Vehicle braking system motor temperature calculation method and system

Abstract

The application discloses a kind of vehicle brake system motor temperature calculation method and system, calculation method includes obtaining the injection constant current value of drive motor, calibration obtains the initial resistance value of drive motor;Again obtain the injection constant current value of drive motor, the current resistance value of drive motor is acquired online;Actual temperature value of drive motor current winding is calculated based on preset representation model;The application only increases multiple groups of measuring resistance on main PCB board, calculates the heating temperature under preset operating condition by obtaining injection constant current and the resistance value of drive motor winding, without additional arrangement of lead, solve the problem that internal and external space structure of drive motor is limited and cannot install detection component and lead is limited, effectively improve detection efficiency and detection accuracy, reduce overall application cost.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking system technology, and in particular to a method and system for calculating the motor temperature of a vehicle braking system. Background Technology

[0002] In the field of automotive chassis electronic control, accurate monitoring and acquisition of motor temperature is crucial for the practical application of core systems such as vehicle stability control systems, integrated electro-hydraulic braking systems, and electromechanical braking systems. Accurate temperature data can provide a basis for motor heat dissipation regulation, thereby extending motor life and improving driving safety. However, existing motor temperature measurement methods are limited by structural installation space and cost control requirements in some scenarios, making it difficult to calculate and acquire motor temperature data.

[0003] Depending on the installation location, the current implementation schemes for obtaining motor temperature in the industry include: (1) Installing temperature sensors at core temperature measurement points such as the bottom of the winding coil, the stator core bearing seat, and the contact position adjacent to the copper wire inside the motor. The drawback is that additional leads need to be arranged for the sensors; (2) Installing a PCB board at the bottom of the motor housing and integrating a digital temperature chip inside the board. The drawback is that not only leads need to be arranged, but also a dedicated PCB board needs to be added, which increases the hardware cost and is limited by the internal space layout of the motor; (3) Using non-contact measurement methods such as infrared thermal imaging to detect temperature by capturing the infrared signal radiated outward from the bottom of the motor housing. The drawback is that leads need to be arranged and the overall application cost is relatively high. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing a method and system for calculating the motor temperature of a vehicle braking system.

[0005] To achieve the above objectives, in a first aspect, the present invention provides a method for calculating the temperature of a vehicle braking system motor, comprising: Obtain the injected constant current value of the drive motor and calibrate the initial resistance value of the drive motor; The injected constant current value of the drive motor is obtained again, and the current resistance value of the drive motor is obtained online. The actual temperature value of the current winding coil of the drive motor is calculated based on a preset characterization model.

[0006] In some embodiments, obtaining the injected constant current value of the drive motor and calibrating the initial resistance value of the drive motor includes: The injected constant current value of the drive motor is obtained for the first time after power-on under initial environmental conditions; Measure and calculate the DC voltage drop across the current winding coil of the drive motor; Synchronously calculate the initial resistance value of the current winding coil of the drive motor; The corresponding initial ambient temperature value and initial resistance value are stored.

[0007] In some embodiments, the step of re-acquiring the injected constant current value of the drive motor and obtaining the current resistance value of the drive motor online includes: The constant current value injected into the drive motor is obtained again during operation or after shutdown in the operating environment. Measure and calculate the DC voltage drop across the current winding coil of the drive motor; Synchronously calculate the current resistance value of the current winding coil of the drive motor; The system stores the current ambient temperature and current resistance values.

[0008] In some embodiments, the injected constant current value is obtained by injecting a constant current signal into the drive motor winding coil by the microcontroller unit, the DC voltage drop value is calculated by measuring the resistance value of the resistor and the injected constant current value, and the resistance value of the current winding coil of the drive motor is calculated by the DC voltage drop value and the injected constant current value.

[0009] In some embodiments, the DC voltage drop value V is calculated using the formula V = I * (R1 + R2). Where I is the constant current injected into the drive motor winding coil by the microcontroller unit, R1 is the resistance value of the first resistor, and R2 is the resistance value of the second resistor. The formula for calculating the initial resistance value R0 of the current winding coil of the drive motor is R0=V0 / I0; Where V0 is the DC voltage drop across the current winding coil of the drive motor after power-on under initial environmental conditions, and I0 is the injected constant current across the current winding coil of the drive motor after power-on under initial environmental conditions. The formula for calculating the current resistance value R1 of the current winding coil of the drive motor is R1=V1 / I1; Wherein, V1 is the DC voltage drop across the current winding coil of the drive motor during operation or after shutdown, and I0 is the constant current injected across the current winding coil of the drive motor during operation or after shutdown.

