Brake clearance control method

Abstract

A brake clearance control method, applied to an electromechanical brake system (200) of a vehicle. The method comprises: when a brake disc (220) is in contact with a first friction pad (231), acquiring traveling state information of a vehicle and braking state information of an electromechanical brake system; determining a current stability level of the vehicle on the basis of the traveling state information; on the basis of the current stability level and the braking state information, determining a contact-separation point position between the first friction pad and the brake disc; and using the contact-separation point position as a retraction travel starting point (T0), controlling a brake motor (210) to drive the first friction pad to move away from the brake disc by a target retraction distance. Also provided are a brake clearance control apparatus, a vehicle, and an electronic device. The method can accurately identify the contact-separation point, improve brake control accuracy, and help maintain a constant clearance between the brake disc and the friction pad.

Description

Braking gap control method

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202510181496.5, filed on February 18, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and more specifically, to a braking clearance control method, device, vehicle, and electronic equipment. Background Technology

[0004] Electromechanical Brake (EMB) is an automotive braking technology that combines the advantages of electronic and mechanical technologies to provide vehicles with a safer and more efficient braking solution.

[0005] Electromechanical braking systems typically consist of a brake motor, a brake disc, and friction pads. The brake motor drives the friction pads to contact the brake disc, generating friction to achieve braking. The brake motor also drives the friction pads to separate from the brake disc, releasing the brake. Identifying the position of the contact separation point between the friction pads and the brake disc is crucial for the control of the brake motor. Existing control schemes suffer from inaccurate contact separation point identification, resulting in low control precision of the brake motor. Summary of the Invention

[0006] This disclosure aims to address at least one of the technical problems existing in the prior art. To this end, this disclosure proposes a brake clearance control method, device, vehicle, and electronic equipment that can accurately identify the contact separation point, improve brake control accuracy, and help maintain a constant brake disc-pad clearance.

[0007] In a first aspect, this disclosure provides a brake clearance control method, which is applied to an electromechanical braking system of a vehicle. The electromechanical braking system includes a brake motor, a brake disc, and a first friction pad and a second friction pad disposed opposite to each other. The output end of the brake motor is connected to the first friction pad, the brake disc is located between the first friction pad and the second friction pad, the brake motor is used to drive the first friction pad to move closer to or away from the brake disc, and the brake disc is used to connect to the wheel hub of the vehicle.

[0008] The method includes:

[0009] When the brake disc is in contact with the first friction pad, the driving status information of the vehicle and the braking status information of the electromechanical braking system are acquired.

[0010] Based on the driving status information, the current stability level of the vehicle is determined;

[0011] Based on the current stability level and the braking state information, the contact separation point between the first friction pad and the brake disc is determined;

[0012] Using the contact separation point as the starting point of the retraction stroke, the brake motor is controlled to drive the first friction pad to move in a direction away from the brake disc by a target retraction distance.

[0013] In the above technical solution, the current stability of the vehicle is determined by the vehicle's driving status information. Combined with the braking status information of the electromechanical braking system, the contact separation point between the brake disc and the first friction pad is determined. Accurately identifying the contact separation point under different working conditions can effectively improve the braking control accuracy and help maintain a constant brake disc-pad gap.

[0014] In some embodiments, the driving status information includes at least one driving status data point, and determining the current stability level of the vehicle based on the driving status information includes:

[0015] The driving status data is compared with the corresponding driving status threshold, and the stability score corresponding to the driving status data is determined based on the comparison result.

[0016] The current level of stability is determined based on the stability score of the at least one driving status data.

[0017] In some embodiments, comparing the driving state data with a corresponding driving state threshold and determining the stability score corresponding to the driving state data based on the comparison result includes:

[0018] If the driving status data exceeds the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the first score value.

[0019] Alternatively, if the driving status data does not exceed the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the second score value.

[0020] Wherein, the first score value is greater than the second score value, and the current stability level is negatively correlated with the sum of the stability scores of the at least one driving state data.

[0021] In some embodiments, the driving status information includes at least one of the driving status data of the vehicle's speed, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

[0022] In some embodiments, the braking state information includes at least two braking state data; determining the contact separation point position between the first friction pad and the brake disc based on the current stability level and the braking state information includes:

[0023] Based on the current level of stability, determine the number M of triggering conditions;

[0024] In response to the M braking state data triggering the output separation point position, the contact separation point position is determined based on the separation point positions corresponding to the M braking state data.

[0025] In some embodiments, the magnitude of M is negatively correlated with the current level of stability.

[0026] In some embodiments, the braking status information includes at least two of the braking status data from the electromechanical braking system: wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor angular position.

[0027] In some embodiments, when M is greater than or equal to two, determining the contact separation point position based on the separation point positions corresponding to the M braking state data includes:

[0028] The average value of the separation point positions triggered by the M braking state data is taken as the contact separation point position.

[0029] In some embodiments, controlling the brake motor to drive the first friction pad to move a target retraction distance in a direction away from the brake disc includes:

[0030] Based on the target back-off distance, determine the feedforward control parameters;

[0031] The feedforward control parameters are added to the closed-loop control logic of the brake motor to control the brake motor to drive the first friction pad to move away from the brake disc by the target retraction distance.

[0032] In some embodiments, the closed-loop control logic includes at least two of the following: a motor position loop, a motor speed loop, and a motor current loop.

[0033] In some embodiments, determining the feedforward control parameters based on the target backoff distance includes:

[0034] The feedforward control parameters are determined based on the target retraction distance and at least one of the braking state information and the driving state information.

[0035] In a second aspect, this disclosure provides a brake clearance control device, which is applied to the electromechanical braking system of a vehicle. The electromechanical braking system includes a brake motor, a brake disc, and a first friction pad and a second friction pad disposed opposite to each other. The output end of the brake motor is connected to the first friction pad, and the brake disc is located between the first friction pad and the second friction pad. The brake motor is used to drive the first friction pad to move closer to or away from the brake disc, and the brake disc is used to connect to the wheel hub of the vehicle.

[0036] The device includes:

[0037] The first processing module is used to acquire the driving status information of the vehicle and the braking status information of the electromechanical braking system when the brake disc is in contact with the first friction pad.

[0038] The second processing module is used to determine the current stability level of the vehicle based on the driving status information;

[0039] The third processing module is used to determine the contact separation point between the first friction pad and the brake disc based on the current stability level and the braking state information.

