WO2006018098A1 - Brake-performance-überwachung - Google Patents
Brake-performance-überwachung Download PDFInfo
- Publication number
- WO2006018098A1 WO2006018098A1 PCT/EP2005/008089 EP2005008089W WO2006018098A1 WO 2006018098 A1 WO2006018098 A1 WO 2006018098A1 EP 2005008089 W EP2005008089 W EP 2005008089W WO 2006018098 A1 WO2006018098 A1 WO 2006018098A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- braking
- wheel
- wheels
- distances
- operations
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
Definitions
- the invention relates to a method for braking power monitoring according to the preamble of patent claim 1.
- DE 101 39 102 A1 discloses a method and device for monitoring the functionality of a vehicle brake.
- the speed difference of the left and right wheels of an axle is evaluated or compared.
- a higher speed wheel is considered disturbed if the speed difference exceeds a predetermined threshold.
- a disadvantage of this method is that the wheel speeds due tocommunein ⁇ rivers, z. B. different coefficients of friction left-right, fluctuate within certain limits and can not be measured with arbitrarily high accuracy. For this reason, the measurement result may be unusable due to external disturbances.
- DE 197 55 112 A1 discloses a method and monitoring device for determining a release of the braking effect of a motor vehicle brake.
- a brake actuation by the driver or the path of the brake pedal is compared ver ⁇ with a caused therebybauver ⁇ delay. If the measured vehicle deceleration does not correspond to the brake actuation, that is to say it is too small, this will infer an insufficient effect of the vehicle brakes.
- a disadvantage of the known method is, above all, that the vehicle deceleration also affects many other unknown influencing variables, such as engine braking torque, air resistance and rolling friction. Further, the braked wheel can not be easily identified. The procedure can Therefore, also not be considered as particularly accurate.
- US Pat. No. 6,577,942 B1 discloses a method for detecting brake problems with an evaluation of slight variations in wheel slip.
- the wheelslips of the wheels are accurately measured during service braking.
- the slip values are then compared with a slip value from a previous braking or with a current slip value of another wheel. If a larger deviation occurs in this comparison, the driver is given an alarm. This can be seen by the fact that the wheel is insufficiently braked with too little wheel slip.
- a disadvantage of the known method is that an accurate vehicle reference speed must also be known for accurate measurement of wheel slip.
- wheel speed sensors this can not be determined with the required high accuracy since the wheel slip in this case lies below the true vehicle speed due to the brake slip.
- the known method is therefore also not overly accurate.
- a continuous brake pad wear of a brake can be detected even with the specialist known wear sensors, but this means an increased cost.
- a wheel insufficiently braked by a defective or worn brake can of course also be determined stationarily on a brake test bench.
- the invention has for its object to provide a consolidated ⁇ favorable method for braking power monitoring, in particular for motor vehicles, wel ⁇ Ches can be recognized during driving with increased accuracy and reliability that one or more wheels of a motor vehicle braked insufficient become.
- the advantage of the solution according to the invention lies in the fact that, due to the travel distance counting used on the wheels, a practically arbitrarily accurate detection of an insufficiently braked wheel takes place.
- the inventive method very accurately and early to detect a disturbed brake of one or more wheels and show the driver. This allows the driver to adjust his driving style to the fault and promptly initiate a required repair of one or more defective wheel brakes.
- ABS anti-lock braking system
- FIG. 1 shows a schematic representation of the Brems ⁇ system of a truck with a front axle and two rear axles
- FIG. 2 shows a schematic representation of an electronics for carrying out the method according to the invention
- FIG. 2a shows a schematic representation of a further electronics for carrying out the method according to the invention
- FIG. 2b shows a schematic representation of a third electronics for carrying out the method according to the invention
- FIG. 3 shows a diagram of the sums of the measured wheel speed pulses of four vehicle wheels over a distance of 1 km
- 4 is a graph of tire friction values of four vehicle tires over the tire slip.
- FIG. (1) the chassis (20) of a commercial vehicle or truck with a front axle (Al) and two rear axles (A2, A3) is shown schematically.
