EP2734428A1 - Procédé permettant de régler le serrage d'un frein électromécanique et frein électromécanique - Google Patents

Procédé permettant de régler le serrage d'un frein électromécanique et frein électromécanique

Info

Publication number
EP2734428A1
EP2734428A1 EP12738088.9A EP12738088A EP2734428A1 EP 2734428 A1 EP2734428 A1 EP 2734428A1 EP 12738088 A EP12738088 A EP 12738088A EP 2734428 A1 EP2734428 A1 EP 2734428A1
Authority
EP
European Patent Office
Prior art keywords
brake
clamping force
force
time
power stroke
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12738088.9A
Other languages
German (de)
English (en)
Inventor
Wolfgang Richter
Christoph Buelte
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP2734428A1 publication Critical patent/EP2734428A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • B60T7/10—Disposition of hand control
    • B60T7/108—Disposition of hand control with mechanisms to take up slack in the linkage to the brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/86—Optimizing braking by using ESP vehicle or tire model
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D2065/386—Slack adjusters driven electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/001—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/006—Arrangements for monitoring working conditions, e.g. wear, temperature without direct measurement of the quantity monitored, e.g. wear or temperature calculated form force and duration of braking

Definitions

  • the invention relates to a method for tensioning an electromechanical brake with a driven by an electric motor actuator, a brake element ge ⁇ gene suppressed to realize a parking brake functionality in a power stroke a brake body, which for tensioning a plurality of temporally successive power strokes is exerted. It further relates to a corresponding electro-mechanical brake.
  • EMB electromechanical brake
  • electromechanically actuated brake the corresponding wheel is braked purely electrically by an electrically operated actuator.
  • brakes are designed as disc brakes ⁇ , wherein a brake piston is pressed against a brake disc during a braking operation by an electric motor via a spindle drive driven by it.
  • the ⁇ like brakes are usually controlled by a control unit and usually each include their own electronics on the brake caliper to set a wheel-individual braking force.
  • EMBs can be used in brake-by-wire brake systems, where each of the four wheels is braked purely electrically.
  • This parking brake function as well as the normal or Be ⁇ service brake function, made available due to an electronic request by another electronics or software imple ⁇ mented routine available.
  • the mög ⁇ Liche power loss can be limited or the control electric ⁇ technology must ensure suitably that the necessary clamping force is guaranteed ⁇ efficiency even at cooling of the brake disk, for example by in certain time intervals, the clamping force on the brake disc is brought by a ⁇ tension again from a low to a higher level.
  • a reduction of the force drop during cooling can be achieved by lower stiffness of the caliper, but this can lead to noticeably worse behavior when operating the service brake.
  • the clamping forces should always lie in an area that ensures a secure hold of the vehicle.
  • the on This Nachspannvorgang involved control devices must be energized during this time continue to prevent unwanted loss of power. This period, during which the corresponding control units are still active, was to conserve energy and to keep the risk of failure mög ⁇ lichst low turn out as short as possible. However, it must be long enough to be able to ensure by a sufficient distribution of Nachspannvor réellen that is switched off in the safe state at a deactivation of the control units and completely kill ⁇ cooled brake disc.
  • the period of re-tensioning must be chosen to be very long to ensure that after the last Nachspannvorgang the voltage applied to the cooled brake clamping force ⁇ sufficient to hold the vehicle.
  • the invention is therefore based on the object to make the Nachspannvorgang as effective and safe as possible.
  • this object is achieved Invention ⁇ according to the fact that the power strokes are respectively applied as soon as the clamping force of the brake drops below a predetermined clamping force minimum reference value, said jeweili ⁇ ge power stroke is applied such that a predetermined Ma ⁇ ximalspannkraft is not exceeded , And being determined on the basis of the initial temperature of the brake body and the expected end temperature of the brake body, an expected total loss of clamping force, the time ei ⁇ nes last power stroke is chosen such that at this time the sum of the previous power strokes, the last power stroke and the expected loss of clamping force exceeds the expected total loss of clamping force.
