Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
  • B60Q5/00—Arrangement or adaptation of acoustic signal devices
  • B60Q5/005—Arrangement or adaptation of acoustic signal devices automatically actuated
• • 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
• • 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
• • 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
  • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
• • 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
  • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
  • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
• • 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
  • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
• • 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
• • 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
  • G07C5/006—Indicating maintenance
• • 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
  • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
• • 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
  • G07C5/0808—Diagnosing 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
  • G07C5/0816—Indicating performance data, e.g. occurrence of a malfunction
• • 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
  • B60T2270/40—Failsafe aspects of brake control systems
  • B60T2270/406—Test-mode; Self-diagnosis
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/10—Road Vehicles
  • B60Y2200/14—Trucks; Load vehicles, Busses
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2400/00—Special features of vehicle units
  • B60Y2400/81—Braking systems
• • 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
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
  • G06Q10/00—Administration; Management
  • G06Q10/20—Administration of product repair or maintenance

Definitions

• the invention relates to a method for increasing the operational reliability of thermally loaded functional parts of a brake of a vehicle according to the preamble of claim 1.
• the invention also relates to a corresponding control unit.
• a thermal overload of the functional parts involved can also result from a so-called hot running, There is no conscious braking instead, but the hot running is done by a light application of the brake pads, which permanently to thermal damage to the brake pads and the mechanical parts of the disc brake, such as guides, Seals or the like can result.
• the document DE 44 31 045 C2 describes a sensor arrangement for the common measurement of two quantities, e.g. the speed of a wheel having a brake of a motor vehicle and the temperature of the brake by means of an inductive sensor.
• the invention has for its object to develop a method that increases the service life of the disc brake and their reliability is optimized.
• Reading a temperature signal of the at least one brake which represents at least one detected by at least one sensor temperature of the brake and / or a functional part of the brake, and reading a brake request signal and / or brake pressure signal for the at least one brake;
• the method according to the invention represents, so to speak, as a thermal management which not only detects the operating temperatures by means of sensors, which provides and evaluates operating temperatures as a temperature signal representing the temperature, but, if necessary, readjusts the functional parts, as far as possible.
• a control signal is provided using the temperature signal, which represents a reference variable for at least one functional part.
• the readjustment is computer-controlled.
• the method may be performed on a brake or in a brake system.
• the brake may be, for example, a disk brake or a drum brake.
• the signal transmission can be done wirelessly. This means that a signal transmission from the sensor to the evaluation device and from there possibly to an actuator wirelessly, so by radio or the like, takes place, wherein the control of the functional parts takes place taking into account the state of the disc brake.
• the temperature measurement can be done directly or indirectly on different functional parts.
• the temperature signal representing at least one temperature of at least one functional part can be provided by a temperature sensor, such as a thermocouple, a resistance thermometer or a non-contact measuring thermometer such as a radiation thermometer or derived from another sensor signal Polrad, on the brake disc of the disc brake, on one or both brake pads or on a brake caliper part, as well as electronic components on the type of separate or integrated thermocouples, as they are used for temperature compensation, are arranged.
• the temperature is measured on lining wear sensors, which are integrated in the brake pads.
• the temperature measurement may be performed using a flywheel and / or an ABS sensor. This can be advantageously used a sensor for two functions.
• a signal amplitude of the pole wheel sensor can represent a temperature of a functional part, with the frequency corresponding to the rotational speed and the amplitude to the temperature. It should be noted, however, that when connecting the pole wheel to the brake disc whose design, depending on whether, for example, a cup wheel or neck disc is used, and the position of the pole, an influence on the time course of the temperature signal and the height of the Tem - takes temperature.
• the method can detect these differences by plausibilizing the data with an electronic braking system (EBS), using brake pressure, braking time and speed to determine the amount of braking energy applied.
• EBS electronic braking system
• radiation pyrometers can be used, wherein in the case of a disc brake is preferably provided on both sides of the brake disc in each case a radiation pyrometer.
• the radiation pyrometer may be an infrared thermometer in the form of, for example, a narrowband pyrometer, with germanium photodiode or indium
• Gallium arsenide photodiode or band-radiation pyrometer as well as a quotient pyrometer.
