EP2033168B1 - Dispositif pour évaluation d'usure de freins - Google Patents

Dispositif pour évaluation d'usure de freins Download PDF

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Publication number
EP2033168B1
EP2033168B1 EP07748515A EP07748515A EP2033168B1 EP 2033168 B1 EP2033168 B1 EP 2033168B1 EP 07748515 A EP07748515 A EP 07748515A EP 07748515 A EP07748515 A EP 07748515A EP 2033168 B1 EP2033168 B1 EP 2033168B1
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EP
European Patent Office
Prior art keywords
brake
vehicle
brake system
braking action
driver
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EP07748515A
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German (de)
English (en)
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EP2033168A1 (fr
Inventor
Erik BRÅKENHIELM
Jon Andersson
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Scania CV AB
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Scania CV AB
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers

Definitions

  • the present invention relates to systems for assessment of brake wear for vehicles, and in particular to a device for determining the ability of the driver of a vehicle to choose brake system according to the preamble of claim 1.
  • a substantial part of the wear a vehicle is exposed to during incautious driving consists of wear of the brake systems of the vehicle.
  • a heavy vehicle often comprises a number of different brake systems, such as service (foot) brake, motor brake, exhaust brake, retarder and other types of supplementary brake systems.
  • braking actions with supplementary brakes are preferred since these usually are less stressing for the vehicle.
  • WO2006/008731 is directed to a system for avoiding unsafe driving and not a system for assessment of brake wear for vehicles, and in particular to a device for determining the ability of the driver of a vehicle to choose brake system.
  • FR2859687 discloses a retardation device for motor vehicles.
  • the device comprises a primary retarder, a secondary retarder and a control unit which activates either one of said retarders.
  • the control unit comprises means such as sensors and a processing unit which are used to activate either one of the retarders on the basis of input parameters relating to a driving speed of a vehicle.
  • a device for determining the ability of the driver of a vehicle to choose brake system which solves the above problem.
  • a device as defined in claim 1.
  • the device comprises means for, at a braking action, for each brake system receive at least one parameter value representing the usage of the said brake system during said braking action.
  • the device comprises means for receiving a parameter representing the total usage of the said plurality of brake systems during said braking action, and means for, at least for the said first brake system, comparing the usage of the brake system with the vehicle's total brake system usage during the braking action to assess the driver's ability to use said brake system.
  • the said parameter representing said total usage of the brake systems during the braking action can, for example, consist of energy dissipated during the braking action or the total time of the braking action.
  • the device according to the invention can comprise means for receiving at least one parameter value representing the vehicle surroundings, whereby said vehicle surroundings can influence the assessment of the ability of the driver to use brake systems.
  • the said parameter value representing the usage of a brake system during said braking action can consist of the time of usage of the brake system during the braking action. This has the advantage that a simple representation of the usage of the brake system during the braking action can be obtained. Alternatively, the energy dissipated by the brake system during said braking action can be used. This has the advantage that a very accurate value of the usage of a specific brake system can be obtained, and thereby a very accurate estimation of the ability of a driver to handle the brake systems of a vehicle.
  • vehicle internal sensors means sensors that only obtains data from the relative movements of the vehicle, i.e. changes in movements from one time to another, and which do not use information from external systems, such as positioning systems or map databases.
  • vehicle internal sensors can, for example, consist of lateral acceleration sensors, i.e. sensors delivering signals with which the rate of change of the vehicle speed in the lateral direction can be determined, for example in order to determine whether the vehicle runs the risk of tipping over due to the driver performing an incautious maneuver.
  • the sensors can comprise wheel speed sensors, i.e.
  • sensors that delivers signals with which the rotation speed of the wheels and traveled distance can be determined, steering angle sensors that deliver signals with which the angle of the steering wheels in relation to the longitudinal axis of the vehicle can be determined, and sensor means for delivering signals from which the yaw rate, i.e. how quickly the vehicle turns, can be calculated.
  • FIG. 1 is schematically illustrated a control system for a vehicle 100 with which the present invention can be utilized.
  • the vehicle 100 comprises a front shaft 101 with steering wheels 102, 103, a rear drive shaft 104 with driving wheels 105-108, and a rear pressure equalizer shaft 109 with wheels 110, 111.
