thermal fatigue wear.

[0115] In the above optional embodiments, during the historical braking process, temperature and braking duration affect the thermal fatigue wear of the braking device. Therefore, based on the highest temperature, ambient temperature and braking duration of the braking device during the historical braking process, the thermal fatigue wear of the braking device can be accurately determined, thereby providing a reliable basis for obtaining a more accurate cumulative wear amount in the future.

[0116] S320, determine the cumulative wear amount based on the brake wear amount in at least one dimension.

[0117] The cumulative wear can be understood as the sum of the braking wear in at least one dimension during at least one historical braking process.

[0118] In this embodiment of the application, based on the amount of brake wear in at least one dimension, the cumulative wear of the braking device in historical braking processes can be accurately determined through relevant dynamic data during the braking process without the need for a wear sensor. This reduces hardware procurement and installation costs while also mitigating reliability risks caused by sensor failures.

[0119] Based on the technical solutions of the above embodiments, this application also provides another optional embodiment. In this optional embodiment, the braking reference data is refined to the current estimated temperature. Accordingly, the braking reference data acquisition step of S110 is refined.

[0120] See Figure 4 The braking reference data acquisition steps shown include:

[0121] S410, determine the first heat absorbed and the second heat dissipated by the braking device during the current braking process.

[0122] The first heat can be understood as the heat absorbed by the braking device from the braking energy.

[0123] The second heat source can be understood as the heat emitted by the braking device to the surrounding environment.

[0124] In one optional embodiment, determining the first heat absorbed and the second heat dissipated by the braking device during braking may include: acquiring third vehicle speed data at a previous moment and fourth vehicle speed data at the current moment; determining the total energy converted from vehicle kinetic energy based on the third vehicle speed data, the fourth vehicle speed data, and the vehicle mass; determining the electrical energy converted from vehicle kinetic energy based on the current average torque and the current average speed of the vehicle during the current braking process; determining the braking energy based on the total energy and the electrical energy; determining the first heat based on the braking energy; and determining the second heat.

[0125] In practice, the reduction in kinetic energy of the vehicle can be determined based on the third and fourth vehicle speed data and the vehicle's mass. Considering that the vehicle's kinetic energy cannot be completely converted, in an optional embodiment, the total energy converted from the vehicle's kinetic energy can be determined based on the reduction in kinetic energy and the energy conversion efficiency.

[0126] In one alternative embodiment, a first heat source can be determined based on braking energy and preset heat absorption effect information; and a second heat source can be determined based on preset heat dissipation effect information.

[0127] Among them, the preset heat absorption effect information can be understood as the preset proportion of heat absorbed. Optionally, the preset heat absorption effect information can be the preset heat absorption coefficient.

[0128] Among them, the preset heat dissipation impact information can be understood as the preset proportion of heat dissipation information. Optionally, the preset heat dissipation impact information can be the preset heat dissipation coefficient.

[0129] In one alternative embodiment, the first heat can be determined based on the product of braking energy and preset heat absorption effect information.

[0130] In one alternative embodiment, the second heat can be determined based on the difference between the average temperature of the braking device during braking and the ambient temperature, preset heat dissipation impact information, and the product of the heat dissipation areas of the braking device.

[0131] According to the principle of energy conservation, the braking energy converted from the vehicle's kinetic energy can be determined more accurately in the above optional embodiments. Then, based on the braking energy and the preset heat absorption effect information, the first heat absorbed by the braking device can be determined more accurately, and based on the preset heat dissipation effect information, the second heat dissipated by the braking device can be determined more accurately, thus laying the foundation for accurately determining the current estimated temperature of the braking device.

[0132] S420 determines the current estimated temperature based on the first heat and the second heat.

[0133] In one alternative embodiment, the temperature change of the braking device can be determined based on the first heat and the second heat; and the current estimated temperature of the braking device at the current moment can be determined based on the temperature change and the historical estimated temperature of the braking device at the previous moment.