  • Advantageous embodiments of the invention are the subject of the dependent claims.
  • the invention is based on the consideration that notwen for an effective and lasting as short as possible time lag strategy for EMB knowledge or estimates of the total expected loss of clamping force are ⁇ dig. Once this total expected loss of clamping force is known, the sum of the force strokes necessary during the overrun strategy or the post-tensioning process can be calculated from this.
  • the loss of clamping force is possible on a brake disc and the temperature decrease of the Bremskör ⁇ pers or the brake disc in an approximately linear to ⁇ connection.
  • the temperature history as such during cooling can not be used as a decision value for retensioning because it depends on unpredictable environmental conditions such as wind and rain. That is, depending on environmental conditions, the brake disc may cool down faster or slower, making predictions about a cooling time difficult.
  • expected brake disk end temperature known, it can be calculated using a suitable parameterization of the total expected loss of clamping force. In these considerations, the final cooling time then no longer matters.
  • the final temperature at the brake is ty- Typically, the ambient temperature that is available in the vehicle, for example, as “outside temperature.” The calculation of the loss of clamping force occurs once at the beginning of the shutdown process.
  • Cooling over time i. for the temperature development as a function of time, an exponential function is to be considered as a first approximation. Although this mathematically approaches its final value asymptotically, it never reaches it.
  • the times for the necessary post-tensioning operations could be determined only with difficulty because of the above-mentioned environmental influences. So it needs another criterion, which is decisive for the respective Nachspannvorgang. It is advantageous to know the instantaneous clamping force of the brake. In doing so, the clamping force of the brake disc is monitored and tightened whenever a defined minimum force value or minimum clamping force target value is undershot. Since ⁇ at lifts a Nachspannvorgang the clamping force to a higher level of force.
  • the time of the last power stroke is then chosen so that at this time the sum of the crystali ⁇ gen power strokes the last to operate end power stroke and from that time still expected loss of clamping force the exceeds the expected total loss of tension.
  • the sum of the payments already made power strokes corresponds to at this time the total expected force ⁇ loss minus the power of a power stroke.
  • a safety buffer can still be planned, so that the last power stroke is selected so that the end of a ⁇ adjusting clamping force to the value of this safety buffer is greater than the minimum necessary clamping force for holding the motor vehicle.
  • the time of the last power stroke is selected as early as possible. That is, as soon as a final power stroke is sufficient to compensate for the expected loss of clamping force such that the adjusting at the end of clamping force is large enough and at the same time adjusting itself at this power stroke
  • the time of the last power stroke is selected such that the gradient of the clamping force ⁇ amount falls below a predetermined gradient setpoint.
  • the gradient of the clamping force characterizes the rate at which the tension decreases. The smaller the Gra ⁇ serves, the smaller the loss of clamping force per unit time.
  • the time of the last tightening is selected at the latest when a maximum period of time between the first and the last power stroke is exceeded.
  • the maximum time span ⁇ can also be defined between the locking of the parking brake or parking the vehicle and the last power stroke.
  • the definition of a maximum time ensures that the control units do not need to be supplied with electrical power for too long and there is a risk of the power supply becoming too weak to carry out a final power stroke.
  • the maximum time does not allow to ensure a sufficient clamping force. Therefore, the maximum time must have sufficient safety buffer beinhal ⁇ th and are checked through trials.
  • the maximum time ensures, however, that the participating control units are switched off and the vehicle battery is not completely discharged. The maximum time can be carried out depending on the temperature.