  • the vehicle 100 contains an engine 113 connected to a gear box 112, which drives the drive shaft 104 by means of an output shaft 114 from the gear box.
  • Gear box 112 and motor 113 are controlled by control units 115, 116, respectively, which are controlled by a main control unit 117.
  • the Engine Management System (EMS) 116 controls the motor functions of the vehicle, which, for example, can consist of fuel injection and motor-brake. The control is based on a number of input signals, which can consist of signals from (not shown) throttle controls (the position of the accelerator pedal), speed sensor and brake management system.
  • the Gearbox Management System (GMS) 115 controls the gear functions, wherein, when using an automatic gearbox, the gear shifting can be controlled based on an input signal from speed sensors, in manual gear shifting the shifting can be controlled from an input signal from a gear selector (gear shift lever).
  • the vehicle contains a Brake Management System (BMS) with a break control unit 120, which controls the brake functions of the vehicle, such as automatic calculation of the load so that a given pedal position always can result in the same brake effect regardless of the load.
  • BMS Brake Management System
  • the brake control unit controls the various brake systems of the vehicle, e.g. retarder and other supplementary brake systems, exhaust brake and service brake on the basis of commands from the driver, and sends control signals to system modules (not shown) dispersed on the chassis, where electrical control signals are used, e.g. to adjust brake pressure.
  • a vehicle of the kind shown in fig. 1 includes, except for the above, typically a number of additional control units, see, for example, WO01/86459 A1 . Therefore, the above described control units constitute mere examples of what can exist in a vehicle. As is appreciated by a person skilled in the art, two or more of the above described control units can, of course, be integrated in one single control unit.
  • the present invention provides a device for evaluating the vehicle driver's usage of the vehicle's different brake systems.
  • the device 200 is shown more in detail in fig. 2b and comprises means 210 for receiving brake system related signals and other vehicle related signals.
  • the vehicle comprises four different kinds of brake systems, retarder, exhaust brake, service (foot) brake and motor-brake, and the device 200 comprises means for receiving signals concerning these brake systems.
  • the position of a brake control set by the driver for a certain brake system can by means of the construction of the vehicle be arranged to be translated to an electric signal, which then is processed by the control system of the vehicle, for example the brake control unit 120, or a separate control unit for the concerned brake system, to be able to apply a corresponding brake torque, i.e. how large part of the total torque of the concerned brake system that is to be applied.
  • Data can, for various purposes, be communicated between different control units via a vehicle network that is interconnected by one or more data buses by means of which data can be communicated between the control units.
  • Data can, for example, be transmitted on any of the data bus formats CAN (Controller Area Network), TTCAN or FlexRay.
  • CAN Controller Area Network
  • TTCAN Temporal Sensematic Control
  • FlexRay a vehicle tetrachloride
  • other vehicle related signals can be made accessible on the data bus via an appropriate control unit.
  • existing vehicles often already comprise functionality for making information requested by the invention accessible on a vehicle data bus.
  • the means 210 of the device 200 can therfore constitute a data bus connection for reception of signals representing brake control positions or other brake system related data.
  • This information can be made available on the data bus jointly for the brake systems by the brake system control unit 120, or from each respective brake system/brake control unit (not shown) separately.
  • the received signals are then provided to a data processing unit 211, the function of which is being described below.
  • the data processing unit 211 can, for example, consist of a processor, which is controlled by means of operation instructions, such as a computer program generated by means of an appropriate programming language, and being stored in a storage means, said storage means being built-in or connected to the processor.
  • the said storage means can, for example, consist of one or more from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash-memory, EEPROM (Electrically Erasable PROM).
  • the device 200 can consist of a data processing unit with both integrated memory and integrated bus interface for a data bus of the above type and therefore be constructed in very compact manner.
  • the device 200 further comprises output means 212 for output of processed data, e.g.
  • the said means 210 can, instead, consist of connection points for direct reception of sensor signals representing brake pedal/brake control positions or, in the simplest case, signals representing if a certain brake system is activated or not.
