JP2017196940A - Abrasion amount estimation device and abrasion amount estimation method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an abrasion amount estimation device which can estimate an abrasion amount at high reliability without the necessity for complicating processing.SOLUTION: Information of a current integrated traveling distance Mile is acquired from a vehicle, and a standard abrasion amount is calculated by multiplying the integrated traveling distance by a standard abrasion amount coefficient of a brake lining. Furthermore, a brake temperature FBT at a finish of a brake cycle is acquired, and an abrasion rate coefficient X (FBT) is acquired on the basis of data of an abrasion rate characteristic of the brake lining and the brake temperature FBT. A standard abrasion amount is corrected by using the abrasion rate coefficient X (FBT), and a proper value of a current abrasion amount is calculated. Since processing which is large in a load such as integration processing is dispensed with, the abrasion amount can be detected at a low cost. Since an estimation value is corrected by taking into consideration the brake temperature FBT and the abrasion rate characteristic, an estimation error can be reduced.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a wear amount estimation apparatus and a wear amount estimation method that can be used to grasp the wear state of a friction material in a braking device mounted on a vehicle.

  For example, a drum brake mounted on a vehicle generates a frictional force by pressing a shoe with a lining (friction material) on the inside of a drum that rotates together with wheels by the force of a hydraulic piston. A braking force is generated by converting the frictional force (kinetic energy) into thermal energy.

  In such a braking device, the friction material gradually wears as the brake is used. Further, when the friction material wears to some extent, the braking performance decreases. Therefore, in order to prevent the braking performance from being lowered, it is necessary to grasp the wear state of the friction material. When the wear progresses, it is necessary to replace the parts before the braking performance is lowered.

  For example, the “brake pad wear warning system” of Patent Document 1 estimates the cumulative wear amount of the brake pad as follows. Based on the braking energy E, the brake specification data, and the atmospheric temperature data, the temperature increase value of the brake pad for each vehicle braking unit is estimated, the temperature increase value of the brake pad, the wear rate data for each brake pad temperature, and the calculated braking energy. Based on E, the amount of wear of the brake pad for each vehicle braking unit is estimated and integrated. The braking energy E is calculated based on the initial speed Vi and the final speed Vo at the time of vehicle braking and the road surface altitude.

  Further, the “brake wear estimation device” of Patent Document 2 estimates the wear amount of the brake wear member from the actually measured temperature of the brake wear member and the estimated temperature of the brake wear member in a predetermined wear state. That is, the amount of wear is estimated using the difference in heat capacity caused by the wear of the brake wear member.

  Further, the “wear amount computing device” of Patent Document 3 calculates an estimated wear amount of the braking member based on information on the brake pressure, the speed to be braked, and the braking time, and further accumulates the estimated wear amount. The accumulated wear amount is obtained.

  Further, in the “electric brake device” of Patent Document 4, the rectilinear end where the linear motion portion of the linear motion mechanism is separated from the brake rotor, and the forward end where the linear motion portion approaches the brake rotor and generates a braking force; The amount of wear of the friction pad is estimated from the rotation angle of the electric motor during the period.

JP 2005-67508 A JP 2007-253878 A Japanese Patent Laying-Open No. 2015-121251 Japanese Patent Laying-Open No. 2015-182534

  However, since the conventional wear amount estimation method requires a relatively complicated calculation process, it is not easy to estimate the wear amount with high accuracy. For example, when the techniques of Patent Document 1 and Patent Document 3 are employed, the amount of wear for each vehicle braking unit must be calculated and the results must be integrated. In addition, when the technique of Patent Document 2 is adopted, a sensor for actually measuring the temperature is indispensable, and calculation processing for estimating the temperature is also required. Further, the technique of Patent Document 4 cannot be applied to a braking device that does not use an electric motor.

  The present invention has been made in view of the above situation, and a wear amount estimating apparatus and a wear amount estimating method capable of estimating a highly reliable wear amount without requiring complicated processing. The purpose is to provide.

  In order to achieve the above-described object, the wear amount estimating apparatus and the wear amount estimating method according to the present invention are characterized by the following (1) to (5).

