• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 法律状态
  • 优先权
    • 专利摘要:
    Method and system for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle. A method for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle defined in the appended claims. Especially, the present invention relates to a method for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle. The method comprises the steps of: i) determining a start thickness di of the brake disc and at least one first driving data. ai as a start data at a? first point in time ti;. ii) determining a second thickness dof the brake disc and a second driving data aat. a second point in timet;. iii) determining the remaining operational lifetime of the brake disc based on the relation between the difference in driving data and the difference in thickness of the brake disc determined at the first point in time ti and the second point in time t.Fig. 2
    公开号:SE1650350A1
    申请号:SE1650350
    申请日:2016-03-16
    公开日:2017-09-17
    发明作者:Mellberg Lars
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1Method and system for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle TECHNICAL FIELD The present ínvention relates to a method for predicting the remaining operational lifetime ofa brake disc in a disc brake system of a vehicle. The ínvention also relates to a computerprogram comprising a computer program code, a computer program product and a system forpredicting the remaining operational lifetime of a brake disc of a disc brake system of a vehicle.
    BACKGROUND ART Braking systems in vehicles commonly comprise a disc brake system comprising brake padsand brake discs, which rotate with wheels of the vehicle. When a brake force is executed bymeans of an actuator, such as a brake pedal, the brake pads are pressed against the brake discand the rotation of the wheels is retarded due to the friction between the brake pads and the brake disc.
    The brake discs are made of a material or comprise a material which is harder or more frictiontolerant than the material of the brake pads and thus the brake pads wear out sooner thanthe brake disc. However, the brake discs are also affected by the friction and hence, thefriction between the brake pads and the brake disc also results in a reduced thickness of thebrake disc. ln order for the disc brake to function adequately, the brake pads and/or brakediscs have to be replaced with new ones before the thickness of the brake pads and/or brake discs gets below a certain limit.
    Due to the material properties, the brake discs have generally a longer operational time thanthe brake pads. lt is previously known that the wearing of the brake pads can be monitored forexample by means of a displacement sensor which measures the displacement of an actuatorarrangement configured to apply one of the brake pads against the disc. From thisdisplacement measurement, the thickness of the brake pads can be retrieved. When thethickness of the brake pads has reached a certain limit, the driver will for example be instructed to bring the vehicle to a service station where components of the disc brake are 2 replaced. When the brake pads are replaced, the brake discs are examined simultaneously bythe service personnel and the brake discs are replaced if needed. However, in many cases thebrake discs are changed too early as a precaution. ln many cases it could be possible to waitfor the change of the discs until the next service occasion without any risk for malfunction.However, since it has been difficult to predíct the remaining lifetime of the brake discs, thebrake discs are replaced unnecessarily often to minimize the risk for breakdown ormalfunction. However, the costs become high and it would be desirable to be able to predíctthe lifetime of the brake discs more accurately and in that way provide a more environmentally friendly and economical service of the brake system ofa vehicle.
    There have been attempts in the prior art to monitor wear in the brake systems. For exampleUS5848672 describes a wear sensing system for brake pads. The system esta blishes that thebrake system has been equipped with new brake pads and generates a new reference valuefor wear measurements of the brake pads where the reduced brake disc thickness is taken into account.
    The service procedure to replace brake pads and possibly also the brake disc and the time losswhen the vehicle has to be out of its normal use are expensive. Also, the components of thedisc brake are costly. Therefore, there is a need to maximize the usage of the brake components and also to minimize service costs of the vehicles.
    SUMMARY OF THE INVENTION ln view of the problems with the current brake monitoring systems mentioned above, there isstill a need to improve the brake systems. Thus, it is an object of the present invention toprovide a simple and accurate method that enables prediction of the remaining operationallifetime of a brake disc in a disc brake system of a vehicle. Further it is an object to provide amethod which avoids unnecessary or too early replacement of a brake disc. Further, it is anobject of the present invention to minimize the risk for breakdown or malfunction in the brakesystem of the vehicle. Also, it is an object to reduce costs and environmental impact caused bythe current brake systems of a vehicle. ln addition, it is an object to improve current disc brake monitoring systems. 3These objects are achieved with a method for predicting the remaining operational lifetime ofa brake disc in a disc brake system of a vehicle as defined in the appended claíms. Especially,the present invention relates to a method for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle. The method comprises the steps of: i) determining a start thickness dl of the brake disc and at least one first driving dataal as a start data at a first point in time tl; ii) determining a second thickness d; of the brake disc and a second driving data az ata second point in time tz; iii) determining the remaining operational lifetime of the brake disc based on therelation between the difference in driving data and the difference in thickness ofthe brake disc determined at the first point in time tl and the second point in time tz.