- the invention but is mutatis mutandis applicable to a vehicle with only two axes.
- the wheels of the two rear axles are provided with a double tire.
- To drive the wheels of the two rear axles is ever a differential ⁇ 2, 3).
- the invention is also applicable to vehicles with other chassis, e.g. with only two axes, according to applicable bar.
- the chassis (20) has a total of six wheels (Alr, All, A2r, A21, A3r and A31). Each of these wheels has a wheel speed sensor (25-30).
- Such wheel speed sensors are known in the art. They scan the revolution of a toothed pole wheel (35-40) mounted opposite the wheel. Such a pole wheel can e.g. Have 100 teeth. The Weg ⁇ distance of the wheel usual size or a vehicle for the passage of a tooth amounts to about 3 cm.
- ABS anti-lock braking system
- the ABS controls in a known manner the wheel brakes of the vehicle (here a truck) during an excessive braking maneuver on a slippery road in the sense of Brems ⁇ pressure reduction, thus preventing the locking of the wheels.
- the ABS with solenoid valves for Beauf ⁇ to beat the wheel brakes verbun ⁇ with a pressure medium (not shown).
- the electronics (l) is further connected via a CAN bus (4) with other electronics in the vehicle (not shown).
- a excellentein ⁇ direction (11) is connected, which, as will be explained in more detail below, is used to display one or more wheels, which have an insufficient braking performance auf ⁇ .
- FIG. 4 shows the known ⁇ -slip curve of a rubber-tyred vehicle wheel running, for example, on wet asphalt.
- the friction coefficient ⁇ is equal to zero at a wheel slip ⁇ of likewise equal to zero.
- the coefficient ⁇ then increases approximately linearly to a maximum, which is achieved with a wheel slip of about 20%.
- the wheel gets into an unstable region, whereby the friction coefficient ⁇ decreases again until it assumes a minimum value at a slip of 100%.
- the wheels of the vehicle are on the rising, stable branch of the ⁇ -slip curve.
- a fourth wheel (w1) runs in a deviating manner with a coefficient of friction ⁇ 2 and a wheel slip ⁇ 2.
- the deviating wheel wl is located at a lower position of the ⁇ -slip curve, so it is braked less than the other wheels. Since this deviating wheel has a smaller slip than the other wheels, but this means at the same time that it runs at a higher wheel speed or has more revolutions over a longer distance.
- This higher number of revolutions compared to the other wheels during the braked phases is utilized by the method according to the invention for detecting an insufficient braking power of this wheel.
- the wheel pulses of the wheel speed sensors occurring during the braked phases of the vehicle are summed over a specific route, here 1 km.
- the number of ' wheel pulses is proportional to the wheel revolutions.
- the count results (sums) of three wheels (w2, w3, w4) are close to each other within a narrow range of values. Only the wheel wl deviates significantly from this and has a higher counting result. This is how will be explained in more detail below, recognizable by the evaluating electronics (1) that this wheel (wl) is insufficiently braked and therefore the zuge ⁇ impaired brake can not be in a proper condition. The resulting deviation or the accuracy of the measurement is the greater, the longer the measurement path is selected.
- the counting results of all wheels in the example of FIG. 3 here remain below a maximum memory value of 50,000 pulses.
- This value can represent, for example, the sum of the wheel pulses of an unbraked wheel on the route of 1 km.
- the schematic diagram shows on the left the six Rad ⁇ speed sensors (25-30) of ' Figure 1. These are connected to the electronics (1), which may also contain an antilock braking system (ABS) and possibly other electronics (not shown).
- ABS antilock braking system
- the wheel speed sensors output sinusoidal output signals, which are first converted into individual pulses in input circuits (5 to 10), which contain pulse shapers and counters (C), and are counted. In each case, two pulses result per sinusoidal period, which are usually passed through the zero crossings of the sine wave. Vibration are generated.
- input circuits are known to the person skilled in the art.