(1) The friction member is installed in a vehicle on which a braking device including a braked member fixed concentrically with the rotating member and a friction material pressed against the braked member during braking is mounted. A wear amount estimation device for estimating the amount,
Mileage detection means for obtaining information of the mileage of the vehicle;
Temperature acquisition means for acquiring the temperature of a predetermined member whose temperature changes reflecting the operating state of the braking device;
A wear amount calculating means for calculating the wear amount of the friction material based on the travel distance of the vehicle acquired by the travel distance detecting means and the temperature information acquired by the temperature acquiring means;
Is provided.

(2) further comprising an operating state detecting means for detecting whether or not the braking device is operating;
The temperature acquisition means detects or estimates the temperature of the member at the timing when the operation state detection means detects that the braking device has changed from operating to non-operating;
The wear amount estimation apparatus according to (1) above.

(3) The wear amount calculation means determines a correction coefficient for correcting the standard wear amount of the friction material determined according to the travel distance of the vehicle based on the temperature information acquired by the temperature acquisition means. ,
The wear amount estimation apparatus according to (1) or (2) above.

(4) The wear amount calculation means includes a storage unit that stores information on the correction coefficient or temperature obtained in the past braking operation cycle, and information on past braking operation cycles held by the storage unit. And calculating the latest correction coefficient based on the last braking operation cycle information,
The wear amount estimation apparatus according to (3) above.

(5) In a vehicle equipped with a braked member fixed concentrically with a rotating member and a friction material pressed against the braked member during braking, the amount of wear of the friction material is reduced. A wear amount estimation method for estimating,
Obtaining information on the mileage of the vehicle,
Information on the temperature of a predetermined member whose temperature changes reflecting the operating state of the braking device is obtained by detection or estimation,
The amount of wear of the friction material is calculated based on information on the travel distance of the vehicle and information on the temperature.

  According to the wear amount estimation apparatus having the configuration (1), the wear amount is calculated based on the travel distance of the vehicle. Therefore, it is not necessary to calculate the wear amount for each braking cycle and integrate the results, and the error There is no accumulation, and the processing load is reduced. Further, by using the temperature information reflecting the operating state of the braking device, it is possible to estimate the wear amount with high accuracy in consideration of the influence of the time length of the braking state and the difference in the braking pressure.

  According to the wear amount estimating apparatus having the configuration (2), temperature information at a timing when the braking device changes from operating to non-operating is acquired. The estimated wear amount can be corrected correctly based on the temperature reflecting the influence. Therefore, it is possible to take into consideration the difference in the brake usage situation for each driver and the difference in the actual road conditions. Further, it is possible to suppress an increase in the processing load during operation of the braking device.

  According to the wear amount estimation apparatus having the configuration (3), the friction amount can be corrected by reflecting the detected temperature on the correction coefficient, and therefore the wear amount is calculated without applying an excessive load to the friction amount calculation means. be able to.

  According to the wear amount estimating apparatus having the configuration (4), the information obtained in each of a plurality of braking operation cycles is used, so that the accuracy of the correction coefficient can be increased. For example, even in situations where a light load braking cycle and a heavy load braking cycle occur alternately, the correct wear amount is calculated taking into account the effects of both the light load state and the heavy load state. As described above, the correction coefficient can be determined.

  According to the wear amount estimation method having the above configuration (5), since the wear amount is calculated based on the travel distance of the vehicle, it is not necessary to calculate the wear amount for each braking cycle and integrate the results. The burden of is reduced. Further, by using the temperature information reflecting the operating state of the braking device, it is possible to estimate the wear amount with high accuracy in consideration of the influence of the time length of the braking state and the difference in the braking pressure.

  According to the wear amount estimation apparatus and the wear amount estimation method of the present invention, it is possible to estimate a highly reliable wear amount without requiring complicated processing.

  The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through a mode for carrying out the invention described below (hereinafter referred to as “embodiment”) with reference to the accompanying drawings. .

FIG. 1 is a block diagram showing a basic configuration of a wear amount estimating apparatus according to an embodiment of the present invention. FIG. 2 is a block diagram illustrating a specific configuration example of the in-vehicle system including the wear amount estimation apparatus according to the embodiment of the present invention. FIG. 3 is a flowchart showing a specific example of the main processing procedure of the wear amount estimating apparatus according to the embodiment of the present invention. FIG. 4 is a graph showing a specific example of the wear rate characteristic. FIG. 5 is a graph showing a specific example of the wear rate coefficient specified by the wear rate characteristic and the brake temperature.