    By determining the relation of the difference of the thickness of the brake disc and drivingdata at the two specific points in time, it is possible to make an accurate prediction of theremaining lifetime of the brake disc. ln this way it is possible to evaluate a wear occurred inthe specific vehicle during a certain time period, whereby it is possible to calculate andtherefore determine the assumed future wear, and thus predict the remaining operationallifetime of the brake disc. ln this way it is possible to maximize the utilization grade of thebrake discs since the brake discs will not be replaced too early. This makes it possible to minimize costs and reduce environmental impact of the braking systems.
    The step iii) of determining the remaining operational lifetime may be performed in a controlunit of the vehicle. ln this way it is easy to utilize the driving data of the vehicle and thus obtain a prediction in which data for the specific vehicle is taken into account.
    The driving data may comprise at least one of distance, driving time, number of accelerations,number of decelerations, average speed. Also parameters like start speed when a brakingaction is initiated and retardation at each braking action could be considered as or as a part ofthe driving data. The driving data may also be a combination of two or more driving data. Bydeceleration is meant the action of braking, i.e. when the braking system of the vehicle isactivated by for example actuating the braking pedal. According to a variant of the invention, other quantitative data can be taken into account when predicting the remaining lifetime of 4the brake disc, such as environmental data i.e. the type of road that the vehicle is driven on,degree of partículate matter in the surrounding atmosphere, elevations in the ground ortopographical data, temperature etc. ln this way the accuracy of the method may be further improved.
    The relation between the difference in the driving data and the difference in the thickness ofthe brake disc determined between the first point in time tl and the second point in time t; isaccording to one variant of the invention linear. The linear relation is suita bly expressed as alinear mathematical formula, which makes it possible to determine the remaining lifetime ofthe brake disc in a simple way. The linear relationship may be multiplied with a coefficient and constant values may be added in the linear mathematical formula.
    The operational lifetime may be presented as the remaining distance. By the remainingdistance is meant the distance the vehicle can be driven before the brake disc has to bereplaced. By using the remaining distance as a presentation for the operational lifetime, avalue which is easy to relate to for the operator of the vehicle is used and hence it is easy forthe driver to plan and possibly coordinate service of the vehicle. Also, the remaining distanceis easy to calculate and use in the control system of the vehicle, whereby a simple system may be configured.
    According to another variant, the operational lifetime may be presented as the remainingdriving time. lt is also possible to use both the remaining distance and the remaining drivingtime as complements to each other or as alternatives. The operational lifetime may bepresented as the remaining driving time that the vehicle can be driven before the brake dischas to be replaced. The remaining driving time is also a value which is easy to use in thecontrol system of the vehicle, and it is easy to relate to for the operator of the vehicle and hence it makes it easy for the driver to plan and possibly coordinate service of the vehicle.The method preferably further comprises the step of: iv) storing the data relating to the difference in the driving data and the difference inthe thickness of the brake disc determined at the first point in time and the secondpoint in time and the determined remaining operational lifetime in a memory unit of a processing unit in a control unit of the vehicle. 5 By storing the determined remaining operational lifetime of the brake disc, comparisonsbetween different determined values can be made and the determined remaining operationallifetime can be updated when new determinations are made. Further, according to onevariant, the stored data is utilized when making a prediction of a new brake disc. ln this way itwill be possible to predict a remaining operational lifetime for a brake disc of a type that has been used in the vehicle before without making new measurements.
    According to a further aspect of the inventíon the method may further comprise the step of:v) comparing the actual driving data with the determined remaining operationallifetime and create an error code if the actual driving data is equal to or exceeds the determined remaining operational lifetime. ln this way the driver of the vehicle may be warned in case the lifetime of the brake disc hasbeen exceeded or reached and hence the brake disc has to be replaced. Also, it is possible tostore an error code in the control unit of the vehicle. ln this way the error code will be detected by personnel at service of the vehicle.
    Also, the present inventíon relates to a disc brake system of a vehicle comprising means fordetermining the predicted remaining lifetime of a brake disc. Thus, the present inventíonrelates to a disc brake system of a vehicle comprising a brake disc, a first and second brakepad arranged on opposite sides of the brake disc, a brake pad carrier for supporting said brakepads, a brake calliper, and an actuating arrangement for pressing the first brake pad againstthe brake disc and for causing a movement of said brake calliper and thereby pressing thesecond brake pad against the brake disc. Further the system comprises or is arranged to beconnected to means for determining: a start thickness dl of the brake disc and at least onefirst driving data al as a start data at a first point in time tl, and a second thickness dzofthebrake disc and at least one second driving data a; at a second point in time tz. By ”connectedto” is in this connection meant a physical wire-connection, wireless connection. Also, it ispossible alternatively or additionally to manually feed measurement data from ameasurement device to the system. The system further comprises a control unit comprisingmeans for determining or receiving data regarding the remaining operational lifetime of the brake disc based on the relation between the difference in driving data and the difference in 6thickness of the brake disc determined at the first point in time tl and the second point in time tg.