[0134] In practice, the heat change of the braking device can be determined based on the difference between the first and second heat values. Furthermore, the temperature change of the braking device can be determined based on the heat change, the mass of the braking device, and the specific heat capacity of the braking device.

[0135] In one alternative embodiment, the current estimated temperature of the braking device at the current moment can be determined based on the sum of the historical estimated temperature and the temperature change of the braking device at the previous moment.

[0136] It should be noted that the historical predicted temperature at the first moment can be determined based on the ambient temperature. Optionally, the historical predicted temperature of the braking device at the first moment can be the same as the ambient temperature.

[0137] According to the thermodynamic principles described above, the temperature change of the braking device can be accurately determined, thereby accurately determining the current estimated temperature of the braking device.

[0138] In one optional embodiment, determining the current estimated temperature of the braking device at the current moment based on the temperature change and the historical estimated temperature of the braking device at the previous moment may include: determining the initial estimated temperature of the braking device at the current moment based on the temperature change and the historical estimated temperature of the braking device at the previous moment; obtaining temperature correction information corresponding to the parking force at the current moment; and correcting the initial estimated temperature based on the temperature correction information to obtain the current estimated temperature.

[0139] Parking force can be understood as the clamping force required by the calipers during the parking process.

[0140] It is important to understand that the greater the parking force at the current moment, that is, the stronger the braking intensity, the greater the impact on the initial estimated temperature.

[0141] Temperature correction information can be understood as information used to correct the initial estimated temperature. For example, temperature correction information may include a temperature correction factor.

[0142] In one optional embodiment, the temperature correction information corresponding to the parking force at the current moment can be determined based on the mapping relationship between each parking force and temperature correction information. The parking force and temperature correction information can be positively correlated; that is, the greater the parking force, the greater the temperature correction information. It is understood that a greater parking force results in stronger braking intensity, more correction to the initial estimated temperature, and therefore, a greater temperature correction information.

[0143] In one optional embodiment, the mapping relationship between various parking forces and temperature correction information can be determined as follows: First, different parking force test data and corresponding temperature correction test information are fitted to obtain a linear fitting result. Then, based on the linear fitting result and multiple pre-set parking force data, the corresponding temperature correction information is obtained, thereby constructing the mapping relationship between various parking force test data and temperature correction information. In another optional embodiment, different parking force data and corresponding temperature correction information can be stored in a temperature correction information table. By querying the temperature correction information table, the temperature correction information corresponding to the parking force at the current moment can be obtained.

[0144] In one optional embodiment, after determining the temperature correction information corresponding to the parking force at the current moment, the current estimated temperature can be determined by multiplying the temperature correction information with the initial estimated temperature.

[0145] The above optional embodiments, by utilizing the temperature correction information corresponding to the parking force at the current moment, correct the initial estimated temperature of the braking device at the current moment, and obtain a more accurate current estimated temperature, laying the foundation for obtaining a more accurate target braking clearance in the future.

[0146] The above optional embodiments determine the current estimated temperature of the braking device based on the first heat absorbed and the second heat dissipated during the braking process. This allows for a relatively accurate determination of the current estimated temperature of the braking device using relevant dynamic data during the braking process, without the need for a temperature sensor. This reduces hardware procurement and installation costs while also mitigating reliability risks associated with sensor failures.

[0147] Based on the technical solutions of the above embodiments, this application also provides another optional embodiment, in which the parking method is described in detail.

[0148] join Figure 5 The parking methods shown include:

[0149] S501 acquires the current estimated temperature of the vehicle during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device.

[0150] In one optional embodiment, obtaining the current estimated temperature of the vehicle during the current braking process includes:

[0151] Step A1: Obtain the vehicle's first speed data at the previous moment and the second speed data at the current moment.

[0152] Step A2: Determine the total energy converted from kinetic energy based on the first vehicle speed data, the second vehicle speed data, and the vehicle mass; and determine the electrical energy converted from kinetic energy based on the vehicle's motor average torque and average speed.