[0040] The fourth processing module is used to control the brake motor to drive the first friction pad to move a target retraction distance away from the brake disc, with the contact separation point position as the starting point of the retraction stroke.

[0041] In the above technical solution, the current stability of the vehicle is determined by the vehicle's driving status information. Combined with the braking status information of the electromechanical braking system, the contact separation point between the brake disc and the first friction pad is determined. Accurately identifying the contact separation point under different working conditions can effectively improve the braking control accuracy and help maintain a constant brake disc-pad gap.

[0042] Thirdly, this disclosure provides a vehicle, including:

[0043] An electromechanical braking system includes a brake motor, a brake disc, and a first friction pad and a second friction pad disposed opposite to each other. The output end of the brake motor is connected to the first friction pad. The brake disc is located between the first friction pad and the second friction pad. The brake motor is used to drive the first friction pad to move closer to or away from the brake disc. The brake disc is connected to the wheel hub of the vehicle.

[0044] The brake gap control device as described in the second aspect above is connected to the electromechanical braking system.

[0045] Fourthly, this disclosure 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 computer program to implement the braking gap control method as described in the first aspect above.

[0046] Fifthly, this disclosure provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the braking gap control method as described in the first aspect above.

[0047] In a sixth aspect, this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the braking gap control method as described in the first aspect above.

[0048] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0049] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0050] Figure 1 is a schematic flowchart of one of the braking gap control methods provided in this embodiment of the present disclosure;

[0051] Figure 2 is one of the structural schematic diagrams of the electromechanical braking system provided in the embodiments of this disclosure;

[0052] Figure 3 is a second schematic diagram of the electromechanical braking system provided in an embodiment of this disclosure;

[0053] Figure 4 is a third structural schematic diagram of the electromechanical braking system provided in the embodiments of this disclosure;

[0054] Figure 5 is a second schematic flowchart of the braking gap control method provided in this embodiment of the present disclosure;

[0055] Figure 6 is a third schematic flowchart of the braking gap control method provided in this embodiment of the present disclosure;

[0056] Figure 7 is a fourth schematic flowchart of the braking gap control method provided in the embodiments of this disclosure;

[0057] Figure 8 is a fifth schematic flowchart of the braking gap control method provided in the embodiments of this disclosure;

[0058] Figure 9 is a schematic flowchart of the braking gap control method provided in this embodiment of the present disclosure;

[0059] Figure 10 is a schematic diagram of the braking gap control device provided in an embodiment of this disclosure;

[0060] Figure 11 is a structural schematic diagram of the vehicle provided in an embodiment of this disclosure;

[0061] Figure 12 is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure.

[0062] Reference numerals: Electromechanical braking system 200, brake motor 210, output end 211, brake disc 220, first friction pad 231, second friction pad 232, brake caliper 241, guide pin 242, steering knuckle bracket 243, wheel hub 310, wheel 320. Detailed Implementation

[0063] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0064] Unless otherwise defined, all technical and scientific terms used in this disclosure have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs; the terminology used in the specification of this disclosure and the application is for the purpose of describing particular embodiments only and is not intended to be limiting of this disclosure; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and foregoing drawings of this disclosure are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or foregoing drawings of this disclosure are used to distinguish different objects, and not to describe a particular order or hierarchy.

[0065] In this disclosure, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this disclosure. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this disclosure can be combined with other embodiments.

[0066] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0067] In this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this disclosure, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0068] The braking clearance control method, braking clearance control device, vehicle, electronic device, and readable storage medium provided in this disclosure will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0069] The braking clearance control method can be applied to the vehicle's electromechanical braking system 200, and can be executed by the hardware or software in the electromechanical braking system 200.

[0070] As shown in Figures 2, 3 and 4, the electromechanical braking system 200 includes a brake motor 210, a brake disc 220, and a first friction plate 231 and a second friction plate 232 arranged opposite to each other.

[0071] The output end 211 of the brake motor 210 is connected to the first friction plate 231, and the brake disc 220 is located between the first friction plate 231 and the second friction plate 232. The brake motor 210 is used to drive the first friction plate 231 to move closer to or away from the brake disc 220, and the brake disc 220 is used to connect to the wheel hub 310 of the vehicle.

[0072] As shown in Figure 2, during braking, the brake motor 210 drives the first friction pad 231 to approach the brake disc 220. The brake disc 220 contacts the first friction pad 231 and the second friction pad 232 to generate friction. The guide pin 242 guides the brake caliper body 241 to clamp the brake disc 220. The steering knuckle bracket 243 provides a stable mounting base for the brake caliper body 241 and the guide pin 242 and other components. The brake disc 220 transmits braking force through the wheel hub 310 to reduce the rotation speed of the wheel 320 and achieve braking.

[0073] Understandably, during braking and de-braking, the wheel 320 and the wheel hub 310 work together to decelerate or stop the vehicle through friction, while the wheel hub 310 remains stable and transmits braking force, thus achieving the braking effect and improving vehicle safety.

[0074] As shown in Figure 3, during the braking process, the brake motor 210 drives the first friction pad 231 away from the brake disc 220. The position where the brake disc 220 is about to separate from the first friction pad 231 is the contact separation point between the first friction pad 231 and the brake disc 220, i.e., point T0 shown in Figure 3. The contact separation point can be used as the starting point of the retraction stroke of the brake control.

[0075] As shown in Figure 4, the first friction plate 231 retracts to the end point T1 of the retraction stroke, and the brake is released.

[0076] It is understandable that during the release of the brake, the brake motor 210 drives the first friction plate 231 to retract from the start point T0 of the retraction stroke to the end point T1 of the retraction stroke. The distance between the start point T0 and the end point T1 of the retraction stroke is a target retraction distance that is set by the user (for example, the target retraction distance can be 2mm).

[0077] This disclosure provides a brake clearance control method that can accurately identify the starting point of the retraction stroke, improve brake control accuracy, and control the first friction pad 231 to move a preset target retraction distance in a direction away from the brake disc 220, retracting to the end point of the retraction stroke, which helps to maintain a constant clearance between the brake disc 220 and the first friction pad 231.

