A clamping control method, medium, device and system of EMB under high temperature working condition

Abstract

This invention provides a clamping control method, medium, device, and system for EMB under high-temperature conditions, relating to the field of vehicle chassis technology. The method collects vehicle driving data in real time and combines it with a preset classification strategy to accurately identify four types of braking conditions: mild, moderate, severe high temperature, and degraded braking trigger. With the goal of reducing EMB thermal fade and maintaining braking stability, it outputs coordinated control commands to link the EMB, ABS, ESC, and engine braking systems for collaborative operation. Based on the dynamic changes in the four-wheel tire adhesion coefficient, it adjusts the EMB clamping force distribution ratio in real time. When a degraded braking condition is triggered, it automatically cuts off the EMB motor drive, switches to mechanical backup clamping mode, and outputs an emergency warning signal. This achieves closed-loop management of the entire process from condition classification identification to multi-system coordinated control and degraded backup, effectively solving the problems of EMB system thermal fade and insufficient vehicle braking coordination under high-temperature conditions, while balancing braking safety and system reliability.

Description

Technical Field

[0001] This invention relates to the field of vehicle chassis technology, and in particular to a clamping control method, medium, device and system for EMB under high temperature conditions. Background Technology

[0002] Under high-temperature conditions such as continuous braking, summer sun exposure, and long downhill slopes in mountainous areas, the temperature of the electromechanical braking system (EMB) typically exceeds 80 degrees Celsius. Existing technologies have significant limitations in their collaborative control logic under such high-temperature environments, failing to effectively guarantee the safety and stability of the vehicle's braking system. Current collaborative strategies are mostly designed based on normal-temperature conditions, failing to fully consider the thermal fade and clamping force reduction characteristics of the EMB caused by high temperatures, resulting in extended braking distances and the risk of insufficient braking force. Furthermore, existing technologies fail to achieve deep integration between the EMB, anti-lock braking system (ABS), electronic stability control system (ESC), and engine braking. Relying on only a single system under high temperatures exacerbates the risk of thermal fade and can easily lead to wheel lock-up or vehicle instability. Existing technologies lack tiered identification and targeted control for different levels of high-temperature conditions, failing to ensure braking safety while also considering system lifespan, posing significant safety hazards in extreme temperatures or component failure. Summary of the Invention

[0003] The purpose of this invention is to provide a clamping control method, medium, device, and system for EMB under high-temperature conditions, in order to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions that enable dynamic adjustment of EMB clamping force and vehicle braking force distribution under high-temperature conditions through hierarchical identification and multi-system collaboration, taking into account both braking safety and system thermal fade control, while ensuring redundancy safety through degradation mode and mechanical backup in extreme high temperatures or failure.

[0004] On the one hand, this application provides a clamping control method for EMB under high-temperature operating conditions, the method comprising: Real-time vehicle driving data is collected, including EMB temperature, vehicle speed, brake pedal travel, gradient, wheel speed, engine speed, and four-wheel tire adhesion coefficient. Based on the driving data and combined with the preset working condition classification strategy, the current braking condition is identified. The braking conditions are divided into mild high temperature condition, moderate high temperature condition, severe high temperature condition and degraded trigger condition. With the goal of reducing EMB heat fade and maintaining braking stability, based on the identified current braking conditions, it outputs a coordinated control command to work in conjunction with the EMB, ABS / ESC and engine braking systems, and adjusts the EMB clamping force distribution ratio of the four wheels based on the dynamic changes in the four-wheel tire adhesion coefficient. When the degradation trigger condition is triggered, the EMB motor drive is cut off, the mechanical backup clamping mode is switched, and an emergency warning signal is output.

[0005] Furthermore, the step of identifying the current braking condition based on the driving data and in conjunction with a preset operating condition classification strategy specifically includes: When the EMB temperature is greater than or equal to 80℃ and less than 100℃, the brake pedal travel is less than 50%, and the slope is less than 15°, it is identified as a mild high temperature condition. When the EMB temperature is greater than or equal to 100℃ and less than 120℃, or the brake pedal travel is greater than or equal to 50% and less than 80%, or the slope is greater than or equal to 15° and less than 30°, it is identified as a moderate high temperature condition. When the EMB temperature is greater than or equal to 120°C, or the brake pedal travel is greater than or equal to 80% and the slope is greater than or equal to 30°, it is identified as a severe high temperature condition. When the EMB temperature is greater than or equal to 150℃, or when the EMB clamping force decreases by more than or equal to 20% and cannot be corrected, it is identified as a degraded trigger condition.

[0006] Furthermore, the step of controlling the engine braking system to intervene and provide auxiliary braking force specifically includes: Calculate the target deceleration based on the vehicle speed and brake pedal travel, distribute the target clamping force to each wheel according to the target deceleration and the four-wheel tire adhesion coefficient, and control the EMB motor to output the corresponding clamping force. Based on the slope and current braking load requirements, and combined with the preset intervention ratio range corresponding to the current operating conditions, the output torque of the engine braking system is calculated, and the engine braking system is controlled to provide a corresponding proportion of auxiliary braking torque.

[0007] Furthermore, the output of the coordinated control command based on the identified current braking condition specifically includes: Under mild high temperature conditions, the EMB is controlled to maintain the target clamping force, and the preset intervention ratio range is 20% to 30%, while the ABS / ESC executes the conventional intervention logic. Under moderate high temperature conditions, the EMB clamping force is controlled to maintain 90% to 95% of the target clamping force, and the preset intervention ratio range is 40% to 60%, while the adjustment cycle of ABS / ESC is shortened to 8ms. Under severe high-temperature conditions, the EMB clamping force is controlled to maintain 85% to 90% of the target clamping force, and the preset intervention ratio range is 95% to 100%. The clamping force of the four wheels is dynamically adjusted in conjunction with ABS / ESC, and the vehicle cooling system is activated at the same time.