[0153] In one alternative embodiment, the total energy can be determined according to the following formula:

[0154]

[0155] in, Total energy; Energy conversion efficiency; V T1 This represents the vehicle's initial speed at the previous moment; V T2 This is the second vehicle speed data at the current moment; For vehicle quality.

[0156] In one alternative embodiment, the electrical energy can be determined according to the following formula:

[0157]

[0158] in, For electrical energy; For the calculation period Average torque of the motor within the unit; For the calculation period The average rotational speed within.

[0159] Step A3: Determine the braking energy based on the total energy and electrical energy.

[0160] In one alternative embodiment, the braking energy can be determined according to the following formula:

[0161]

[0162] in, As braking energy; This is a correction factor for the proportion of braking energy. This refers to the clamping force of the caliper.

[0163] The braking energy percentage correction factor is related to the current vehicle speed data. In one optional embodiment, the braking energy percentage correction information corresponding to the current vehicle speed data can be determined based on the mapping relationship between each vehicle speed data and the braking energy percentage correction information.

[0164] In one optional embodiment, the mapping relationship between vehicle speed data and braking energy percentage correction information can be determined as follows: First, linear fitting is performed on different vehicle speed test data and corresponding braking energy percentage correction test information to obtain the linear fitting result. Then, based on the linear fitting result and multiple pre-set vehicle speed data, the corresponding braking energy percentage correction information is obtained, thereby constructing the mapping relationship between vehicle speed data and braking energy percentage correction information. In another optional embodiment, each vehicle speed data and its corresponding braking energy percentage correction information can be stored in a braking energy percentage correction information table. By querying the braking energy percentage correction information table, the braking energy percentage correction information corresponding to the target vehicle speed data can be obtained.

[0165] Step A4: Determine the first heat source based on the braking energy and the preset heat absorption effect information, and determine the second heat source based on the preset heat dissipation effect information.

[0166] In an alternative embodiment, the first heat can be determined according to the following formula:

[0167]

[0168] Where k1 is the preset heat absorption coefficient.

[0169] In one alternative embodiment, the second heat can be determined according to the following formula:

[0170]

[0171] Where k2 is the heat dissipation coefficient; A is the heat dissipation area of ​​the brake disc, which is determined according to the vehicle model; The average temperature during braking; the initial value is set to the ambient temperature T0. The temperature estimation period is the duration between two adjacent moments.

[0172] Step A5: Determine the temperature change corresponding to the braking device based on the first heat and the second heat.

[0173] In one alternative embodiment, the temperature change can be determined according to the following formula:

[0174]

[0175] in, This refers to the change in temperature. The mass of the braking device (specifically, the brake disc); This refers to the specific heat capacity of the brake disc.

[0176] Step A6: Determine the initial estimated temperature of the braking device at the current moment based on the temperature change and the historical estimated temperature of the braking device at the previous moment.

[0177] In an alternative embodiment, the initial estimated temperature can be determined according to the following formula:

[0178]

[0179] in, The initial estimated temperature at the current moment; The historical estimated temperature at the previous moment is the ambient temperature at the first moment.

[0180] Step A7: Obtain the temperature correction information corresponding to the parking force at the current moment.

[0181] In one optional embodiment, the temperature correction information corresponding to the parking force at the current moment can be determined based on the mapping relationship between each parking force and temperature correction information. .

[0182] In one optional embodiment, the mapping relationship between various parking forces and temperature correction information can be determined as follows: First, different parking force test data and corresponding temperature correction test information are fitted to obtain a linear fitting result. Then, based on the linear fitting result and multiple pre-set parking force data, the corresponding temperature correction information is obtained, thereby constructing the mapping relationship between various parking force test data and temperature correction information. In another optional embodiment, different parking force data and corresponding temperature correction information can be stored in a temperature correction information table. By querying the temperature correction information table, the temperature correction information corresponding to the parking force at the current moment can be obtained.

