Method for measuring braking torque of automobile braking roller based on multiple sensors

Abstract

The invention discloses a method for measuring the braking torque of an automobile braking roller based on multiple sensors, which relates to the field of automobile braking and comprises the following steps of: S1, selecting a size sensor group according to automobile parameters, and presetting a plurality of size braking sensor groups in an automobile braking system; s2, measuring standard parameters of the brake component by using the size brake sensor group, and measuring actual parameters of the brake component when the automobile is braked by using the size brake sensor group; s3, measuring data of the automobile, calculating conventional braking torque of the roller according to the data of the automobile and the standard parameters of the braking component, and calculating actual braking torque of the roller according to the data of the automobile and the actual parameters of the braking component; and S4, presetting a braking torque threshold value, and comparing the conventional braking torque of the roller with the actual braking torque of the roller. Accuracy and reliability of braking performance are improved by measuring and comparing actual parameters and standard parameters of the braking component in real time.

Description

Technical Field

[0001] This invention relates to the field of automotive braking, and more particularly, to a method for measuring the braking torque of automotive brake rollers based on multiple sensors. Background Technology

[0002] The automotive braking system is a crucial component for ensuring driving safety. However, with the use of a vehicle, braking components will experience a decline in braking performance due to wear and aging. Therefore, it is necessary to regularly inspect and evaluate the performance of the braking system, and to maintain and replace braking components in a timely manner. The performance testing and evaluation of the braking system typically involves multiple parts. It requires measuring the physical parameters of the braking components, such as thickness, shape, and texture, and calculating the braking torque. The calculation must take into account the parameters of the vehicle itself and the parameters of the braking components. At the same time, thresholds and rules need to be set to assess whether the performance of the braking system meets the requirements.

[0003] A sensor is a detection device that can sense information about the measured substance and convert that information into usable signals or data according to prescribed rules. Sensors are an important component of modern equipment, systems, and engineering technologies. In the automotive field, sensors are used to measure the parameters of components during vehicle braking, improving the accuracy of braking torque detection and playing a vital role in vehicle driving.

[0004] However, existing multi-sensor-based methods for measuring the braking torque of automotive brake rollers cannot perform real-time measurement and comparison of braking components. This results in a lack of timely measurement feedback when braking components deform during vehicle braking, making the existing multi-sensor-based methods for measuring the braking torque of automotive brake rollers less than ideal for judging braking performance and greatly affecting the safety of vehicles while driving.

[0005] No effective solutions have yet been proposed to address the problems in the relevant technologies. Summary of the Invention

[0006] The purpose of this invention is to provide a method for measuring the braking torque of automotive brake rollers based on multiple sensors. By measuring and comparing changes in braking components, this method achieves accurate braking performance evaluation and has the advantage of improving the accuracy of braking performance.

[0007] To achieve the above objectives, the specific technical solution adopted by the present invention is as follows: A method for measuring the braking torque of automotive brake rollers based on multiple sensors includes the following steps: S1. Select the size sensor group according to the vehicle parameters, and pre-install multiple size brake sensor groups in the vehicle braking system; S2. Measure the standard parameters of the braking components using a size-based brake sensor set, and measure the actual parameters of the braking components when the vehicle is braking using the size-based brake sensor set; S3. Measure the vehicle's own data, calculate the conventional braking torque of the roller using the vehicle's own data and the standard parameters of the braking components, and calculate the actual braking torque of the roller based on the vehicle's own data and the actual parameters of the braking components. S4. Preset braking torque threshold, compare the conventional braking torque of the roller with the actual braking torque of the roller; S5. Analyze and judge the results based on the comparison of braking torque threshold, and provide feedback on the judgment results.

[0008] As a preferred embodiment, the method of measuring standard parameters of braking components using a size-based brake sensor set and measuring actual parameters of braking components during vehicle braking using the size-based brake sensor set includes the following steps: S21. Obtain the standard physical parameters and actual physical parameters of the braking components based on the size braking sensor; S22. Standardize the standard physical parameters and actual physical parameters of the braking components, and generate standard parameters and actual parameters of the braking components.

[0009] As a preferred embodiment, obtaining the standard physical parameters and actual physical parameters of the braking component based on the size braking sensor includes the following steps: S211. The size brake sensor is calibrated, and the brake component is laser-scanned using the size brake sensor to obtain the standard thickness parameters of the brake component. S212. Based on the calibrated size brake sensor, perform a laser scan of the brake component during braking to obtain the actual thickness parameters of the brake component. S213. Preset brake component feature points, and mark the standard thickness parameters of the brake component with standard feature points to obtain standard marked feature points; S214. Obtain the actual labeled feature points by standardizing the actual feature points of the brake component based on the actual feature point parameters of the brake component. S215. Compare the standard marked feature points with the actual marked feature points, and analyze and adjust the actual thickness parameters of the braking components based on the comparison structure. S216. Output the standard thickness parameter of the braking component as the standard physical parameter of the braking component, and output the adjusted actual thickness parameter of the braking component as the actual physical parameter of the braking component.