• Thermally affected states of the brake such as e.g. A disc brake, for example, result from glazing brake pads that result from too low contact pressure and too low temperature at the brake pads, resulting in a loss of the coefficient of friction of the brake pads.
• This can be e.g. by the predominant use of continuous braking systems, such as Retarders and other secondary unbebremssys- systems with braking energy recovery, such as used in hybrid vehicles result.
• continuous braking systems such as Retarders and other secondary soirbremssys- systems with braking energy recovery, such as used in hybrid vehicles result.
• a small brake pressure is introduced during the braking process and only low temperatures are reached.
• One embodiment provides that at a brake pressure too low and / or too low a temperature at the disc brake supporting brakes, such as retarder or recuperative brakes are turned off and the low brake pressure is increased in a corresponding manner. As a result, vitrification can be prevented.
• a load balance between a plurality of brakes can be requested or initiated.
• a request may be sent to a controller by a controller (ECU) so that, if present brakes which are supported by glazed coverings are switched off in order to increase the braking force and, as a consequence, the temperature at the brake with glazing coverings.
• Supportive brakes may be retarders or recuperative brakes mounted on the axle or powertrain. That is, the service brakes are sometimes used in front of an engine brake and / or the retarders or recuperative brakes.
• a greater braking force can be exerted on the glazing brake pads without increasing a total deceleration of the vehicle, whereby the resulting increased braking force on the glazing brake pads counteracts the state of vitrification and the coefficient of friction of the brake pads is increased again.
• the basic temperature of the brake such as a disc brake is maintained at a defined elevated level, so that said cold wear or vitrification of the brake pads is avoided.
• the ability of the driver to recognize by means of a display the transmitted signals when a setpoint temperature of all disc brakes is exceeded and then to react so as to avoid a corresponding continuous load of the disc brakes.
• a slightly constant increase in temperature with the wheel rotating on the brake pads can be due to a temporary failure of the mechanical brake, e.g. indicate the guidance of the brake pad or brake caliper guide.
• the brake can be actuated to achieve release of a clamping guide. If this does not improve the malfunction, the brake request can be reduced to the disc brake and a visual and / or audible warning can be triggered.
• Hot running of the brake can occur due to a malfunction resulting from a no longer sufficient clearance for the free movement of the
• an acoustic and / or optical signal can be output. This is advantageous because the driver is forewarned.
• Another warning may be in yet another embodiment when Erkennu a permanently elevated temperature, especially for long-lasting Downhill of the vehicle, done by a warning signal is provided.
• optimization of the thermal brake condition can be achieved by distributing the brake request only in a stable running range, i. in the low brake pressure and deceleration area.
• a compensation of the braking power between a plurality of brakes of an axle can take place.
• a compensation of the braking power between brakes of a plurality of axes take place.
• the braking request distribution can be limited to the driving-stable range.
• the drive-stable region can be arranged in the low brake pressure and the deceleration region.
• the brake pressure can be adjusted in a vehicle-stable state of the vehicle, in particular at a low brake pressure and / or low deceleration values, in particular at a brake pressure less than 7 bar, in particular less than 5 bar, in particular less than 3 bar, in particular at a deceleration value smaller 3m / s.
• a low brake pressure and / or low deceleration values in particular at a brake pressure less than 7 bar, in particular less than 5 bar, in particular less than 3 bar, in particular at a deceleration value smaller 3m / s.
• the evaluation unit reduces the friction work of a brake, e.g. detected by reduced temperature emission or a reduced emission value and thus a reduced friction coefficient of the friction pair, so a so-called plaster braking can be initiated.
• the described condition may be due to a previous high thermal load e.g. be caused with a disc brake, in particular with material transfer to the brake disc or by a little used for a long period brake, which is also known as "falling" pads.
• a decrease in the friction work of the disc brake based on reduced temperature emissions and / or a reduced emission value and / or at a temperature below a temperature threshold at a brake pressure below a brake pressure threshold can be determined.
• a different brake pressure can be applied to the disc brakes in yet another embodiment.
• the compensation of the braking request can also be made diagonally, i. for example, front right and rear left. So can advantageously be maintained a stable driving condition.