[0010] In some embodiments, the calculation formula for the preset representation model is ΔR=R0*α*ΔT; Where ΔR is the resistance change of the current winding coil of the drive motor, ΔR=R1-R0; α is the resistance temperature coefficient of the current winding coil of the drive motor; ΔT is the temperature change of the operating environment during operation or after shutdown, ΔT=T1-T0. The formula for calculating the current temperature value T0 of the current winding coil of the drive motor is T1=T0+(R1 / R0-1) / α; Where R0 is the initial resistance value of the current winding coil of the drive motor, T0 is the initial temperature value after power-on in the initial environmental conditions, R1 is the current resistance value of the current winding coil of the drive motor, and T1 is the current temperature value during operation or after shutdown in the operating environment conditions.

[0011] In a second aspect, the present invention also provides a vehicle braking system motor temperature calculation system for running the vehicle braking system motor temperature calculation method as described in the first aspect, the calculation system comprising: The microcontroller unit is used to inject a constant current signal into the drive motor; The pre-drive chip is used to inject pulse width modulation drive signals into the drive motor. Drive motor, used to acquire response constant current signal and pulse width modulation drive signal; The microcontroller unit and the pre-drive chip are electrically connected to the drive motor through a drive circuit integrated on the circuit board. The connection circuit between the microcontroller unit and the drive motor is provided with multiple sets of measuring resistors, which are used to measure and calculate the heating temperature of the drive motor winding coil under preset operating conditions.

[0012] In some embodiments, the measuring resistor includes a first resistor and a second resistor, the logic control power supply terminal is electrically connected to the first resistor, the first resistor is electrically connected to the second resistor, and the second resistor is electrically connected to the drive motor.

[0013] In some embodiments, the microcontroller unit is provided with a first interface, a second interface, and a third interface. The first interface is electrically connected to the high-voltage terminal of the first resistor, the second interface is electrically connected to the low-voltage terminal of the first resistor and the high-voltage terminal of the second resistor, and the third interface is electrically connected to the low-voltage terminal of the second resistor.

[0014] In some embodiments, the pre-drive chip is provided with a fourth interface and a fifth interface. The fourth interface is electrically connected to the motor power supply terminal and the drive motor through a first field-effect transistor. The fifth interface is electrically connected to the motor power supply terminal and the drive motor through a second field-effect transistor. The logic control power supply terminal is electrically connected to the second field-effect transistor and the drive motor through a third field-effect transistor.