[0010] As a preferred embodiment, the step of performing a laser scan of the braking component during braking based on the calibrated size braking sensor to obtain the actual thickness parameters of the braking component includes the following steps: S2121. Perform laser scanning on the braking components during braking based on the size braking sensor to obtain raw scanning data; S2122. Obtain the vibration frequency of the braking component during braking based on the size braking sensor, and integrate the vibration frequency of the braking component using a Fourier transform algorithm to obtain the scanning influence value; S2123. Update and verify the original scan data based on the scan influence value to obtain the actual thickness parameters of the braking component.

[0011] As a preferred embodiment, the step of obtaining the vibration frequency of the braking component during braking based on the size braking sensor, and integrating the vibration frequency of the braking component using a Fourier transform algorithm to obtain the scanning influence value includes the following steps: S21221. Obtain the vibration frequency of the braking component during braking based on the size braking sensor, and perform data filtering; S21222. Extract vibration data based on the filtered vibration frequency, and convert the vibration data from the time domain to the frequency domain using the Fourier transform algorithm. S21223. Analyze and identify the vibration frequency and intensity values ​​based on the frequency domain of the converted vibration data. S21224. Preset the vibration impact threshold, and combine the vibration frequency value and vibration intensity value with the vibration impact threshold for analysis and calculation to obtain the scanning impact value.

[0012] As a preferred embodiment, the conversion formula for transforming vibration data from the time domain to the frequency domain using the Fourier transform algorithm is as follows: ; In the formula, The frequency domain represents the vibration data; It is a positive transform function; It is the inverse transform function; g The vibration rate of the braking component; b For the offset of the braking components; r This refers to the vibration displacement range value of the braking component; v This value is based on the vibration impact of the braking component's own volume.

[0013] As a preferred embodiment, the standardization process of the standard physical parameters and actual physical parameters of the braking components, and the generation of standard parameters and actual parameters of the braking components, includes the following steps: S221. Denoise the standard physical parameters and actual physical parameters of the braking components, and unify the format of the denoised standard physical parameters and actual physical parameters of the braking components. S222. Preset the physical reference value of the braking component, and calculate the standardized value of the standard physical parameter of the braking component and the actual physical parameter of the braking component using the physical reference value of the braking component; S223. Based on the calculated standardized values, obtain the standard parameters and actual parameters of the braking components.

[0014] As a preferred embodiment, the steps of measuring the vehicle's own data, calculating the conventional braking torque of the roller using the vehicle's own data and standard parameters of the braking components, and calculating the actual braking torque of the roller based on the vehicle's own data and actual parameters of the braking components include the following steps: S31. Obtain the conventional tire parameters based on the vehicle's own data, and calculate the conventional braking torque of the rollers based on the conventional tire parameters and the standard parameters of the braking components; S32. Obtain wear parameters based on the vehicle's own data, and adjust the tire parameters accordingly to obtain tire wear parameters; S33. Calculate the actual braking torque of the roller based on the tire wear parameters and the standard parameters of the braking components.

[0015] As a preferred embodiment, the step of obtaining wear parameters based on the vehicle's own data and adjusting tire parameters accordingly includes the following steps: S321. Obtain tire driving data based on the vehicle's own data, and calculate wear parameters based on the tire driving data; S322. Preset tire characteristic parameters, extract wear parameter characteristic parameters and compare and analyze tire driving data characteristic values; S323. Verify the results of the comparative analysis of wear parameter characteristic parameters and tire driving data characteristic values, and generate tire wear parameters.

[0016] As a preferred embodiment, the step of analyzing and judging the results based on the comparison of braking torque thresholds and feeding back the judgment results includes the following steps: S51. Compare the conventional braking torque of the roller with the actual braking torque of the roller, and classify the braking torque according to the torque comparison difference and the braking torque threshold. S52. Preset braking torque feedback rules and match braking torque feedback rules according to braking torque classification results; S53. Feedback transmission is performed according to the matched braking torque feedback rules.

[0017] Compared with existing technologies, this invention provides a method for measuring the braking torque of automotive brake rollers based on multiple sensors, which has the following advantages: (1) This invention measures and compares the actual parameters and standard parameters of the braking components in real time to understand the performance and wear of the braking components, thereby adjusting the braking torque as needed, improving the accuracy and reliability of braking performance, and by monitoring the braking components in real time, it can detect potential problems early, improve the accuracy of braking performance safety judgment when the braking components are excessively worn, and improve the safety of vehicle driving.