[0078] It should be noted that the brake clearance can refer to the gap between the brake disc 220 and the first friction pad 231 in the electromechanical braking system 200. Brake clearance control can refer to the process in which the electromechanical braking system 200 drives the first friction pad 231 to retract during the braking process, so that the brake disc 220 and the first friction pad 231 separate and return to their initial position, preparing for the next braking. Precise adjustment of the brake clearance during braking helps to improve the response efficiency of the electromechanical braking system 200, reduce energy loss and extend the life of braking components, and improve the overall performance and safety of the vehicle.

[0079] As shown in Figure 1, the braking gap control method includes steps 110, 120, 130 and 140.

[0080] Step 110: With the brake disc 220 in contact with the first friction pad 231, acquire the vehicle's driving status information and the braking status information of the electromechanical braking system 200.

[0081] Understandably, during the release of the brake, the brake motor 210 drives the first friction pad 231 to move away from the brake disc 220. The brake disc 220 first separates from the second friction pad 232, and after passing the contact separation point between the first friction pad 231 and the brake disc 220, the brake disc 220 separates from the first friction pad 231 again.

[0082] In this step, when the brake disc 220 has separated from the second friction pad 232 and the brake disc 220 remains in contact with the first friction pad 231, the current driving status information of the vehicle is obtained, and the current braking status information of the electromechanical braking system 200 is obtained.

[0083] Among them, driving status information refers to the status information related to vehicle operation and driving behavior during the driving process, and braking status information refers to the status information monitored by the sensors or controllers of the electromechanical braking system 200.

[0084] In some embodiments, the vehicle's driving status information may include at least one driving status data.

[0085] In actual operation, driving status data can include vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle, or drive motor torque, etc.

[0086] In this embodiment, the driving status information includes at least one of the following driving status data: vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

[0087] For example, driving status information includes driving status data, which is the vehicle's speed, and the vehicle's speed can include driving speed and acceleration, etc.

[0088] For example, driving status information includes three driving status data: vehicle speed, brake pedal opening, and accelerator pedal opening.

[0089] For example, driving status information includes five driving status data: vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

[0090] In some embodiments, braking status information may include at least two braking status data.

[0091] In actual operation, braking status data can include wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, or brake motor rotation angle position of the electromechanical braking system 200.

[0092] In this embodiment, the braking status information includes at least two braking status data from the electromechanical braking system 200, including wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor angular position.

[0093] For example, braking status information includes two braking status data: wheel speed and wheel acceleration.

[0094] For example, braking status information includes six braking status data: wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor rotation angle position.

[0095] Among them, wheel speed can refer to the speed of wheel 320, and wheel acceleration can refer to the acceleration of wheel 320. Wheel speed and wheel acceleration can be collected by the sensors of electromechanical braking system 200.

[0096] The brake clamping force can be the clamping force applied to the brake disc 220 by the brake caliper 241 in the electromechanical braking system 200. It can be collected by a force sensor or indirectly obtained by an estimation model based on motor current and mechanical parameters.

[0097] The brake motor current refers to the current of the brake motor 210 in the electromechanical braking system 200, the brake motor speed refers to the speed of the brake motor 210, and the brake motor rotation angle position refers to the rotation angle position of the brake motor 210, which can be obtained by sensors.

[0098] Step 120: Determine the current stability level of the vehicle based on the driving status information.

[0099] Understandably, stability is used to describe whether a vehicle is operating stably. The higher the stability, the smoother the vehicle runs; the lower the stability, the greater the fluctuations in the vehicle's operation.

[0100] In this step, the current stability of the vehicle can be determined based on driving status data such as vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle and / or drive motor torque, and it can be judged whether the vehicle is currently operating stably.

[0101] For example, driving status information includes the vehicle's speed, which can include both driving speed and acceleration. Based on the fact that the driving speed changes within a small range and the acceleration value is small, it can be determined that the vehicle is operating stably and that the current stability level of the vehicle is relatively high.

[0102] For example, driving status information includes two driving status data: vehicle speed and steering wheel angle. Based on the large range of changes in driving speed and the large changes in steering wheel angle, it is determined that the vehicle may have entered a curved road surface, the vehicle is not in a stable operating state, and the current stability of the vehicle is low.

[0103] Step 130: Based on the current stability and braking status information, determine the contact separation point between the first friction pad 231 and the brake disc 220.

[0104] In this step, based on the current stability level of the vehicle, and combined with braking state data such as wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed and / or brake motor rotation angle of the electromechanical braking system 200, different methods are used to determine the contact separation point position between the first friction pad 231 and the brake disc 220 for different stability levels, and the contact separation point position between the first friction pad 231 and the brake disc 220 is identified.

[0105] Understandably, by determining the contact separation point position between the first friction pad 231 and the brake disc 220 in a corresponding manner based on the current stability of the vehicle, the obtained contact separation point position can be matched with the current stability of the vehicle, thereby reducing the error in vehicle position recognition under different operating conditions and effectively improving the recognition accuracy of the contact separation point position.

[0106] In practice, for different stability levels, weighting coefficients can be introduced based on braking state data to construct corresponding calculation formulas to determine the contact separation point location. Alternatively, different numbers of braking state data can be used to determine the contact separation point location.

[0107] For example, vehicle stability levels are classified as stable, normal, and unstable.

[0108] In this embodiment, when the current stability of the vehicle corresponds to a stable state, one braking state data is used to determine the contact separation point position; when the current stability of the vehicle corresponds to a normal state, three braking state data are used to determine the contact separation point position; and when the current stability of the vehicle corresponds to an unstable state, five braking state data are used to determine the contact separation point position.

[0109] For example, the stability level of a vehicle is divided into stable state, normal state and unstable state. Based on three braking state data, namely wheel speed, wheel acceleration and brake clamping force, corresponding weighting coefficients are introduced to determine the contact separation point position.

[0110] In this embodiment, when the current stability level of the vehicle corresponds to a stable state, the weighting coefficients for the three braking state data—wheel speed, wheel acceleration, and brake clamping force—are 10%, 30%, and 60%, respectively; when the current stability level of the vehicle corresponds to a normal state, the weighting coefficients for the three braking state data—wheel speed, wheel acceleration, and brake clamping force—are 30%, 30%, and 40%, respectively; and when the current stability level of the vehicle corresponds to an unstable state, the weighting coefficients for the three braking state data—wheel speed, wheel acceleration, and brake clamping force—are 40%, 30%, and 30%, respectively.

[0111] Step 140: Using the contact separation point as the starting point of the retraction stroke, control the brake motor 210 to drive the first friction plate 231 to move the target retraction distance in a direction away from the brake disc 220.