[0015] The present invention has the following beneficial effects: This invention only adds multiple sets of measuring resistors to the main PCB board. By obtaining the constant current injected and the resistance value of the drive motor winding coil, the heating temperature under the preset operating conditions is calculated. No additional leads are required, which solves the problems of limited internal and external space structure of the drive motor and the inability to install detection components and limited leads. It effectively improves detection efficiency and accuracy and reduces the overall application cost. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating the principle of a direct contact temperature measurement scheme inside a drive motor in the prior art; Figure 2 This is a schematic diagram illustrating the principle of an integrated temperature measurement solution for the drive motor housing in the prior art. Figure 3 This is a flowchart illustrating the method for calculating the motor temperature of the vehicle braking system proposed in this application. Figure 1 ; Figure 4 This is a flowchart illustrating the method for calculating the motor temperature of the vehicle braking system proposed in this application. Figure 2 ; Figure 5 This is a flowchart illustrating the method for calculating the motor temperature of the vehicle braking system proposed in this application. Figure 3 ; Figure 6 This is a schematic diagram of the vehicle braking system motor temperature calculation system proposed in this application. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] In the field of automotive chassis electronic control, accurate monitoring and acquisition of motor temperature is crucial for the practical application of core systems such as Electronic Stability Control (ESC), Electronic Hydraulic Braking System Integrated (EHB), and Electronic Mechanical Brake (EMB). Accurate temperature data can provide a basis for motor heat dissipation regulation, thereby extending motor life and improving driving safety. The following are some of the more commonly studied methods for obtaining motor temperature, depending on the installation location: The first approach is to use direct contact temperature measurement inside the drive motor, such as... Figure 1 As shown, this solution places temperature sensing elements such as thermocouples, thermistors, PT100 / PT1000 platinum resistance thermometers, or fiber optic temperature sensors directly in the core heat-generating areas of the motor, such as the bottom of the windings, the stator core bearing housing, and the contact points adjacent to the copper wires. Since the sensors are in direct contact with the heat source, the advantage lies in high temperature measurement accuracy, enabling real-time capture of the actual temperature changes of key components such as the windings, providing the most direct basis for motor overheat protection. However, this solution requires additional signal leads for the internal sensors, which not only increases the complexity of the wiring but may also increase the overall layout cost due to the sealing and vibration-resistant design of the leads. Furthermore, in the compact installation scenario of automotive chassis electronic systems, the layout of the leads may be limited by space constraints. The second solution is to integrate temperature measurement into the drive motor housing, such as... Figure 2 As shown, this solution involves adding a dedicated PCB board to the bottom of the drive motor housing and integrating an NTC or DS series digital temperature chip within the board for temperature monitoring. Since the PCB board is in close contact with the motor housing, it can indirectly sense the conduction temperature of the internal heat source, thus also possessing the advantage of high measurement accuracy. Moreover, compared to internal wiring, the housing mounting method facilitates later maintenance. However, this solution requires additional signal leads to be laid on the PCB board, and the additional PCB board itself increases hardware costs. Furthermore, the internal space of the motor in the automotive chassis electronic system is usually extremely compact, which places design requirements on the size, thickness, and installation position of the PCB board, further increasing the difficulty of implementation.

[0019] The third approach is non-contact infrared thermal imaging temperature measurement. This approach uses infrared thermal imaging equipment to capture infrared signals radiated from the bottom surface of the drive motor housing, and calculates the temperature of the motor surface by analyzing the intensity of the infrared radiation. Due to the non-contact measurement characteristics, no hardware needs to be installed on the motor body, and the influence of complex working conditions such as electromagnetic interference and vibration shock on temperature measurement can be effectively avoided, making its anti-interference capability significantly better than that of contact solutions. However, this approach requires a matching signal processing module and calibration mechanism. At the same time, the equipment still needs to transmit temperature measurement data through leads, which still presents wiring challenges in chassis installation scenarios with limited space, resulting in higher overall layout costs and technical implementation difficulties.

[0020] This application provides a method and system for calculating the temperature of a vehicle braking system motor, solving the problems of existing technologies that require additional wiring and dedicated PCB boards, leading to increased hardware costs and limitations imposed by the internal space layout of the motor. This application eliminates the need for additional wiring, resolving the issues of limited internal and external space in the drive motor, inability to install detection components, and wiring constraints. This effectively improves detection efficiency and reduces overall application costs.

[0021] Please refer to the following examples for details: Reference Figures 3-6 An embodiment of the method for calculating the motor temperature of a vehicle braking system provided by the present invention includes: S100: Obtain the injected constant current value of the drive motor and calibrate the initial resistance value of the drive motor. S200, obtain the injected constant current value of the drive motor again, and obtain the current resistance value of the drive motor online; S300 calculates the actual temperature value of the current winding coil of the drive motor based on a preset characterization model.

[0022] Please continue reading. Figure 4 In this embodiment, step S100 includes: S110, after power-on under initial environmental conditions, obtains the injected constant current value of the drive motor for the first time; S120 measures and calculates the DC voltage drop across the current winding coil of the drive motor; S130, synchronously calculate the initial resistance value of the current winding coil of the drive motor; S140 corresponds to storing the initial ambient temperature value and the initial resistance value.

[0023] Please continue reading. Figure 5 In this embodiment, step S200 includes: S210, obtains the constant current value injected into the drive motor again during operation or after shutdown in the operating environment; S220 measures and calculates the DC voltage drop across the current winding coil of the drive motor; S230, synchronously calculate the current resistance value of the current winding coil of the drive motor; S240 stores the current ambient temperature and current resistance values.

