WO2022128003A1 - Procédé de surveillance de l'usure et frein électrique de véhicule automobile - Google Patents

Procédé de surveillance de l'usure et frein électrique de véhicule automobile Download PDF

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Publication number
WO2022128003A1
WO2022128003A1 PCT/DE2021/200173 DE2021200173W WO2022128003A1 WO 2022128003 A1 WO2022128003 A1 WO 2022128003A1 DE 2021200173 W DE2021200173 W DE 2021200173W WO 2022128003 A1 WO2022128003 A1 WO 2022128003A1
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WO
WIPO (PCT)
Prior art keywords
correction value
value
initialization
actuator
korr
Prior art date
Application number
PCT/DE2021/200173
Other languages
German (de)
English (en)
Inventor
Jürgen Böhm
Original Assignee
Continental Teves Ag & Co. Ohg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2022128003A1 publication Critical patent/WO2022128003A1/fr

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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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator

Definitions

  • the invention relates to a method for monitoring wear, in particular lining wear, of an electrically actuated motor vehicle brake along a travel path of an actuator and an associated electrically actuated motor vehicle brake.
  • Electrically actuated motor vehicle brakes can be designed, for example, as disc brakes or as drum brakes.
  • a clamping force is generated by means of an electric motor, a primary gear and a rotation/translation gear.
  • a clamping force sensor mounted in a clamping module housing is typically used, which delivers a signal that corresponds to the force with which the brake linings are pressed onto a brake disc or brake drum.
  • the invention relates to a method for monitoring wear of an electrically operated motor vehicle brake along a travel path of an actuator.
  • the method has the following steps: - performing an initial clearance initialization, thereby setting a global correction value to a first starting value, an initialization correction value to a second starting value and a current correction value to a third starting value, and setting a zero point along the travel of the actuator, then - With each brake actuation or with some brake operations, determining a temporary contact position relative to the zero point and updating the current correction value based on the temporary contact position, and then setting the global correction value to the sum of the initialization correction value and the current correction value, and - setting the initialization correction value for each additional clearance initialization to the global correction value, setting the current correction value to zero and updating the zero point.
  • An electrically operated motor vehicle brake and in particular its wear can be monitored in a simple manner by means of such a method. This can in particular be wear on the brake pads.
  • an aggregated displacement of a position at which the brake pads and brake disk or brake drum come into contact with one another can be tracked in a simple manner, even over a longer period of time.
  • Initial slack initialization is typically performed immediately after brake pad replacement. It provides a zero point along the traversing path of the actuator, which from then on initially serves as the zero point of a coordinate system to be used.
  • the global correction value is a value which typically increases between two brake pad changes and indicates how much a position at which the brake pads are in contact has changed compared to the last time the brake pads were changed.
  • the initialization correction value typically indicates a value of such a change up to the last clearance initialization.
  • a clearance initialization is in particular a process which is carried out independently of an actual brake actuation in order to determine a new zero point. Such a new zero point is in particular that position along the travel path of the actuator at which contact of the brake linings just occurs. It will be described further below how such a zero point can be determined.
  • the current correction value is typically the one that indicates changes since the last clearance initialization.
  • the first starting value, the second starting value and/or the third starting value can preferably be zero. This enables a particularly simple design. In this case, all three correction values start with the value zero.
  • a brake actuation is typically an actuation which is carried out on the basis of a clamping force request from a driver or vehicle electronics in order to actually brake a motor vehicle. Measurements can be carried out in accordance with a clearance initialization.
  • the temporary contact position which is determined when the brake is actuated, is to be seen relative to the zero point, specifically relative to the currently valid zero point.
  • the origin represents a starting point of a coordinate system, and a value of the temporary contact position is measured relative to this origin.
  • the zero point can be shifted because a new point for the contact of the brake pads has been determined along the travel path of the actuator.
  • the current correction value is updated by multiplying it by a predetermined factor and adding thereto the temporary contact position multiplied by a difference between the value one and the factor.
  • the specified factor acts as a filter.
  • the currently valid current correction value is received and updated, ie it is changed relative to the zero point, taking into account the specified factor and the temporary contact position that has just been determined. If the specified factor is high, the change is rather slow. If the specified factor is low, the current correction value changes more quickly.