  Specific embodiments relating to the present invention will be described below with reference to the drawings.

<Basic configuration of wear amount estimation device>
FIG. 1 shows a basic configuration of a wear amount estimation apparatus according to an embodiment of the present invention.
The wear amount estimation apparatus 10 shown in FIG. 1 includes a lining wear amount calculation unit 11a, a travel distance detection unit 11b, a brake temperature detection unit 11c, a brake detection unit 11d, a wear rate characteristic acquisition unit 11e, and a wear alarm output unit 11f. I have.

  The travel distance detection means 11b has a function for acquiring information on the cumulative travel distance [km] in a vehicle (not shown) on which the wear amount estimation device 10 is mounted. In an actual vehicle, an odometer (cumulative odometer) that constantly outputs a value obtained by measuring the accumulated mileage from the time of manufacture is standardly mounted. Therefore, the mileage detecting means 11b provides information on the accumulated mileage. Can be acquired easily.

  The brake temperature detection means 11c (temperature acquisition means) detects or estimates the temperature of a predetermined member whose temperature changes reflecting the operating state of the brake device mounted on the vehicle. For example, the temperature of the corresponding part can be measured using a temperature sensor, or the temperature can be estimated using a predetermined calculation formula based on information such as wheel speed, brake fluid pressure, and ambient temperature. In order to actually measure the temperature of a predetermined member, for example, a temperature sensor is embedded in a lining or installed on a shoe.

  When the brake device mounted on the vehicle is a drum brake, a lining (friction material) affixed to a shoe that is pressed by the force of a hydraulic piston inside a drum (braking member) that rotates with a wheel (rotating member) ) Generates frictional force. This frictional force (kinetic energy) is converted into thermal energy to generate a braking force. Accordingly, the temperature of the lining increases with the operation of the brake device. The brake temperature detecting means 11c acquires information representing the temperature of parts such as the lining when the brake device changes from the operating state to the non-operating state, that is, when one operation cycle of the brake is completed.

  The temperature at the end of the brake operation cycle includes information such as the length of the brake operation time and the magnitude of the frictional force as a temperature profile accompanying the brake operation. Therefore, a parameter that affects the amount of wear of the lining can be acquired from the temperature detected by the brake temperature detecting means 11c.

  The brake detection unit 11d (operation state detection unit) has a function of detecting whether the current state of the brake device of the vehicle is activated or deactivated. For example, a brake device is monitored by monitoring a signal of a brake switch that controls lighting / extinguishing of a brake lamp (braking light) of a vehicle, or by monitoring a hydraulic pressure of a hydraulic device that drives a brake using a predetermined pressure sensor. Information identifying whether the device is active or inactive is obtained.

  The wear rate characteristic acquisition unit 11e has a function of acquiring information on the wear rate characteristic necessary for estimating the wear rate. This wear rate characteristic represents the relationship between the wear rate coefficient X and the brake temperature FBT [° C.] at the end of the brake cycle, as in the graph characteristic shown in FIG. Is a parameter representing the wear characteristics unique to the lining employed by the brake device.

  The lining wear amount calculation means 11a includes the vehicle travel distance acquired by the travel distance detection means 11b, information on the brake temperature FBT acquired by the brake temperature detection means 11c, and the wear rate characteristic acquired by the wear rate characteristic acquisition means 11e. The amount of wear of the lining of the brake device is calculated based on the above information.

  The wear warning output unit 11f reflects the wear amount calculated by the wear rate characteristic acquisition unit 11e in the output. For example, when the calculated amount of wear exceeds a predetermined threshold value, an alarm is output to the user such as the driver and the lining or the like is replaced in order to prevent the performance of the brake device from deteriorating. Prompt.

  The lining wear amount calculation means 11a, travel distance detection means 11b, brake temperature detection means 11c, brake detection means 11d, wear rate characteristic acquisition means 11e, and wear alarm output section 11f shown in FIG. It can be configured using a computer or other electrical circuit.