[0024] It should be explained in detail that the injected constant current value is obtained by the microcontroller unit injecting the injected constant current signal into the drive motor winding coil, the DC voltage drop value is calculated by measuring the resistance value of the resistor and the injected constant current value, and the resistance value of the current winding coil of the drive motor is calculated by the DC voltage drop value and the injected constant current value.

[0025] For example, the formula for calculating the DC voltage drop V is V=I*(R1+R2). Where I is the constant current injected into the drive motor winding coil by the microcontroller unit, R1 is the resistance value of the first resistor, and R2 is the resistance value of the second resistor. Furthermore, the initial resistance value R0 of the current winding coil of the drive motor is calculated using the formula R0 = V0 / I0; Where V0 is the DC voltage drop across the current winding coil of the drive motor after power-on under initial environmental conditions, and I0 is the injected constant current across the current winding coil of the drive motor after power-on under initial environmental conditions. Furthermore, the formula for calculating the current resistance value R1 of the current winding coil of the drive motor is R1=V1 / I1; Wherein, V1 is the DC voltage drop across the current winding coil of the drive motor during operation or after shutdown, and I0 is the constant current injected across the current winding coil of the drive motor during operation or after shutdown.

[0026] It is understandable that for most pure metals, within a certain temperature range, the resistance R increases linearly with increasing temperature T; while for semiconductors and insulators, the resistance R decreases with increasing temperature T. Different metals have different rates of resistance change. Through data analysis, a simple and effective pre-defined characterization model can be constructed to characterize the resistance change trend of pure metals when temperature changes, i.e., the change in resistance is proportional to both the initial resistance value and the temperature change.

[0027] For example, the resistance change of the current winding coil of the drive motor in this application can be represented and calculated by a preset characterization model. The calculation formula of the preset characterization model is ΔR=R0*α*ΔT. Wherein, ΔR is the resistance change of the current winding coil of the drive motor, ΔR=R1-R0; α is the temperature coefficient of resistance of the current winding coil of the drive motor, used to describe the sensitivity of this material to temperature (for example, for pure copper, α≈0.00393 / ℃, that is, for every 1℃ increase in temperature, the resistance value increases by about 0.393%); ΔT is the temperature change during operation or after shutdown of the operating environment, ΔT=T1-T0. Furthermore, the formula for calculating the current temperature value T0 of the current winding coil of the drive motor is T1=T0+(R1 / R0-1) / α; Where R0 is the initial resistance value of the current winding coil of the drive motor, T0 is the initial temperature value after power-on in the initial environmental conditions (usually room temperature, such as 25℃), R1 is the current resistance value of the current winding coil of the drive motor, and T1 is the current temperature value in the operating environment conditions during operation or after shutdown.

[0028] For example, the calculation formula of the preset representation model can be expanded as follows: R1-R0=R0*α*(T1-T0)=>R1=R0+R0*α*(T1-T0) =>R1=R0*[1+α*(T1-T0)]=>R1=R0*[1+α*(T1-T0)] Finally, we can obtain T1 = T0 + (R1 / R0-1) / α.

[0029] Working principle: Initial calibration is performed to obtain the initial resistance value R0. That is, after powering on under the initial environmental conditions with a known ambient temperature value T0, a small DC current I0 is injected into the winding coil of the drive motor M through the logic control power supply terminal VCC_Contor. The injected constant current value I0 of the drive motor is obtained for the first time through the first interface I_VCC_M and the second interface I_p_Motop1_M. The DC voltage drop value V1 across the current winding coil of the drive motor is calculated using the resistance values ​​R1, R2, and the injected constant current value I0. Subsequently, the initial resistance value R0 of the current winding coil of the drive motor is calculated synchronously according to Ohm's law. The initial ambient temperature value T0 and the initial resistance value R0 are stored accordingly. Furthermore, online operation is performed to obtain the current resistance value R1. That is, during operation under an unknown ambient temperature value T1 or after shutdown, a small DC current I1 is injected again into the winding coil of the drive motor M through the logic control power supply terminal VCC_Contor, and the injected constant current value I1 of the drive motor is obtained again through the first interface I_VCC_M and the second interface I_p_Motop1_M. The DC voltage drop value V2 across the current winding coil of the drive motor is calculated using the resistance value R1, the resistance value R2, and the injected constant current value I1. Then, the current resistance value R1 of the current winding coil of the drive motor is calculated synchronously according to Ohm's law. The current ambient temperature value T1 and the current resistance value R1 are stored accordingly. Further, temperature calculation is performed to obtain the current temperature value T1. That is, the obtained initial ambient temperature value T0, initial resistance value R0 and current resistance value R1 are substituted into the calculation formula of the preset characterization model to calculate the actual temperature value of the current winding coil of the drive motor.