  • the current correction value can also be updated by adding a specified change value to the correction value.
  • the previously applicable current correction value is therefore taken and the specified change value is added to it.
  • the predefined change value can thus be the largest possible step in which the current correction value is updated after a brake actuation. A delayed response and thus a filter function can also be achieved in this way.
  • the specified change value is typically not exhausted and the correction value is only updated to the extent necessary.
  • the current correction value can be updated by setting it to the temporary contact position. This corresponds to an immediate change of the current correction value to a new value without a filter function.
  • the current correction value can be updated, in particular using a filter function. This makes it possible to ensure that individual values that may be incorrect when measuring the temporary contact position only have a limited effect and that the current correction value is adjusted smoothly.
  • the current correction value is only updated when there is a difference between the temporary contact position and the current one Correction value is at least as large as an update threshold. In this way it can be specified that an update only takes place if there is also a significant change. The calculation effort can be reduced as a result.
  • the global correction value, the initialization correction value and/or the current correction value can be stored in a non-volatile memory in particular. This ensures that these are still available even after a power failure or other events.
  • the global correction value and/or the initialization correction value and/or the current correction value can be stored in particular after it has changed by at least a predetermined threshold value and/or immediately before the motor vehicle brake is switched off. In this way it can be ensured that relevant changes are saved and/or that storage takes place before an expected power failure in order to be able to reliably continue the calculations after the power failure.
  • An initial clearance initialization can be carried out in particular immediately after a brake pad change. For example, it can be entered into a control of a motor vehicle that such a brake pad change has taken place, and an initial clearance initialization can be carried out in response thereto.
  • a further clearance initialization can be carried out in particular for some or all startups. Such a start-up can be, for example, starting a motor vehicle from a parked state, with further clearance initializations during a journey, for example when stopping at traffic lights, also being possible in principle.
  • the zero point may be set to a contact position upon initial clearance initialization, and/or updated to a contact position upon further clearance initialization.
  • This is a contact position, which is determined, for example, as described below, In this case, the contact position does not necessarily have to be measured relative to the zero point, as mentioned above, but is measured or fixed along the entire travel path of the actuator.
  • the new zero point provides a new reference in the coordinate system for all further calculations.
  • a respective contact position can be determined in particular as follows: - applying the motor vehicle brake starting from an unactuated position, monitoring a clamping force, - if the clamping force reaches a clamping force threshold value, determining a current position, and - determining the contact position based on the current position.
  • the current position which is the position of the actuator at which the clamping force threshold value is reached, can be determined by a simple threshold value comparison.
  • the procedure can be used both for the contact position and for the temporary contact position.
  • the contact position can be determined by subtracting a distance value from the current position.
  • a distance value can be determined empirically, for example, and can indicate how far away the current position is typically from the actual contact position. This has proven to be a reliable practice.
  • a position of the actuator can be determined based on a measured motor angle.
  • a transmission factor can be used, in which case the position can be determined in particular as the product of the motor angle and transmission factor.
  • the method allows the use of a motor angle sensor that does not require a global reference. By using the global correction value, the wear of the pads can still be tracked over a long period of time, even if the zero point is updated with each additional clearance initialization. In particular, this measure ensures that the actuator remains within its position limits if the actuator speed, which leads from the sign in the direction of the position limit, is reduced to zero the closer its position is to the limits. This is particularly important when these position limits are defined by the actuator's available working space and exceeding these limits means that the actuator moves against its mechanical stop.
  • an actuator speed is limited as a function of a position of the actuator.
  • the actuator speed can be limited to a lower value the closer the position of the actuator approaches a limit.
  • the position is bounded by two boundaries. It can thereby be ensured that when a predefined limit value is approached, the actuator only runs more slowly and thus a displacement of brake pads on a brake disk or a brake drum also takes place more slowly. This can prevent you from building up strength too quickly.
  • the position can be seen in absolute terms along a maximum working range and can be determined taking into account a zero point, in particular also an updated zero point, and/or the global correction value and/or the initialization correction value, so that such a limitation is advantageous in the context of the procedure described herein can be carried out.