[0112] In this step, the contact separation point is identified, and the contact separation point is used as the starting point of the retraction stroke. The brake motor 210 is controlled to drive the first friction plate 231 to move in a direction away from the brake disc 220 to the target retraction distance. The first friction plate 231 retracts to the end point of the retraction stroke. The distance between the starting point and the end point of the retraction stroke is the target retraction distance.

[0113] In this embodiment, during the braking process, the contact separation point is used as the starting point of the retraction stroke. The first friction pad 231 is controlled to move away from the brake disc 220 by a preset target retraction distance, retracting to the end point of the retraction stroke. When the brake motor 210 stops driving, the distance corresponding to the gap between the brake disc 220 and the first friction pad 231 is the target retraction distance. Accurately identifying the starting point of the retraction stroke can improve the braking control accuracy and help maintain a constant gap between the brake disc 220 and the first friction pad 231, facilitating the electromechanical braking system 200 to perform the next braking.

[0114] The inventors discovered that in the related technologies, the identification of the contact separation point location does not perform optimal control for various operating conditions of the vehicle, resulting in inaccurate identification of the contact separation point location.

[0115] In this embodiment, the current stability of the vehicle is determined based on the vehicle's driving status information. Combined with the braking status information of the electromechanical braking system 200, the contact separation point position between the brake disc 220 and the first friction pad 231 is determined. The contact separation point position matches the current stability of the vehicle, which can accurately identify the contact separation point position under different working conditions. Taking the contact separation point position as the starting point of the retraction stroke, the first friction pad 231 is controlled by the drive motor to retract the target retraction distance and retract to the end point of the retraction stroke, restoring to the initial position state, thus preparing for the next braking. Accurate identification of the contact separation point can effectively improve the braking control accuracy and help maintain a constant gap between the brake disc 220 and the first friction pad 231.

[0116] According to the braking gap control method provided in this embodiment, the current stability of the vehicle is determined by the vehicle's driving status information, and the contact separation point position between the brake disc 220 and the first friction pad 231 is determined by combining the braking status information of the electromechanical braking system 200. The contact separation point position under different working conditions can be accurately identified, which can effectively improve the braking control accuracy and help maintain a constant gap between the brake disc 220 and the first friction pad.

[0117] In some embodiments, the driving status information includes at least one driving status data point. Based on the driving status information, determining the current stability level of the vehicle includes:

[0118] The driving status data is compared with the corresponding driving status threshold, and the stability score corresponding to the driving status data is determined based on the comparison result.

[0119] The current level of stability is determined based on a stability score derived from at least one driving state data point.

[0120] Among them, the driving state threshold is the threshold value corresponding to the driving state data.

[0121] In this embodiment, the driving state data is compared with the corresponding driving state threshold according to the threshold calibration method. The stability score of each driving state data is determined based on the comparison result. The current stability level of the vehicle is determined by combining the stability scores of each driving state data.

[0122] It is understandable that driving status information includes one or more driving status data, each driving status data has a corresponding driving status threshold, and by comparing a certain driving status data with the corresponding driving status threshold, the stability score corresponding to that driving status data can be obtained.

[0123] In some embodiments, the driving status information includes at least one of the following driving status data: vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

[0124] For example, driving status information includes vehicle speed. The vehicle speed is compared with the corresponding speed threshold, and a stability score corresponding to the vehicle speed is determined based on the comparison result.

[0125] For example, driving status information includes vehicle speed, brake pedal opening, and accelerator pedal opening.

[0126] The vehicle's speed is compared with the corresponding speed threshold, and the stability score corresponding to the vehicle's speed is determined based on the comparison result; the brake pedal opening is compared with the corresponding brake pedal opening threshold, and the stability score corresponding to the brake pedal opening is determined based on the comparison result; the accelerator pedal opening is compared with the corresponding accelerator pedal opening threshold, and the stability score corresponding to the accelerator pedal opening is determined based on the comparison result.

[0127] In this embodiment, the current stability level of the vehicle is determined by combining the stability scores corresponding to the vehicle's speed, brake pedal opening, and accelerator pedal opening.

[0128] In some embodiments, comparing driving state data with corresponding driving state thresholds and determining a stability score corresponding to the driving state data based on the comparison result may include:

[0129] If the driving status data exceeds the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the first score value.

[0130] In some embodiments, comparing driving state data with corresponding driving state thresholds and determining a stability score corresponding to the driving state data based on the comparison result may include:

[0131] If the driving status data does not exceed the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the second score value.

[0132] The first score is greater than the second score.

[0133] For example, the first rating value can be 1, and the second rating value can be 0; as another example, the first rating value can be 2, and the second rating value can be -1.

[0134] It should be noted that the current stability of a vehicle is negatively correlated with the sum of stability scores for at least one driving state data point. The larger the sum of stability scores, the lower the current stability; the smaller the sum of stability scores, the higher the current stability.

[0135] The sum of stability scores for at least one driving state data refers to the total stability score obtained based on the stability scores corresponding to each driving state data in the driving state information.

[0136] For example, driving status information includes vehicle speed, brake pedal opening, and accelerator pedal opening, with a first score value set to 1 and a second score value set to 0.

[0137] The vehicle's speed is compared with the corresponding speed threshold. If the vehicle's speed exceeds the corresponding speed threshold, the stability score for that speed is 1.

[0138] The brake pedal opening is compared with the corresponding brake pedal opening threshold. If the brake pedal opening exceeds the corresponding brake pedal opening threshold, the stability score corresponding to the brake pedal opening is 1.

[0139] The accelerator pedal opening is compared with the corresponding accelerator pedal opening threshold. If the accelerator pedal opening does not exceed the corresponding accelerator pedal opening threshold, the stability score corresponding to the brake pedal opening is 0.

[0140] In actual implementation, the stability scores are summed based on the stability scores corresponding to each driving state data in the driving state information. When solving the problem, the weight coefficients corresponding to the driving state data can also be introduced.

[0141] In some embodiments, the sum of the stability scores can be 1 + 1 + 0 = 2.

[0142] In other embodiments, the sum of the stability scores can be 1×30%+1×40%+0×30%=0.7.