• the amount of temperature and the time course of the temperature increase and temperature reduction after a successful braking can differ between two vehicles due to various vehicle configurations and wheel house designs, for example, buses and trucks. This can be mapped in a replacement model. In order to obtain appropriate parameters here, it can be checked after application of the brake pressure within which time the temperature is set.
• a check of the emitted signal can be performed by comparison with other wheels or brakes of the vehicle.
• the replacement model can be the heat conduction or heat transfer and, alternatively or alternatively, the heat capacity and cooling of the brake, the adjacent components as well as additionally or alternatively the environment.
• An inventive control device for carrying out the above-described method for increasing the operational reliability of at least one brake of a vehicle, in particular a commercial vehicle and / or a trailer according to one of the preceding claims and / or for reducing brake wear and / or drive energy has the following facilities:
• an interface for reading a temperature signal of the at least one brake which represents at least one detected by at least one sensor temperature of the brake and / or a functional part of the brake, and reading a brake request signal and / or brake pressure signal for the at least one brake; determining means for determining a thermal failure using the temperature signal and the brake request signal and / or the brake pressure signal; and a provision device for providing an adapted brake request signal and / or adapted brake pressure signal using the thermal fault case in order to achieve the operational reliability of the at least one thermally loaded functional part of the at least one brake and / or the reduction of the brake wear and / or the drive energy.
• the control unit may be designed to perform or implement the steps of a variant of a method presented here in corresponding devices.
• a control device can be understood as meaning an electrical device or an electrical circuit, for example an integrated circuit.
• a control device may also be understood to mean a control device, an ECU or a control device.
• the controller may be part of an electronic braking system.
• the control unit can be designed to receive and output signals via suitable interfaces. Also by the controller, the idea underlying the invention can be efficiently implemented by the controller.
• a control device can be understood as meaning an electrical device which processes sensor signals and outputs control and / or data signals as a function of the sensor signals.
• the interfaces of the control device can be designed in hardware and / or software.
• the interfaces can, for example, be part of a so-called be called system ASICs that includes a variety of functions of the controller.
• the interfaces can also be designed as separate, integrated circuits or at least partially consist of discrete components.
• the interfaces can be software modules which are present, for example, on a microcontroller in addition to other software modules.
• a brake for a vehicle in particular a commercial vehicle and / or a trailer, is configured to provide a temperature signal and / or an adapted brake request to increase the operational reliability of at least one thermally loaded functional part of the brake and / or to reduce a brake wear and / or a To receive drive power.
• a braking system for a vehicle in particular a commercial vehicle and / or a trailer, comprises the control unit described above, a first brake described above arranged on an axis; and a second above-described brake disposed on the axle relative to a vehicle longitudinal axis on an opposite side of the axle from the first brake or on another axle.
• a vehicle in particular a commercial vehicle and / or a trailer, has the braking system described above.
• a computer program product with program code which can be stored on a machine-readable carrier such as a semiconductor memory and used to carry out the method according to one of the embodiments described above, when the computer program product is executed on a control device or a control device.
• the method according to the invention can be updated such that new fault states, as determined in field operation or in field trials, are stored.
• the brakes can be operated to optimize braking performance, including brake wear.
• the service life in particular the braking time If the individual disk brakes used on a vehicle were to be used, they could thus be adjusted.
• a further advantage results in one embodiment when transmitted values relating to fault conditions and wear are transmitted via a logbook or geolocation system to workshops for the provision of spare parts, or planning of service intervals.
• This relates in particular to the provision of spare parts, such as brake pads, replacement brakes and the planning of service intervals, which is possible via the thermal detection of the state of the disc brake.
• Fig. 1 is a schematic block diagram of a vehicle with a
• FIG. 2 is a flowchart of a method according to an embodiment of the present invention.
• Fig. 3 is a tabular overview thermal fault cases according to a
• the vehicle 1 shows a schematic block diagram of a vehicle 100 with a brake system according to one exemplary embodiment of the present invention.
• the vehicle 1 00 includes in the illustrated embodiment, a commercial vehicle 1 02 and a trailer 1 04.
• a forward direction is indicated by an arrow.