<Specific configuration example of in-vehicle system including wear amount estimation device>
FIG. 2 shows a specific configuration example of the in-vehicle system including the wear amount estimation apparatus 10 shown in FIG.
The wear amount estimation apparatus 10 illustrated in FIG. 1 includes a microcomputer (CPU) 11, a nonvolatile memory 12, a communication interface 13, and a signal processing unit 14. The wear amount estimation apparatus 10 is connected to a host ECU (electronic control unit) 21 via a communication interface 13.

  The host ECU 21 is built in a meter unit of a vehicle and has a function of an odometer (integrated odometer). The vehicle speed sensor 22 connected to the input of the host ECU 21 outputs one pulse signal each time the output shaft of the vehicle transmission rotates by a predetermined amount. Accordingly, by monitoring the pulse signal output from the vehicle speed sensor 22 and performing a predetermined calculation, the host ECU 21 can acquire the current vehicle speed [km / h] and the accumulated travel distance [km] from the factory shipment. .

  In the configuration shown in FIG. 2, in addition to the vehicle speed sensor 22, an operation unit 23 and an alarm output unit 24 are connected to the host ECU 21. The operation unit 23 can be used by an operator or the like for giving some instruction to the host ECU 21 during maintenance, for example. The alarm output unit 24 can be used, for example, to give an alarm to the driver that prompts replacement of parts of the brake device 25.

  In the configuration shown in FIG. 2, it is assumed that the brake device 25 including the lining temperature sensor 26 is used. The lining temperature sensor 26 is installed on a predetermined member whose temperature rises due to the influence of heat generated by the frictional force generated between the lining and the brake drum. A temperature signal detected by the lining temperature sensor 26 is input to the wear amount estimation apparatus 10.

  The brake signal SG_BR is also input to the wear amount estimation apparatus 10. The brake signal SG_BR is a binary signal corresponding to lighting / extinguishing of the brake lamp. The signal processing unit 14 in the wear amount estimating apparatus 10 converts, for example, an analog level of a temperature signal output from the lining temperature sensor 26 into a digital signal, or sets the brake signal SG_BR to a voltage suitable for the input of the microcomputer 11. Signal processing for conversion is performed.

  The communication interface 13 provides a communication function for connecting the microcomputer 11 to the host ECU 21 via a communication network on the vehicle.

  The non-volatile memory 12 is a memory in which data can be written and read, and provides a storage area for holding various information required for the microcomputer 11 in the process of estimating the wear amount. Specifically, the vehicle mileage initial value storage unit 12 a, the wear rate characteristic storage unit 12 b, and the wear rate coefficient storage unit 12 c shown in FIG. 3 are included in the nonvolatile memory 12. Further, data representing a specific wear rate characteristic (see FIG. 4) in the lining of the brake device 25 is determined in advance, and is written in the wear rate characteristic storage unit 12b.

  The microcomputer 11 operates in accordance with a program incorporated therein, and executes various processes required for controlling the wear amount estimating apparatus 10. Specifically, the microcomputer 11 has the lining wear amount calculation means 11a, the travel distance detection means 11b, the brake temperature detection means 11c, the brake detection means 11d, the wear rate characteristic acquisition means 11e, and the wear alarm output section shown in FIG. The processing corresponding to each function of 11f is sequentially executed in accordance with, for example, the procedure shown in FIG. 3 to estimate the lining wear amount.

<Description of lining wear rate characteristics>
A specific example of the wear rate characteristic is shown in FIG. A specific example of the wear rate coefficient specified by the wear rate characteristic and the brake temperature is shown in FIG.

  The wear rate characteristic of the lining used in the present embodiment represents the relationship between the wear rate coefficient X and the brake temperature FBT at the end of the brake cycle, as shown in FIG. 4, for example. That is, the value of the wear rate coefficient X that should be used when calculating the wear rate varies depending on the brake temperature FBT at the end of the brake cycle.

  In the wear rate characteristics shown in FIGS. 4 and 5, the wear rate coefficient X is substantially constant x0 in the region where the brake temperature FBT is relatively low. Further, in a region where the brake temperature FBT is equal to or higher than a predetermined value, the wear rate coefficient X tends to increase in proportion to the increase in the brake temperature FBT.