[0030] Reference Figure 6 The present invention also provides an embodiment of a vehicle braking system motor temperature calculation system, used to run the vehicle braking system motor temperature calculation method in the above embodiment, the calculation system comprising: The microcontroller unit (MCU) is used to inject a constant current signal into the drive motor. The pre-driver IC is used to inject pulse width modulation drive signals into the drive motor. The drive motor M is used to acquire the response constant current signal and the pulse width modulation drive signal; The drive motor in this application is not limited to DC brushed motors and DC brushless motors, but can be applied to core systems such as Electronic Stability Control (ESC), Electronic Hydraulic Braking System Integrated (EHB), and Electronic Mechanical Brake (EMB).

[0031] Understandably, the microcontroller unit (MCU) outputs a constant small current into the motor windings to provide an excitation signal for indirect temperature measurement; simultaneously, it collects circuit node voltages to measure and calculate resistance and temperature values; the pre-driver IC receives control commands from the MCU and outputs pulse width modulation (PWM) drive signals to control the on / off state of the MOSFETs, providing the power drive required for speed regulation and forward / reverse rotation of the motor; the drive motor responds to the constant current injected by the MCU and the drive signal output by the pre-driver IC.

[0032] It should be noted that the microcontroller unit (MCU) and the pre-driver IC are electrically connected to the drive motor through the drive circuit integrated on the PCB circuit board. The connection circuit between the MCU and the drive motor M is equipped with multiple sets of measuring resistors, which are used to measure and calculate the heating temperature of the drive motor winding coil under the preset operating conditions.

[0033] For example, the measuring resistor includes a first resistor R1 and a second resistor R2. The logic control power supply terminal VCC_Contor is electrically connected to the first resistor R1, the first resistor R1 is electrically connected to the second resistor R2, and the second resistor R2 is electrically connected to the drive motor.

[0034] Furthermore, the microcontroller unit (MCU) is provided with a first interface I_VCC_M, a second interface I_p_Motop1_M, and a third interface ADC_M. The first interface I_VCC_M is electrically connected to the high-voltage end of the first resistor R1, the second interface I_p_Motop1_M is electrically connected to the low-voltage end of the first resistor R1 and the high-voltage end of the second resistor R2, and the third interface ADC_M is electrically connected to the low-voltage end of the second resistor R2. The logic control power supply terminal VCC_Contor, connected in series with the first resistor R1 and the second resistor R2, forms a low-voltage terminal that is directly connected to the winding coil of the drive motor M, thereby forming a complete injection current sampling path.

[0035] Furthermore, the pre-driver IC is equipped with a fourth interface Pwm_I1 and a fifth interface C. The fourth interface Pwm_I1 is electrically connected to the motor power supply terminal VBP and the drive motor M through the first field-effect transistor Q1. The fifth interface Pwm_I1 is electrically connected to the motor power supply terminal VBP and the drive motor M through the second field-effect transistor Q2. The logic control power supply terminal VBP is electrically connected to the second field-effect transistor Q2 and the drive motor M through the third field-effect transistor Q3. The motor power supply terminal VBP provides high-voltage power to the entire power bridge. By switching the upper / lower wall bridge circuit composed of MOSFETs Q1, Q2 and Q3, the forward and reverse rotation and speed regulation of the motor can be realized.

[0036] Through the above technical solution, this application only adds multiple sets of measuring resistors to the main PCB board. By obtaining the resistance value of the injected constant current and the drive motor winding coil, the heating temperature under the preset operating conditions is calculated based on the physical characteristics of the drive motor winding coil itself. No additional leads are required, making it suitable for offline and online diagnostic scenarios. It can be used as a standard method for detecting the health status of the winding during the factory testing and maintenance of the drive motor. It solves the problems of limited internal and external space structure of the drive motor and the inability to install detection components and limited leads, effectively improving detection efficiency and accuracy, and reducing the overall application cost.