[0008] Furthermore, the adjustment of the four-wheel EMB clamping force distribution ratio based on the dynamic change of the four-wheel tire adhesion coefficient specifically includes: based on the estimated adhesion coefficient of the four-wheel tires, increasing the clamping force ratio of wheels with adhesion coefficients higher than a preset threshold by 5% to 10%.

[0009] Furthermore, the method also includes a cyclic feedback adjustment step: It receives feedback signals of EMB temperature changes, actual clamping force accuracy, and vehicle body posture in real time, and dynamically adjusts the collaborative control strategy to maintain braking stability. When braking ends and the EMB temperature drops below 80°C, switch back to the normal braking control mode.

[0010] Furthermore, the switching to the mechanical backup clamping mode specifically includes: The clamping force is provided by a spring energy storage mechanism, and the clamping force in the mechanical backup mode is controlled to be no less than 60% of the target clamping force. The emergency warning signals include instrument indicator warnings and audible warnings.

[0011] On the other hand, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the clamping control method for EMB under high-temperature conditions as described above.

[0012] On the other hand, this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the clamping control method for EMB under high-temperature conditions as described above.

[0013] On the other hand, this application provides a clamping control system for EMB under high-temperature conditions. The system is integrated into the vehicle chassis domain controller and reuses the vehicle's existing hardware to execute the clamping control method for EMB under high-temperature conditions as described above.

[0014] The beneficial effects of this invention are as follows: This application provides a clamping control method for EMB under high-temperature conditions. This method collects vehicle driving data in real time, including EMB temperature, vehicle speed, and the coefficient of friction of the four tires. Combined with a preset classification strategy, it accurately identifies four types of braking conditions: mild, moderate, severe high temperature, and degraded braking trigger. With the goal of reducing EMB thermal fade and maintaining braking stability, it outputs coordinated control commands to link the EMB, ABS, ESC, and engine braking systems for coordinated operation. Based on the dynamic changes in the coefficient of friction of the four tires, it adjusts the clamping force distribution ratio of the four-wheel EMB in real time. When a degraded braking condition is triggered, it automatically cuts off the EMB motor drive, switches to mechanical backup clamping mode, and outputs an emergency warning signal. This achieves closed-loop management of the entire process from condition classification identification to multi-system coordinated control and degraded backup, effectively solving the problem of EMB system thermal fade and insufficient vehicle braking coordination under high-temperature conditions, thus balancing braking safety and system reliability. This application also provides related equipment for the above method. The beneficial effects of the related equipment are similar to those of the above method and will not be elaborated here.

[0015] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0016] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0017] Figure 1 This is a flowchart of the clamping control method for EMB under high-temperature conditions provided in this application; Figure 2 This is a structural diagram of the clamping control system of EMB under high-temperature conditions provided in this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0019] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0020] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0022] In the field of vehicle braking technology, the electromechanical braking system (EMB), as the mainstream solution for brake-by-wire, has been widely used in new energy vehicles and high-end models. This system replaces traditional hydraulic lines with electronic signals and uses a motor to directly drive the brake calipers to clamp the brake disc, achieving advantages such as fast braking response, high integration, and easy energy recovery.

[0023] However, existing electromechanical braking systems exhibit significant technical bottlenecks under harsh conditions such as continuous braking, prolonged incline driving, or high-temperature environments. Current mainstream control strategies are primarily designed for normal temperature or steady-state conditions, lacking a dynamic sensing and response mechanism for the system's thermal characteristics under high-temperature environments. Specifically, existing technologies fail to effectively identify the thermal fade behavior of electromechanical braking systems at high temperatures. Particularly under conditions where the temperature of the motor, transmission mechanism, and friction pairs continuously rises, the clamping force output capacity decreases significantly. Traditional control logic still drives the system according to the target force command, resulting in insufficient actual braking force and extended braking distance.

[0024] In addition, the existing technology has limited depth of coordinated control between electromechanical braking systems, anti-lock braking systems, electronic stability control systems and engine braking systems. Under high temperature conditions, each system is mostly operating independently, lacking a unified braking force distribution and compensation mechanism, which leads to a decrease in the braking stability of the vehicle and makes it prone to safety hazards such as wheel lock-up, sideslip or sudden drop in braking performance.

[0025] More notably, existing technologies lack a graded identification and response strategy for high-temperature operating conditions, making it impossible to implement differentiated control interventions based on temperature levels. They cannot intervene in thermal management in advance when temperatures rise slightly, and lack dynamic correction of clamping force and multi-system linkage adjustment when temperatures are moderate to severe. Furthermore, they do not have a degradation control and mechanical backup switching mechanism in case of extreme high temperatures or system failures, which severely restricts the reliability and safety of electromechanical braking systems under complex operating conditions.

[0026] Therefore, there is an urgent need for an electromechanical brake clamping control method that can adapt to high-temperature operating conditions, has operating condition recognition, multi-system coordination and hierarchical control capabilities, in order to overcome the shortcomings of existing technologies in terms of thermal fade response, braking force distribution, system redundancy and vehicle braking stability.