[0018] (2) By monitoring the braking components in real time, the present invention can avoid unnecessary maintenance and replacement, thereby improving the maintenance efficiency of the car and reducing maintenance costs. Furthermore, by providing real-time feedback on the braking torque, users can better understand the status and performance of the car, providing a better user experience. By optimizing the braking torque, excessive wear of the braking components can be avoided, thereby improving the durability of the car. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a method for measuring the braking torque of a vehicle brake roller based on multiple sensors, according to an embodiment of the present invention. Detailed Implementation

[0021] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0022] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0023] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figure 1 As shown, the method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to an embodiment of the present invention includes the following steps: S1. Select the size sensor group according to the vehicle parameters, and pre-install multiple size brake sensor groups in the vehicle braking system; Specifically, this involves understanding the vehicle's key parameters, such as its weight, size, braking system type (e.g., anti-lock braking system, hydraulic braking system), tire specifications, and the vehicle's intended use conditions (e.g., city driving, highway driving, or off-road driving). Based on these parameters, a suitable set of size sensors is selected. The selection of size sensors should be based on factors such as their measurement range, accuracy, stability, and durability. For example, larger vehicles may require more powerful and durable size sensors, while smaller vehicles may require smaller and lighter size sensors. The number and location of dimension sensors to be pre-installed in the vehicle's braking system are determined based on the type of data being acquired and the specific parts of the braking system to be monitored. For example, dimension sensors may be installed on critical components such as brake discs, brake shoes, and brake fluid. After determining the type and location of the dimension sensors, they need to be installed on the vehicle and tested to ensure they function correctly and provide accurate data. Once installed and tested correctly, the dimension sensors will be integrated with other vehicle systems, such as the onboard computer system, to receive and process data sent from the sensors in real time.

[0024] S2. Measure the standard parameters of the braking components using a size-based brake sensor set, and measure the actual parameters of the braking components when the vehicle is braking using the size-based brake sensor set; As a preferred embodiment, the method of measuring standard parameters of braking components using a size-based brake sensor set and measuring actual parameters of braking components during vehicle braking using the size-based brake sensor set includes the following steps: S21. Obtain the standard physical parameters and actual physical parameters of the braking components based on the size braking sensor; As a preferred embodiment, obtaining the standard physical parameters and actual physical parameters of the braking component based on the size braking sensor includes the following steps: S211. The size brake sensor is calibrated, and the brake component is laser-scanned using the size brake sensor to obtain the standard thickness parameters of the brake component. Specifically, the brake sensor should be calibrated according to the manufacturer's instructions. A standard object of known size, such as a calibration block or calibration piece, should be scanned, and the sensor settings should be adjusted based on the results. During calibration, ensure that the sensor and the standard object are in the same environment to reduce the influence of environmental factors such as temperature and humidity on the measurement results. Install the calibrated size brake sensor in the appropriate position of the vehicle's braking system, ensuring that the sensor can accurately scan the braking components without affecting the normal operation of the braking system. Activate the sensor and perform a laser scan. During the scan, the sensor will emit a laser. Then, measure the time and angle at which the laser is reflected back from the braking components to calculate the size and shape of the components. After the scan is completed, the sensor will generate a data report on the size and shape of the brake component. Based on the report, the standard thickness parameters of the brake component are obtained. The data is then analyzed using appropriate software or tools to determine whether the brake component is within the specified standard thickness range. If not, the brake component may need to be adjusted or replaced.

[0025] S212. Based on the calibrated size brake sensor, perform a laser scan of the brake component during braking to obtain the actual thickness parameters of the brake component. As a preferred embodiment, the step of performing a laser scan of the braking component during braking based on the calibrated size braking sensor to obtain the actual thickness parameters of the braking component includes the following steps: S2121. Perform laser scanning on the braking components during braking based on the size braking sensor to obtain raw scanning data; Specifically, during vehicle operation, the size brake sensor is activated to perform real-time laser scanning of the brake components at the installation location. The sensor emits laser light and measures the laser light reflected back from the brake components to obtain real-time size and shape data of the brake components during braking. Raw scan data, such as laser scan point clouds, 3D scan models, or 2D contours, is then obtained from the sensor and stored in a computer or data acquisition system for further analysis. Once sufficient data is obtained, the laser scanning can be stopped and the size brake sensor can be turned off.