    The thickness d of the brake disc is preferably determined by means of a first sensor unitarranged to determine a stroke of the actuating arrangement for applying said first brake padagainst the brake disc. By using the sensor unit, the accuracy of the measurement is improvedwhile it is possible to connect the first sensor to the control unit. Thus, it will be possible to utilize the measurement data in the control unit in a simple way.
    Further, the system may comprise means for communicating the determined remainingoperational lifetime to the control unit comprising a processing unit and storing the datarelating to the difference in the driving data and the difference in the thickness of the brakedisc determined at the first point in time and the second point in time and the determined operational lifetime in a memory unit of the processing unit.
    Further, the system may comprise means for comparing the actual driving data with thedetermined remaining operational lifetime and create an error code if the actual driving data is equal to or exceeds the determined remaining operational lifetime.
    The invention also relates to a vehicle comprising the disc brake system as defined above.
    The present invention also relates to a computer program comprising a program code which,when the program code is executed in a computer, achieves that said computer carries outthe method as defined above. Further, according to the present invention a computerprogram product comprising a data storage medium which is readable by a computer isachieved, the computer program code of a computer program according to above being stored on the data storage medium.
    Further objects, advantages and features of the present invention are described in the detailed description below.
    BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a schematic side view of a vehicle, comprising a disc brake system according to the present invention; Fig. 2 shows a coupling diagram for a disc brake system according to the present invention; Fig. 3 shows a flow chart of a method according to the present invention; Fig. 4 shows a control unit operations according to the present invention; and Fig. 5 shows a control unit according to the present invention.
    DETAILED DESCRIPTION As already discussed above, today the brake discs ofa disc brake in vehicles are replaced at aregular interval such as every second time the brake pads are replaced, regardless of the levelof the wear ofthe brake disc. This may mean that a brake disc which is not used to its fullextent is replaced. To replace components before they are fully used is costly due to the costof the components and also the time required for replacing the components plus the time losswhen the vehicle is stationary. Alternatively, the brake discs are examined when the brakepads are replaced and replaced if needed. This is a time consuming procedure which is costly.Thus, there is need for a method and system which keep track of the wear ofthe brake discand which can assist in planning the service of the vehicle by being able to predíct theremaining lifetime of the brake disc. ln addition, in existing disc brake monitoring systems thewear of the brake discs is often mistaken for wear of the brake pads, since the wear of thebrake disc is not taken into account when the brake pads are replaced. This causesunnecessary changing of the brake pads which are not used to their full extent when they arereplaced and causes increased costs, both in an increased cost of the components of the brake and in service time.
    The method and system of the present invention reduce the risk for unnecessary replacementof brake discs or brake pads and improve the accuracy of today's monitoring systems.According to the present method, the wear of the brake disc is monitored. ln the method astart thickness dl of the brake disc is defined initially as well as at least one first driving data al as a start data at a first point in time tl, wherein the first point in time t1 could be when the 8 brake system contains new, unused brake pads and brake discs. The start thickness d; can bemeasured manually by means of using a measuring device, or can be determined by means ofa sensor element in the brake system. According to one variant, the thickness d; of the newunused brake disc and the brake pads at a first point in time t; are known. At this first point intime t1, a sensor element arranged to determine the thickness of the brake disc, is performinga measurement in order to get a starting point which will be used as a reference value infuture measurements of the thickness of the brake disc. The start thickness dl, the first drivingdata a; and the reference value are suitably communicated to the control unit of the vehicle.To be able to make an accurate prediction, a second thickness d; of the brake disc and asecond driving data a; are determined at a second point in time t;. According to one variant,the second point in time t; is when the brake pads are new and unused but the brake disc isused, such as when the brake pads have been replaced, for example at a service station. Atthis second point in time t; the sensor element can determine a second thickness d; ofthebrake disc by performing a measurement and compare the value received with the referencevalue received at t;. The second thickness d; may be measured by means of a first sensor unitarranged to determine a stroke of the actuating arrangement for applying the first brake padagainst the brake disc as described more in detail below. lt could be possible to use othersuitable means and it is also possible to make the measurement manually. Finally, theremaining operational lifetime of the brake disc is determined or calculated based on therelation between the difference in the driving data and the difference in the thickness of the brake disc determined at the first point in time t; and the second point in time t;.
    The method and the system are now described more in detail with reference to the appendeddrawings in which Fig. 1 shows a schematic side view of a vehicle 1, which vehicle comprises a disc brake system B according to the present invention.
    Fig. 2 shows a view from above of a partly cut disc brake system B according to one variant of the present invention. The view is from above of a right disc brake system of a vehicle.