[0183] Step A8: Correct the initial estimated temperature based on the temperature correction information to obtain the current estimated temperature.

[0184] In an alternative embodiment, the current estimated temperature can be obtained according to the following formula:

[0185]

[0186] In one optional embodiment, obtaining the cumulative wear of the braking device includes steps B1 to B6:

[0187] Step B1: Determine the total historical energy converted from the vehicle's historical kinetic energy based on the vehicle's body mass, the third vehicle speed data at the earlier historical moment during the historical braking process, and the fourth vehicle speed data at the later historical moment; and determine the historical electrical energy converted from the historical kinetic energy based on the vehicle's historical average torque and historical average speed during the historical braking process.

[0188] Step B2: Obtain the braking energy percentage correction information corresponding to the current vehicle speed data during the historical braking process.

[0189] Step B3: Determine the historical braking energy based on the historical total energy, historical electrical energy, and braking energy ratio correction information.

[0190] Step B4: Determine the amount of friction and wear of the braking device during the historical braking process based on the historical braking energy, the current wear of the friction device corresponding to the braking device, and the initial size data of the friction device.

[0191] In an optional embodiment, the amount of friction and wear during a single historical braking process can be obtained according to the following formula:

[0192]

[0193] in, This refers to the amount of friction and wear. The mechanical wear coefficient; The braking energy during a single historical braking process; This represents the current wear of the friction device; These are the initial dimensional data for the friction device.

[0194] Step B5: Determine the thermal fatigue wear of the braking device during the historical braking process based on the highest temperature of the braking device during the historical braking process, the ambient temperature, and the braking duration of the braking device during the historical braking process.

[0195] In an optional embodiment, the amount of thermal fatigue wear during a single historical braking process can be obtained according to the following formula:

[0196]

[0197] in, This refers to thermal fatigue wear. The coefficient of thermal fatigue wear; This represents the highest temperature of the braking device during a historical braking process. Ambient temperature; This refers to the braking duration of the braking device during historical braking processes; This is the high-temperature amplification factor.

[0198] Step B6: Determine the cumulative wear amount based on the frictional wear amount and the thermal fatigue wear amount.

[0199] In an alternative embodiment, the cumulative wear amount can be obtained according to the following formula:

[0200]

[0201] in, This refers to the cumulative wear amount; Let be the amount of friction and wear during the i-th braking process; denoted as , where is the thermal fatigue wear during the i-th braking process; and is the number of braking cycles.

[0202] S502, determine the temperature difference data between the current estimated temperature and the standard temperature; and, based on the initial dimensional data of the braking device at the standard temperature and the cumulative wear amount, determine the current dimensional data of the braking device.

[0203] S503 determines the brake clearance variation data based on temperature difference data and current size data.

[0204] In an optional embodiment, the braking clearance variation data can be obtained according to the following formula:

[0205]

[0206] in, This is data on brake clearance variation; The coefficient of thermal expansion; This is the current estimated temperature; Standard temperature; These are the initial dimensional data at standard temperature; This represents the cumulative wear amount.

[0207] S504, determine the brake clearance correction information corresponding to the accelerator pedal release data.

[0208] S505, Based on the brake clearance correction information, the initial brake clearance is corrected to obtain the first brake clearance.

[0209] In an alternative embodiment, the first braking clearance can be obtained according to the following formula:

[0210]

[0211] in, This is the first braking clearance; Information for brake clearance correction; This is the initial braking clearance.

[0212] S506, determine the target brake clearance based on the first brake clearance, cumulative wear, and brake clearance change data.

[0213] In an optional embodiment, the target braking clearance can be obtained according to the following formula:

[0214]

[0215] in, The target braking clearance.

[0216] S507 controls vehicle parking based on target braking clearance.

[0217] See Figure 6 A schematic flowchart of a parking method in another optional embodiment provided in this application. This parking method can be applied to, for example... Figure 7 The parking system shown includes a brake clearance controller, a vehicle controller, and a motor actuator installed in the vehicle.