[0027] To address the aforementioned issues, this application proposes a clamping control method for EMB under high-temperature conditions. This method, by real-time acquisition of vehicle driving data and combining it with a preset operating condition classification strategy, accurately divides braking conditions into mild high-temperature conditions, moderate high-temperature conditions, severe high-temperature conditions, and degraded trigger conditions. The goal is to reduce EMB thermal fade and maintain braking stability. Based on the identified current braking condition, a collaborative control command is output, linking the EMB system with the anti-lock braking system (ABS), electronic stability control system (ESC), and engine braking system for deep collaborative operation. Simultaneously, the clamping force distribution ratio of the four wheels' EMBs is adjusted in real-time according to the dynamic changes in the four-wheel tire adhesion coefficient. When a degraded trigger condition is triggered, the EMB motor drive is automatically cut off and switched to a mechanical backup clamping mode, while simultaneously outputting an emergency warning signal. This achieves a closed-loop control throughout the entire process, from operating condition identification to multi-system collaboration and degraded backup.

[0028] First, the clamping control method of EMB under high temperature conditions provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings. It is applied to the EMB of a vehicle to achieve precise control of the braking clamping force.

[0029] Reference Figure 1 The clamping control method for EMB under high-temperature conditions provided in this application includes, but is not limited to, the following steps.

[0030] Step S110: Real-time collection of vehicle driving data.

[0031] The driving data includes EMB temperature, vehicle speed, brake pedal travel, gradient, wheel speed, engine speed, and four-wheel tire adhesion coefficient.

[0032] In step S110, real-time vehicle driving data is collected, providing a precise data foundation for subsequent high-temperature condition identification and collaborative control. The collected data covers key parameters such as EMB temperature, vehicle speed, brake pedal travel, gradient, wheel speed, engine speed, and four-wheel tire adhesion coefficient. These parameters can comprehensively reflect the vehicle's driving status, braking requirements, and system thermal load under high-temperature conditions.

[0033] Among these parameters, EMB temperature is the core basis for judging high-temperature operating conditions. Parameters such as vehicle speed, brake pedal travel, and gradient reflect braking intensity and duration. Wheel speed and engine speed provide power and motion state references for coordinated control, while the four-wheel tire adhesion coefficient directly affects braking stability. By collecting these data in real time, the system can promptly grasp the dynamic changes of the vehicle in high-temperature environments, providing reliable data support for subsequent operating condition classification and coordinated control strategy formulation, ensuring the accuracy and timeliness of control decisions.

[0034] Step S120: Based on driving data and combined with a preset working condition classification strategy, identify the current braking condition.

[0035] The braking conditions are divided into mild high temperature conditions, moderate high temperature conditions, severe high temperature conditions, and degraded triggering conditions.

[0036] In step S120, based on the collected driving data and combined with a preset operating condition classification strategy, the current braking condition is accurately identified and classified into four categories: mild high-temperature condition, moderate high-temperature condition, severe high-temperature condition, and degraded trigger condition. This classification and identification mechanism can accurately determine the degree of high temperature and risk level of the system based on the comprehensive changes in parameters such as EMB temperature, braking intensity, and duration, providing a basis for subsequent targeted collaborative control strategies.

[0037] Specifically, under mild high-temperature conditions, the system experiences relatively minor thermal degradation, allowing for basic collaborative strategies. Under moderate high-temperature conditions, thermal degradation becomes increasingly apparent, necessitating enhanced multi-system collaboration. Under severe high-temperature conditions, severe thermal degradation requires in-depth collaboration and thermal management measures. Degradation trigger conditions indicate that the system is nearing its failure threshold, necessitating a switch to backup mode. By identifying tiered operating conditions, the system avoids a "one-size-fits-all" control approach, enabling differentiated control under varying high-temperature conditions. This ensures braking safety while also optimizing system lifespan and energy consumption.

[0038] Step S130: With the goal of reducing EMB thermal fade and maintaining braking stability, based on the identified current braking conditions, output a coordinated control command to coordinate the EMB, ABS / ESC and engine braking systems to work together, and adjust the EMB clamping force distribution ratio of the four wheels based on the dynamic changes in the four-wheel tire adhesion coefficient.

[0039] In step S130, under high-temperature conditions, relying solely on the EMB system for braking can exacerbate heat fade. By linking the ABS, ESC, and engine braking systems, the braking load can be distributed, reducing heat accumulation in the EMB system. Simultaneously, engine braking assists in deceleration, reducing braking pressure on the EMB. Furthermore, in high-temperature environments, the tire adhesion coefficient dynamically changes with temperature and road conditions. If the four-wheel clamping force distribution is unreasonable, it can easily lead to localized wheel lock-up or insufficient braking force, affecting overall vehicle stability. By adjusting the four-wheel EMB clamping force distribution ratio in real time, matching the braking force and adhesion coefficient of each wheel, problems such as wheel lock-up and vehicle instability can be effectively avoided, ensuring lateral stability and directional controllability during braking, achieving a balance between braking safety and system thermal management.

[0040] Step S140: When the degraded trigger condition is triggered, the EMB motor drive is cut off, the mechanical backup clamping mode is switched, and an emergency warning signal is output.

[0041] Step S140 provides a final layer of protection for vehicle braking safety under extreme high-temperature conditions. When the EMB system temperature is too high, thermal fade is severe, or component failure occurs, the electronic control mode can no longer meet basic braking requirements. At this time, switching to the mechanical backup clamping mode utilizes the reliability of the mechanical structure to maintain basic braking force and prevent complete brake failure. Simultaneously, an emergency warning signal is output to promptly remind the driver that the system has entered a degraded state and emergency measures such as deceleration and stopping are required, providing the driver with necessary risk warnings and time to react. This step, through seamless switching between electronic and mechanical backup modes, constructs a dual safety protection mechanism of "active control + passive backup," ensuring that the vehicle can maintain basic braking capability under extreme high-temperature conditions, minimizing the safety risks caused by brake failure, and improving the system's reliability and fault tolerance.