  • An alarm message is preferably issued if the global correction value exceeds a safety threshold value.
  • a safety threshold value can indicate, for example, that the brake linings have already worn too far and should therefore be replaced in the near future.
  • This alarm message can, for example, be given optically and/or acoustically to a driver of the vehicle Motor vehicle are displayed so that they can change the brake pads or visit a workshop.
  • the invention also relates to a motor vehicle brake that is configured to carry out a method described herein.
  • a motor vehicle brake that is configured to carry out a method described herein.
  • all of the versions and variants described herein can be used. The advantages already described above can be achieved accordingly.
  • An electrically actuated motor vehicle brake according to the invention can in particular have one or more brake linings and a brake disk or a brake drum. It can also have an actuator which has an electric motor to drive it and which is designed to press the brake shoes against the brake disc or against the brake drum. Furthermore, the motor vehicle brake can typically have at least one clamping force sensor. It can also in particular have an electronic control device which is configured to carry out a method according to the invention.
  • Fig. 1 a travel path of an actuator and associated forces
  • Fig. 3 a shift in force curves over time
  • Fig. 4 exemplary calculations
  • Fig. 5 a procedure for limiting a maximum
  • FIG. 1 schematically shows a travel path of an actuator and associated clamping forces.
  • the travel path also referred to as the working range, of an electrically operated motor vehicle brake is typically limited and structurally determined by the mechanical structure. It is typically selected in such a way that a thickness of a brake disc or brake drum, a thickness of friction linings, a lining clearance to be set and a sufficient position reserve can be taken into account.
  • Fig. 1 shows an example of an arrangement for a case in which an electrically operated motor vehicle brake is equipped with new pads.
  • a position X actuator of the actuator along a travel path is specified on the horizontal axis and a clamping force F SP is specified along the vertical axis.
  • the maximum possible working range MAB runs between the limits X Mech Min and X Mech,Max . Within this area there is an available working range VAB between the limits which are drawn by the distances ⁇ XMin,Reserve and ⁇ XMax ,Reserve .
  • a standby position SP At a distance ⁇ XMin from the left end, there is a standby position SP at a position X standby .
  • the clamping force F SP is zero to the left of the contact position KP and increases more than linearly to the right of it. This clamping force F SP can be measured and also used to determine the contact position KP.
  • a motor angle sensor which provides an angle signal cpMotor, is available to determine the position X actuator or clamping position XSP. Such a motor angle sensor is typically already present, particularly in the case of electrically commutated motors, for the purpose of motor control.
  • Such a motor angle sensor is typically a sensor that can only measure relative motor rotations, but not in relation to an absolute reference point.
  • a position relative to an ad hoc defined reference point for example a specific contact position.
  • the method described herein is implemented in such a way that such a motor angle sensor without an absolute reference point is sufficient.
  • a motor angle sensor with an absolute reference point can thus advantageously be dispensed with.
  • the standby position X standby is the position with a defined distance X LS from the pad to the brake disc or brake drum, into which the actuator is moved when there is no force request. It is also referred to as the air play position.
  • the contact position KP represents the position of the actuator at which the linings are just in contact with the brake disk or brake drum and represents the transition from non-force to non-positive movement with regard to the actuation of a wheel brake. Knowing this contact position KP is typically important for a force control system so that, for example, the standby position Xstandby can be approached correctly and a defined distance between the brake pads and the brake disc or brake drum can be set in this position.
  • FIG. 2 shows an advantageous procedure for determining a contact position.
  • the motor vehicle brake is applied so that the position, starting from the standby position, first traverses the clearance and then contact between the brake lining and the brake disc or brake drum is achieved at the contact position KP. However, this cannot yet be measured directly. For this reason, clamping continues until the clamping force F SP reaches a clamping force threshold value Fi. If such a threshold value exceeding is detected, then the actuator is at a current position X 1 . A distance value is now subtracted from this, which indicates a typical, for example empirically determined, distance between the current position X 1 and the contact position KP. This allows an exact determination of the contact position KP.
  • a new zero point can be determined when an air gap is initialized, and a temporary contact position can be determined relative to a zero point when the brake is actuated.
  • the process just described can be carried out, for example, during an initial clearance initialization.
  • a zero point X 0 is defined, which, from its determination, serves as the zero point of the coordinate system for the clamping position X SP and in particular also for a temporary contact position. This process is also possible for further clearance initializations.
