GB2511610A - Method for cooling a brake of a vehicle - Google Patents

Method for cooling a brake of a vehicle Download PDF

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Publication number
GB2511610A
GB2511610A GB1322717.8A GB201322717A GB2511610A GB 2511610 A GB2511610 A GB 2511610A GB 201322717 A GB201322717 A GB 201322717A GB 2511610 A GB2511610 A GB 2511610A
Authority
GB
United Kingdom
Prior art keywords
brake
cooling
vehicle
probability
cooling device
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Withdrawn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
GB1322717.8A
Other versions
GB201322717D0 (en
Inventor
Sharath Kashyap
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Priority to GB1322717.8A priority Critical patent/GB2511610A/en
Publication of GB201322717D0 publication Critical patent/GB201322717D0/en
Publication of GB2511610A publication Critical patent/GB2511610A/en
Withdrawn legal-status Critical Current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
    • 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
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed
    • B60H1/00771—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed the input being a vehicle position or surrounding, e.g. GPS-based position or tunnel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • 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
    • B60T5/00—Vehicle modifications to facilitate cooling of brakes
    • 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
    • F16D65/78—Features relating to cooling
    • 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
    • F16D65/78—Features relating to cooling
    • F16D65/84—Features relating to cooling for disc brakes
    • F16D65/853—Features relating to cooling for disc brakes with closed cooling system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3266—Cooling devices information from a variable is obtained related to the operation of the vehicle
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • B60T2210/36—Global Positioning System [GPS]
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Braking Arrangements (AREA)

Abstract

A method for cooling at least one vehicle brake by at least one cooling device which is switched from a first state in which the cooling of the brake is effected by the cooling device into at least one second state in which the cooling effected by the cooling device is deactivated, wherein a probability of an application of the brake is calculated by means of an estimation module 10, wherein the cooling device is switched from the second state into the first state in dependency on the probability before the application of the brake actually happens. The probability may be dependent on recorded driving pattern, particularly along a route that has already been driven, additionally the probability may be dependent on the position of the vehicle along a route, traffic management information (TMS), road signs etc.