[0042] In some embodiments of this application, step S120, based on driving data and combined with a preset operating condition classification strategy, identifies the current braking condition, specifically including the following:

[0043] (1) When the EMB temperature is greater than or equal to 80℃ and less than 100℃, the brake pedal travel is less than 50%, and the slope is less than 15°, it is identified as a mild high temperature condition, indicating that the vehicle is in a relatively mild driving or braking state. At this time, the heat accumulation mainly comes from normal driving friction.

[0044] In this way, early monitoring and basic intervention can be carried out when the system temperature initially shows an upward trend but has not yet significantly affected performance. The system can activate basic thermal management strategies in advance, such as fine-tuning the clamping force distribution or slightly introducing engine braking assist, to prevent the temperature from rising further rapidly. This tiered approach avoids over-activating strong cooperative control in low-risk conditions, thereby ensuring driving smoothness while effectively delaying the time it takes for the system to enter a higher temperature range and maintaining the optimal operating condition of the braking system.

[0045] (2) When the EMB temperature is greater than or equal to 100°C and less than 120°C, or the brake pedal travel is greater than or equal to 50% and less than 80%, or the slope is greater than or equal to 15° and less than 30°, it is identified as a medium high temperature condition, which means that the braking system is under greater energy conversion pressure and the risk of thermal fade begins to appear. This mainly targets scenarios where the vehicle's thermal load increases significantly or faces medium intensity challenges.

[0046] Thus, a more proactive coordinated control strategy is triggered, requiring the system to increase the intervention of the anti-lock braking system and electronic stability control system, and to more actively utilize engine braking to share the load of the EMB. By accurately identifying this transition phase, the control method can disperse heat generation through multi-system linkage before thermal fade seriously affects safety, with high-speed fan operation and full opening of brake disc ventilation slots, ensuring braking stability under complex road conditions such as long downhill slopes or frequent braking.

[0047] (3) When the EMB temperature is greater than or equal to 120°C, or the brake pedal travel is greater than or equal to 80% and the slope is greater than or equal to 30°, it is identified as a severe high temperature condition, indicating that the vehicle is in an extremely dangerous operating state and the braking components are close to their physical performance limits.

[0048] Thus, activating the highest level of thermal protection and performance maintenance mechanism, the system must forcibly coordinate all available deceleration resources, maximize engine braking torque, and optimize the distribution of four-wheel clamping force to prevent tire lock-up or sideslip due to localized overheating. The purpose of identifying this condition is to forcibly reduce vehicle speed and heat accumulation rate through extreme coordination strategies before thermal fade causes a significant drop in braking force, thereby gaining valuable reaction time and safety redundancy for the driver.

[0049] (4) When the EMB temperature is greater than or equal to 150℃, or when the EMB clamping force decreases by more than or equal to 20% and cannot be corrected, it is identified as a degraded trigger condition, which means that the electromechanical braking system has suffered serious thermal failure or irreversible degradation of mechanical performance.

[0050] Thus, by implementing the "sacrifice power to save the motor" safety strategy, the drive of the motor, which poses a risk of overheating and runaway, is immediately cut off to prevent secondary disasters such as fires caused by motor stalling or wiring burnout. At the same time, it seamlessly switches to a pure mechanical backup clamping mode. This mechanism ensures that even if the electronic system is completely paralyzed due to high temperature, the vehicle can still retain the most basic mechanical braking force, which, together with emergency warning signals, alerts the driver and minimizes the risk of serious accidents caused by complete brake failure.

[0051] The temperature thresholds (80℃, 100℃, 120℃, 150℃) set in step S120 above are not arbitrarily selected, but are derived from experiments based on the thermal decay characteristic curves of EMB friction materials (usually ceramic-based or semi-metallic composite materials). It is well known to those skilled in the art that such materials have a stable coefficient of friction below 80℃; when the temperature rises to around 100℃, the material begins to exhibit initial thermal decay, with the coefficient of friction decreasing by approximately 5% to 10%; when the temperature reaches the 120℃ to 150℃ range, the material enters a region of rapid decay, where the coefficient of friction may decrease by more than 20%, and there is a risk of irreversible thermal decay.

[0052] Therefore, this application sets the mild high temperature range at 80°C to 100°C to introduce engine braking for preventative cooling during the initial degradation phase; setting the severe high temperature range at 120°C corresponds to the critical point where material properties deteriorate rapidly, necessitating the activation of extreme synergistic control. This tiered strategy directly corresponds to the objective properties of the physical materials, ensuring the scientific validity and effectiveness of the control strategy.

[0053] In some embodiments of this application, step S130 involves controlling the engine braking to intervene and provide auxiliary braking force, specifically including the following steps.

[0054] Step S210: Calculate the target deceleration based on the vehicle speed and brake pedal travel, distribute the target clamping force to each wheel according to the target deceleration and the adhesion coefficient of the four tires, and control the EMB motor to output the corresponding clamping force.

[0055] In step S210, by collecting real-time vehicle speed and brake pedal travel data, the target deceleration to meet the driver's braking intention is accurately calculated. Combined with the real-time dynamic changes in the four-wheel tire adhesion coefficient, the target clamping force is scientifically distributed to each wheel, thereby controlling the EMB motor to output the corresponding precise clamping force. Its core function is to ensure that, under high-temperature conditions, the EMB system can achieve optimal braking force distribution based on the vehicle's actual driving state and road surface adhesion conditions, avoiding localized wheel overheating or lock-up due to unreasonable clamping force distribution. Simultaneously, it provides a precise braking force benchmark for the coordinated intervention of engine braking, ensuring the stability and safety of the overall braking process.

[0056] Step S220: Based on the slope and current braking load requirements, and combined with the preset intervention ratio range corresponding to the current working conditions, calculate the output torque of the engine braking system, and control the engine braking system to provide the corresponding proportion of auxiliary braking torque.