[0143] Understandably, the stability score corresponding to driving state data that exceeds the driving state threshold is the first score value, and the stability score corresponding to driving state data that does not exceed the driving state threshold is the second score value. The first score value is greater than the second score value. When judging the current stability level of the vehicle by combining the stability scores corresponding to various driving state data, the more driving state data that exceeds the corresponding threshold value, the greater the sum of the stability scores, and the lower the current stability level of the vehicle.

[0144] The following is a specific example.

[0145] As shown in Figure 5, the vehicle information (i.e., the vehicle's driving status information) includes vehicle acceleration, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

[0146] The vehicle acceleration includes longitudinal acceleration Ax, lateral acceleration Ay, and vertical acceleration Az. The driving state threshold corresponding to Ax is threshold 1, the driving state threshold corresponding to Ay is threshold 2, and the driving state threshold corresponding to Az is threshold 3. When Ax, Ay, and Az are all less than their respective driving state thresholds, the stability score corresponding to the vehicle acceleration is 0. When any of Ax, Ay, and Az is greater than or equal to its respective driving state threshold, the stability score corresponding to the vehicle acceleration is 1, that is, the vehicle state corresponding to the vehicle acceleration is assigned a value of 0 or 1.

[0147] The driving state threshold corresponding to the brake pedal opening is threshold 4, the driving state threshold corresponding to the accelerator pedal opening is threshold 5, the driving state threshold corresponding to the steering wheel angle is thresholds 6 and 7, and the driving state threshold corresponding to the drive motor torque is thresholds 8 and 9.

[0148] The stability scores corresponding to the vehicle acceleration, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque are calculated separately. The vehicle state corresponding to the vehicle acceleration, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque is assigned a value of 0 or 1. The sum of the stability scores is then obtained to obtain the overall vehicle state.

[0149] In this embodiment, when the sum of stability scores is less than or equal to 0, the current stability level of the vehicle corresponds to a stable state; when the sum of stability scores is greater than 0 and not less than 3, the current stability level of the vehicle corresponds to a normal state; and when the sum of stability scores is greater than 3, the current stability level of the vehicle corresponds to an unstable state.

[0150] In some embodiments, the braking state information includes at least two braking state data; determining the contact separation point position between the first friction pad 231 and the brake disc 220 based on the current stability level and the braking state information includes:

[0151] Determine the number M of triggering conditions based on the current level of stability;

[0152] The system responds to M braking state data to trigger the output of the separation point position, and determines the contact separation point position based on the separation point positions corresponding to the M braking state data.

[0153] Among them, the number of triggering conditions M refers to the number of braking state data required to determine the contact separation point position.

[0154] It should be noted that when a certain braking state data meets the corresponding separation point position output condition, the separation point position corresponding to the braking state data can be triggered to output. Based on the separation point positions output by M braking state data, the contact separation point position of the brake disc 220 and the first friction plate 231 can be determined.

[0155] In some embodiments, the braking status information includes at least two braking status data from the electromechanical braking system 200, including wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor angular position.

[0156] Taking wheel speed as an example, during braking, as the friction pads separate from the brake wheel, the wheel speed will change drastically. The point of drastic change in wheel speed is used as the separation point position output condition. When the wheel speed meets the corresponding separation point position output condition, the separation point position corresponding to the wheel speed can be triggered.

[0157] Based on the current stability level of the vehicle, determine the number of braking state data required to obtain the contact separation point position (i.e., the number of trigger conditions M). When M braking state data triggers the output separation point position, calculate the contact separation point position of the brake disc 220 and the first friction pad 231 based on the separation point position triggered by these braking state data.

[0158] It should be noted that the vehicle's stability is divided into at least two levels: stable and unstable. One braking state data can output a separation point position. The acquired braking state information contains at least two braking state data, so that the stable and unstable levels can correspond to different M values, thereby enabling the acquisition of the contact separation point positions of the brake disc 220 and the first friction pad 231 under the corresponding working conditions of the two levels.

[0159] In some embodiments, the magnitude of M is negatively correlated with the current level of stability.

[0160] In this embodiment, the higher the vehicle's stability, the smaller the number of braking state data (i.e., M) required to determine the contact separation point location; conversely, the lower the vehicle's stability, the larger M becomes.

[0161] Understandably, when the vehicle is driving unstablely, using more braking state data to determine the contact separation point position of the brake disc 220 and the first friction pad 231 can effectively reduce the error caused by determining the position with a single data point. When the vehicle is driving stably, using less braking state data to determine the contact separation point position of the brake disc 220 and the first friction pad 231 can effectively improve the calculation efficiency of the contact separation point position.

[0162] In this embodiment, the corresponding M is determined according to the current stability level of the vehicle. Different numbers of braking state data are used for different operating conditions, which can more quickly and accurately calculate the contact separation point position of the brake disc 220 and the first friction pad 231.

[0163] For example, vehicle stability levels are classified as stable, normal, and unstable.

[0164] In this embodiment, when the current stability level of the vehicle corresponds to a stable state, M is one. When a certain braking state data triggers the output separation point position, the contact separation point position of the brake disc 220 and the first friction pad 231 can be obtained.

[0165] When the current stability level of the vehicle corresponds to the normal state, M is two. When there are two braking state data trigger output separation point positions in the braking state information, the contact separation point positions of the brake disc 220 and the first friction pad 231 can be obtained according to the separation point positions triggered by these two braking state data.

[0166] When the vehicle's current stability level corresponds to instability, M is four. When there are four braking state data trigger output separation point positions in the braking state information, the contact separation point positions of the brake disc 220 and the first friction pad 231 can be obtained based on the separation point positions triggered by these four braking state data.

[0167] In some embodiments, when M is greater than or equal to two, determining the location of the contact separation point includes:

[0168] The average value of the separation point position triggered by M braking state data is taken as the contact separation point position.

[0169] In this embodiment, when M is greater than or equal to two, the separation point position is determined by using two or more braking state data trigger outputs. The average value of the separation point positions triggered by these braking state data triggers can be used as the contact separation point position between the brake disc 220 and the first friction plate 231.

[0170] The following is a specific example.

[0171] The braking status information of the electromechanical braking system 200 includes wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor rotation angle position.

[0172] When the brake clamping force is less than the threshold value of 10, the position information of the contact or separation point is output as the starting point T0 of the friction plate retraction stroke, that is, the separation point position corresponding to the brake clamping force is output.