[0037] The present invention also provides an embodiment of an electronic device, comprising: One or more processors; memory; and One or more programs, wherein the one or more computer programs are stored in memory and configured to be executed by one or more processors, wherein the computer programs are used to perform the following steps: S100: Obtain the injected constant current value of the drive motor and calibrate the initial resistance value of the drive motor. S200, obtain the injected constant current value of the drive motor again, and obtain the current resistance value of the drive motor online; S300 calculates the actual temperature value of the current winding coil of the drive motor based on a preset characterization model.

[0038] For example, the memory is used to store computer programs. The memory is non-volatile memory (NVM), such as at least one disk storage device, and may also be a USB flash drive, portable hard drive, read-only memory, disk or optical disc, etc.

[0039] The aforementioned memory is internal memory, used to store executable program code, including instructions. Internal memory may include a program storage area and a data storage area. The program storage area may store the operating system, applications required for at least one function, etc. The data storage area may store data created during the use of the electronic device. The processor executes various functional applications and data processing of the electronic device by running instructions stored in the internal memory and / or instructions stored in memory located within the processor.

[0040] The processor executes the computer program stored in the memory to implement the vehicle system operation protection method in the above embodiments. The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0041] Optionally, the memory can be either standalone or integrated with the processor. The processor may include one or more processing units, such as an application processor (AP), modem processor, graphics processing unit (GPU), image signal processor (ISP), controller, video codec, digital signal processor (DSP), baseband processor, and / or neural network processing unit (NPU). Different processing units can be independent devices or integrated into one or more processors. The controller can generate operation control signals based on the instruction opcode and timing signals to control instruction fetching and execution.

[0042] When memory is a device independent of the processor, the electronic device may also include a bus. This bus is used to connect the memory and the processor. The bus includes hardware, software, or both, that couples components of an online data flow metering device together. The bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 410 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0043] It also includes a computer-readable storage medium storing a computer program for running the vehicle system operation protection method, wherein the computer program causes the computer to perform the following steps: S100: Obtain the injected constant current value of the drive motor and calibrate the initial resistance value of the drive motor. S200, obtain the injected constant current value of the drive motor again, and obtain the current resistance value of the drive motor online; S300 calculates the actual temperature value of the current winding coil of the drive motor based on a preset characterization model.

[0044] The computer-readable storage medium can be a computer storage medium or a communication medium. A communication medium includes any medium that facilitates the transfer of a computer program from one location to another. A computer storage medium can be any available medium accessible to a general-purpose or special-purpose computer. For example, a computer-readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the computer-readable storage medium. Of course, the computer-readable storage medium can also be a component of the processor. The processor and the computer-readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the ASIC can reside in a user equipment. Of course, the processor and the computer-readable storage medium can also exist as discrete components in a communication device.

[0045] Specifically, the computer-readable storage medium can be any type of non-volatile storage device, such as electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic random access memory (MRAM), phase-change memory (PCM), resistive random access memory (RRAM), flash memory, magnetic disk, or optical disk. The storage medium can be any available medium accessible to general-purpose or special-purpose computers.

[0046] It should be noted that, through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the prior art, can be embodied in the form of software products. These computer software products can be stored in computer-readable storage media, such as ROM / RAM, magnetic disks, optical disks, etc., and include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or certain portions of the embodiments. In this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further restrictions, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0047] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. 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 calculating the temperature of a vehicle braking system motor, applied in, characterized in that, include: Obtain the injected constant current value of the drive motor and calibrate the initial resistance value of the drive motor; The injected constant current value of the drive motor is obtained again, and the current resistance value of the drive motor is obtained online. The actual temperature value of the current winding coil of the drive motor is calculated based on a preset characterization model.

2. The method for calculating the motor temperature of a vehicle braking system according to claim 1, characterized in that, The steps of obtaining the injected constant current value of the drive motor and calibrating the initial resistance value of the drive motor include: The injected constant current value of the drive motor is obtained for the first time after power-on under initial environmental conditions; Measure and calculate the DC voltage drop across the current winding coil of the drive motor; Synchronously calculate the initial resistance value of the current winding coil of the drive motor; The corresponding initial ambient temperature value and initial resistance value are stored.