- the counting process can be started at the same time by an activation circuit (21) described in more detail below in all input circuits (C) (5 to 10) (at the start of braking) and stopped (at the braking end).
- an activation circuit (21) described in more detail below in all input circuits (C) (5 to 10) (at the start of braking) and stopped (at the braking end).
- the wheel-individual counting results corresponding to the accumulated wheel revolutions are available for a specific total braking distance.
- the thus generated sums of the wheel pulses of the individual wheels are then fed to adders (A) (12-15).
- the adder (12) is supplied with the accumulated wheel pulses of the diagonally opposite wheels (Alr and A21) (diagonal (41) of FIG. 1).
- the adder (13) is supplied with the pulses of the further diagonally opposite wheels (All and A2r) (diagonal (42) of FIG. 1).
- the two adders (12 and 13) form the sums of the sensor pulses of the respective diagonally opposite wheels of the front axle (Al) and of the first rear axle (A2). This diagonal summation is shown in FIG. 1 as two dashed diagonals (41, 42).
- the further adders (14 and 15) evaluate the sums of the wheel pulses of the diagonally opposite wheels (A21, A3r) (diagonal (44)) and (A2r, A31) (diagonal (43)).
- the wheels mentioned belong to the both rear axles A2 and A3 of the chassis (20).
- the diagonal tuning of the wheel pulses of the two rear axes is again plotted in FIG. 1, this time as two dotted diagonals (43, 44).
- the detection of these braking phases as well as a recognition of further preconditions for the summation of sensor pulses takes place in an activation circuit (21).
- the function of this circuit will be explained in more detail below.
- the activation circuit (21) is connected via a line (22) to the counters (5 to 10) and can thus inform the start and end of the respective counting or comparison phases.
- the four diagonal sums of wheel pulses of a given total braking distance thus determined by the adders (A) (12 to 15) are subsequently subtracted from each other in pairs in comparators (16, 17) and thus the respective deviations between the associated diagonals detected. These are supplied to threshold modules (18, 19). Should the determined difference or deviation between the diagonals exceed a predetermined threshold, this means that there is a relevant deviation between every two diagonals, and thus the brake of a wheel of one of these diagonals, and that one with the higher counting result, must be disturbed , This information is then fed to the display device (11) for displaying the faulty brakes, whereby the driver is warned and can set his driving mode to the fault.
- the itati ⁇ device (11), a designation of the disturbed • wheel (23) and an additional warning lamp (24) auf ⁇ have.
- Displayed errors can, as usual in automotive electronics, additionally stored in a fault memory (not shown) for later evaluation.
- circuit according to Figure 2 is to be understood only as a schematic circuit example. It may also be partially or completely software-related, i. as an extension of an already existing programming of a vehicle control unit.
- the disturbed individual wheel can be identified by the fact that from the count results of the counters (5 to 10) the wheel with the higher wheel pulse sum of diagonals at the end of the counting detected as disturbed becomes.
- other methods of identification are also possible.
- the counting of the sensor pulses can take place over a braking total travel distance of about 1 km before an evaluation takes place.
- the total braking distance is understood to be the sum of the individual distances braked under certain conditions (see below).
- the exact length of Fahr ⁇ route is not critical. The longer the route is chosen, the more accurate the counting results. All that matters is that the counting of the wheel impulses of all wheels is started exactly at the same time at the beginning of the individual driving lanes and stopped at the end of the driving lanes at the same time. Subsequently, the counting result is evaluated and the counter contents are deleted. This can start a new count.
- the selected braking operations are on the one hand such braking operations in which the braking force or the Vehicle deceleration is between a minimum and a maximum value.
- the minimum value is to be selected so that any hysteresis and clearance of the brakes have already passed safely through the brake operation and thus a defined braking is present.
- the maximum value is due to the fact that braking with instabilities that are already at the maximum of the ⁇ -slip curve (see FIG. 4) should be excluded from the evaluation. Thus, the evaluation is limited to pure service braking.
- lateral accelerations of more than 0.1 g apply.