  • the device can, therefore, comprise means such as A/D-converters or receivers for receiving wirelessly transmitted sensor signals to convert received signals to a common format, which is adapted to said data processing unit 211, which then performs appropriate calculations.
  • the brake system specific signals consist of the time during a braking action that each brake system has been activated. This can for example be accomplished by the device 200 receiving signals from, e.g., the brake control unit 120 regarding the respective brake system for as long as the brake system is active. Alternatively, the device can, when the braking action is finished, receive values that represents the time that the brake system has been active.
  • the device 200 advantageously also comprises means for receiving a calculated vehicle mass or parameter value(s) by means of which the vehicle mass can be calculated.
  • the parameter values that are required for calculation of the vehicle mass are usually also accessible on the data bus of the vehicle and can thereby e.g. be provided to the data processing unit 211 by means of the said receiving means 210.
  • K is a constant which is set to a suitable value.
  • K can be controlled by the extent of the usage of the service brake that is regarded to be motivated.
  • K can be set for each braking action, and, for example, depend on the vehicle mass and/or driving resistance.
  • the driving resistance is a total representation of the resultant of the head wind, the rolling resistance and the gravity that accelerates/decelerates the car, and can therefore be used as a representation of the inclination of the road.
  • K can be made dependant of the inclination of the road, and also of how the inclination of the road has changed historically (e.g., a plurality of consecutive downhill slopes).
  • T represents the time of usage of every brake system and T braking action is the time of the entire braking action.
  • the device can comprise means for receiving the speed of the vehicle, or parameter values from which the speed of the vehicle can be calculated, in order to, by means of this data, determine for how long a retardation is in progress and hence T braking action .
  • These data are usually also accessible by means of some control unit on the data bus of the vehicle, and can thereby in a simple manner be provided to the data processing unit 211.
  • Another common procedure is that the requested total retardation is reported on the vehicle network, and is thus accessible in that manner.
  • a U value is calculated for each braking action, whereby it can be established that if U exceeds a certain threshold value, the braking action is assessed to be a good braking action.
  • the U value can represent a percentage of the, in theory, "perfect" 100 % braking action.
  • the device instead, receives signals representing the applied brake torque for the brake systems, respectively, i.e. brake torque from service brake (disc or drum brake), brake torque from retarder brake, brake torque from exhaust brake and brake torque from one or a plurality of other supplementary brakes, such as motor-brake torque.
  • brake torque from service brake disc or drum brake
  • brake torque from retarder brake brake torque from exhaust brake
  • brake torque from one or a plurality of other supplementary brakes such as motor-brake torque.
  • T time indication
  • it is possible to, instead of T based on said brake torque, use an energy measurement E, whereby the above equation is transformed to U K ⁇ E Re ⁇ tarder + E Exhaust_break + E Supplementary_brake E deceleration where E represents the amount of energy that is used during a braking action for each respective brake system and for the entire braking action.
  • This measurement is more accurate since it specifies the portion of the total brake energy that is dissipated by a particular brake system. If, for example, the service brake is used for a short period of time, but with high load, this embodiment provides a more accurate value of the impact of the service brake.
  • the engine reports, via the control unit 116, its torque to the control system of the vehicle, i.e. it is made accessible on a data bus.
  • the torque can be positive when fuel is consumed or negative when the driver is motor-braking.
  • the exhaust brake reports the torque that it brakes the engine with, either to the brake control unit 120, which in that case makes these data accessible on a data bus or directly onto a data bus by means of a separate control unit.
  • this brake torque is zero, but when the driver or brake systems request exhaust braking, the current brake torque is shown.
  • the retarder reports its brake moment correspondingly.
  • Disc brake systems and drum brake systems can either report brake pressure to a brake control unit or directly onto a data bus by means of a separate control unit. Consequently, it is possible to provide the desired information to the data processing unit 211 in a simple manner to perform the calculation below.
  • energy can be expressed as force * distance, which is the same as time integrating force and speed. Since information about the speed of the vehicle is accessible via the traffic on the vehicle network, a conversion of the obtained brake torques to the actual forces acting on the wheels of the vehicle remains.
  • the braking force of the retarder is dependent on the position of the retarder. Normally, the retarder is arranged after the gear box, in which case the torque should be multiplied with rear axle ratio and divided with the radius of the drive wheels.