• the commercial vehicle 1 02 has three axes 1 1 0, 1 20, 130, each with two brakes 1 1 2, 1 14, 1 22, 124, 1 32, 1 34, wherein in each case a brake 1 1 2, 1 22, 1 32 on the right in the direction of travel of the commercial vehicle 1 02 vehicle side and a brake 1 14, 124, 1 34 is arranged on the left side of the vehicle. Furthermore, the commercial vehicle 1 02 on a control unit 140.
• the brakes are designed to provide at least one temperature signal t1 1 2, t1 14, t1 22, t1 24, t1 32, t1 34, which is supplied to the control unit 140 via a respective signal line and read by the control unit 140.
• the control unit 140 is designed to provide a brake demand signal 142 per brake 1 1 2, 1 14, 1 22, 1 24, 132, 1 34.
• the brake request signal 142 is transmitted via a respectively associated signal line to each brake 1 12, 1 14, 1 22, 1 24, 1 32, 1 34.
• the trailer 1 04 has two axles 1 50, 1 60, each with two brakes 1 52, 1 54, 1 62, 1 64, each with a brake 1 52, 1 62 on the right in the direction of the trailer 1 04 vehicle side and a Brake 1 54, 1 64 is arranged on the left side of the vehicle. Furthermore, the trailer 1 04 a trailer control unit 170.
• the brakes 1 52, 1 54, 1 62, 1 64 are designed to provide at least one temperature signal t1 52, t1 54, t1 62, t1 64, which is supplied to the trailer control unit 1 70 via a respective signal line and read by the trailer control unit 1 70 becomes.
• the trailer control unit 1 70 is designed to provide a brake request signal 1 72 per brake 1 52, 154, 1 62, 1 64.
• the brake request signal 1 72 is transmitted via an associated signal line to each brake 152, 1 54, 1 62, 1 64.
• the control units 140, 1 70 are designed to carry out the method described in FIG. 2, respectively.
• the control unit 140 in the utility vehicle is designed to carry out the method for the brakes of the utility vehicle 1 02 and for the brakes of the trailer 104.
• the trailer control unit 1 70 of the trailer 1 04 is adapted to perform the method for the brakes of the trailer independent of the commercial vehicle 1 02.
• the method is suspended in the event of an emergency stop / full braking or a state leaving the vehicle stable state of the vehicles 1 02, 1 04.
• a compensation of a braking request takes place within an axis, between two axes, diagonal (eg: VR / HL) over the vehicle 1 00, 1 02, 104 or between commercial vehicle 1 02 and trailer 1 04.
• Most of the brakes in the usual vehicle configurations take place in the lower brake pressure and deceleration area.
• the braking request distribution is used only in the driving stable area, which is arranged in the low brake pressure and deceleration area.
• the control units 140, 1 70 are designed to perform a condition monitoring of the brakes of the vehicles 1 02, 1 04. By informing about their respective temperature and their respective wear, the brakes can be operated in such a way that braking power and wear on the vehicle 1 00 are optimized and the lining wear or lining life within the vehicle / trailer are adjusted. The braking request can thus be directed to the individual brakes, depending on the condition monitoring.
• Fig. 3 illustrates various thermal faults and ways to repair them or issue a warning. By storing the detected thermal failure cases, predictive maintenance can be planned.
• the control device 140 has the following devices: an interface 144 for reading in a temperature signal of the at least one brake, which represents at least one temperature of the brake and / or a functional part of the brake detected by at least one sensor, and / or reading in a brake request signal and / or brake pressure signal for the at least one brake; a determination device 146 for determining a thermal failure using the temperature signal and the brake request signal and / or brake pressure signal; and a provision device 148 for providing an adapted brake request signal and / or adapted brake pressure signal using the thermal fault case in order to achieve the operational reliability of the at least one thermally loaded functional part of the at least one brake and / or reducing the brake wear and / or the drive energy.
• the trailer control unit 170 may be constructed in the same way.
• control unit 140 of the commercial vehicle 1 02 and the trailer control unit 1 70 of the trailer 1 04 are coupled together.
• the two controllers 140, 1 70 operate independently of each other.
• the vehicle 100 has a control unit 140 which has a braking request in the event of a recognized thermal fault on the axles 1100, 110, 20 of the commercial vehicle 102 and the axles 150, 16 of the trailer 104 distributed.