[0057] In step S220, based on the gradient and current braking load requirements, and combined with the preset engine braking intervention ratio range for different high-temperature operating conditions, the torque that the engine braking system needs to output is calculated, and it is controlled to provide a corresponding proportion of auxiliary braking torque. Its key significance lies in determining the vehicle's driving resistance requirements through the gradient, clarifying the total braking force gap based on the braking load, and then determining a reasonable engine braking intervention ratio according to the operating condition level. This effectively shares the braking load of the EMB system, reduces its heat generation, and alleviates heat fade problems, while also preventing excessive engine braking intervention that could lead to vehicle jerking or loss of control. It achieves smooth coordination between EMB and engine braking, improving braking performance and driving comfort under high-temperature conditions.

[0058] In some embodiments of this application, step S130, which outputs a cooperative control command based on the identified current braking condition, specifically includes the following:

[0059] (1) Under mild high temperature conditions, control EMB to maintain target clamping force, preset intervention ratio range is 20% to 30%, and ABS / ESC executes conventional intervention logic.

[0060] Specifically, a control strategy was developed for mild high-temperature operating conditions, prioritizing braking performance while supplementing with heat dissipation. When the system is in the mild high-temperature range of 80°C to 100°C, the mechanical and electrical performance of the EMB system is not significantly affected. Therefore, the core control focus is on maintaining the precise output of the target clamping force to ensure the driver receives the expected braking response. At this time, the engine braking intervention ratio is set at a lower range of 20% to 30%, aiming to use engine resistance to slightly share the braking load and suppress temperature rise without significantly altering the vehicle's deceleration characteristics. Simultaneously, the ABS and ESC systems maintain their normal intervention logic, ensuring vehicle stability while avoiding excessive heat generation from overly frequent adjustments, achieving a balance between braking performance and system thermal management in the early stages of heat fade.

[0061] (2) Under moderate high temperature conditions, control the EMB clamping force to maintain 90% to 95% of the target clamping force, preset the intervention ratio range to 40% to 60%, and shorten the adjustment cycle of ABS / ESC to 8ms.

[0062] Specifically, a defensive control strategy combining active de-derating and high-frequency adjustment was implemented for moderately high-temperature operating conditions. When the EMB temperature rises to 100°C to 120°C or under medium-to-high load braking, the system faces a significant risk of thermal fade. At this time, the EMB clamping force is actively maintained at 90% to 95% of the target value, and frictional heat generation is reduced by slightly lowering the braking force output threshold to prevent temperature runaway. At the same time, the intervention ratio of engine braking is significantly increased to 40% to 60%, making it the main source of deceleration force and effectively distributing the thermal load on the EMB. In addition, the adjustment cycle of ABS and ESC is shortened to 8ms, which means that the system has improved the monitoring and response frequency of wheel slip rate, and can more sensitively respond to changes in tire adhesion coefficient caused by high temperature, ensuring that extremely high vehicle handling stability is maintained even when braking force is limited.

[0063] (3) Under severe high temperature conditions, control the EMB clamping force to maintain 85% to 90% of the target clamping force, preset the intervention ratio range to 95% to 100%, and dynamically adjust the clamping force of the four wheels in conjunction with ABS / ESC, while starting the vehicle cooling system.

[0064] Specifically, an emergency control mode combining extreme thermal protection and deep system-wide coordination is activated for severe high-temperature operating conditions. When the temperature exceeds 120℃ or under extreme braking conditions, preventing system failure becomes the primary task. Therefore, the EMB clamping force is further limited to 85% to 90% of the target value, forcibly reducing its workload to avoid friction pad burnout or motor overheating damage. At this time, the engine braking intervention ratio reaches the limit of 95% to 100%, almost completely taking over the vehicle's deceleration needs and minimizing heat input to the EMB system. In conjunction with ABS and ESC dynamically adjusting the clamping force of the four wheels, the system can differentiate the remaining braking force according to the real-time temperature and adhesion of each wheel, preventing local overheating and lock-up. At the same time, the vehicle's cooling system is activated, using physical means to accelerate heat dissipation, constructing a multi-layered protection network from load reduction at the source, mid-journey load sharing, to end-of-journey heat dissipation, ensuring the vehicle can still drive safely under extreme conditions.

[0065] In some embodiments of this application, step S130, adjusting the EMB clamping force distribution ratio of the four wheels based on the dynamic changes in the coefficient of adhesion of the four wheels, specifically includes: based on the estimated coefficient of adhesion of the four wheels, increasing the clamping force ratio of the wheels with a coefficient of adhesion higher than a preset threshold by 5% to 10%.

[0066] Specifically, by sensing changes in tire-road grip in real time, the braking force distribution is dynamically optimized to maximize the vehicle's braking potential and maintain driving stability under extreme high-temperature conditions. Under high-temperature conditions, the physical properties of tire rubber change, and coupled with the complexity of road conditions, the coefficients of adhesion of the four wheels often differ and fluctuate dynamically. Continuing to use a fixed braking force distribution strategy can easily cause wheels with lower coefficients of adhesion to lock up prematurely, leading to vehicle skidding or loss of control, while also wasting the braking capacity of wheels with higher coefficients of adhesion.

[0067] By estimating the adhesion coefficients of all four tires, the system accurately identifies wheels with grip exceeding a preset threshold and increases the clamping force of these wheels by 5% to 10%, effectively implementing a "selective" intelligent allocation logic. This fine-tuning has dual benefits: firstly, it fully utilizes the remaining grip of high-traction wheels, allowing them to undertake more braking tasks, thus compensating for the braking force loss caused by thermal fade of the EMB system due to high temperatures, helping to shorten braking distance; secondly, it avoids applying excessive braking force to low-traction wheels, effectively preventing lateral instability caused by localized wheel lock-up. This refined adjustment based on dynamic changes in the adhesion coefficient ensures that the overall vehicle braking torque always matches the actual ground adhesion capability of each wheel, significantly improving active safety under high-temperature emergency braking conditions.