[0173] When the wheel speed is less than the threshold value 11 and the wheel acceleration is less than the threshold value 12, the position information of the contact or separation point is output as the starting point T0 of the friction plate retraction stroke, that is, the separation point position corresponding to the wheel speed and wheel acceleration is output.

[0174] When the motor current is less than the threshold value 13, output the separation point position corresponding to the motor current; when the motor speed is less than the threshold value 14, output the separation point position corresponding to the motor speed; when the motor angle position is less than the threshold value 15, output the separation point position corresponding to the motor angle position.

[0175] As shown in Figure 6, when the current stability of the vehicle corresponds to the stable state, M is 1. When any of the following trigger output separation points are reached: wheel speed, wheel acceleration, brake clamping force, motor current, motor speed, and motor rotation angle, the trigger output separation point position is taken as the contact separation point position T0 between the brake disc 220 and the first friction plate 231.

[0176] As shown in Figure 7, when the current stability of the vehicle corresponds to the normal state, M is 2. When at least two of the following trigger output separation point positions are in the wheel speed, wheel acceleration, brake clamping force, motor current, motor speed and motor rotation angle position, the average value of the trigger output separation point position T0 is taken as the contact separation point position T0 between the brake disc 220 and the first friction plate 231.

[0177] As shown in Figure 8, when the current stability of the vehicle corresponds to an unstable general state, M is 4. When at least four of the following trigger output separation point positions are in the range of wheel speed, wheel acceleration, brake clamping force, motor current, motor speed and motor rotation angle, the average value of the trigger output separation point position T0 is taken as the contact separation point position T0 between the brake disc 220 and the first friction plate 231.

[0178] In related technologies, friction plate retraction control is mostly based on motor closed-loop control. Under some operating conditions, the retraction position cannot reach the optimal level, resulting in excessive or insufficient braking clearance, leading to braking drag or braking response problems.

[0179] The brake clearance control method of this disclosure incorporates feedforward control during the friction pad retraction process, which can optimize the retraction position under various operating conditions, help maintain a constant brake clearance, reduce braking drag, increase driving range, and improve braking response speed.

[0180] In some embodiments, controlling the brake motor 210 to drive the first friction plate 231 to move a target retraction distance in a direction away from the brake disc 220 may include:

[0181] Determine the feedforward control parameters based on the target back-off distance;

[0182] The feedforward control parameters are added to the closed-loop control logic of the brake motor 210 to control the brake motor 210 to drive the first friction plate 231 to move the target retraction distance in a direction away from the brake disc 220.

[0183] In this embodiment, the feedforward control parameters calculated based on the target retraction distance include at least a proportional coefficient and an integral coefficient. By adding the feedforward control parameters to the closed-loop control logic of the brake motor 210, the brake motor 210 can be controlled to quickly retract the first friction plate 231, thereby improving the response speed of the electromechanical braking system 200.

[0184] In actual implementation, feedforward control parameters can be calculated based on at least the target retraction distance. They can also be calculated by combining braking status information and driving status information to improve the accuracy of the proportional coefficient and integral coefficient of the feedforward control parameters. Furthermore, weighting coefficients can be assigned to the target retraction distance, braking status information, and driving status information to improve the accuracy of the feedforward control parameters.

[0185] In some embodiments, the feedforward control parameters are determined based on the target backoff distance, including:

[0186] The feedforward control parameters are determined based on at least one of the target retraction distance, braking status information, and driving status information.

[0187] In this embodiment, the feedforward control parameters can be determined based on the target retraction distance and braking status information, or based on the target retraction distance and driving status information.

[0188] Taking the determination of feedforward control parameters based on target retraction distance, braking status information, and driving status information as an example.

[0189] Braking status information may include real-time measurement data of the motor angle sensor in the electromechanical braking system 200 and the disc compression amount. Based on the real-time measurement data of the motor angle sensor, the actual retraction position Tx of the first friction plate 231 is calculated. Driving status information may include the driver's brake release intention (target braking pressure, brake pedal release rate, etc.).

[0190] In this embodiment, dynamic feedforward control parameters (including proportional and integral coefficients) are output to the closed-loop control logic of the brake motor 210 based on the target retraction distance, the actual retraction position Tx, the driver's brake release intention, and the disc compression amount. This allows for rapid control of the first friction pad 231 to retract, thereby improving the braking response rate.

[0191] In some embodiments, the closed-loop control logic includes at least two of the following: a motor position loop, a motor speed loop, and a motor current loop.

[0192] In this embodiment, the closed-loop control of the brake motor 210 can be a dual-loop control or a triple-loop control. The dual-loop control includes any two of the motor position loop, motor speed loop, and motor current loop, while the triple-loop control includes the motor position loop, motor speed loop, and motor current loop.

[0193] In practice, the motor position loop, motor speed loop, and motor current loop can form a three-loop PI control for the motor. Through the three-loop control, the robustness and anti-interference capability of the electromechanical braking system 200 are improved. For the motor position loop, motor speed loop, and motor current loop, corresponding calibration parameters D can also be added to form a three-loop PID control for the motor, further enhancing the system robustness.

[0194] The following is a specific example.

[0195] As shown in Figure 9, the target retraction stroke of the friction plate is preset to 2mm (i.e., the target retraction distance is 2mm). The actual retraction position Tx of the friction plate is calculated in real time by the motor rotation angle sensor. The driver's brake release intention and the disc compression amount are used to construct the feedforward control. The dynamic feedforward control parameters (including the proportional coefficient kp and the integral coefficient ki) are output to the motor position loop of the position closed-loop control.

[0196] In the brake motor 210, the motor position loop of the position closed-loop control, the motor speed loop of the speed closed-loop control, and the motor current loop of the motor current closed-loop control form a motor three-closed-loop PI control.

[0197] The contact separation point position calculated based on the current stability of the vehicle is used as the starting point T0 of the friction plate retraction stroke. Based on the real-time output dynamic feedforward control parameters (including proportional coefficient kp and integral coefficient ki), combined with the actual motor speed Nx measured by the motor angle sensor and the actual motor current Ix measured by the motor current sensor, the motor is subjected to three-loop PI control, which improves the motor control efficiency and thus improves the braking response speed.