  • the torque of the disc and drum brakes on the other hand, only has to be divided with the radius of the drive wheels. If information about these brake torques are not available, a model can be used to translate from brake pressure to brake torque. Here, information about brake type, the number of braking shafts etc. is used. All such information is known from the vehicle specification and/or is accessible on the internal networks.
  • the inventive method can, however, be further refined by taking additional parameters into consideration, such as brake lining temperature and/or brake lining wear.
  • brake lining temperature and/or brake lining wear During a braking action in a long downhill slope a significant rise of temperature can occur if the braking action is not performed in a careful manner.
  • eq. (3) is shown how the brake lining temperature and brake lining wear can influence the U value.
  • U K ⁇ E Re ⁇ tarder + E Exhaustbreak + E Supplementarbrake E deceleration * S temp * S lining , wherein S temp > l, S lining > l
  • K is set to a suitable value.
  • the device 200 can include means for receiving the lateral acceleration of the vehicle, to, during the braking action, be able to determine if the brake system that is used in a heavy braking action in, e.g. a curve is a suitable choice. For example, it is inappropriate to use retarder braking in such braking actions, because it increases the risks of skidding in this case, and it is more difficult to control a skid in these situations.
  • the classification can, for example, consist of idle driving, power take off (PTO), marshalling, queue, city centre, urban area, undulated and/or straight or curved road, straight and level or undulated road.
  • the device 200 according to the present invention can comprise means for receiving a surroundings classification from a device according to the said Patent Application.
  • the device 200 according to the invention can comprise means for performing the described traffic surroundings classification. By taking the surroundings of the vehicle into account for every braking action, an even better analysis of the driver's brake usage ability can be performed. Since the described solution can give a very accurate description of the momentary surroundings of the vehicle, a very accurate evaluation of each braking action can also be performed.
  • a representative U value can be calculated for each braking action and for each braking action be compared with a reference U value that is representative for the braking action.
  • the ability of the driver to use the correct brake system can continuously be evaluated during traveling with the vehicle or afterwards.
  • the vehicle can also be provided with a display that continuously shows the driver's ability to the driver, for example as a percentage between 0 and 100, where, for example, a result exceeding 85 % indicates very good brake usage ability.
  • the method according to the invention can thus also evaluate whether the driver is using the correct brake system, not only the manner in which the chosen brake system is used. It can be investigated at all braking actions whether the most suitable brake system has been used. By taking surroundings data into account to make different demands on the braking actions, a more accurate assessment can be accomplished.
  • the driver can automatically be trained to a better behavior, for example by means of feedback via a display arranged in the vehicle.
  • the result calculated by the data processing unit can then be output via output means 212, for example to a data bus to be provided to the display unit for displaying.
  • the information can be used by the driver's superiors to determine which driver that is in need for help to improve his/her driving, or to identify a driver who is doing particularly well and possibly reward him/her.
  • other methods to assess the traffic surroundings can also be used, e.g., positioning systems and map data and/or an inclinometer.
  • the present invention can also be combined with other systems for evaluation of a vehicle driver.
  • the vehicle can be arranged to continuously transmit data to a monitoring central, whereby the above evaluation can be performed in the monitoring central, instead of in the vehicle.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un dispositif pour déterminer la capacité d'un conducteur de véhicule à choisir un système de freinage, ledit véhicule comprenant au moins un premier et un second système de freinage, et le conducteur pouvant influencer le choix du système de freinage pendant une action de freinage. Ledit dispositif comprend des moyens qui, au moment d'une action de freinage, permettent à chaque système de freinage de recevoir au moins une valeur de paramètre représentant l'utilisation du système de freinage; des moyens de réception de paramètre représentant l'utilisation globale de la pluralité de systèmes de freinage pendant une action de freinage; et des moyens qui, au moins pour le premier système de freinage, permettent de comparer l'utilisation du système de freinage avec l'utilisation globale (15) des systèmes de freinage du véhicule pendant une action de freinage afin d'évaluer la capacité du conducteur à utiliser le système de freinage.