    The disc brake system B comprises a brake disc 10 configured to be fastened to a wheel axle(not shown) of a vehicle. The brake disc 10 is configured to rotate with the wheel of thevehicle about an axis X. The disc brake system B comprises a first brake pad 22 and second brake pad 24, the first and second brake pads 22, 24 are arranged on opposite sides of the 9brake disc 10. The first and second brake pads 22, 24 are configured to be pressed against thebrake disc 10 when a brake action of the vehicle is ínitiated. The disc brake system B comprises a brake pad carrier 30 for supporting said brake pads.
    The disc brake system B comprises a brake caliper 40. The disc 10 is straddled by the brakecaliper 40. The brake caliper 40 is hereby movably arranged and configured to press the second brake pad 24 against disc 10 during braking of the vehicle.
    The disc brake system B comprises an actuating arrangement 50 for pressing the first brakepad 22 applied against said disc 10 and causing a movement of said brake caliper 40 thereby pressing the second brake pad 24 against said disc 10.
    The actuating arrangement 50 is operably connected to the brake system of the vehicle suchthat when the vehicle is braking by means of a braking action, for example the driver pressingthe brake pedal, the actuating arrangement presses the first brake pad 22 against the disc 10 and causes the brake caliper 40 to press the second brake pad 24 against the disc 10.
    The disc brake system B is preferably provided with a sensor unit 110. The sensor unit 110 isarranged to determine the stroke or displacement of the actuating arrangement 50 forapplying the first brake pad 22 against the disc 10. The sensor unit 110 is arranged todetermine the position ofthe actuating arrangement 50 during a stroke for applying said firstbrake pad 22 against said disc 10. The sensor unit 110 could be any suitable sensor unit. Thesensor unit 110 is an electrical unit, for example a potentiometer magnetic sensor, optical sensor or an ultra sound sensor.
    The sensor unit 110 is operably connected, i.e. directly connected or indirectly via a furtherdevice or control device, to send signals to a communication bus 105, such as a CAN-bus, via alink 110a, and preferably, the CAN-bus 105 communicates with a control unit 100 of thevehicle. The control unit 100 comprises means for receiving the measuring signal from thesensor unit 110 representing data for the stroke ofthe actuating arrangement 50 and/orposition of the actuating arrangement 50. The thickness of the brake disc 10 is prefera blydetermined by using the measuring data for the stroke of the actuating arrangement asdescribed more in detail below. Alternatively, the thickness could be defined by for example manual mEaSUrEmentS.
    The sensor unit 110 is thus being operably connectable to an electronic control unit 100 and thus being configured to send signals representíng data of what they have sensed.
    The disc brake system B may according to one variant in addition to or instead of sensor 110be provided with a second sensor unit (not illustrated) arranged to determine the stroke ofsaid brake caliper 40 for applying the second brake pad 24 against the disc 10. The second sensor unit may be similar to the sensor unit 110.
    The disc brake system B may also be provided with a driving data unit 120. The unit 120 isarranged to collect information regarding driving data of the vehicle and surroundingenvironmental data such as number of partícles in the air, the material of the roads,topographical data etc. Alternatively, the driving data may be obtained from other controlunits of the vehicle via a communication bus. The driving data a is at least one of distance,driving time, number of accelerations, number of decelerations, average speed. Also startspeed when a braking action is initiated and retardation at each braking action could be usedas driving data. The unit 120 is operably connected to the communication bus 105, such as aCAN-bus, which communicates with the control unit 100 of the vehicle. The control unit 100comprises means for receiving signals from the driving data unit 120 representíng driving data a and e.g. surrounding environmental data.
    The electronic control unit 100 may thus be configured to process said stroke data/positiondata for determining the thickness dl, dl of the brake disc at two separate points in time, tland tl in order to predict the remaining operational lifetime of the brake disc 10. According toone variant, the thickness dl is determined when both brake pads 22, 24 and the brake disc 10are new and the thickness of the brake pads 22, 24 and the brake disc 10 is known. Thethickness dl is known and hence the stroke data/position is used in order to get a referencevalue. The thickness dl is then determined at a point in time tl when the brake disc 10 hasbeen used and hence has a reduced thickness compared to when it was new and the brakepads 22, 24 have been replaced for new ones with known thickness. Thus, it will be possible tocompare the reference value of the stroke data/position data at the first point in time tl whenthe braking pads 22, 24 and the disc 10 are new and at the second point in time tl when the braking pads 22, 24 are new but the disc 10 is used. The difference in the thickness of the 11 brake disc is determined from the difference in the stroke data/position data obtained from the first sensor 110.
    Fig. 3 shows schematically a flow chart of a method for predicting the remaining operationallifetime of a brake disc 10 in the disc brake system B of a vehicle according to the present invention. The method comprises the steps of: i) determining a start thickness dl of the brake disc 10 and at least one first driving data al as a start data at a first point in time tl; ii) determining a second thickness d; of the brake disc 10 and a second driving data az at a second point in time tg; iii) determining the remaining operational lifetime of the brake disc 10 based onthe relation between the difference in the driving data and the difference in thethickness of the brake disc 10 determined at the first point in time tl and the second point in time tz.