[0218] The brake clearance controller is used to acquire braking reference data of the vehicle during the current braking process. The braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking system during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking system. The brake clearance controller is also used to determine a target brake clearance based on the braking reference data and send the target brake clearance to the motor actuator.

[0219] An electric actuator is used to control vehicle parking based on the target braking clearance.

[0220] The vehicle controller acquires sensor data from at least one sensor and sends the sensor data to the brake clearance controller. The brake clearance controller also determines braking reference data for the vehicle during the current braking process based on the sensor data.

[0221] In practice, the data acquisition module in the vehicle controller sends sensor data collected by at least one sensor to the status observation module.

[0222] The sensors may include at least one of the following: a vehicle inertial measurement unit (IMU), a brake pedal travel sensor, an accelerator pedal release sensor, a wheel speed sensor, and an ambient temperature sensor for detecting ambient temperature.

[0223] Among them, the brake pedal travel sensor is used to collect brake pedal travel data of the brake pedal in the vehicle; the accelerator pedal release sensor is used to collect accelerator pedal release data of the accelerator pedal in the vehicle; the vehicle inertial measurement unit is used to collect vehicle acceleration data and / or angular velocity data; the ambient temperature sensor is used to collect ambient temperature data of the environment in which the vehicle is located; and the wheel speed sensors corresponding to each wheel are used to collect wheel speed data of the corresponding wheel.

[0224] The vehicle inertial measurement unit and ambient temperature sensor can communicate with the vehicle controller, right rear braking system, and left rear braking system via a common CAN bus, respectively. The accelerator pedal release data sensor is hardwired to the vehicle controller.

[0225] The wheel speed sensors may include a right front wheel speed sensor, a seat front wheel speed sensor, a right rear wheel speed sensor, and a left rear wheel speed sensor. Each of these sensors is physically connected to its corresponding wheel. All four sensors are also hardwired to the vehicle controller.

[0226] The right rear braking system, left rear braking system, right front braking system, and left front braking system are each connected to their corresponding wheel via hardwired connections. These systems are connected via a private CAN bus closed-loop communication connection. Furthermore, the right rear braking system and right front braking system communicate with the vehicle controller via the private CAN bus.

[0227] The vehicle data storage module in the vehicle controller sends vehicle data to the status observation module.

[0228] The condition observation module combines sensor data and vehicle data and sends the combined data to the brake clearance controller.

[0229] The brake gap controller obtains the target brake gap based on the combined data and sends it to the motor actuator.

[0230] The motor actuator controls the caliper to advance toward the braking device according to the target braking gap.

[0231] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0232] Based on the same inventive concept, this application also provides a parking device for implementing the parking method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more parking device embodiments provided below can be found in the limitations of the parking method described above, and will not be repeated here.

[0233] In one exemplary embodiment, such as Figure 8 As shown, a parking device is provided, including: an acquisition module 810, a determination module 820, and a control module 830, wherein:

[0234] The acquisition module 810 is used to acquire braking reference data of the vehicle during the current braking process; wherein, the braking reference data includes at least one of the following: the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle's accelerator pedal during the current braking process, and the cumulative wear of the braking device.

[0235] The determination module 820 is used to determine the target braking clearance based on the braking reference data;

[0236] The control module 830 is used to control the vehicle parking according to the target braking clearance.

[0237] In one embodiment, the braking reference data includes the current estimated temperature, accelerator pedal release data, and cumulative wear. Accordingly, the determining module 820 is specifically configured to: determine the brake clearance change data of the braking device at the current estimated temperature based on the current estimated temperature and cumulative wear; and determine a first brake clearance based on the accelerator pedal release data; and determine a target brake clearance based on the first brake clearance, cumulative wear, and brake clearance change data.

[0238] In one embodiment, the determining module 820 is specifically configured to: determine temperature difference data between the current estimated temperature and the standard temperature; and determine the current size data of the braking device based on the initial size data and cumulative wear of the braking device at the standard temperature; and determine brake clearance change data based on the temperature difference data and the current size data.