Claims (12)

  1. Dispositif (200) pour déterminer l'aptitude d'un conducteur de véhicule à choisir un système de frein lors de la conduite dudit véhicule (100), ledit véhicule (100) comprenant au moins un premier et un deuxième systèmes de frein, et ledit conducteur, durant une action de freinage, pouvant influencer le choix dudit système de frein, le dispositif comprenant :
    - des moyens (210) pour que, lors d'une action de freinage, chaque système de frein reçoive au moins une valeur de paramètre représentant l'utilisation dudit système de frein durant ladite action de freinage, caractérisé en ce que le dispositif comprend de plus:
    - des moyens (210) pour recevoir un paramètre représentant l'utilisation totale de ladite pluralité de systèmes de frein durant ladite action de freinage, et
    - des moyens (210) pour, au moins pour ledit premier système de frein, comparer l'utilisation dudit système de frein à l'utilisation de systèmes de frein totale du véhicule (100) durant l'action de freinage pour estimer l'aptitude du conducteur à utiliser ledit système de frein, ledit paramètre représentant l'utilisation totale desdits systèmes de frein étant constitué par l'énergie dissipée durant l'action de freinage.
  2. Dispositif (200) selon la revendication 1, dans lequel il comprend des moyens pour effectuer ladite comparaison pour une pluralité des systèmes de frein du véhicule (100), l'utilisation totale de ladite pluralité de systèmes de frein étant comparée à l'utilisation de systèmes de frein totale du véhicule (100) durant l'action de freinage pour estimer l'aptitude du conducteur à utiliser lesdits systèmes de frein.
  3. Dispositif (200) selon l'une quelconque des revendications 1 à 2, grâce auquel au moins l'un desdits systèmes de frein comprend des garnitures de frein, la température des garnitures de frein et/ou l'usure des garnitures de frein étant utilisées de façon à influencer l'estimation lors de ladite comparaison.
  4. Dispositif (200) selon l'une quelconque des revendications précédentes, dans lequel le dispositif comprend de plus des moyens pour recevoir au moins une valeur de paramètre représentant l'environnement du véhicule, grâce à quoi ledit environnement du véhicule est agencé de façon à influencer l'estimation lors de ladite comparaison.
  5. Dispositif (200) selon l'une quelconque des revendications précédentes, dans lequel une valeur de paramètre représentant l'utilisation d'un système de frein durant ladite action de freinage est constituée par le temps d'utilisation dudit système de frein et/ou l'énergie dissipée par le système de frein durant ladite action de freinage.
  6. Dispositif (200) selon l'une quelconque des revendications précédentes, dans lequel le dispositif est configuré, à partir dudit système de frein, de façon continue, avec certains intervalles ou avec des intervalles prédéterminés, de façon à obtenir des valeurs de paramètre durant ladite action de freinage.
  7. Dispositif (200) selon l'une quelconque des revendications précédentes, dans lequel ledit dispositif (200) comprend de plus des moyens pour diviser une distance du chemin que parcourt un véhicule (100) en segments,
    - des moyens pour déterminer qu'un segment est débuté,
    - des moyens pour déterminer une direction de mouvement de référence,
    - des moyens pour, durant ledit segment, recevoir au moins une valeur de paramètre de direction, qui constitue une représentation de la direction de mouvement du véhicule, ou avec laquelle une représentation de la direction de mouvement du véhicule peut être déterminée,
    - des moyens pour déterminer si le véhicule a atteint la fin du segment,
    - des moyens pour, à partir desdites valeurs de paramètre de direction reçues, déterminer le type du segment, et
    - des moyens pour, lors de ladite estimation de l'aptitude du conducteur à utiliser ledit système de frein, prendre en considération le type d'un ou d'une pluralité de segment(s) consécutifs ou adjacents.
  8. Dispositif (200) selon l'une quelconque des revendications 1 à 7, caractérisé en ce que lesdites valeurs de paramètres sont configurées de façon à être générées par des capteurs internes au véhicule.
  9. Dispositif (200) selon la revendication 7 ou 8, caractérisé en ce que ledit type de segment est constitué par l'un quelconque parmi le groupe : virage à droite, virage à gauche, courbe à droite, courbe à gauche, ligne droite, rond-point, sommet d'une rampe, vallée, croisement, virage à droite dans un croisement, virage à gauche dans un croisement, route plate, rampe montante, pente descendante.
  10. Dispositif (200) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un ou plusieurs desdits moyens sont au moins partiellement constitués par un programme Informatique, le dispositif étant au moins partiellement constitué par un produit de programme informatique comprenant un support lisible par un ordinateur et un programme informatique, le programme informatique étant inclus dans le support lisible par un ordinateur.
  11. Dispositif (200) selon la revendication 10, caractérisé en ce que ledit support lisible par un ordinateur est constitué par l'une ou plusieurs du groupe : ROM (mémoire morte), PROM (mémoire morte programmable), EPROM (mémoire morte programmable effaçable), mémoire flash, EEPROM (mémoire morte programmable effaçable électriquement).
  12. Véhicule (100), caractérisé en ce qu'il comprend un dispositif (200) selon l'une quelconque des revendications 1 à 11,
EP07748515A 2006-05-26 2007-05-24 Dispositif pour évaluation d'usure de freins Active EP2033168B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0601173A SE529955C2 (sv) 2006-05-26 2006-05-26 Anordning för bromsslitagebedömning
PCT/SE2007/050354 WO2007139494A1 (fr) 2006-05-26 2007-05-24 Dispositif pour évaluation d'usure de freins