    The method may further comprise the step of: iv) storing the data relating to the difference in the driving data and thedifference in the thickness of the brake disc (10) determined at the first point intime (tl) and the second point in time (tz) and the determined remainingoperational lifetime in a memory unit of a processing unit in a control unit 100 of the vehicle.
    The method may further comprise the step of: v) comparing the actual driving data a with the determined remainingoperational lifetime and create an error code if the actual driving data is equal to or exceeds the determined remaining operational lifetime.
    Fig. 4 schematically illustrates an example of the function of the control unit 100 when amethod for predicting the remaining operational lifetime of a brake disc 10 in a disc brake system of a vehicle according to the present invention is performed. 12Reference is also made to Fig. 2 showing the disc brake system B according to the invention.However, the disc brake system may be any suitable disc brake system and may differ fromthe disc brake system as described with reference to Fig. 2. As illustrated in Fig. 2, the disc brake system comprises an electronic control unit 100.
    With reference to the Fig. 4 it can be seen that the system I comprises the sensor unit 110 fordetermining the stroke of the actuating arrangement for applying the first brake pad 22against the brake disc 10. The sensor unit 110 may comprise any suitable sensor fordetermining said stroke. The sensor unit 110 is an electric sensor unit which comprisesaccording to one variant a potentiometer unit, but could alternatively or additionally comprisea sonar unit and/or a laser unit or an optical unit. The sensor unit 110 also comprises meansfor communicating sensor data to the control unit 100 directly or indirectly from the sensor unit 110.
    The system I may further comprise means 120 for collecting driving data a from the vehicleand means for communicating driving data a of the vehicle to the control unit 100. The drivingdata a can for example be at least one of distance, driving time, number of accelerations andnumber of decelerations, i.e. braking actions by means of actuating the disc braking system.Also parameters like start speed when a braking action is initiated and retardation at eachbraking action could be considered as or as a part of the driving data. The means 120 alsocomprises means for collecting surrounding environmental data and means for communicating surrounding environmental data to the control unit 100.
    The system I further comprises means 130 for determining the start thickness dl of the brakedisc 10 at a first point in time tl and a second thickness dl of the brake disc 10 at a secondpoint in time tl based on said determined strokes or displacements ofthe actuatingarrangement 50 at the first point in time tl and the second point in time tl. Alternatively, thestart thickness dl of the brake disc 10 is known and the determined stroke or displacement ofthe actuating arrangement 50 at the first point in time tl is used as a reference value in orderto be able to determine the thickness of the brake disc 10 at the second point in time tl. Themeans 130 also determines one first driving data al at a first point in time tl and a second driving data al at a second point in time tl. The means 130 can be arranged to perform calculations in order to determine the predicted remaining operational lifetime of a brake disc. 13The calculation for the remaining operational lifetime is based on the relation between thedifference in driving data Aa and the difference in thickness Ad of the brake disc 10 determined at the first point in time tl and the second point in time tz.
    This can according to one variant be done by using the equation: åfldh-mft-Ad) = remaining operational lifetime whereAa=a1-a2Åldïdl-dz. d,,-m,-f represents the limit of the thickness of the brake disc 10 which can be worn before an error code or a warning signal should be generated.
    The predicted remaining operational lifetime of a brake disc 10 may be presented as a distance, a driving time, number of accelerations, number of decelerations etc..
    The means 130 determines according to one variant a coefficient c based on surroundingenvironmental data. The predicted remaining operational lifetime of the brake disc may thenbe calculated according to the following equation: Û.Efldfimft-Ad) *c= remaining operational lifetime The means 130 may comprise any suitable means for performing calculations and processinginformation about the thickness of the brake disc 10, the driving data and the surroundingenvironmental data such as server unit, a computer, an electronic control unit, a circuit fordigital signal processing digital signal processor (DSP), or a circuit with a predeterminedspecific function (Application Specific Integrated Circuit, ASIC) or the like. The means 130 is according to an embodiment comprised in or comprise the electronic control unit 100.
    The system I may also comprise means 140 for indicating the predicted remaining operationallifetime of a brake disc 10. The means 140 for indicating the predicted remaining operational lifetime of the a brake disc 10 comprises according to an embodiment visual means 142 for 14 visually indicating the predicted remaining operational lifetime by e.g. a light wherein thecolor of such light can índicate different intervals of predicted remaining operational lifetime,a flashing light a displayed text or the like. The visual means comprises according to anembodiment a display unit for displaying information about predicted remaining operationallifetime. The display unit may be any suitable display unit such as a display unit arranged in theinstrument panel of the vehicle. The means 140 for indicating the predicted remainingoperational lifetime of the brake disc 10 comprises according to one variant acoustic means144 for audibly indicating the predicted remaining operational lifetime of said brake disc 10,e.g. by an alarm signal, a voice message or the like. The indication may according to one variant be in the form of an error code.