  • the determination of the instantaneous clamping force of the brake can be done in various ways. For example, it can be determined by a force sensor which directly measures the force exerted by the brake piston or brake lining on the brake disk.
  • An indirect but less robust and Weni ⁇ ger reliable way to determine the actual or instantaneous clamping force can by measuring the motor current the electric motor that drives the actuator to be performed.
  • the temperature determination of the brake body or the brake disc is advantageously carried out by means of a tempera ⁇ turmodells, in particular on the basis of the clamping force loss of the brake body.
  • Brake body correlates with the loss of power, which can be measured approximately in the first minute after locking the parking brake. In this way the disc temperature can be made plausible. Alternatively or in combination therewith, if redundancy is desired or required, the brake discs ⁇ bentemperatur can also be measured directly.
  • a typical window temperature model has during the ex ⁇ cooling to an exponential curve, wherein the high temperature difference between the brake and a correspondingly high ambient air temperature decrease is calculated.
  • T (t) T end + [(T start -T end ) * (e " ⁇ ')]
  • the above object is achieved with respect to the electro-mechanical brake with a control unit with means for performing the above method.
  • These means preferably comprise hardware and / or soft ware ⁇ moderately implemented routines.
  • These routines can be imple ⁇ mented, for example into an existing control unit.
  • a separate control unit may be provided, into which the speaking routines or method steps hardware and / or software implemented.
  • the advantages of the invention are, in particular, that are not required by the determination of the expected total clamping force loss on the basis of the initial and final temperature of the brake ⁇ body Information about the actual cooling of the brake body, but the time ⁇ point of the last power stroke rather only by the Sum of the previous power strokes and the expected loss of tension depends. If this time of the last power stroke ⁇ elected as early as possible, the time period over which the control devices must be active as much as possible is held.
  • ⁇ loss of the braking body By determining the temperature of the brake body, using a temperature model, in particular by means of the clamping force ⁇ loss of the braking body can be ver ⁇ dispensed to temperature sensors or a redundancy to be created in their presence.
  • ⁇ loss of the braking body For the method described, not necessarily the absolute temperatures, but only the temperature difference between the initial temperature and the end temperature must be measured or determined.
  • An electromechanical brake with a control ⁇ rule unit with means for carrying out the above method allows energy-saving, yet reli ⁇ siges parking a corresponding vehicle.
  • For carrying out the method described electronic components that are used for other control processes can be shared, for example, by the procedural ⁇ ren is implemented as a software routine.
  • FIG. 1 is a flowchart of a method for retightening an electromechanical brake in a preferred embodiment
  • FIG. 2 the temporal course of the clamping force of a
  • FIG. 1 A flowchart of the method according to the invention in a preferred embodiment is shown in FIG. 1 shown.
  • the vehicle is turned off and the Parkbremsfunk ⁇ tion activated.
  • block 8 after the start of 2 and the on ⁇ initial temperature T A and the expected final temperature T E, or the difference T A -T E of the brake disc of the total expected loss of clamping force S T of the brake is based on the Spannkraftverlus ⁇ tes within the first minute certainly.
  • the calculation of the total loss of clamping force S T can also be carried out, not only at the beginning of the method, as shown here, but also between the further method steps, so that the value determined initially can, so to speak, be corrected as required.
  • decision 20 it is checked whether the currently applied force or clamping force F is smaller than a nominal low-end load value Fi (1 for limit). If so, the process branches to block 26 by performing a power stroke Ki by which the force or tension F is increased again. This ensures that the clamping force set by the power stroke does not cause a maximum paint value S max exceeds. This will prevent damage to the brake.
  • the tension or force F still above the clamping force minimum setpoint Fi no power stroke is ⁇ leads.
  • the maxi ⁇ male size of the power strokes K ⁇ 4.000 N. is