[0239] In one embodiment, the determining module 820 is specifically used to: determine the brake clearance correction information corresponding to the accelerator pedal release data; and correct the initial brake clearance according to the brake clearance correction information to obtain the first brake clearance.

[0240] In one embodiment, the braking reference data includes cumulative wear; correspondingly, the acquisition module 810 is specifically used to: determine the braking wear of the braking device in at least one dimension during historical braking processes; the braking wear in at least one dimension includes frictional wear and / or thermal fatigue wear; and determine the cumulative wear based on the braking wear in at least one dimension.

[0241] In one embodiment, brake wear includes frictional wear.

[0242] Accordingly, the acquisition module 810 is specifically used to: determine the historical braking energy converted from the historical kinetic energy of the vehicle during the historical braking process; and determine the frictional wear of the braking device during the historical braking process based on the historical braking energy, the current wear of the friction device corresponding to the braking device, and the initial size data of the friction device.

[0243] In one embodiment, the acquisition module 810 is specifically used to: determine the total historical energy converted from the vehicle's historical kinetic energy based on the vehicle's body mass, the vehicle's first speed data at a prior historical moment during the historical braking process, and the vehicle's second speed data at a subsequent historical moment during the historical braking process; and determine the historical electrical energy converted from the historical kinetic energy based on the vehicle's historical average torque and historical average speed during the historical braking process; and determine the historical braking energy based on the total historical energy and the historical electrical energy.

[0244] In one embodiment, the acquisition module 810 is specifically used to: acquire braking energy ratio correction information corresponding to the target vehicle speed data during the historical braking process; and determine the historical braking energy based on the historical total energy, historical electrical energy, and braking energy ratio correction information.

[0245] In one embodiment, the braking reference data includes the current estimated temperature; accordingly, the acquisition module 810 is specifically used to: determine the first heat absorbed and the second heat dissipated by the braking device during the current braking process; and determine the current estimated temperature based on the first heat and the second heat.

[0246] In one embodiment, the braking reference data includes the current estimated temperature; correspondingly, the acquisition module 810 is specifically used to: determine the initial estimated temperature of the braking device at the current moment; acquire the temperature correction information corresponding to the parking force at the current moment; and correct the initial estimated temperature according to the temperature correction information to obtain the current estimated temperature.

[0247] The various modules in the aforementioned parking device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0248] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 9 As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operating system and computer programs stored in the non-volatile storage media. The database stores data such as braking reference data and target braking clearance. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communicating with external terminals via a network connection. When executed by the processor, the computer program implements a parking method.

[0249] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0250] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the parking method provided in any of the above embodiments.

[0251] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the parking method provided in any of the above embodiments.

[0252] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the parking method provided in any of the above embodiments.

[0253] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0254] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0255] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A parking method, characterized in that, The method includes: Obtain braking reference data of the vehicle during the current braking process; wherein, the braking reference data includes the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device; Based on the current estimated temperature and the cumulative wear, determine the brake clearance variation data of the braking device at the current estimated temperature; and, The first braking clearance is determined based on the accelerator pedal release data; The target brake clearance is determined based on the first brake clearance, the cumulative wear amount, and the brake clearance change data; The vehicle is controlled to park based on the target braking clearance.

2. The method according to claim 1, characterized in that, Based on the current estimated temperature and the cumulative wear, determine the brake clearance variation data of the braking device at the current estimated temperature, including: Determine the temperature difference data between the current estimated temperature and the standard temperature; and, The current size data of the braking device is determined based on the initial size data of the braking device at the standard temperature and the cumulative wear amount; The braking gap change data is determined based on the temperature difference data and the current size data.

3. The method according to claim 1, characterized in that, Based on the accelerator pedal release data, the first braking clearance is determined, including: Determine the brake clearance correction information corresponding to the accelerator pedal release data; Based on the brake clearance correction information, the initial brake clearance is corrected to obtain the first brake clearance.