  For example, when the driver temporarily operates the brake device 25 to slightly decelerate the vehicle, the frictional force generated in the lining of the brake device 25 is relatively small and the brake is operating. The time length is short and the heat generation is small. Therefore, in this case, the brake temperature FBT is in a relatively low temperature region. That is, since it corresponds to the “brake temperature range during light load use” A1 shown in FIG. 5, an appropriate wear rate coefficient corresponding to the brake temperature FBT at the end of the current brake cycle is determined from the wear rate characteristics shown in FIG. A value of “x0” is obtained as X.

  On the other hand, when the driver operates the brake device 25 in a relatively strong state in order to rapidly decelerate the vehicle, the frictional force generated in the lining of the brake device 25 becomes relatively large, and the brake operates. The length of time is relatively long and the amount of heat generation is large. Therefore, in this case, the brake temperature FBT is in a relatively high temperature region. That is, since it corresponds to the “brake temperature range during heavy load use” A2 shown in FIG. 5, an appropriate wear rate coefficient corresponding to the brake temperature FBT at the end of the current brake cycle is determined from the wear rate characteristics shown in FIG. A value of “xh” is obtained as X.

<Specific example of processing procedure>
A specific example of the main processing procedure of the wear amount estimation apparatus 10 according to the embodiment of the present invention is shown in FIG. That is, the microcomputer 11 shown in FIG. 2 executes the processing steps shown in FIG. 3, thereby realizing the functions of the respective means shown in FIG. 1 and estimating the lining wear amount in the brake device 25. it can. Note that the execution order of the processing steps shown in FIG. 3 can be changed as necessary.

  In step S <b> 11, the microcomputer 11 acquires information on the current vehicle travel distance Mile [km] from the host ECU 21. This vehicle travel distance Mile is the same value as the accumulated travel distance [km] displayed by the odometer on the vehicle at that time.

In step S12, the microcomputer 11 acquires the initial value Mile_0 [km] of the vehicle mileage held by the vehicle mileage initial value storage unit 12a, and calculates an effective vehicle mileage Mile_1 [km] by the following equation. .
Mile_1 = Mile-Mile_0 (1)

  When the vehicle is shipped from the factory, 0 [km] is held as the initial value Mile_0 in the vehicle travel distance initial value storage unit 12a. However, when a predetermined wear or more is detected in the lining of the brake device 25, it is necessary to replace the parts. Then, when the parts of the brake device 25 are replaced, for example, when an operator gives an instruction using the operation unit 23, the microcomputer 11 uses the vehicle travel distance Mile at that time to store the vehicle travel distance initial value storage unit 12a. The initial value Mile_0 is overwritten. Therefore, the effective vehicle travel distance Mile_1 calculated by the above equation (1) represents the travel distance of the vehicle from when a new part is mounted on the brake device 25 to the present time.

  In step S13, the microcomputer 11 acquires information on the brake temperature FBT [° C.] at the timing of the end of the brake cycle. Specifically, when the brake signal SG_BR detects that the brake device 25 has changed from the operating state to the non-operating state, the microcomputer 11 acquires information on the temperature detected by the lining temperature sensor 26 as the brake temperature FBT. . Note that an estimated temperature value may be used instead of the temperature actually measured by the lining temperature sensor 26.

  In step S14, the microcomputer 11 specifies the wear rate coefficient X (FBT (n)) of the current (n-th) brake cycle based on the wear rate characteristic held in the wear rate characteristic storage unit 12b. That is, using the brake temperature FBT (n) detected in step S13 at the end of the n-th brake cycle as a parameter, the corresponding wear rate coefficient X (FBT ( n)) is acquired by the microcomputer 11. Further, the information on the current wear rate coefficient X (FBT (n)) acquired in step S14 is stored in the wear rate coefficient storage unit 12c so that it can be used in the subsequent brake cycles.

  In step S15, the microcomputer 11 acquires information on the wear rate coefficient X (FBT (n-1)) obtained in the previous (n-1) th brake cycle from the wear rate coefficient storage unit 12c.