  • an initial clearance initialization is always carried out, namely immediately after the brake pads have been changed.
  • a zero point is determined along the travel path of the actuator, as was described above with reference to FIG. 2 .
  • a global correction value X SP,Korr, Sum is initially set to a first starting value S1, typically to the value zero. Using this global correction value, changes can be tracked over a longer period of time.
  • an initialization correction value X SP,Corr,Summe,Last LS is initially set to a second start value S2, typically to the value zero, with this initialization correction value XSP,Corr,Summe,Last LS being used for a respective change to to track another initialization.
  • a current correction value X SP,Korr is initially set to a third starting value S3, typically to the value zero, with this current correction value X SP,Korr being used to determine a change since the respective last further initialization, or initially since initial airplay initialization.
  • a motor vehicle brake can be actuated regularly during operation of a vehicle in order to generate a braking force and thus brake or even stop the vehicle.
  • a respective determination of a temporary contact position relative to the zero point can take place, specifically in the way that was basically described further above with reference to FIG. 2 .
  • This temporary contact position relative to the zero point is denoted by ⁇ X because it indicates the displacement relative to the last determined zero point.
  • the current correction value X SP,Corr is then updated.
  • the definition of the parameter ⁇ can in particular be between zero and one. It can thus be specified whether errors are to be filtered rather or whether high adaptation dynamics are to be achieved.
  • X can be large or close to one
  • ⁇ can be small or close to zero.
  • the global correction value X SP,Korr,Summe is also recalculated, namely to a sum from the currently valid one Initialization correction value X Sp, Korr, Sum, Last LS and the current correction value XSP, Korr-
  • the global correction value X Sp, Korr, Sum is thus included with each recalculation of a current correction value X SP,Corr .
  • the calculations are shown in Figure 4b for clarity.
  • a new zero point is first determined. This takes place as described with reference to FIG. 2, with a contact position thereby determined along the travel path representing the new zero point of a coordinate system.
  • the initialization correction value X Sp, Korr, Sum, Last LS is set to the global correction value X SP, Korr, Sum in such a further clearance initialization, so that it already exists when carrying out the further clearance initialization shift of the zero point relative to the initial clearance initialization determined indicates the zero point.
  • the current correction value X SP,Korr is set to zero at the same time.
  • the procedure just described enables uninterrupted tracking of a change in the zero point due to wear, with the global correction value X S p,Corr,Sum typically being stored in non-volatile memory and providing uninterrupted monitoring. It is therefore also available if the vehicle has been switched off in the meantime or even if the power has failed.
  • the initialization correction value X Sp,Corr, Sum, Last LS and the current correction value X SP,Corr do not necessarily have to be stored in a non-volatile memory, since they are only used between two further clearance initializations, for example during normal operation of a vehicle . However, if, for example, the current correction value X SP,Korr is also to be retained during a rest phase of the vehicle, since, for example, no further Air play initialization is carried out, this can also be stored in a non-volatile memory.
  • FIG. 5 shows a procedure for limiting an actuator speed ⁇ , which can be specified, for example, as an angular speed or as revolutions per minute. It can be seen that at a position X actuator which approaches a right-hand end, a maximum actuator speed WMax within a range ⁇ X Max. ⁇ decreases towards the end down to the value 0. The actuator can therefore no longer be operated at its maximum possible angular velocity within this range ⁇ X Max. ⁇ , but moves more slowly in order to achieve slower clamping at this end range. In addition, reducing the maximum possible angular velocity down to the value zero means that the actuator does not exceed the available working range VAB in the direction of application. Depending on the position of the contact, this can also mean that a requested clamping force cannot be set.
  • FIG. 5 also shows the meaning of the global correction value X SP,Corr , sum.
  • the force characteristic is shifted considerably further to the right. It is therefore considerably closer to the right limit of the available working area. This shift is given by the global correction value X SP,Corr , Sum.
  • the described limitation of the actuator speed can thus be carried out particularly advantageously in connection with the calculation of the global correction value as described, since using the global correction value tracking the position of the actuator during braking and thus approaching limits can be tracked over a longer period of time.
  • steps of the method according to the invention can be carried out in the order given. However, they can also be executed in a different order, as far as this is technically reasonable.
  • the method according to the invention can be carried out in such a way that no further steps are carried out. In principle, however, further steps can also be carried out, including those which are not mentioned.
  • X Mech.Min , X Mech.Max Limits of the working area ⁇ X Min, Reserve , ⁇ X Max, Reserve : Distances ⁇ X Min : Distance of the standby position