- This lateral acceleration can be determined in a known manner with its own lateral acceleration sensor or by means of an existing cornering detection on the occurring speed difference of the left and right wheels of an axle during unrestricted travel.
- the count will also be used during braking with vehicle control systems, e.g. Anti-lock Braking System (ABS), automatic traction control (ATC), or stability control (SC) stopped.
- vehicle control systems e.g. Anti-lock Braking System (ABS), automatic traction control (ATC), or stability control (SC) stopped.
- ABS Anti-lock Braking System
- ATC automatic traction control
- SC stability control
- the count is expediently stopped during braking with engaged motor and thereby possibly occurring strong or rapid fluctuations of the engine torque. Such fluctuations can bring the wheels of the drive axles briefly in stronger slippage and thus also falsify the count result.
- a so-called tire adjustment before carrying out the method according to the invention. This is known to the person skilled in the art (eg EP 0 508 146 A2) and serves to compensate for the distorting influence of diameter deviations of individual wheels on the counting result.
- the production-related and load-dependent rolling difference of the tires during a first unchecked path are determined. The differences are to be considered when evaluating the individual braking distances.
- FIG. 2 a shows a circuit variant to FIG. 2.
- subtracters (S) 50 to 53
- adders (A) (12 to 15) are provided instead of adders (A) (12 to 15), which, as shown in FIG. 2 a, are connected in another way to the counters (C) than in FIG. 2.
- the subtractor (50) subtracts the accumulated impulses of the wheels Alr and A2r, that is, front right minus center right.
- the subtractor (51) subtracts the accumulated pulses of the wheels All and A21, ie front left minus center left.
- the subtractor (52) subtracts the accumulated impulses of the wheels A2r and A3r, ie center right minus rear right.
- the subtractor (53) subtracts the accumulated pulses the wheels A21 and A31, so middle left minus rear left.
- the comparator (16) connected to the two upper subtractors (50, 51) compares or subtracts the respective differences of the two wheels of the right and left vehicle sides in front.
- the comparator (17) connected to the two lower subtracters (52) and (53) compares or subtracts the differences of the two wheels of the right and left vehicle sides at the rear. The result must be zero or almost zero for undisturbed brakes.
- the corresponding threshold modules (18, 19) emit a signal which is displayed in the display device (11). is communicated to the driver. This can be seen from the fact that possibly individual brakes are disturbed.
- FIG. 2b shows a third variant of the method according to the invention.
- the adders (12 to 15) are connected here in such a way that the wheel pulses of two adjacent wheels are added by the adders (12 to 15), ie the pulses of Alr and A2r, A2r and A3r, All and A21, A21 and A31.
- the connected comparator (16, 17) then checks whether these sums are the same side by side, or whether small differences occur over the measuring path. If these should exceed a threshold (18, 19), a warning (11) is issued again.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE502005003018T DE502005003018D1 (de) | 2004-08-12 | 2005-07-26 | Verfahren zur bremsleistungsüberwachung |
PL05776234T PL1778529T3 (pl) | 2004-08-12 | 2005-07-26 | Sposób kontroli mocy hamowania |
EP05776234A EP1778529B1 (de) | 2004-08-12 | 2005-07-26 | Verfahren zur bremsleistungsüberwachung |
CN2005800273629A CN101001774B (zh) | 2004-08-12 | 2005-07-26 | 制动器性能监控方法 |