3. The method for calculating the motor temperature of a vehicle braking system according to claim 1, characterized in that, The step of re-obtaining the injected constant current value of the drive motor and obtaining the current resistance value of the drive motor online includes: The constant current value injected into the drive motor is obtained again during operation or after shutdown in the operating environment. Measure and calculate the DC voltage drop across the current winding coil of the drive motor; Synchronously calculate the current resistance value of the current winding coil of the drive motor; The system stores the current ambient temperature and current resistance values.

4. The method for calculating the motor temperature of a vehicle braking system according to claim 2, characterized in that, The injected constant current value is obtained by the microcontroller unit injecting the injected constant current signal into the drive motor winding coil. The DC voltage drop value is calculated by measuring the resistance value of the resistor and the injected constant current value. The resistance value of the current winding coil of the drive motor is calculated by the DC voltage drop value and the injected constant current value.

5. The method for calculating the motor temperature of a vehicle braking system according to claim 4, characterized in that, The formula for calculating the DC voltage drop V is V=I*(R1+R2). Where I is the constant current injected into the drive motor winding coil by the microcontroller unit, R1 is the resistance value of the first resistor, and R2 is the resistance value of the second resistor. The formula for calculating the initial resistance value R0 of the current winding coil of the drive motor is R0=V0 / I0; Where V0 is the DC voltage drop across the current winding coil of the drive motor after power-on under initial environmental conditions, and I0 is the injected constant current across the current winding coil of the drive motor after power-on under initial environmental conditions. The formula for calculating the current resistance value R1 of the current winding coil of the drive motor is R1=V1 / I1; Wherein, V1 is the DC voltage drop across the current winding coil of the drive motor during operation or after shutdown, and I0 is the constant current injected across the current winding coil of the drive motor during operation or after shutdown.

6. The method for calculating the motor temperature of a vehicle braking system according to claim 1, characterized in that, The calculation formula for the preset representation model is ΔR=R0*α*ΔT; Where ΔR is the resistance change of the current winding coil of the drive motor, ΔR=R1-R0; α is the resistance temperature coefficient of the current winding coil of the drive motor; ΔT is the temperature change of the operating environment during operation or after shutdown, ΔT=T1-T0. The formula for calculating the current temperature value T0 of the current winding coil of the drive motor is T1=T0+(R1 / R0-1) / α; Where R0 is the initial resistance value of the current winding coil of the drive motor, T0 is the initial temperature value after power-on in the initial environmental conditions, R1 is the current resistance value of the current winding coil of the drive motor, and T1 is the current temperature value during operation or after shutdown in the operating environment conditions.

7. A vehicle braking system motor temperature calculation system, characterized in that, The computing system is used to run the vehicle braking system motor temperature calculation method as described in any one of claims 1 to X, and the computing system includes: The microcontroller unit is used to inject a constant current signal into the drive motor; The pre-drive chip is used to inject pulse width modulation drive signals into the drive motor. Drive motor, used to acquire response constant current signal and pulse width modulation drive signal; The microcontroller unit and the pre-drive chip are electrically connected to the drive motor through a drive circuit integrated on the circuit board. The connection circuit between the microcontroller unit and the drive motor is provided with multiple sets of measuring resistors, which are used to measure and calculate the heating temperature of the drive motor winding coil under preset operating conditions.

8. The vehicle braking system motor temperature calculation system according to claim 7, characterized in that, The measuring resistor includes a first resistor and a second resistor. The logic control power supply terminal is electrically connected to the first resistor, the first resistor is electrically connected to the second resistor, and the second resistor is electrically connected to the drive motor.

9. The vehicle braking system motor temperature calculation system according to claim 7, characterized in that, The microcontroller unit is provided with a first interface, a second interface and a third interface. The first interface is electrically connected to the high-voltage end of the first resistor, the second interface is electrically connected to the low-voltage end of the first resistor and the high-voltage end of the second resistor, and the third interface is electrically connected to the low-voltage end of the second resistor.

10. The vehicle braking system motor temperature calculation system according to claim 7, characterized in that, The pre-drive chip is provided with a fourth interface and a fifth interface. The fourth interface is electrically connected to the motor power supply terminal and the drive motor through a first field-effect transistor. The fifth interface is electrically connected to the motor power supply terminal and the drive motor through a second field-effect transistor. The logic control power supply terminal is electrically connected to the second field-effect transistor and the drive motor through a third field-effect transistor.

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