In step S16, the microcomputer 11 calculates the optimized wear rate coefficient X (FBT) by the following equation.
X (FBT) = Gain (n) .X (FBT (n)) + Gain (n-1) .X (FBT (n-1)) (2)
Gain (n): Constant X (FBT (n)) representing gain with respect to the wear rate coefficient of the nth brake cycle: Wear rate coefficient corresponding to the brake temperature of the nth brake cycle
Gain (n-1): Constant X (FBT (n-1)) representing the gain with respect to the wear rate coefficient of the (n-1) th brake cycle: Wear rate corresponding to the brake temperature of the (n-1) th brake cycle coefficient

  That is, the optimized wear rate coefficient X (FBT) is calculated based on the wear rate coefficients of the nth and (n−1) th brake cycles. By using this wear rate coefficient X (FBT) as a correction coefficient, it is possible to correct the wear rate so as to reflect a state closer to the actual brake use situation.

  For example, assuming that the light load area A1 and the heavy load area A2 shown in FIG. 5 are alternately used according to the driving habits of the driver and the actual road conditions, Based on the brake cycle wear rate coefficient x0 corresponding to the area A1 and the brake cycle wear rate coefficient xh corresponding to the heavy load area A2, an appropriate wear rate coefficient X (FBT) is obtained from the above equation (2). Is calculated.

In step S17, the microcomputer 11 calculates the current lining wear amount wear (n) based on the following equation.
wear (n) = K0 · Mile_1 · X (FBT) (3)
Here, the value [mm / km] of the constant K0 is a parameter used for estimating a standard lining wear amount from the vehicle travel distance Mile_1, and is a specific value determined in advance.

  That is, by estimating the current wear amount wear (n) by the calculation of the above equation (3), the standard lining wear amount corresponding to the actual vehicle travel distance can be estimated. Furthermore, the standard lining wear amount is corrected using an appropriate wear rate coefficient X (FBT) determined based on the inherent friction coefficient characteristic of the lining (see FIG. 4) and the brake temperature FBT at the end of the brake cycle. By doing so, it is possible to estimate the current wear amount wear (n) reflecting the actual brake usage state with high accuracy.

  In step S18, the microcomputer 11 performs an output process on the current wear amount wear (n) calculated in step S17. For example, a predetermined threshold value representing the upper limit value of the wear amount is compared with the current wear amount wear (n), and if the current wear amount wear (n) exceeds the threshold, the microcomputer 11 sets the upper ECU 21. The alarm output unit 24 outputs a brake alarm. This can prompt the user to replace the brake parts.

<Possibility of deformation>
The wear rate characteristic data stored in the wear rate characteristic storage unit 12b on the nonvolatile memory 12 is stored in a state in which a number of wear rate coefficients X are associated with each of various brake temperatures FBT. However, data in other formats may be used. For example, a calculation formula representing a set of a plurality of straight lines may be specified as a line graph that approximates the corresponding wear rate characteristic, and a parameter representing the calculation formula may be held in the wear rate characteristic storage unit 12b.

  In the processing procedure shown in FIG. 3, in order to calculate the wear rate coefficient X (FBT) optimized in step S16, the wear rate coefficients of the nth and (n-1) th brake cycles are calculated. However, a wear rate coefficient of 3 or more brake cycles may be used. When the process is simplified, step S16 may be omitted, and the nth wear rate coefficient X (FBT (n)) may be used as the wear rate coefficient X (FBT) in step S17.

  In the processing procedure shown in FIG. 3, the wear rate coefficient X (FBT (n, n-1)) of each brake cycle is held in the wear rate coefficient storage unit 12c. FBT (n, n-1) may be held in the wear rate coefficient storage unit 12c.

  Further, although the standard lining wear amount is estimated based on the vehicle travel distance Mile, the estimation accuracy can be increased by adding further processing. For example, only the distance traveled by the vehicle while the brake is operating can be extracted and integrated, and the lining wear amount can be estimated based on the distance of the integrated value. It is also conceivable to use an integrated value of the number of brake operations in a section corresponding to the vehicle travel distance Mile or an integrated value of the brake operation time. However, since the load on the microcomputer 11 increases when such processing is added, the addition of the processing is determined according to the allowable load amount of the microcomputer 11.