[0198] The brake clearance control method of this embodiment determines the current stability of the vehicle by using the vehicle's driving state information and, in conjunction with the braking state information of the electromechanical braking system 200, determines the contact separation point position between the brake disc 220 and the first friction pad 231. It accurately identifies the contact separation point position under different operating conditions and performs back-off control, accurately identifying the contact separation point. In the closed-loop control process of the brake motor 210, feedforward control is incorporated, and the feedforward control parameters are corrected in real time during the control process. On the one hand, this effectively improves the motor control efficiency, thereby improving the braking response speed; on the other hand, it keeps the disc-pad brake clearance constant, which helps to reduce braking drag and increase the vehicle's driving range.

[0199] Unless otherwise specified, all embodiments and optional embodiments of this disclosure can be combined to form new technical solutions, and all technical features and optional technical features of this disclosure can be combined to form new technical solutions.

[0200] The brake clearance control method provided in this disclosure can be executed by a brake clearance control device. This disclosure uses an example of a brake clearance control device executing the brake clearance control method to illustrate the brake clearance control device provided in this disclosure.

[0201] This disclosure also provides a brake gap control device.

[0202] The device is applied to the electromechanical braking system 200 of a vehicle. The electromechanical braking system 200 includes a brake motor 210, a brake disc 220, and a first friction pad 231 and a second friction pad 232 disposed opposite to each other. The output end 211 of the brake motor 210 is connected to the first friction pad 231. The brake disc 220 is located between the first friction pad 231 and the second friction pad 232. The brake motor 210 is used to drive the first friction pad 231 to move closer to or away from the brake disc 220. The brake disc 220 is used to connect to the wheel hub 310 of the vehicle.

[0203] As shown in Figure 10, the brake clearance control device includes:

[0204] The first processing module 1010 is used to acquire the vehicle's driving status information and the braking status information of the electromechanical braking system 200 when the brake disc 220 is in contact with the first friction pad 231.

[0205] The second processing module 1020 is used to determine the current stability level of the vehicle based on the driving status information;

[0206] The third processing module 1030 is used to determine the contact separation point between the first friction pad 231 and the brake disc 220 based on the current stability and braking status information.

[0207] The fourth processing module 1040 is used to control the brake motor 210 to drive the first friction plate 231 to move a target retraction distance away from the brake disc 220, with the contact separation point position as the starting point of the retraction stroke.

[0208] According to the brake clearance control device provided in this embodiment, the current stability of the vehicle is determined by the vehicle's driving status information. Combined with the braking status information of the electromechanical braking system 200, the contact separation point position between the brake disc 220 and the first friction pad 231 is determined. The contact separation point position under different working conditions can be accurately identified, which can effectively improve the braking control accuracy and help maintain a constant gap between the brake disc 220 and the first friction pad.

[0209] In some embodiments, the driving status information includes at least one driving status data, and the second processing module 1020 is used to determine the current stability level of the vehicle based on the driving status information, including:

[0210] The driving status data is compared with the corresponding driving status threshold, and the stability score corresponding to the driving status data is determined based on the comparison result.

[0211] The current level of stability is determined based on a stability score derived from at least one driving state data point.

[0212] In some embodiments, the second processing module 1020 is configured to compare driving state data with corresponding driving state thresholds, and determine a stability score corresponding to the driving state data based on the comparison result, including:

[0213] If the driving status data exceeds the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the first score value.

[0214] Alternatively, if the driving status data does not exceed the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the second score value.

[0215] Among them, the first score is greater than the second score, and the current stability level is negatively correlated with the sum of the stability scores of at least one driving state data.

[0216] In some embodiments, the driving status information includes at least one of the following driving status data: vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

[0217] In some embodiments, the braking state information includes at least two braking state data; the third processing module 1030 is used to determine the contact separation point position between the first friction pad 231 and the brake disc 220 based on the current stability level and the braking state information, including:

[0218] Determine the number M of triggering conditions based on the current level of stability;

[0219] The system responds to M braking state data to trigger the output of the separation point position, and determines the contact separation point position based on the separation point positions corresponding to the M braking state data.

[0220] In some embodiments, the magnitude of M is negatively correlated with the current level of stability.

[0221] In some embodiments, the braking status information includes at least two braking status data from the electromechanical braking system 200, including wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor angular position.

[0222] In some embodiments, when M is greater than or equal to two, the third processing module 1030 is used to determine the contact separation point position based on the separation point positions corresponding to the M braking state data, including:

[0223] The average value of the separation point position triggered by M braking state data is taken as the contact separation point position.

[0224] In some embodiments, the fourth processing module 1040 is used to control the brake motor 210 to drive the first friction plate 231 to move a target retraction distance in a direction away from the brake disc 220, including:

[0225] Determine the feedforward control parameters based on the target back-off distance;

[0226] The feedforward control parameters are added to the closed-loop control logic of the brake motor 210 to control the brake motor 210 to drive the first friction plate 231 to move the target retraction distance in a direction away from the brake disc 220.

[0227] In some embodiments, the closed-loop control logic includes at least two of the following: a motor position loop, a motor speed loop, and a motor current loop.

[0228] In some embodiments, the fourth processing module 1040 is configured to determine feedforward control parameters based on the target back-off distance, including:

[0229] The feedforward control parameters are determined based on at least one of the target retraction distance, braking status information, and driving status information.

[0230] The brake clearance control device provided in this embodiment can realize the various processes implemented in the above-described brake clearance control method embodiments. To avoid repetition, it will not be described again here.

[0231] This disclosure also provides a vehicle.

[0232] As shown in Figure 11, the vehicle includes an electromechanical braking system 200 and a brake clearance control device as described above, the brake clearance control device being connected to the electromechanical braking system 200.

[0233] The electromechanical braking system 200 includes a brake motor 210, a brake disc 220, and a first friction pad 231 and a second friction pad 232 disposed opposite to each other. The output end 211 of the brake motor 210 is connected to the first friction pad 231. The brake disc 220 is located between the first friction pad 231 and the second friction pad 232. The brake motor 210 is used to drive the first friction pad 231 to move closer to or away from the brake disc 220. The brake disc 220 is connected to the wheel hub 310 of the vehicle.

[0234] Understandably, the vehicle can be a gasoline-powered car, a natural gas-powered car, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc.

[0235] According to the vehicle provided in this embodiment, the current stability of the vehicle is determined by the vehicle's driving status information. Combined with the braking status information of the electromechanical braking system 200, the contact separation point position between the brake disc 220 and the first friction pad 231 is determined. Accurately identifying the contact separation point position under different working conditions can effectively improve the braking control accuracy and help maintain a constant gap between the brake disc 220 and the first friction pad.