4. The method according to claim 1, characterized in that, Obtain braking reference data of the vehicle during the current braking process, including: Determine the amount of brake wear of the braking device in at least one dimension during historical braking processes; the amount of brake wear in at least one dimension includes frictional wear and / or thermal fatigue wear. The cumulative wear amount is determined based on the brake wear amount in at least one dimension.

5. The method according to claim 4, characterized in that, The brake wear includes frictional wear. Accordingly, determining the amount of brake wear of the braking device in at least one dimension during historical braking processes includes: Determine the historical braking energy converted from the vehicle's historical kinetic energy during the historical braking process of the braking device; The frictional wear of the braking device during the historical braking process is determined based on the historical braking energy, the current wear of the friction device corresponding to the braking device, and the initial size data of the friction device.

6. The method according to claim 5, characterized in that, Determining the historical braking energy converted from the vehicle's historical kinetic energy during historical braking processes by the braking device includes: Based on the vehicle's body mass, the vehicle's first speed data at a prior historical moment during the historical braking process, and the vehicle's second speed data at a subsequent historical moment during the historical braking process, the total historical energy converted from the vehicle's historical kinetic energy is determined; and, Based on the historical average torque and historical average speed of the vehicle during historical braking processes, the historical electrical energy converted from the historical kinetic energy is determined; The historical braking energy is determined based on the historical total energy and the historical electrical energy.

7. The method according to claim 6, characterized in that, Based on the historical total energy and the historical electrical energy, the historical braking energy is determined, including: Obtain braking energy percentage correction information corresponding to the target vehicle speed data during the historical braking process of the vehicle; The historical braking energy is determined based on the historical total energy, the historical electrical energy, and the braking energy ratio correction information.

8. The method according to claim 1, characterized in that, Obtain braking reference data of the vehicle during the current braking process, including: Determine the first heat absorbed and the second heat dissipated by the braking device during the current braking process; The current estimated temperature is determined based on the first heat and the second heat.

9. The method according to any one of claims 1-8, characterized in that, Obtain braking reference data of the vehicle during the current braking process, including: Determine the initial estimated temperature of the braking device at the current moment; Obtain the temperature correction information corresponding to the parking force at the current moment; Based on the temperature correction information, the initial estimated temperature is corrected to obtain the current estimated temperature.

10. A parking device, characterized in that, The device includes: The acquisition module is used to acquire braking reference data of the vehicle during the current braking process; wherein, the braking reference data includes the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device. The determination module is configured to determine, based on the current estimated temperature and the cumulative wear amount, brake clearance change data of the braking device at the current estimated temperature; and to determine a first brake clearance based on the accelerator pedal release data; and to determine a target brake clearance based on the first brake clearance, the cumulative wear amount, and the brake clearance change data. The control module is used to control the vehicle to park according to the target braking gap.

11. A parking system, characterized in that, The system includes: a brake clearance controller and a motor actuator deployed in the vehicle; The brake clearance controller is used to acquire braking reference data of the vehicle during the current braking process; wherein, the braking reference data includes the current estimated temperature of the vehicle's braking device during the current braking process, the accelerator pedal release data of the vehicle during the current braking process, and the cumulative wear of the braking device. The brake gap controller is further configured to determine brake gap change data of the braking device at the current estimated temperature based on the current estimated temperature and the cumulative wear amount; and to determine a first brake gap based on the accelerator pedal release data; and to determine a target brake gap based on the first brake gap, the cumulative wear amount and the brake gap change data, and to send the target brake gap to the motor actuator. The motor actuator is used to control the vehicle to park according to the target braking gap.

12. The system according to claim 11, characterized in that, It also includes a vehicle controller and at least one sensor that is communicatively connected to the vehicle controller; The vehicle controller is used to acquire sensor data collected by at least one sensor and send the sensor data to the brake clearance controller. The brake gap controller is also used to determine the braking reference data of the vehicle during the current braking process based on the sensor data.

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