    The system I may also comprise means 150 for determining whether a predicted remainingoperational lifetime of a brake disc 10 is below a first certain level, e.g. 200.000 km or 4000 h.The means 150 for determining whether a predicted remaining operational lifetime is below acertain level may comprise any suitable means for processing information about the predictedremaining operational lifetime and comparing it with a level which may be a predeterminedlevel. The means 150 may be a server unit, a computer, an electronic control unit or the like.The means 150 for determining whether a predicted remaining operational lifetime is below afirst certain level is according to one variant comprised in or comprise the electronic controlunit 100. The means 150 for determining whether a predicted remaining operational lifetimeof said brake disc is below a certain level is according to one variant configured to determinewhether a predicted remaining operational lifetime is below one or more certain levels, e.g. afirst certain level, a second certain level below the first certain level, a third certain level below the second certain level, etc.
    The system I preferably also comprises a memory unit 160 in which interim or final results ofthe measurements and/or calculations are stored. Thus, the data relating to the difference inthe driving data and the difference in the thickness of the brake disc 10 determined at the firstpoint in time t1 and the second point in time t; and the determined remaining operationallifetime of the braking disc may be stored in the memory unit 160. By means of data, i.e. thewear data of the brake disc, stored on this memory unit 160, a prediction of the remainingoperational lifetime of a new brake disc 10 may be determined based on the previous determinations made on previous brake discs even if no measurements on the new brake disc 10 are performed or have been performed yet. Thus, it will be possible to utilize the historicdata relating to the wear of a brake disc during a specific time interval when determining remaining operational lifetime of new brake discs.
    The electronic control unit 100 is operably connected to a communication bus 105, such as aCAN-bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration, or a wireless connection.
    The first sensor unit 110 for determining the stroke of the actuating arrangement for applyingsaid first brake pad against said brake disc is connected to the communication bus 105, via alink 110a. The electronic control unit 100 comprises means for receiving the measuring signal from the first sensor unit 110.
    The electronic control unit 100 is operably connected to a communication bus 105, such as aCAN-bus. The first unit 120 communicating driving data (a) and surrounding environmentaldata is connected to the communication bus 105. The electronic control unit 100 comprises means for sending and receiving signals to the unit 120.
    The means 140 for indicating the predicted remaining operational lifetime of the brake disc 10is connected to a communication bus 105 via a link 140a. The electronic control unit 100 isarranged to, via the bus 105, send a signal to said means 140 representíng data for the predicted remaining operational lifetime ofthe brake disc 10.
    The electronic control unit 100 is operably connected to the means 150 for determiningwhether the predicted remaining operational lifetime of said brake disc 10 is below a certainlevel via the bus 105 and the link 150a. The electronic control unit 100 is via the bus 105 andthe link 150a arranged to send a signal to said means 150 representíng data for the predicted remaining operational lifetime of said brake disc 10.
    The electronic control unit 100 is operably connected to the memory unit 160 via the bus 105and the link 160a. The electronic control unit 100 is via the bus 105 and the link 160a arrangedto send and receive signals representíng data for the predicted remaining operational lifetime of said brake disc 10. 16Alternatively, the units 110, 120, 130, 140, 150 and 160 are connected to the control unit 100 via a wireless connection.
    Generally, the method of the present invention can be arranged to be carried out by anyapplicable control unit in the vehicle, such as the control unit 100 described above. Thecontrol unit is suita bly adapted to receive measuring signals relating to the thickness of thebrake disc when the thickness is known at the first point in time or when measurements are performed at the second point in time.
    Generally the control unit is connected to a CAN comprising one or more communicationbusses to interconnect a number of electronic control units (ECUs), or controllers, and variouscomponents of the vehicle. The control unit may be arranged to receive signals from varioussensors in the vehicle and thus control the vehicle accordingly. Further, the control of thevehicle can be performed by programmed instructions. These programmed instructionstypically include a computer program, which when the program code is executed in acomputer, achieves that said computer carries out the desired action such as the method steps of the present invention described above.
    The invention further relates to a computer program product comprising a data storagemedium which is readable by a computer, the computer program code of a computer programas described above being stored on the data storage medium. The computer program typicallyforms part of a computer program product. The computer program product comprises anappropriate storage medium with the computer program stored on said storage medium. Thedigital storage medium may e.g. be any of the group: ROM (Read-Only Memory), PROM(Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM(Electrically Erasable PROM), hard disk drive, etc., and may be provided in or in connectionwith the control unit 100, and wherein the computer program is executed by the control unit100. By changing the computer program instructions the vehicle behaviour may thus be adapted to a specific situation.