[0236] In some embodiments, as shown in FIG12, this disclosure also provides an electronic device 1200, including a processor 1201, a memory 1202, and a computer program stored in the memory 1202 and executable on the processor 1201. When the program is executed by the processor 1201, it implements the various processes of the above-described brake gap control method embodiments and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0237] It should be noted that the electronic devices in this disclosure include the mobile electronic devices and non-mobile electronic devices described above.

[0238] This disclosure also provides a non-transitory computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described braking gap control method embodiments and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0239] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0240] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described braking gap control method.

[0241] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0242] This disclosure also provides a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement the various processes of the above-described braking gap control method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0243] It should be understood that the chip mentioned in the embodiments of this disclosure may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0244] It should be noted that, in this document, 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 limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this disclosure is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0245] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this disclosure, in essence, or the part that contributes to the prior art, can be embodied in the form of a computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this disclosure.

[0246] The embodiments of this disclosure have been described above with reference to the accompanying drawings. However, this disclosure is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this disclosure without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this disclosure.

[0247] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. 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.

[0248] Although embodiments of this disclosure 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 this disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A braking clearance control method, wherein, The method is applied to the electromechanical braking system of a vehicle. The electromechanical braking system includes a brake motor, a brake disc, and a first friction pad and a second friction pad disposed opposite to each other. The output end of the brake motor is connected to the first friction pad. The brake disc is located between the first friction pad and the second friction pad. The brake motor is used to drive the first friction pad to move closer to or away from the brake disc. The brake disc is used to connect to the wheel hub of the vehicle. The method includes: When the brake disc is in contact with the first friction pad, the driving status information of the vehicle and the braking status information of the electromechanical braking system are acquired. Based on the driving status information, the current stability level of the vehicle is determined; Based on the current stability level and the braking state information, the contact separation point between the first friction pad and the brake disc is determined; Using the contact separation point as the starting point of the retraction stroke, the brake motor is controlled to drive the first friction pad to move in a direction away from the brake disc by a target retraction distance.

2. The braking clearance control method according to claim 1, wherein, The driving status information includes at least one driving status data point. Determining the current stability level of the vehicle based on the driving status information includes: The driving status data is compared with the corresponding driving status threshold, and the stability score corresponding to the driving status data is determined based on the comparison result. The current level of stability is determined based on the stability score of the at least one driving status data.

3. The braking clearance control method according to claim 2, wherein, The step of comparing the driving state data with the corresponding driving state threshold and determining the stability score corresponding to the driving state data based on the comparison result includes: If the driving status data exceeds the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the first score value. Alternatively, if the driving status data does not exceed the corresponding driving status threshold, the stability score corresponding to the driving status data is determined as the second score value. Wherein, the first score value is greater than the second score value, and the current stability level is negatively correlated with the sum of the stability scores of the at least one driving state data.

4. The braking clearance control method according to any one of claims 1-3, wherein, The driving status information includes at least one of the following driving status data: vehicle speed, brake pedal opening, accelerator pedal opening, steering wheel angle, and drive motor torque.

5. The braking clearance control method according to any one of claims 1-4, wherein, The braking status information includes at least two braking status data; determining the contact separation point position between the first friction pad and the brake disc based on the current stability level and the braking status information includes: Based on the current level of stability, determine the number of triggering conditions M; In response to the M braking state data triggering the output separation point position, the contact separation point position is determined based on the separation point positions corresponding to the M braking state data.

6. The braking clearance control method according to claim 5, wherein, The magnitude of M is negatively correlated with the current level of stability.

7. The braking clearance control method according to any one of claims 1-6, wherein, The braking status information includes at least two of the braking status data from the electromechanical braking system: wheel speed, wheel acceleration, brake clamping force, brake motor current, brake motor speed, and brake motor angular position.

8. The braking clearance control method according to any one of claims 5-7, wherein, When M is greater than or equal to two, determining the contact separation point position based on the separation point positions corresponding to the M braking state data includes: The average value of the separation point positions triggered by the M braking state data is taken as the contact separation point position.

9. The braking clearance control method according to any one of claims 1-8, wherein, The control of the brake motor to drive the first friction pad to move a target retraction distance away from the brake disc includes: Based on the target back-off distance, determine the feedforward control parameters; The feedforward control parameters are added to the closed-loop control logic of the brake motor to control the brake motor to drive the first friction pad to move away from the brake disc by the target retraction distance.

10. The braking clearance control method according to claim 9, wherein, The closed-loop control logic includes at least two of the following: motor position loop, motor speed loop, and motor current loop.

11. The braking clearance control method according to claim 9 or 10, wherein, The step of determining the feedforward control parameters based on the target back-off distance includes: The feedforward control parameters are determined based on the target retraction distance and at least one of the braking state information and the driving state information.

12. A brake clearance control device, wherein, The device is applied to the electromechanical braking system of a vehicle. The electromechanical braking system includes a brake motor, a brake disc, and a first friction pad and a second friction pad arranged opposite to each other. The output end of the brake motor is connected to the first friction pad. The brake disc is located between the first friction pad and the second friction pad. The brake motor is used to drive the first friction pad to move closer to or away from the brake disc. The brake disc is used to connect to the wheel hub of the vehicle. The device includes: The first processing module is used to acquire the driving status information of the vehicle and the braking status information of the electromechanical braking system when the brake disc is in contact with the first friction pad. The second processing module is used to determine the current stability level of the vehicle based on the driving status information; The third processing module is used to determine the contact separation point between the first friction pad and the brake disc based on the current stability level and the braking state information. The fourth processing module is used to control the brake motor to drive the first friction pad to move a target retraction distance away from the brake disc, with the contact separation point position as the starting point of the retraction stroke.

13. A vehicle, wherein, include: An electromechanical braking system includes a brake motor, a brake disc, and a first friction pad and a second friction pad disposed opposite to each other. The output end of the brake motor is connected to the first friction pad. The brake disc is located between the first friction pad and the second friction pad. The brake motor is used to drive the first friction pad to move closer to or away from the brake disc. The brake disc is connected to the wheel hub of the vehicle. The brake gap control device as described in claim 12 is connected to the electromechanical braking system.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein, When the processor executes the program, it implements the braking gap control method as described in any one of claims 1-11.

Images