[0026] S2122. Obtain the vibration frequency of the braking component during braking based on the size braking sensor, and integrate the vibration frequency of the braking component using a Fourier transform algorithm to obtain the scanning influence value; As a preferred embodiment, the step of obtaining the vibration frequency of the braking component during braking based on the size braking sensor, and integrating the vibration frequency of the braking component using a Fourier transform algorithm to obtain the scanning influence value includes the following steps: S21221. Obtain the vibration frequency of the braking component during braking based on the size braking sensor, and perform data filtering; Specifically, during vehicle operation, the size brake sensor is activated to monitor the braking components in real time. The size brake sensor generates data based on the vibration of the braking components, and the data is filtered to remove unwanted frequencies. For example, vibrations within a specific frequency range may indicate a problem with a particular braking component. Frequency filters, such as low-pass, high-pass, or band-pass filters, are used to remove vibrations of other frequencies.

[0027] S21222. Extract vibration data based on the filtered vibration frequency, and convert the vibration data from the time domain to the frequency domain using the Fourier transform algorithm. As a preferred embodiment, the conversion formula for transforming vibration data from the time domain to the frequency domain using the Fourier transform algorithm is as follows: ; In the formula, The frequency domain represents the vibration data; It is a positive transform function; It is the inverse transform function; g The vibration rate of the braking component; b For the offset of the braking components; r This refers to the vibration displacement range value of the braking component; v This value is based on the vibration impact of the braking component's own volume.

[0028] S21223. Analyze and identify the vibration frequency and intensity values ​​based on the frequency domain of the converted vibration data. Specifically, examine the frequency domain of the converted vibration data to identify the frequencies with the highest vibration intensity. These frequencies typically represent the main vibration frequencies of the braking components. These frequencies are determined by identifying the positions of peaks in the spectrum. When acquiring vibration intensity, it can be read directly from the spectrum. At the peak position, the vibration intensity is the height of the peak, and this height represents the proportion of the vibration at the corresponding frequency in the total vibration. Further analysis of these main frequencies and vibration intensities using spectrum analysis algorithms is then performed to determine, for example, whether the main frequencies and vibration intensities change over time, or whether the main frequencies and vibration intensities occur under specific driving conditions.

[0029] S21224. Preset the vibration impact threshold, and combine the vibration frequency value and vibration intensity value with the vibration impact threshold for analysis and calculation to obtain the scanning impact value.

[0030] Specifically, identify the key frequencies that may affect the scanning results and set thresholds for these frequencies. For example, vibrations at 10Hz and 20Hz will have a significant impact on the scanning results, so the threshold for these two frequencies can be set to 0.5, meaning that the intensity of these two frequency components is greater than 50%. In addition to the frequency thresholds, a threshold for the overall vibration intensity also needs to be set. For example, setting the overall vibration intensity threshold to 0.7 means that the sum of the intensities of all frequency components is greater than 70%. Check whether the intensity of each frequency component exceeds the corresponding frequency threshold. If it does, then this frequency is considered to have an impact. Check whether the sum of the intensities of all frequency components exceeds the overall vibration intensity threshold. If it does, then the overall vibration is considered to have an impact. If any frequency component exceeds the threshold, or the overall vibration intensity exceeds the threshold, then a scanning impact is considered to occur, and the scanning impact value is set to 1; otherwise, it is 0. If a scanning impact is obtained and the impact value is equal to 1, further check the frequency and intensity that have an impact to determine the degree and type of impact that may affect the scanning results.

[0031] S2123. Update and verify the original scan data based on the scan influence value to obtain the actual thickness parameters of the braking component.

[0032] Specifically, the original scan data is adjusted based on the scan impact value. For example, if the scan impact value is 1, it indicates that the scan data may be significantly affected. The original scan data can then be adjusted according to a preset adjustment factor. The adjusted data is then used as new scan data to verify the updated data by comparing it with other independent measurements, such as using other types of scanners or manual measurements. If the verification results show that the updated data still has a deviation, the scan impact value or adjustment factor can be further adjusted. The above steps are then repeated until satisfactory accuracy is achieved.

[0033] S213. Preset brake component feature points, and mark the standard thickness parameters of the brake component with standard feature points to obtain standard marked feature points; Specifically, by analyzing the structure, material distribution, and wear patterns of the braking components, representative feature points are identified. For example, the junction between the inner ring, outer ring, and friction pad on the brake disc can be used as a feature point. Standard thickness parameters are extracted, which are obtained from the design drawings or specifications of the braking components. Using the standard thickness parameters, the standard thickness value of each feature point is marked, resulting in a standard annotation of the feature point, including its location and standard thickness value. The standard annotation is stored and used as a reference for subsequent analysis. For example, the standard annotation can be used to verify the scanning results or assess the wear condition of the braking components.