  • the method now goes to the decision 32, in which the sum of the previous power strokes, the remaining clamping force loss S r and a possible final power stroke K f is formed, whereby only those power strokes K f be taken into account ⁇ , the set clamping force can not rise above ei ⁇ nen maximum clamping force value S max. If this sum is smaller than the ⁇ me still expected total loss of clamping force S T, SO the method branches back to check whether the instantaneous clamping force is smaller than the predetermined clamping force setpoint. If the sum formed in the decision 32 is greater, then a final final power stroke is sufficient to ensure that after complete cooling of the brake disk, the then applied clamping force is large enough to hold the vehicle. In this case, a final power stroke K f is performed in block 38, and the method ends at stop 44.
  • FIG. 2 An exemplary force curve during the implementation of the in connection with FIG. 1 described method is shown in FIG. 2 shown.
  • the curve 72 represents the current applied clamping force value.
  • the upper force level 88 corresponds to a predetermined maximum value of the clamping force S max to be set, which should not be exceeded in order to avoid material damage.
  • the brake disc cools after the first power stroke from further so that the clamping force is smaller again and the time ⁇ point about 460 s t again the clamping force minimum setpoint 78 reached. For this reason, a second power stroke 90 is now performed, which again leads the clamping force to the upper power level ⁇ 88.
  • the brake disc now cools down further.
  • Was currency ⁇ rend the entire period of the expected total clamping force loss ⁇ S T is known, so that be ⁇ revoked at any time how much is still expected loss of clamping force S r.
  • This level can at the minimum clamping force set point 78 lie ⁇ gene, but it is preferably somewhat higher, so that a ge ⁇ wisser buffer is granted, which compensates for uncertainties or irregularities of the individual variables.
  • the final power stroke 96 is in contrast to the power strokes 84 and 90 only about 2,000 N.
  • An additional condition in the choice of the last power stroke is given by the fact that the applied clamping force F does not exceed the upper force ⁇ level 88.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un procédé permettant de régler le serrage d'un frein électromécanique comprenant un actionneur entraîné par un moteur électrique, qui comprime un élément de frein contre un corps de frein pour réaliser une fonctionnalité de frein de stationnement lors d'une course ascendante, un certain nombre de courses ascendantes étant exercées successivement dans le temps pour le réglage du serrage. L'invention vise à ce que l'opération de réglage du serrage soit aussi efficace et aussi sûre que possible. A cet effet, les courses ascendantes sont chacune exercées dès que la force de serrage du frein devient inférieure à une valeur de consigne minimale prédéterminée de la force de serrage, chaque course ascendante étant exercée de telle manière qu'une force de serrage maximale ne soit pas dépassée. La perte de force de serrage totale attendue est déterminée au moyen de la température initiale du corps de frein et de la température finale attendue du corps de frein, et le moment de la dernière course ascendante est sélectionné de telle manière qu'à ce moment, la somme des courses ascendantes précédentes, de la dernière course ascendante et de la perte de force de serrage encore attendue dépasse la perte de force de serrage totale attendue.
EP12738088.9A 2011-07-19 2012-07-16 Procédé permettant de régler le serrage d'un frein électromécanique et frein électromécanique Withdrawn EP2734428A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011079362A DE102011079362A1 (de) 2011-07-19 2011-07-19 Verfahren zum Nachspannen einer elektromechanischen Bremse und elektromechanische Bremse
PCT/EP2012/063862 WO2013010969A1 (fr) 2011-07-19 2012-07-16 Procédé permettant de régler le serrage d'un frein électromécanique et frein électromécanique

Publications (1)

Publication Number Publication Date
EP2734428A1 true EP2734428A1 (fr) 2014-05-28

Family

ID=46551529

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12738088.9A Withdrawn EP2734428A1 (fr) 2011-07-19 2012-07-16 Procédé permettant de régler le serrage d'un frein électromécanique et frein électromécanique

Country Status (6)

Country Link
US (1) US20140222307A1 (fr)
EP (1) EP2734428A1 (fr)
KR (1) KR20140054083A (fr)
CN (1) CN103687767A (fr)
DE (1) DE102011079362A1 (fr)
WO (1) WO2013010969A1 (fr)

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KR20140054083A (ko) 2014-05-08
WO2013010969A1 (fr) 2013-01-24
CN103687767A (zh) 2014-03-26
US20140222307A1 (en) 2014-08-07
DE102011079362A1 (de) 2013-01-24

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