[0068] In some embodiments of this application, to address the problem of dynamically adjusting the clamping force distribution based on the coefficient of adhesion, this application employs a dynamic compensation algorithm based on a slip ratio threshold. First, the system estimates the tire-road adhesion coefficient of all four wheels in real time. Specifically, the slip ratio is calculated based on the difference between the wheel speed sensor signal and the vehicle reference speed. Then obtain it through table lookup. .

[0069] The specific "increase of 5% to 10%" is not a fixed value, but rather a nonlinear mapping function based on the adhesion coefficient. Let the target basic clamping force of the current wheel be... The current estimated adhesion coefficient is The preset high adhesion threshold is (For example, 0.8). When At that time, the system calculates the dynamic compensation coefficient. : Among them, the proportional gain coefficient It was calibrated to be between 0.1 and 0.2.

[0070] Subsequently, the system uses this compensation coefficient to adjust the basic clamping force. Make adjustments to obtain the final target clamping force. .

[0071] According to this formula, when the adhesion coefficient is significantly higher than the threshold, It will dynamically change between 1.05 and 1.10, thereby determining the final target clamping force. exist This improves upon the existing performance by 5% to 10%. The algorithm corrects the target torque using real-time feedback of the adhesion coefficient, ensuring full utilization of the tire's remaining grip on high-adhesion surfaces.

[0072] In some embodiments of this application, the specific implementation of outputting the cooperative control command in step S130 is to establish a vehicle braking force distribution model. Let the target total braking torque requested by the driver be... The maximum auxiliary braking torque currently available from the engine braking system is The maximum permissible safe clamping torque for the EMB system is currently [missing value]. (This value decreases dynamically as the temperature rises, which is the aforementioned derating control).

[0073] The specific allocation logic follows the "priority load transfer" principle: (1) Engine braking priority: The system first commands the engine braking system to output torque. The calculation is as follows: ;in The preset intervention ratio for the current working conditions (e.g., 20% to 30% for light working conditions).

[0074] (2) Supplementary EMB calculation: Target clamping force required by the EMB system output Determined by the demand for residual braking force: ;in This is the braking efficiency coefficient.

[0075] (3) Safety Limiting: The final output instruction will undergo limiting processing to ensure safety. Not exceeding the maximum allowable value at the current temperature If the calculated demand exceeds this value, an alarm will be triggered and the vehicle speed will be limited.

[0076] In some embodiments of this application, the method further includes a cyclic feedback adjustment step, specifically comprising: receiving feedback signals of EMB temperature changes, actual clamping force accuracy, and vehicle body posture in real time; dynamically adjusting the cooperative control strategy to maintain braking stability; and switching back to the conventional braking control mode when braking ends and the EMB temperature drops below 80°C. This eliminates control errors caused by the complex and variable environment under high-temperature conditions, ensuring the real-time adaptability and safety of the braking strategy.

[0077] By receiving real-time feedback signals from EMB temperature changes, actual clamping force accuracy, and vehicle posture, the system can dynamically perceive minute fluctuations and potential risks during braking, and then dynamically correct the cooperative control strategy at the millisecond level. This mechanism not only compensates for the shortcomings of open-loop control in dealing with the nonlinear characteristics of thermal fade, but also intervenes in a timely manner when the vehicle body shows signs of instability, maintaining the vehicle's driving stability under extreme conditions. Simultaneously, the system is programmed to automatically switch back to the normal braking control mode when braking ends and the EMB temperature drops below 80°C, establishing a logical boundary for a smooth transition from emergency to normal operation. This design avoids the system continuing to maintain an inefficient degradation strategy after the high temperature dissipates, ensuring that the vehicle can promptly restore optimal braking response performance and driving experience, achieving intelligent management and seamless integration across all operating conditions.

[0078] In some embodiments of this application, step S130, switching to the mechanical backup clamping mode, specifically includes: providing clamping force through a spring energy storage mechanism, controlling the clamping force in the mechanical backup mode to be no less than 60% of the target clamping force, and the emergency warning signal includes instrument indicator warning and audible warning.

[0079] Specifically, by introducing a purely mechanical spring energy storage mechanism to provide the basic clamping force, the problem of complete brake loss caused by motor overheating and demagnetization, circuit melting, or electronic component failure in electromechanical braking systems under high-temperature extreme conditions is fundamentally solved. Strictly controlling the clamping force in mechanical backup mode to no less than 60% of the target clamping force is a key threshold set based on vehicle dynamics and safety regulations. This value is sufficient to ensure that the vehicle still has effective deceleration capability at high speeds, meeting the minimum braking requirements for safe parking or emergency avoidance, and preventing serious accidents caused by insufficient braking force. Simultaneously, a dual emergency warning mechanism consisting of instrument indicator lights and audible alarms utilizes both visual and auditory sensory stimulation to immediately break through the driver's psychological blind spot, clearly informing them that the system has entered a degraded mechanical backup state, prompting the driver to immediately take cautious driving or stop and check, thereby maximizing the safety of the vehicle and its occupants even when system functionality is limited.

[0080] In some embodiments of this application, the mechanical backup clamping mode does not rely on a traditional hydraulic master cylinder, but is implemented based on a special fail-safe structure of the EMB caliper. This structure includes a pre-compressed helical spring assembly and a mechanical locking release mechanism. Under normal operating conditions, the motor needs to maintain a certain holding current to overcome the spring preload and keep the caliper in the released state; when a degraded trigger condition is triggered (as described in step S140), the control system cuts off the motor drive current and simultaneously activates the electromagnetic locking mechanism to unlock, allowing the spring assembly to push the piston to clamp.