[0034] S214. Obtain the actual labeled feature points by standardizing the actual feature points of the brake component based on the actual feature point parameters of the brake component. Specifically, the actual thickness parameters are compared with the standard thickness parameters to check whether the actual thickness value at each feature point matches the standard thickness value. If they do not match, it indicates that a thickness change has occurred at that feature point, which may correspond to a certain degree of wear. The actual measured thickness value is marked for each feature point to obtain the actual annotation, which includes the location of the feature point and the actual thickness value. By comparing the standard annotation and the actual annotation, the degree of thickness change at each feature point is evaluated, thereby assessing the overall wear condition of the braking component. Feature points with larger thickness changes correspond to locations with more severe wear.

[0035] S215. Compare the standard marked feature points with the actual marked feature points, and analyze and adjust the actual thickness parameters of the braking components based on the comparison structure. Specifically, using actual scanning data, actual feature points and their actual thickness values ​​can be marked to obtain actual marked feature points. The standard marked feature points and the actual marked feature points are compared to check the difference between the standard thickness value and the actual thickness value of each feature point. The deviation between the actual thickness and the standard thickness of the braking component can be determined. If the actual thickness is greater than the standard thickness, it may indicate that deformation has occurred at that location. If the actual thickness is less than the standard thickness, it may indicate that wear has occurred at that location. It is necessary to comprehensively judge the differences of each feature point to determine the overall deformation or wear condition of the braking component. Based on the comparison results, the actual thickness parameter needs to be adjusted to more accurately reflect the actual size of the braking component. For example, for areas where deformation occurs, the actual thickness parameter needs to be reduced to be closer to the standard value. For areas where wear occurs, the actual thickness parameter needs to be increased to be closer to the actual scan value. For areas where no significant changes have occurred, the actual thickness parameter can remain unchanged. After adjusting the actual thickness parameter, the new parameter needs to be verified. Repeat the above steps to continue optimizing the parameter until the actual thickness parameter can well reflect the actual condition of the braking component.

[0036] S216. Output the standard thickness parameter of the braking component as the standard physical parameter of the braking component, and output the adjusted actual thickness parameter of the braking component as the actual physical parameter of the braking component.

[0037] S22. Standardize the standard physical parameters and actual physical parameters of the braking components, and generate standard parameters and actual parameters of the braking components.

[0038] As a preferred embodiment, the standardization process of the standard physical parameters and actual physical parameters of the braking components, and the generation of standard parameters and actual parameters of the braking components, includes the following steps: S221. Denoise the standard physical parameters and actual physical parameters of the braking components, and unify the format of the denoised standard physical parameters and actual physical parameters of the braking components. Specifically, the actual physical parameters of braking components may be affected by various noises, such as sensor errors and environmental interference. Noise reduction typically employs statistical methods, such as moving average, median filtering, and Fourier transform. The specific noise reduction method should be selected based on the type and characteristics of the noise. Standard physical parameters are usually preset during the design or manufacturing process of braking components and may not require noise reduction. However, if these parameters come from different data sources or acquisition devices, similar processing may be necessary. For comparison and analysis, it is necessary to ensure that the format of standard physical parameters and actual physical parameters is consistent. This includes units, such as thickness, which may need to be converted to the same unit, such as millimeters; data types, such as floating-point numbers or integers; and the precision of the braking components, such as the number of decimal places. The specific steps for format unification depend on the specific type and requirements of the parameters.

[0039] S222. Preset the physical reference value of the braking component, and calculate the standardized value of the standard physical parameter of the braking component and the actual physical parameter of the braking component using the physical reference value of the braking component; Specifically, determining a reference value requires the ideal state of the braking component or specific design parameters. For example, if the thickness is being measured, the reference value could be the design thickness of the new braking component; if weight is being considered, the reference value could be the standard weight of the braking component. It is also necessary to ensure that the format of the standard physical parameters and the actual physical parameters are consistent, including units, data types, and precision, so that different data can be compared on a uniform scale. The calculation of the standardized value is usually by dividing the actual parameter value by the reference value. For example, if the actual thickness is 8 mm and the reference thickness is 10 mm, then the standardized value is 0.8.

[0040] S223. Based on the calculated standardized values, obtain the standard parameters and actual parameters of the braking components.

[0041] S3. Measure the vehicle's own data, calculate the conventional braking torque of the roller using the vehicle's own data and the standard parameters of the braking components, and calculate the actual braking torque of the roller based on the vehicle's own data and the actual parameters of the braking components. As a preferred embodiment, the steps of measuring the vehicle's own data, calculating the conventional braking torque of the roller using the vehicle's own data and standard parameters of the braking components, and calculating the actual braking torque of the roller based on the vehicle's own data and actual parameters of the braking components include the following steps: S31. Obtain the conventional tire parameters based on the vehicle's own data, and calculate the conventional braking torque of the rollers based on the conventional tire parameters and the standard parameters of the braking components; Specifically, obtain the tire's standard parameters, including tire size and weight, which can generally be obtained from the car's manual or the tire manufacturer. Also obtain the standard parameters of the braking components, including the brake disc diameter and brake design parameters, which can generally be obtained from the brake component's design specifications or the manufacturer. Calculate the braking force, which typically depends on the car's mass and the brake design; multiply the vehicle's total mass by the designed braking force. Next, determine the effective radius, which is usually half the brake disc radius or half the tire radius, depending on the brake design and the vehicle's suspension system. Finally, calculate the braking torque, which is the braking force multiplied by the effective radius.