  In the present embodiment, the case where the present invention is applied to the drum brake has been described. However, the present invention is not limited to this, and can be applied to a braking device that performs braking using a friction material such as a disk brake pad. Needless to say.

  In the above description, the wear amount estimation device 10 is described on the assumption that it is mounted on the vehicle. However, a part of the wear amount estimation device 10 may be installed in an external server of the vehicle. . For example, in a management company that manages a plurality of vehicles, an external server that centrally manages these vehicles functions as wear amount calculation means, and each vehicle has a vehicle travel distance Mile and a brake temperature FBT with respect to the external server. Transmit by radio. As a result, the manager can identify a vehicle in which the amount of wear of the lining exceeds a predetermined value, and take measures such as sending the vehicle to maintenance.

<Advantages of Wear Amount Estimation Device 10>
In the wear amount estimation apparatus 10 described above, the standard lining wear amount is estimated based on the vehicle travel distance Mile that can be easily obtained on the vehicle. There is no need to do. Therefore, the amount of lining wear can be estimated at low cost.

  Further, since the lining wear amount is corrected based on the wear rate characteristic held in the wear rate characteristic storage unit 12b, the estimated value can be corrected according to the inherent wear characteristic such as lining, and the estimation error is reduced. be able to. In addition, since an appropriate wear rate coefficient X can be selected based on the brake temperature FBT at the end of the brake cycle, the estimated value can be corrected according to the actual brake use status and the brake load, thereby reducing the estimation error. be able to.

DESCRIPTION OF SYMBOLS 10 Wear amount estimation apparatus 11 Microcomputer 11a Lining wear amount calculation means 11b Travel distance detection means 11c Brake temperature detection means 11d Brake detection means 11e Wear rate characteristic acquisition means 11f Wear warning output part 12 Non-volatile memory 12a Vehicle travel distance initial value storage Unit 12b wear rate characteristic storage unit 12c wear rate coefficient storage unit 13 communication interface 14 signal processing unit 21 host ECU
22 Vehicle speed sensor 23 Operation unit 24 Alarm output unit 25 Brake device 26 Lining temperature sensor SG_BR Brake signal Mile Vehicle travel distance FBT Brake temperature X Wear rate coefficient K0 Standard wear amount coefficient Gain Gain coefficient wear (n) Current wear amount of lining

Claims (5)

A braked member fixed concentrically with a rotating member and a friction material pressed against the braked member during braking are installed in a vehicle on which a braking device is mounted, and the amount of wear of the friction material is estimated. A wear amount estimating device for
Mileage detection means for obtaining information of the mileage of the vehicle;
Temperature acquisition means for acquiring the temperature of a predetermined member whose temperature changes reflecting the operating state of the braking device;
A wear amount calculating means for calculating the wear amount of the friction material based on the travel distance of the vehicle acquired by the travel distance detecting means and the temperature information acquired by the temperature acquiring means;
A wear amount estimation device comprising: An operating state detecting means for detecting whether or not the braking device is operating;
The temperature acquisition means detects or estimates the temperature of the member at the timing when the operation state detection means detects that the braking device has changed from operating to non-operating;
The wear amount estimation apparatus according to claim 1. The wear amount calculation means determines a correction coefficient for correcting the standard wear amount of the friction material determined according to the travel distance of the vehicle based on the temperature information acquired by the temperature acquisition means.
The wear amount estimation apparatus according to claim 1 or 2. The wear amount calculation means includes a storage unit that holds information on the correction coefficient or temperature obtained in the past braking operation cycle, and information on the past braking operation cycle held in the storage unit, and the last And calculating the latest correction coefficient based on the braking operation cycle information of
The wear amount estimation apparatus according to claim 3. Wear that estimates the amount of wear of the friction material in a vehicle equipped with a brake member that is fixed concentrically with the rotating member and a friction material that is pressed against the brake member during braking A quantity estimation method comprising:
Obtaining information on the mileage of the vehicle,
Information on the temperature of a predetermined member whose temperature changes reflecting the operating state of the braking device is obtained by detection or estimation,
Calculating the wear amount of the friction material based on the information on the travel distance of the vehicle and the information on the temperature;
Wear amount estimation method.

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