• FIG. 2 shows a method 200 according to an embodiment of the present invention.
• the method 200 for increasing the operational reliability of at least one thermally loaded functional part of at least one brake for a vehicle and additionally or alternatively for reducing brake wear and additionally or alternatively for reducing drive energy comprises a step 21 0 of reading, a step 220 of determining and a step 230 of providing.
• the vehicle may be a variant of an embodiment of a vehicle 100 shown in FIG. 1.
• step 21 0 of reading is a temperature signal of at least one brake 1 1 2, 1 14, 122, 1 24, 1 32, 1 34, 152, 154, 1 62, 1 64 of the vehicle 1 00, which at least one by at least a sensor detected temperature of the brake 1 1 2, 1 14, 1 22, 1 24, 1 32, 1 34, 1 52, 1 54, 1 62, 1 64 of the vehicle 1 00 and / or a functional part of the brake 1 1 second , 1 14, 1 22, 1 24, 1 32, 1 34, 1 52, 1 54, 1 62, 1 64 of the vehicle 1 00, as well as a brake request signal and, additionally or alternatively, a brake pressure signal for the at least one brake 1 1 2, 1 14, 122, 1 24, 1 32, 1 34, 1 52, 1 54, 1 62, 1 64 of the vehicle 1 00 read.
• a thermal failure case is determined using the temperature signal and the brake request signal and / or brake pressure signal.
• an adapted brake request signal and / or adapted brake pressure signal is provided using the thermal fault case to increase the operational safety of the at least one thermally loaded functional part of the at least one brake 1 2, 1 14, 122, 1 24, 132, 1 34, 152, 1 54, 1 62, 1 64 of the vehicle 1 00 to increase and / or to achieve the reduction of the brake wear and / or the drive energy.
• FIG. 3 shows a tabular overview of thermal error cases according to an exemplary embodiment of the present invention.
• Each column shows a thermal failure of a brake of a vehicle.
• the first line represents the error case of the hot run
• the second line represents the error case of a nes abuse, such as during or after a downhill
• the third line shows an error case of glazing
• the fourth line shows an error case of a jamming leadership.
• the first column represents the state of the brake pressure
• the second column represents the temperature
• the third column represents the time course.
• the letter “h” means the time value "hour” and the letter “M” the time value "month”.
• the failure of the hot run can be caused by a malfunction of the brake, for example, if sufficient clearance for the clearance of the brake disc can no longer be displayed. Heat occurring at such a brake leads to a self-reinforcing effect.
• the malfunction of the hot run is characterized by a sustained (high) increased temperature over a long period of time without an applied brake request or applied brake pressure signal.
• a one-time large brake request for example, brake pressure greater than 8 bar for at least one second
• the brake can be put back into a functional state, or an undesirable misconduct can be avoided.
• the failure of glazing is characterized by an elevated temperature at low brake pressures over a long period of time.
• By too low Contact pressure and too low temperature on the linings results in a loss of the coefficient of friction of the linings.
• This can be triggered for example by the predominant use of retarders and secondary auxiliary brake systems.
• only a small brake pressure is applied during braking and only low temperatures are generated.
• the brake request to the corresponding brake is increased by leaving another axle completely unbraked and thus a stronger brake pressure can be given to the axle with the glazing pads, or by a temporary shutdown of retarder and secondary auxiliary brakes.
• a temporary mechanical fault condition such as a jamming guide
• a slight increase in the temperature of the linings with a rotating wheel that is constant within a tolerance range can indicate a temporary malfunction of the mechanical brake, for example the guidance of the lining or the saddle guide.
• a higher brake pressure is once applied to this brake / axle at the next braking to achieve release of the clamping guide. If this does not improve the malfunction, the brake request to this brake / axle is reduced, and a warning lamp or an audible warning signal can be connected.
• the brake can be controlled with the vehicle stationary at least once or several times with up to maximum brake pressure. For example, with the engine off, the brake is actuated three times with maximum brake pressure for one second each to counteract the fault or to eliminate the fault.

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• Engineering & Computer Science (AREA)
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• General Physics & Mathematics (AREA)
• Acoustics & Sound (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)
• Braking Arrangements (AREA)
• Regulating Braking Force (AREA)

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