    With reference to figure 5, a diagram of an apparatus 500 is shown. The control unit 100described with reference to fig. 2 may according to an em bodiment comprise the apparatus500. The apparatus 500 comprises a non-volatile memory 520, a data processing device 510 and a read/write memory 550. Non-volatile memory 520 has a first memory portion 530 17wherein a computer program, such as an operating system, is stored for controlling thefunction of the apparatus 500. Further, the apparatus 500 comprises a bus controller, a serialcommunication port, I/O-means, an A/D-converter, a time date entry and transmission unit,an event counter and an interrupt controller (not shown). Non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided comprising routines for predicting the operational life timeof a brake disc 10 in a disc brake system of a vehicle as described above with reference to Fig.2. The program P comprises routines for determining the relation between the difference inthe driving data and the difference in the thickness of the brake disc 10 determined at the firstpoint in time tl and the second point in time tz. The thickness at the first point in time may beknown. A reference value may be determined by means of a first sensor unit 110 at the firstpoint in time. The thickness of the brake disc at the second point in time may be determinedby means of the first sensor unit 110 and the reference value. The program P comprisesroutines for comparing the actual driving data a with the determined remaining operationallifetime. The program P comprises routines for creating an error code if the actual drivingdata a is equal to or exceeds the determined remaining operational lifetime. The program Pcomprises routines for comparing the data relating to the difference in the driving data andthe difference in the thickness of the brake disc 10 determined at the first point in time t1 andthe second point in time t; and the predicted remaining operational lifetime with at least onepredetermined level set by for example the operator or a service personnel of the vehicle. Theprogram P comprises routines for creating code indicating whether the predicted remaining operational lifetime exceeds the level or not.
    The computer program P may be stored in an executable manner or in a compressed condition in a separate memory 560 and/or in read/write memory 550.
    When it is stated that data processing device 510 performs a certain function it should beunderstood that data processing device 510 performs a certain part of the program which isstored in separate memory 560, or a certain part of the program which is stored in read/write memory 550.
    Data processing device 510 may communicate with a data communications port 599 by means of a data bus 515. Non-volatile memory 520 is adapted for communication with data 18processing device 510 via a data bus 512. Separate memory 560 is adapted for communicationwith data processing device 510 via a data bus 511. Read/write memory 550 is adapted forcommunication with data processing device 510 via a data bus 514. To the data communications port 599 e.g. the links connected to the control units 100 may be connected.
    When data is received on data port 599 it is temporarily stored in second memory portion540. When the received input data has been temporarily stored, data processing device 510 isset up to perform execution of code in a manner described above. The signals received ondata port 599 can be used by apparatus 500 for determining the remaining operationallifetime of the brake disc 10 by means of determining the thickness by means of a first sensorunit 110 at two different points in time t1, t2 and by determining driving data a at the twodifferent points in time tl, tz. The signals received on data port 599 can be used by apparatus500 for determining whether there is a difference in the predicted remaining operationallifetime and the actual driving data. The signals received on data port 599 can be used byapparatus 500 for indicating malfunction of said disc brake system if the actual driving dataexceeds the determined remaining operational lifetime. The signals received on data port 599can be used by apparatus 500 for determining whether a difference in the determinedremaining operational lifetime and the actual driving data is below a certain level. The signalsreceived on data port 599 can be used by apparatus 500 for taking action if said difference is below said certain level.
    Parts of the methods described herein can be performed by apparatus 500 by means of dataprocessing device 510 running the program stored in separate memory 560 or read/writememory 550. When apparatus 500 runs the program, parts ofthe methods described herein are executed.
    The foregoing description of the preferred embodiments of the present invention has beenprovided for the purposes of illustration and description. lt is not intended to be exhaustive orto limit the invention to the precise forms disclosed. Obviously, many modifications andvariations will be apparent to practitioners skilled in the art. The embodiments were chosenand described in order to best explain the principles of the invention and its practicalapplications, thereby enabling others skilled in the art to understand the invention for various embodiments and with the various modifications as are suited to the particular use 19contemplated. The components and features specified above may within the framework of the invention be combined between different embodiments specified.
    权利要求:
    Claims (15)
    [1] 1. A method for predicting the remaining operational lifetime of a brake disc (10) in a disc brake system (B) of a vehicle (1), the method comprising the steps of: i) determining a start thickness (dl) of the brake disc (10) and at least one first drivingdata (al) as a start data at a first point in time (t1); ii) determining a second thickness (dz) of the brake disc (10) and a second driving data(az) at a second point in time (t2); iii) determining the remaining operational lifetime of the brake disc (10) based on therelation between the difference in the driving data and the difference in thethickness of the brake disc (10) determined at the first point in time (tl) and the second point in time (tz).