[0042] S32. Obtain wear parameters based on the vehicle's own data, and adjust the tire parameters accordingly to obtain tire wear parameters; As a preferred embodiment, the step of obtaining wear parameters based on the vehicle's own data and adjusting tire parameters accordingly includes the following steps: S321. Obtain tire driving data based on the vehicle's own data, and calculate wear parameters based on the tire driving data; Specifically, the system acquires vehicle operating status data such as vehicle speed and RPM, calculates the real-time RPM of each tire based on the vehicle speed and RPM, records the real-time RPM data of each tire, records the data once at time intervals, and obtains the total number of RPMs of each tire by long-term recording, and obtains the standard wear RPMs based on the tire specifications. The formula for calculating the percentage of wear on each tire is as follows: Wear percentage = Actual revolutions / Standard wear revolutions * 100%; Determine whether a tire needs to be replaced based on the percentage of wear. When the wear percentage exceeds 30%, it needs to be replaced. Record the wear data of each tire over a long period of time and observe whether the wear rate is uniform. If it is uneven, it may indicate a tire problem that needs to be checked. You can also calculate the remaining mileage of each tire based on the wear rate to prepare for tire replacement.

[0043] S322. Preset tire characteristic parameters, extract wear parameter characteristic parameters and compare and analyze tire driving data characteristic values; Specifically, preset tire wear characteristic parameters include standard wear revolutions and standard wear rate curves, i.e., the wear rate variation over time, wear rate under different driving conditions, and wear rate under different driving behaviors. Wear characteristic parameters are extracted from tire driving data, including actual total revolutions, wear rate for each time period, wear rate under different driving conditions, and wear rate under different driving behaviors. The preset standard wear revolutions are compared with the actual total revolutions to calculate the degree of wear. The preset standard wear rate curve is compared with the actual wear rate for each time period to check if the wear is uniform. The preset wear rate under different driving conditions is compared with the actual wear rate to check the impact of driving conditions on wear. The preset wear rate under different driving behaviors is compared with the actual wear rate to check the impact of driving behavior on wear. Differences are analyzed to determine if there are quality problems or environmental issues with the tire.

[0044] S323. Verify the results of the comparative analysis of wear parameter characteristic parameters and tire driving data characteristic values, and generate tire wear parameters.

[0045] Specifically, multiple sets of long-term tire usage data are collected as verification samples. The parameter feature extraction and comparative analysis process is repeated for each verification sample. The comparative analysis results of each sample are statistically analyzed to check whether the results are consistent, such as whether the wear degree judgment is consistent, whether the wear uniformity judgment is consistent, whether the judgment of the influence of driving conditions is consistent, and whether the judgment of the influence of driving behavior is consistent. Based on the consistency results, the feature extraction and judgment criteria for each parameter are determined. A portion of the samples are selected for on-site tire inspection and compared with the analysis results for verification. Based on the statistics of multiple sets of samples, the parameter feature extraction algorithm is optimized and corrected if necessary.

[0046] S33. Calculate the actual braking torque of the roller based on the tire wear parameters and the standard parameters of the braking components.

[0047] Specifically, the system obtains standard new tire braking force parameters, such as maximum braking torque. It then calculates the current tire braking force parameters based on a tire wear parameter model, including the rate of decrease in maximum braking torque based on wear level and the rate of decrease in braking force in different areas based on uneven wear. Standard parameters of the vehicle's braking system are also obtained, such as brake disc thickness, brake pad thickness, and brake fluid pressure. The impact of braking system wear on braking force is calculated, including the impact rate of different parameters on braking force. The impact of current driving conditions on braking force, such as road adhesion coefficient and vehicle speed, is statistically analyzed. Taking all influencing factors into account, the real-time maximum braking torque of each tire is calculated. Finally, based on the real-time maximum braking torque of each tire, the actual maximum braking torque of the entire vehicle is calculated.