Description

Method for Cooling a Brake of a Vehicle The invention relates to a method for cooling at least one brake of a vehicle, in particular a passenger vehicle according to the preamble of patent claim 1.
Methods for cooling at least one brake of a vehicle, in particular a passenger vehicle are well known from the general prior art. In such a method at least one cooling device is used for cooling the brake. The cooling device is switched from at least one first state into at least one second state. In the first state the cooling of the brake is effected by the cooling device. In the second state the cooling effected by the cooling device is deactivated.
US 2006/0259219 Al shows a vehicle climate control apparatus mounted on the vehicle using an engine or a motor as a power source and controlling an air-conditioning device for controlling the climate in the compartment. The apparatus comprises an air-conditioning control unit for controlling the air-conditioning state in the vehicle compartment by controlling the air-conditioning device. The apparatus further comprises a drive behaviour detection unit for detecting the operation amounts of the driver.
Furthermore, the apparatus comprises an estimation unit for calculating the behavioural intention estimation information for estimating the prospecting driving behaviour of the driver based on the operation amounts detected by the driving behaviour detection unit.
Moreover, the apparatus comprises a determining unit for estimating the output state of a power source based on the behavioural intention estimation information and giving an instruction to the air-conditioning control unit in accordance with the estimated output state.
It has been shown that during an application of the brake an enormous amount of energy is released in the form of heat which increases the temperature of the brake. For example, the brake can be a drum brake or a disc brake. The temperature increase can result in reduced brake pad efficiency and can also have effects on the brake pad life.
Furthermore, increased temperature can cause vaporisation of brake fluid which results in a reduced braking performance.
It is therefore an object of the present invention to provide a method of the previously mentioned kind, which allows for realizing a particularly high braking performance as well as a particularly long lifetime of the brake.
This object is solved by a method having the features of patent claim 1. Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.
In order to provide a method indicated in the preamble of patent claim 1, which allows for realizing a particularly high braking performance as well as particularly long lifetime, in the method according to the present invention a probability of an application of the brake is calculated by means of an estimation module, wherein the cooling device is switched from the first state into the second state in dependency on the probability before the application of the brake actually happens. In other words, the cooling device is controlled in such a way that the cooling of the brake is actuated before the driver actually actuates the brake, the cooling being effected by the cooling device. By activating the cooling of the brake before the driver actually actuates the brake, the temperature of the brake can be kept particularly low. This results in a better brake efficiency, longer lifetime and higher braking performance of the brake.
For example, the probability can be calculated in dependency on a recorded driving pattern of the driver of the vehicle and/or a previous driving pattern of the driver driving a route and/or a position of the vehicle in relation to a route the vehicle is driven along. For example, the position of the vehicle can be determined by a OPS signal (OPS -Global Positioning System) and/or map data stored in a navigation system of the vehicle.
For example, the cooling device can be an air jet cooling device which utilizes at least one air jet to cool the brake. Alternatively or additionally, the cooling device can be a fluid cooling device which utilizes a liquid such as but not limited to oil or water for cooling the brake. The cooling device can be controlled or actuated electronically so that the brake can be cooled in a need-based manner.
Further advantages, features, and details of the present invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a block diagram illustrating a method for cooling at least one brake of a vehicle, wherein a probability of an application of the brake is calculated by means of an estimation module and a cooling device is switched from a first state into a second state in dependency on the probability before the application of the brake actually happens; Fig. 2 a diagram illustrating the method in comparison with a conventional cooling of the brake; and Fig. 3 a diagram illustrating the wear of the brake.
Fig. 1 shows a block diagram illustrating a method for cooling at least one brake of a vehicle, in particular a passenger vehicle. The brake can be a drum brake or a disk brake and has at least one brake pad. The brake serves for decelerating the vehicle. In order to actuate brake the vehicle, the driver of the vehicle can actuate the brake via, for example, a brake pedal. This brake actuation is also referred to as an "application of the brake". For actuating the brake, the driver depresses the brake pedal. By actuating the brake, i.e. in case of an application of the brake the brake pad is moved into contact with a corresponding brake element which is, for example, a disc or a drum. Thus, the brake is configured as a friction brake since friction occurs between the brake pad and the corresponding brake element when the brake pad is moved into contact with the brake element thereby decelerating the vehicle.
The vehicle comprises at least one cooling device for cooling the brake. For example, the cooling device can cool the brake by means of a liquid and/or by means of an air jet. The cooling device is switchable between at least one first state and at least one second state.
In the first state the cooling of the brake is effected by the cooling device. In other words, the cooling of the brake is actuated in the first state, the cooling being effected by the cooling device. In the second state the cooling effected by the cooling device is deactivated. This means the brake is not cooled by the cooling device in the second state.
As can be seen from Fig. 1, the vehicle further comprises an estimation module 10 which is also referred to as predictive braking decision controller". By means of the estimation module 10 a probability of an application of the brake is calculated. In other words, at least one probability value is calculated by the estimation module 10, the probability value characterizing a probability of an application of the brake, the application being effected by the driver.
If the probability or the probability value exceeds a predeterminable threshold value, a cooling command request 12 is output by the estimation module and received by the cooling device or a control unit for controlling the cooling device. If the cooling command request 12 is output, the cooling device is switched from the first state into the second state thereby activating the cooling of the brake, wherein this cooling of the brake is effected by the cooling device. Thus, the cooling device is switched from the first state into the second state in dependency of the probability before the application of the brake actually happens. In other words, the brake can be cooled by means of the cooling device before the driver actually actuates the brake.
The probability or probability value is calculated in dependency of a braking pattern 14 exhibited by the driver. Moreover, the probability or probability value is calculated in dependency on a braking pattern 16 exhibited for a profile of a route the vehicle is driven along. Furthermore, the probability or probability value is calculated in dependency on a braking pattern 18 exhibited by the driver on the same route in the past.
In said method, the braking pattern 14, 16, 18 are input signals for calculating the probability. Said input signals are weighted. For example, the braking pattern 14 has a weighting orweightage of 20%, the braking pattern 16 has a weighting orweightage of 15% and the braking pattern 18 has a weighting orweightage of 30%. In dependency of said input signals, the predictive braking decision controller predicts the braking probability of the driver so that the cooling of the brake can be actuated before the driver actually actuates the brake.
Said weightings or weightages can be changed dynamically based on the situation. For example, the braking pattern 14 can be determined in dependency of the maximum acceleration rate after which the driver will actuate the brake and/or the maximum velocity threshold which is applicable for the driver and/or the frequency of the brake application.
For example, the braking pattern 16 can be determined in dependency of road signs like road curvature, school zones, cattle crossing, speed limit, narrow road ahead, speed breaker, slippery road, men at work, caution and stop signal. Moreover! the braking pattern 18 can be determined by typical braking load and brake points at which the driver actuated the brake on the same route before.
For example, the probability is calculated when the vehicle is driven along a route for the first time. In this case the braking patterns 14 and 16 are the only information for the controller to estimate the braking probability. Alternatively, in said method a driving pattern of the driver of the vehicle is recorded, the driving pattern representing a driving behavior of the driver along a route along which the vehicle was driven by the driver at least once. Then, the controller detects that that the vehicle is driven along the route for a second time by the driver, wherein the probability is calculated in dependency on the recorded driving pattern.
Fig. 2 shows a diagram illustrating said method. A graph 20 in Fig. 2 illustrates the application of the brake. A graph 22 illustrates temperature of the brake without cooling the brake by means of the cooling device. A graph 24 illustrates the temperature of the brake when the brake is cooled conventionally. A graph 26 illustrates the temperature of the brake when the brake is cooled by means of said method. A dashed line 28 illustrates the boiling temperature of the brake fluid. A graph 30 illustrates the activation on" and deactivation "off" of the conventional cooling of the brake. A graph 32 illustrates the activation "on" and deactivation "off" of the cooling device according to said method. As can be seen from the graph 32, said method allows for realizing a predictive cooling of the brake in which the cooling device is switched into the second state at times t before the driver actually actuates the brake. Thus, the method allows for realizing a time advanced predictive cool strategy. Thereby, the temperature of the brake can be held below the boiling temperature. Overshoots can be avoided. This means the brake fluid can be held below the vaporisation point which results in a better and longer life of the brake.
Fig. 3 shows a diagram in which a dashed line 34 illustrates the wearout limit of the brake, in particular the brake pad. A graph 36 illustrates the wear of the brake when the brake is cooled by using said method. A graph 38 illustrates the wear of the brake when conventional cooling is used. A graph 40 illustrates the wear of the brake when the wear is not cooled. By using the predictive temperature cooling and increased braking efficiency and lifetime of the brake pad can be realized. The ordinate 42 of the diagram shows the wear of the brake pad, wherein the abscissa 44 of the diagram shows the duration of usage of the brake.
By means of said method, an increased brake performance as well as an increased product life can be realized. Moreover, cost reduction in material selection for product development can be realized. The strategy can be adapted dynamically for variable cooling requests and variable threshold limits for the brake fluid vaporization. The predictive strategy can be deployed on low cost cooling hardware, simultaneously realizing a particularly good cooling and performance of the brake. Usually, braking requires an optimum temperature band for braking efficiently. This can be controlled using said method. Alternatively or additionally other and/or more inputs can be used to calculate the probability of the application of the brake. Moreover, additional modules like TMS (Traffic Management System) can be used to detect braking points during, for example, drive way. Over the time as the prediction logic matures, the activation and de activation of the cooling device can be controlled to achieve energy efficiency without any undesirable effect.
List of reference signs estimation module 12 cooling command request 14 braking pattern 16 braking pattern 16 braking pattern graph 22 graph 24 graph 26 graph 28 dashed line graph 32 graph 34 dashed line 36 graph 38 graph graph 42 ordinate 44 abscissa time