    [2] 2. Method according to claim 1, wherein the driving data (a) comprises at least one of distance, driving time, number of accelerations, number of decelerations and average speed.
    [3] 3. Method according to any one of the preceding claims, wherein the relation between thedifference in driving data (a) and the difference in thickness (d) of the brake disc (10) determined between the first point in time (tl) and the second point in time (tz) is linear.
    [4] 4. Method according to any one the preceding claims, wherein the predicted remaining operational lifetime is presented as the remaining distance.
    [5] 5. Method according to any one of the preceding claims 1-4, wherein the predicted remaining operational lifetime is presented as the remaining driving time.
    [6] 6. Method according to any one of claims 4 or 5, wherein the method further comprises the step of: iv) storing the data relating to the difference in the driving data and the difference inthe thickness of the brake disc (10) determined at the first point in time (ti) and the second point in time (tz) and the determined remaining operational lifetime in a 21 memory unit (160) of a processing unit in a control unit (100) of the vehicle.
    [7] 7. Method according to claim 6, wherein the stored data is utilized when making a prediction of a new brake disc.
    [8] 8. Method according to claim 7, wherein the method further comprises the step of:v) comparing the actual driving data (a) with the determined remaining operationallifetime and create an error code if the actual driving data (a) is equal to or exceeds the determined remaining operational lifetime.
    [9] 9. A disc brake system (B) of a vehicle comprising a brake disc, a first and second brake pad(22, 24) arranged on opposite sides of the brake disc (10), a brake pad carrier (30) forsupporting said brake pads (22, 24), a brake calliper (40), and an actuating arrangement (50)for pressing the first brake pad (22) against the brake disc (10) and for causing a movement ofsaid brake calliper (40) thereby pressing the second brake pad (24) against the brake disc (10)characterized by the system comprising or being arranged to be connected to means fordetermining: a start thickness(d1) of the brake disc (10) and at least one first driving data (al)as a start data at a first point in time (tl), and a second thickness (dz) of the brake disc (10) andat least one second driving data (az) at a second point in time (tz), the system (B) furthercomprising a control unit (100) comprising means for receiving or determining data regardingthe remaining operational lifetime of the brake disc (10) based on the relation between thedifference in the driving data (a) and the difference in the thickness ofthe brake disc (d) determined at the first point in time (tl) and the second point in time (tz).
    [10] 10. A disc brake system (B) of a vehicle according to claim 9, wherein the thickness (d) of thebrake disc (10) is determined by means of a first sensor unit (110) arranged to determine astroke of the actuating arrangement (50) for applying said first brake pad (22) against thebrake disc (10).
    [11] 11. A disc brake system (B) of a vehicle according to claim 9 or 10, wherein the system (B)further comprises means (500) for communicating the determined remaining operational lifetime to the control unit (100) comprising a processing unit (520) and storing the difference 22in the thickness ofthe brake disc (10) determined at the first point in time (tl) and the secondpoint in time (tz) and the determined operational lifetime in a memory unit (521) of the processing unit (520).
    [12] 12. A disc brake system (B) of a vehicle according to any of claims 9 -11, wherein the system(B) further comprises means for comparing the actual driving data (a) with the determinedremaining operational lifetime and create an error code if the actual driving data (a) is equal to or exceeds the determined remaining operational lifetime.
    [13] 13. Vehicle comprising the system according to any one of claims 9 to 12.
    [14] 14. A computer program comprising a program code which, when the program code isexecuted in a computer, achieves that said computer carries out the method according to any of the claims 1-8.
    [15] 15. A computer program product comprising a data storage medium which is readable by acomputer, the computer program code of a computer program according to claim 14 being stored on the data storage medium (160).
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    同族专利:
    公开号 | 公开日
    SE542200C2|2020-03-10|
    DE102017002148A1|2017-09-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB9411477D0|1994-06-08|1994-07-27|Lucas Ind Plc|Brake lining wear sensing system|DE102018102710A1|2018-02-07|2019-08-08|Knorr-Bremse Systeme für Nutzfahrzeuge GmbH|Method for determining a repair requirement of a brake|
    CN110762144B|2018-07-25|2021-12-14|瀚德万安电控制动系统有限公司|Disc brake and sensor device|
    US11215252B2|2019-03-29|2022-01-04|Bendix Commercial Vehicle Systems Llc|Wheel end brake pad wear sensor|
    WO2021186620A1|2020-03-18|2021-09-23|三菱電機株式会社|Brake control device|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1650350A|SE542200C2|2016-03-16|2016-03-16|Method and system for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle|SE1650350A| SE542200C2|2016-03-16|2016-03-16|Method and system for predicting the remaining operational lifetime of a brake disc in a disc brake system of a vehicle|
    DE102017002148.1A| DE102017002148A1|2016-03-16|2017-03-06|Method and system for predicting the residual life of a brake disc in a disc brake system of a vehicle|
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