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

Abstract

L'invention concerne un procédé de surveillance de l'usure d'un frein électrique de véhicule automobile le long d'un trajet de déplacement d'un actionneur, un point zéro étant défini à une initialisation de jeu initiale et une valeur de correction globale pouvant surveiller l'usure pendant toute la durée d'utilisation des garnitures de frein. L'invention concerne également un frein électrique de véhicule automobile pour la mise en œuvre d'un tel procédé.
PCT/DE2021/200173 2020-12-15 2021-11-04 Procédé de surveillance de l'usure et frein électrique de véhicule automobile WO2022128003A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020215965.3 2020-12-15
DE102020215965.3A DE102020215965A1 (de) 2020-12-15 2020-12-15 Verfahren zum Überwachen eines Verschleißes und elektrisch betätigte Kraftfahrzeugbremse

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WO2022128003A1 true WO2022128003A1 (fr) 2022-06-23

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024008247A1 (fr) * 2022-07-04 2024-01-11 Continental Automotive Technologies GmbH Procédé d'actionnement d'un frein d'un véhicule à moteur, ensemble frein et support de stockage

Citations (6)

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GB2363436A (en) * 2000-06-14 2001-12-19 Bosch Gmbh Robert Calculating brake wear and/or thickness for each wheel of a vehicle and use of a polynomial wear model
WO2002029274A1 (fr) * 2000-09-30 2002-04-11 Spectra Products Inc. Appareil de surveillance de l'usure de systeme de frein a air
EP1762746A2 (fr) * 2005-09-07 2007-03-14 Haldex Brake Products Aktiebolag Dispositif de contrôle des freins et système de commande
US20150114771A1 (en) * 2012-04-12 2015-04-30 Ve Vienna Engineering Forschungs-Und Entwicklungs Gmbh Brake system and braking method for an electrically actuated nonlinear friction brake
WO2017176269A1 (fr) * 2016-04-07 2017-10-12 Meggitt Aircraft Braking Systems Commande de force et de position d'actionneurs de frein électriques
EP3620334A1 (fr) * 2018-09-05 2020-03-11 WABCO Europe BVBA Actionneur de frein pour véhicule, en particulier un véhicule utilitaire et systeme de freinage equipe d'un tel actionneur

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Publication number Priority date Publication date Assignee Title
DE102014212605A1 (de) 2014-06-30 2015-12-31 Continental Teves Ag & Co. Ohg Positionskalibrierung eines Bremsaktuators
DE102014212594B4 (de) 2014-06-30 2024-05-16 Continental Automotive Technologies GmbH Verfahren zur Erkennung des Verschleißes eines Bremssystems und Bremssystem
DE102016121569A1 (de) 2016-11-10 2018-05-17 Bpw Bergische Achsen Kg Verfahren zur Kontrolle des Bremsbelagverschleißes einer Gleitsattel-Scheibenbremse
DE102019100481A1 (de) 2019-01-10 2020-07-16 Wabco Europe Bvba Verfahren zum Einstellen eines Lüftspiels einer elektromechanischen Bremse sowie betreffende Bremse und Steuergerät

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2363436A (en) * 2000-06-14 2001-12-19 Bosch Gmbh Robert Calculating brake wear and/or thickness for each wheel of a vehicle and use of a polynomial wear model
WO2002029274A1 (fr) * 2000-09-30 2002-04-11 Spectra Products Inc. Appareil de surveillance de l'usure de systeme de frein a air
EP1762746A2 (fr) * 2005-09-07 2007-03-14 Haldex Brake Products Aktiebolag Dispositif de contrôle des freins et système de commande
US20150114771A1 (en) * 2012-04-12 2015-04-30 Ve Vienna Engineering Forschungs-Und Entwicklungs Gmbh Brake system and braking method for an electrically actuated nonlinear friction brake
WO2017176269A1 (fr) * 2016-04-07 2017-10-12 Meggitt Aircraft Braking Systems Commande de force et de position d'actionneurs de frein électriques
EP3620334A1 (fr) * 2018-09-05 2020-03-11 WABCO Europe BVBA Actionneur de frein pour véhicule, en particulier un véhicule utilitaire et systeme de freinage equipe d'un tel actionneur

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