US11/659,164 US7996136B2 (en) | 2004-08-12 | 2005-07-26 | Brake performance monitoring system and method |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004039151.3 | 2004-08-12 | ||
DE102004039151A DE102004039151A1 (de) | 2004-08-12 | 2004-08-12 | Brake-Performance-Üerwachung |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006018098A1 true WO2006018098A1 (de) | 2006-02-23 |
Family
ID=35207719
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2005/008089 WO2006018098A1 (de) | 2004-08-12 | 2005-07-26 | Brake-performance-überwachung |
Country Status (6)
Country | Link |
---|---|
US (1) | US7996136B2 (de) |
EP (1) | EP1778529B1 (de) |
CN (1) | CN101001774B (de) |
DE (2) | DE102004039151A1 (de) |
PL (1) | PL1778529T3 (de) |
WO (1) | WO2006018098A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102674183A (zh) * | 2007-06-11 | 2012-09-19 | 索尤若驱动有限及两合公司 | 用于安全运行设备的配置结构、模块及方法 |
CN105564413A (zh) * | 2014-10-09 | 2016-05-11 | 陕西重型汽车有限公司 | 车辆智能联合制动管理控制***、方法、装置 |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007059688A1 (de) * | 2007-12-12 | 2009-06-25 | Lucas Automotive Gmbh | Aktuatoreinrichtung und Verfahren zum Ansteuern der Aktuatoreinrichtung |
DE102010012957A1 (de) * | 2010-03-25 | 2011-09-29 | Repower Systems Ag | Verfahren zur Bremszustandsermittlung und Windenergieanlage zum Durchführen des Verfahrens |
US9440632B2 (en) | 2014-11-05 | 2016-09-13 | Bendix Commercial Vehicle Systems Llc | Method, controller and system for monitoring brake operation |
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DE2642776A1 (de) * | 1976-09-23 | 1978-03-30 | Opel Adam Ag | Geraet und verfahren zur feststellung des bremsverhaltens eines fahrzeuges |
EP1092967A2 (de) * | 1999-10-15 | 2001-04-18 | Robert Bosch Gmbh | Verfahren und Einrichtung zum Prüfen der Bremsanlage eines Fahrzeuges |
DE10139102A1 (de) * | 2001-08-09 | 2003-03-06 | Knorr Bremse Systeme | Verfahren und Vorrichtung zur Überwachung der Funktionsfähigkeit einer Fahrzeugbremse |
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2004
- 2004-08-12 DE DE102004039151A patent/DE102004039151A1/de not_active Withdrawn
-
2005
- 2005-07-26 DE DE502005003018T patent/DE502005003018D1/de active Active
- 2005-07-26 EP EP05776234A patent/EP1778529B1/de active Active
- 2005-07-26 WO PCT/EP2005/008089 patent/WO2006018098A1/de active IP Right Grant
- 2005-07-26 US US11/659,164 patent/US7996136B2/en active Active
- 2005-07-26 PL PL05776234T patent/PL1778529T3/pl unknown
- 2005-07-26 CN CN2005800273629A patent/CN101001774B/zh active Active
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US3651690A (en) * | 1968-08-02 | 1972-03-28 | Gkn Transmissions Ltd | Apparatus for measuring output characteristics of a rotary moving part |
DE2642776A1 (de) * | 1976-09-23 | 1978-03-30 | Opel Adam Ag | Geraet und verfahren zur feststellung des bremsverhaltens eines fahrzeuges |
EP1092967A2 (de) * | 1999-10-15 | 2001-04-18 | Robert Bosch Gmbh | Verfahren und Einrichtung zum Prüfen der Bremsanlage eines Fahrzeuges |
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Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
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CN102674183A (zh) * | 2007-06-11 | 2012-09-19 | 索尤若驱动有限及两合公司 | 用于安全运行设备的配置结构、模块及方法 |
CN105564413A (zh) * | 2014-10-09 | 2016-05-11 | 陕西重型汽车有限公司 | 车辆智能联合制动管理控制***、方法、装置 |
CN105564413B (zh) * | 2014-10-09 | 2018-07-24 | 陕西重型汽车有限公司 | 车辆智能联合制动管理控制方法、装置 |
Also Published As
Publication number | Publication date |
---|---|
CN101001774B (zh) | 2012-01-11 |
CN101001774A (zh) | 2007-07-18 |
DE502005003018D1 (de) | 2008-04-10 |
US20070244612A1 (en) | 2007-10-18 |
PL1778529T3 (pl) | 2008-07-31 |
EP1778529A1 (de) | 2007-05-02 |
DE102004039151A1 (de) | 2006-02-23 |
EP1778529B1 (de) | 2008-02-27 |
US7996136B2 (en) | 2011-08-09 |
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