[0081] Regarding the requirement that "the clamping force in the mechanical backup mode is not less than 60% of the target clamping force," the implementation logic is as follows: The preload of the spring is fixed, and this value is calibrated as 60% of the system's maximum clamping force during the design phase. When the system detects severe thermal degradation or a temperature exceeding 150°C, the controller no longer outputs precise position / torque closed-loop control, but directly executes the "full-open-release" logic, i.e., cutting off all phase currents and releasing the locking mechanism. At this time, the braking force applied by the spring is the fixed backup force. This design utilizes the rigidity of the mechanical structure to ensure that a minimum safe braking force is still provided in the event of electronic system failure, meeting the "not less than 60%" safety threshold requirement without complex real-time calculations.

[0082] Secondly, embodiments of this application provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the clamping control method for EMB under high-temperature conditions as described above.

[0083] Furthermore, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the clamping control method for EMB under high-temperature conditions as described above.

[0084] Furthermore, this application provides a clamping control system for EMB under high-temperature conditions. The system is integrated into the vehicle chassis domain controller, reuses existing vehicle hardware, and is used to execute the aforementioned clamping control method for EMB under high-temperature conditions.

[0085] By reusing the vehicle's existing wheel speed sensors, temperature sensors, and communication buses, the cost and space burden of adding additional dedicated sensors are avoided at the technical level. At the engineering level, the system complexity and wiring harness weight are significantly reduced. This provides a highly integrated, low-cost, and easily mass-producible hardware foundation for the implementation of the aforementioned EMB clamping control method under high-temperature conditions, ensuring that the vehicle has the intelligent control capability to cope with extreme thermal degradation conditions without changing the existing physical architecture.

[0086] In some embodiments of this application, reference is made to Figure 2 The system includes a data acquisition module, a control module, an execution module, and an early warning and feedback module, wherein: The data acquisition module is configured to collect multi-source signals such as EMB temperature, vehicle speed, brake pedal travel, and gradient in real time, providing basic data support for the system to judge high-temperature operating conditions and formulate control strategies.

[0087] The control module is configured as the intelligent decision-making center of the electromechanical braking control system, responsible for receiving and processing the input information from the data acquisition module, and generating precise braking control commands through the collaborative calculation of various internal functional units.

[0088] The execution module is configured to receive instructions from the control module and convert them into mechanical actions, and apply precise clamping force directly to the wheels through motor drive to achieve vehicle deceleration, braking or parking functions.

[0089] The warning and feedback module is configured to send instrument indicator lights and audible alarm signals to the driver to indicate the system status, and to monitor and execute feedback in real time to form a closed-loop control, ensuring the effective execution of the control strategy and the timeliness of human-vehicle interaction.

[0090] In some embodiments of this application, the control module includes a working condition identification unit, a cooperative control unit, an adhesion coefficient cooperative unit, and a degradation control unit. Wherein: The operating condition identification unit is configured to: accurately identify the current high-temperature braking scenario level of the vehicle based on comprehensive analysis of multi-source data, providing a logical basis for the activation of subsequent graded collaborative control strategies.

[0091] The collaborative control unit is configured to dynamically adjust the working status and braking force distribution ratio of EMB, ABS / ESC and engine braking system according to the identified high temperature operating condition level, so as to effectively suppress EMB thermal fade while ensuring braking safety.

[0092] The adhesion coefficient coordination unit is configured to dynamically optimize the distribution ratio of the four-wheel clamping force by combining the real-time estimation results of the tire adhesion coefficient under high temperature conditions, so as to ensure that the braking force and the actual grip of the tire are accurately matched to maintain vehicle stability.

[0093] The degradation control unit is configured to automatically trigger a safety redundancy mechanism and switch to mechanical backup clamping mode when an excessively high EMB temperature or severe thermal degradation is detected, thereby preventing complete brake failure and improving the active safety of the system.

[0094] In summary, the clamping control method, medium, equipment, and system for EMB under high-temperature conditions provided in this application have the following technical effects.

[0095] This technical solution achieves significant technical results through end-to-end control including operating condition classification, multi-system coordination, clamping force optimization, and degradation backup. Based on multi-source data such as EMB temperature, vehicle speed, brake pedal travel, and gradient, this method accurately identifies high-temperature braking scenarios of varying degrees, laying a solid foundation for subsequent targeted coordinated control. By dynamically adjusting the operating states and braking force distribution ratios of the EMB, ABS / ESC, and engine braking systems, it effectively suppresses EMB thermal fade while ensuring the safety and stability of the entire vehicle's braking system.

[0096] Furthermore, this technology combines the dynamic changes in tire adhesion coefficient under high-temperature conditions with EMB adhesion coefficient estimation technology to optimize the distribution of clamping force across all four wheels in real time. This ensures a precise match between braking force and actual tire adhesion, significantly improving vehicle braking stability under complex conditions. Simultaneously, the sophisticated degradation control logic automatically and seamlessly switches to mechanical backup clamping mode upon detecting extreme high temperatures or severe heat fade, completely avoiding the risk of complete brake failure and significantly enhancing system redundancy and safety. Crucially, this solution requires no additional hardware costs, fully reusing existing vehicle sensors and control systems. It possesses extremely high engineering feasibility and mass production application value, and can form a powerful system-level combination with existing EMB patented technologies, demonstrating significant industrialization potential.

[0097] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards of the relevant countries and regions. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirects to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data for the proper functioning of the embodiments of this application obtained.