[0048] S4. Preset braking torque threshold, compare the conventional braking torque of the roller with the actual braking torque of the roller; Specifically, a preset conventional braking torque threshold for the rollers is established. Depending on the vehicle model and speed, this conventional value should be higher than the actual value to allow for a safety margin. Based on the standard new parameters of the tires and various components of the braking system, the theoretical maximum braking torque of the rollers under standard new vehicle conditions is calculated. Then, based on the tire wear parameter model and measured parameters of the braking system, the actual maximum braking torque of each roller under the current conditions is calculated. The actual maximum braking torque of each roller is compared with the conventional threshold. If the actual value is greater than or equal to the conventional threshold, the braking performance is normal. If the actual value is less than the conventional threshold, there may be a decrease in braking performance. The actual maximum braking torque of each roller is also compared with the theoretical new vehicle value. If the difference between the actual and theoretical values ​​is within a certain range, the wear is within acceptable limits. If the actual value drops too much, there may be abnormal wear. Based on the comparison results, the braking performance and the usage status of the braking components can be judged. If necessary, the conventional threshold can be adjusted to ensure a safety margin.

[0049] S5. Analyze and judge the results based on the comparison of braking torque threshold, and provide feedback on the judgment results.

[0050] As a preferred embodiment, the step of analyzing and judging the results based on the comparison of braking torque thresholds and feeding back the judgment results includes the following steps: S51. Compare the conventional braking torque of the roller with the actual braking torque of the roller, and classify the braking torque according to the torque comparison difference and the braking torque threshold. Specifically, the conventional braking torque and actual braking torque of each roller are calculated, the difference between the actual braking torque and the conventional braking torque of each roller is calculated, and a braking torque difference threshold is preset. Based on the correspondence between the difference and the threshold, each roller is rated for braking force. The changes in the rating data of each roller are recorded over a long period of time, and the trend of braking performance changes is analyzed based on multiple rating results to provide a basis for subsequent maintenance.

[0051] S52. Preset braking torque feedback rules and match braking torque feedback rules according to braking torque classification results; Specifically, a pre-set braking torque feedback rule is used. After each rating, the feedback result is recorded based on the braking torque level of each roller. If the rating result remains unchanged or deteriorates after multiple consecutive ratings, a corresponding maintenance reminder is required. Based on the actual inspection and maintenance results, the accuracy and effectiveness of the feedback rule are verified, and the rule is adjusted if necessary.

[0052] S53. Feedback transmission is performed according to the matched braking torque feedback rules.

[0053] In summary, by utilizing the above-mentioned technical solution of the present invention, the present invention can understand the performance and wear of braking components in real time by measuring and comparing the actual parameters and standard parameters of the braking components. This allows for the adjustment of braking torque as needed, improving the accuracy and reliability of braking performance. Furthermore, by monitoring the braking components in real time, potential problems can be detected early, improving the accuracy of braking performance safety judgment when braking components are excessively worn, and ultimately enhancing vehicle driving safety.

[0054] Furthermore, by monitoring braking components in real time, this invention can avoid unnecessary maintenance and replacement, thereby improving vehicle maintenance efficiency and reducing maintenance costs. It also provides users with a better understanding of the vehicle's status and performance through real-time feedback on braking torque, offering a better user experience. Moreover, by optimizing braking torque, it avoids excessive wear on braking components, thereby improving vehicle durability.

[0055] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for measuring the braking torque of automotive brake rollers based on multiple sensors, characterized in that, Includes the following steps: S1. Select the size sensor group according to the vehicle parameters, and pre-install multiple size brake sensor groups in the vehicle braking system; S2. Measure the standard parameters of the braking components using a size-based brake sensor set, and measure the actual parameters of the braking components when the vehicle is braking using the size-based brake sensor set; S3. Measure the vehicle's own data, calculate the conventional braking torque of the roller using the vehicle's own data and the standard parameters of the braking components, and calculate the actual braking torque of the roller based on the vehicle's own data and the actual parameters of the braking components. S4. Preset braking torque threshold, compare the conventional braking torque of the roller with the actual braking torque of the roller; S5. Analyze and judge the results based on the comparison of braking torque threshold, and provide feedback on the judgment results.

2. The method for measuring the braking torque of automotive brake rollers based on multiple sensors according to claim 1, characterized in that, The method of measuring standard parameters of braking components using a set of size-based brake sensor arrays, and measuring actual parameters of braking components during vehicle braking using the same set of size-based brake sensor arrays, includes the following steps: S21. Obtain the standard physical parameters and actual physical parameters of the braking components based on the size braking sensor; S22. Standardize the standard physical parameters and actual physical parameters of the braking components, and generate standard parameters and actual parameters of the braking components.

3. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 2, characterized in that, The process of obtaining the standard physical parameters and actual physical parameters of the braking component based on the size braking sensor includes the following steps: S211. The size brake sensor is calibrated, and the brake component is laser-scanned using the size brake sensor to obtain the standard thickness parameters of the brake component. S212. Based on the calibrated size brake sensor, perform a laser scan of the brake component during braking to obtain the actual thickness parameters of the brake component. S213. Preset brake component feature points, and mark the standard thickness parameters of the brake component with standard feature points to obtain standard marked feature points; S214. Obtain the actual labeled feature points by standardizing the actual feature points of the brake component based on the actual feature point parameters of the brake component. S215. Compare the standard marked feature points with the actual marked feature points, and analyze and adjust the actual thickness parameters of the braking components based on the comparison structure. S216. Output the standard thickness parameter of the braking component as the standard physical parameter of the braking component, and output the adjusted actual thickness parameter of the braking component as the actual physical parameter of the braking component.

4. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 3, characterized in that, The step of performing a laser scan of the braking component during braking based on the calibrated size braking sensor to obtain the actual thickness parameters of the braking component includes the following steps: S2121. Perform laser scanning on the braking components during braking based on the size braking sensor to obtain raw scanning data; S2122. Obtain the vibration frequency of the braking component during braking based on the size braking sensor, and integrate the vibration frequency of the braking component using a Fourier transform algorithm to obtain the scanning influence value; S2123. Update and verify the original scan data based on the scan influence value to obtain the actual thickness parameters of the braking component.

5. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 4, characterized in that, The process of obtaining the vibration frequency of the braking component during braking based on the size braking sensor, and integrating the vibration frequency of the braking component using a Fourier transform algorithm to obtain the scanning influence value includes the following steps: S21221. Obtain the vibration frequency of the braking component during braking based on the size braking sensor, and perform data filtering; S21222. Extract vibration data based on the filtered vibration frequency, and convert the vibration data from the time domain to the frequency domain using the Fourier transform algorithm. S21223. Analyze and identify the vibration frequency and intensity values ​​based on the frequency domain of the converted vibration data. S21224. Preset the vibration impact threshold, and combine the vibration frequency value and vibration intensity value with the vibration impact threshold for analysis and calculation to obtain the scanning impact value.

6. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 5, characterized in that, The formula for converting vibration data from the time domain to the frequency domain using the Fourier transform algorithm is as follows: ； In the formula, The frequency domain represents the vibration data; It is a positive transform function; It is the inverse transform function; g The vibration rate of the braking component; b For the offset of the braking components; r This refers to the vibration displacement range value of the braking component; v This value is based on the vibration impact of the braking component's own volume.

7. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 2, characterized in that, The process of standardizing the standard physical parameters and actual physical parameters of the braking components to generate standard parameters and actual parameters of the braking components includes the following steps: S221. Denoise the standard physical parameters and actual physical parameters of the braking components, and unify the format of the denoised standard physical parameters and actual physical parameters of the braking components. S222. Preset the physical reference value of the braking component, and calculate the standardized value of the standard physical parameter of the braking component and the actual physical parameter of the braking component using the physical reference value of the braking component; S223. Based on the calculated standardized values, obtain the standard parameters and actual parameters of the braking components.

8. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 1, characterized in that, The process of measuring the vehicle's own data, calculating the conventional braking torque of the roller using the vehicle's own data and standard parameters of the braking components, and calculating the actual braking torque of the roller based on the vehicle's own data and actual parameters of the braking components includes the following steps: S31. Obtain the conventional tire parameters based on the vehicle's own data, and calculate the conventional braking torque of the rollers based on the conventional tire parameters and the standard parameters of the braking components; S32. Obtain wear parameters based on the vehicle's own data, and adjust the tire parameters accordingly to obtain tire wear parameters; S33. Calculate the actual braking torque of the roller based on the tire wear parameters and the standard parameters of the braking components.

9. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 8, characterized in that, The process of obtaining tire wear parameters based on the vehicle's own data and adjusting tire parameters accordingly includes the following steps: S321. Obtain tire driving data based on the vehicle's own data, and calculate wear parameters based on the tire driving data; S322. Preset tire characteristic parameters, extract wear parameter characteristic parameters and compare and analyze tire driving data characteristic values; S323. Verify the results of the comparative analysis of wear parameter characteristic parameters and tire driving data characteristic values, and generate tire wear parameters.

10. The method for measuring the braking torque of a vehicle brake roller based on multiple sensors according to claim 1, characterized in that, The process of analyzing and judging the results based on the comparison of braking torque thresholds and then feeding back the judgment results includes the following steps: S51. Compare the conventional braking torque of the roller with the actual braking torque of the roller, and classify the braking torque according to the torque comparison difference and the braking torque threshold. S52. Preset braking torque feedback rules and match braking torque feedback rules according to braking torque classification results; S53. Feedback transmission is performed according to the matched braking torque feedback rules.

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