Claims (5)

  1. SClaims A method for cooling at least one brake of a vehicle by means of at least one cooling device which is switched from at least one first state in which the cooling of the brake is effected by the cooling device into at least one second state in which the cooling effected by the cooling device is deactivated, characterized in that a probability of an application of the brake is calculated by means of an estimation module (10), wherein the cooling device is switched from the first state into the second state in dependency on the probability before the application of the brake actually happens.
  2. 2. The method according to claim 1, characterized in that the probability is calculated in dependency on a recorded driving pattern of the driver of the vehicle.
  3. 3. The method according to any one of claims 1 or 2, characterized in that the method comprises: -recording a driving pattern of the driver of the vehicle, the driving pattern representing a driving behavior of the driver along a route along which the vehicle was driven by the driver at least once; -detecting that the vehicle is driven along the route for a second time by the driver, wherein the probability is calculated in dependency on the recorded driving pattern.
  4. 4. The method according to any one of claims 1 or 2, characterized in that the probability is calculated when the vehicle is driven along a route for the first time.
  5. 5. The method according to any one of the preceding claims, characterized in that the probability is calculated in dependency on a position of the vehicle in relation to a route the vehicle is driven along.
GB1322717.8A 2013-12-20 2013-12-20 Method for cooling a brake of a vehicle Withdrawn GB2511610A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1322717.8A GB2511610A (en) 2013-12-20 2013-12-20 Method for cooling a brake of a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1322717.8A GB2511610A (en) 2013-12-20 2013-12-20 Method for cooling a brake of a vehicle

Publications (2)

Publication Number Publication Date
GB201322717D0 GB201322717D0 (en) 2014-02-05
GB2511610A true GB2511610A (en) 2014-09-10

Family

ID=50071254

Family Applications (1)

Application Number Title Priority Date Filing Date
GB1322717.8A Withdrawn GB2511610A (en) 2013-12-20 2013-12-20 Method for cooling a brake of a vehicle

Country Status (1)

Country Link
GB (1) GB2511610A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023097420A1 (en) * 2021-11-30 2023-06-08 华为技术有限公司 Temperature control method, temperature control apparatus and temperature control device for brake system of vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5322147A (en) * 1992-11-09 1994-06-21 General Motors Corporation Throttle initiated, supplemental pre-cooling system for vehicular brakes
JP2004248455A (en) * 2003-02-14 2004-09-02 Aisin Aw Co Ltd Drive control system of hybrid vehicle
US20060259219A1 (en) * 2005-05-16 2006-11-16 Denso Corporation Vehicle climate control apparatus and method
US20110246011A1 (en) * 2010-04-06 2011-10-06 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Operating method for a hybrid vehicle which is driven on a circuit

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5322147A (en) * 1992-11-09 1994-06-21 General Motors Corporation Throttle initiated, supplemental pre-cooling system for vehicular brakes
JP2004248455A (en) * 2003-02-14 2004-09-02 Aisin Aw Co Ltd Drive control system of hybrid vehicle
US20060259219A1 (en) * 2005-05-16 2006-11-16 Denso Corporation Vehicle climate control apparatus and method
US20110246011A1 (en) * 2010-04-06 2011-10-06 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Operating method for a hybrid vehicle which is driven on a circuit

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023097420A1 (en) * 2021-11-30 2023-06-08 华为技术有限公司 Temperature control method, temperature control apparatus and temperature control device for brake system of vehicle

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