[0098] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this application are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0099] Furthermore, although this application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding this application. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of ordinary skill of an engineer. Therefore, those skilled in the art can implement the application set forth in the claims using ordinary skill. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of this application, which is determined by the full scope of the appended claims and their equivalents.

[0100] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0101] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable programs for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can retrieve and execute a program from or in conjunction with such a program execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit a program for use by or in conjunction with a program execution system, apparatus, or device.

[0102] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or, if necessary, processing in a suitable manner, and then stored in computer memory.

[0103] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable program execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0104] In the foregoing description of this specification, the reference to terms such as "one embodiment / implementation," "another embodiment / implementation," or "certain embodiments / implementations," etc., indicates that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in an embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0105] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0106] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A clamping control method for EMB under high-temperature operating conditions, characterized in that, The method includes: Real-time vehicle driving data is collected, including EMB temperature, vehicle speed, brake pedal travel, gradient, wheel speed, engine speed, and four-wheel tire adhesion coefficient. Based on the driving data and combined with the preset working condition classification strategy, the current braking condition is identified. The braking conditions are divided into mild high temperature condition, moderate high temperature condition, severe high temperature condition and degraded trigger condition. With the goal of reducing EMB heat fade and maintaining braking stability, based on the identified current braking conditions, it outputs a coordinated control command to work in conjunction with the EMB, ABS / ESC and engine braking systems, and adjusts the EMB clamping force distribution ratio of the four wheels based on the dynamic changes in the four-wheel tire adhesion coefficient. When the degradation trigger condition is triggered, the EMB motor drive is cut off, the mechanical backup clamping mode is switched, and an emergency warning signal is output.

2. The clamping control method for EMB under high-temperature conditions according to claim 1, characterized in that, The step of identifying the current braking condition based on the driving data and in conjunction with a preset operating condition classification strategy specifically includes: When the EMB temperature is greater than or equal to 80℃ and less than 100℃, the brake pedal travel is less than 50%, and the slope is less than 15°, it is identified as a mild high temperature condition. When the EMB temperature is greater than or equal to 100℃ and less than 120℃, or the brake pedal travel is greater than or equal to 50% and less than 80%, or the slope is greater than or equal to 15° and less than 30°, it is identified as a moderate high temperature condition. When the EMB temperature is greater than or equal to 120°C, or the brake pedal travel is greater than or equal to 80% and the slope is greater than or equal to 30°, it is identified as a severe high temperature condition. When the EMB temperature is greater than or equal to 150℃, or when the EMB clamping force decreases by more than or equal to 20% and cannot be corrected, it is identified as a degraded trigger condition.

3. The clamping control method for EMB under high-temperature conditions according to claim 1, characterized in that, The steps of controlling the engine braking system to intervene and provide auxiliary braking force specifically include: Calculate the target deceleration based on the vehicle speed and brake pedal travel, distribute the target clamping force to each wheel according to the target deceleration and the four-wheel tire adhesion coefficient, and control the EMB motor to output the corresponding clamping force. Based on the slope and current braking load requirements, and combined with the preset intervention ratio range corresponding to the current operating conditions, the output torque of the engine braking system is calculated, and the engine braking system is controlled to provide a corresponding proportion of auxiliary braking torque.

4. The clamping control method for EMB under high-temperature conditions according to claim 1 or 3, characterized in that, The specific components of the cooperative control command output based on the identified current braking condition include: Under mild high temperature conditions, the EMB is controlled to maintain the target clamping force, and the preset intervention ratio range is 20% to 30%, while the ABS / ESC executes the conventional intervention logic. Under moderate high temperature conditions, the EMB clamping force is controlled to maintain 90% to 95% of the target clamping force, and the preset intervention ratio range is 40% to 60%, while the adjustment cycle of ABS / ESC is shortened to 8ms. Under severe high-temperature conditions, the EMB clamping force is controlled to maintain 85% to 90% of the target clamping force, and the preset intervention ratio range is 95% to 100%. The clamping force of the four wheels is dynamically adjusted in conjunction with ABS / ESC, and the vehicle cooling system is activated at the same time.

5. The clamping control method for EMB under high-temperature conditions according to claim 1, characterized in that, The adjustment of the four-wheel EMB clamping force distribution ratio based on the dynamic change of the four-wheel tire adhesion coefficient specifically includes: based on the estimated adhesion coefficient of the four-wheel tires, increasing the clamping force ratio of wheels with adhesion coefficients higher than a preset threshold by 5% to 10%.

6. The clamping control method for EMB under high-temperature conditions according to claim 1, characterized in that, The method also includes a cyclic feedback adjustment step: It receives feedback signals of EMB temperature changes, actual clamping force accuracy, and vehicle body posture in real time, and dynamically adjusts the collaborative control strategy to maintain braking stability. When braking ends and the EMB temperature drops below 80°C, switch back to the normal braking control mode.

7. The clamping control method for EMB under high-temperature conditions according to claim 1, characterized in that, The switching to the mechanical backup clamping mode specifically includes: The clamping force is provided by a spring energy storage mechanism, and the clamping force in the mechanical backup mode is controlled to be no less than 60% of the target clamping force. The emergency warning signals include instrument indicator warnings and audible warnings.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the clamping control method for EMB under high-temperature conditions as described in any one of claims 1 to 7.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the clamping control method for EMB under high-temperature conditions as described in any one of claims 1 to 7.

10. A clamping control system for EMB under high-temperature operating conditions, characterized in that, The system is integrated into the vehicle chassis domain controller, reusing existing vehicle hardware, and is used to execute the clamping control method of EMB under high-temperature conditions as described in any one of claims 1 to 7.

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