Publications (2)

Publication Number Publication Date
EP2033168A1 EP2033168A1 (fr) 2009-03-11
EP2033168B1 true EP2033168B1 (fr) 2012-08-01

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EP07748515A Active EP2033168B1 (fr) 2006-05-26 2007-05-24 Dispositif pour évaluation d'usure de freins

Country Status (6)

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EP (1) EP2033168B1 (fr)
CN (1) CN101496070B (fr)
BR (1) BRPI0711733B1 (fr)
RU (1) RU2433481C2 (fr)
SE (1) SE529955C2 (fr)
WO (1) WO2007139494A1 (fr)

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SE531526C2 (sv) 2006-05-26 2009-05-12 Scania Cv Abp Anordning för bestämning av bränsleförbrukningsbeteende
SE533135C2 (sv) * 2008-11-21 2010-07-06 Scania Cv Abp Bromsåterkopplingssystem
SE533139C2 (sv) * 2008-11-21 2010-07-06 Scania Cv Abp System för fastställande av förmåga att förutse inbromsning
SE533136C2 (sv) * 2008-11-21 2010-07-06 Scania Cv Abp Anordning för lutningsåterkoppling för presentation av förares körstil
SE535909C2 (sv) * 2010-04-21 2013-02-12 Scania Cv Ab Metod och system för att bedöma en förares bromsbeteende
SE537647C2 (sv) * 2012-03-29 2015-09-08 Scania Cv Ab Förfarande och system för bedömning av förarbeteende vid bromsning av fordon
SE541130C2 (sv) * 2013-02-13 2019-04-16 Scania Cv Ab Förfarande och system för att fastställa en energianvändning vid framförande av ett fordon
US9416835B2 (en) * 2014-11-13 2016-08-16 GM Global Technology Operations LLC Method of estimating brake pad wear and vehicle having a controller that implements the method
DE102015112232A1 (de) 2015-07-27 2017-02-02 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren und System zur Analyse des Verschleißverhaltens von Bremsbelägen
CN109269790B (zh) * 2018-10-30 2020-07-17 贵州云尚物联科技股份有限公司 基于物联网的车辆刹车片安全性监测系统及其方法
JP7236288B2 (ja) * 2019-02-22 2023-03-09 三菱重工機械システム株式会社 ブレーキ評価装置及びブレーキ評価方法
CN113619554B (zh) * 2021-08-20 2022-10-28 中国第一汽车股份有限公司 一种摩擦片磨损报警方法、系统、车辆及存储介质

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RU2008151789A (ru) 2010-07-10
SE0601173L (sv) 2007-11-27
EP2033168A1 (fr) 2009-03-11
RU2433481C2 (ru) 2011-11-10
BRPI0711733A2 (pt) 2011-11-29
WO2007139494A1 (fr) 2007-12-06
CN101496070B (zh) 2012-11-14
SE529955C2 (sv) 2008-01-15
BRPI0711733B1 (pt) 2018-05-08
CN101496070A (zh) 2009-07-29

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