• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    method for controlling the brake system for a vehicle. method for controlling the brake system for a vehicle. the wheel brake system can be applied to provide torque to the wheel brakes. data on vehicle speed, data on vehicle inclination, as well as data on wheel brake pressure can be obtained. the wheel brake torque profile can be determined to include a set of vehicle speed values, a set of wheel brake pressure values, as well as a set of values for wheel brake torque.
    公开号:BR102012032791B1
    申请号:R102012032791-0
    申请日:2012-12-20
    公开日:2021-03-23
    发明作者:Christopher Keeny；Jeff Lloyd
    申请人:Arvinmeritor Technology, Llc.；
    IPC主号:
    专利说明:

    [0001] The present application relates to a method for controlling a brake system for a vehicle. BACKGROUND OF THE PRESENT INVENTION
    [0002] Patent No. 8,055,422 describes a method for controlling the rate of deceleration of a hybrid electric vehicle. SUMMARY OF THE PRESENT INVENTION
    [0003] In at least one preferred embodiment, a method for controlling a brake system for a vehicle is described. The method may include temporarily deactivating the vehicle's brakes by a regenerative braking system, while still allowing braking with the wheel brake system. The wheel brake system can be applied to provide torque to the wheel brakes. When the wheel brake is being applied, data on the vehicle speed, data on the vehicle's inclination, in addition to the data on the wheel brake pressure can be obtained. The wheel brake torque profile can be determined to include a set of vehicle speed values, a set of wheel brake pressure values, as well as a set of values for wheel brake torque. The set of torque values for the wheel brake can be based, at least in part, on the set of vehicle speed values and on the vehicle's tilt data.
    [0004] In at least one preferred embodiment, a method for controlling a brake system for a vehicle is described. The method may include propelling the vehicle to a previously determined speed profile. The wheel brake system can be applied to provide torque to the wheel brakes. The torque can be transmitted with an electrical device to maintain the predetermined speed profile. When the wheel brake is applied, data on the vehicle's speed, data on the vehicle's inclination, updated data on the electrical device, in addition to the data on the pressure exerted on the wheel brake can be obtained. The wheel brake torque profile can be determined to include a set of vehicle speed values, a set of wheel brake pressure values, as well as a set of values for wheel brake torque. The set of torque values for the wheel brake can be based, at least in part, on the set of vehicle speed values and on the vehicle's tilt data.
    [0005] In at least one preferred embodiment, a method for controlling a brake system for a vehicle is described. The method may include determining whether or not the vehicle speed exceeds the speed limit value and determining whether or not a calibration event exists. The braking of a vehicle with a regenerative braking system can be temporarily deactivated or the vehicle can be propelled with a predetermined speed profile when the vehicle speed exceeds the speed limit value and there is a calibration event. The wheel brake system can be applied to provide torque to the wheel brakes. Data on vehicle speed, data on vehicle inclination, as well as data on wheel brake pressure can be obtained. The wheel brake torque profile can be determined to include a set of vehicle speed values, a set of wheel brake pressure values, as well as a set of values for wheel brake torque. Each element of the wheel brake pressure set as well as each element of the wheel brake torque set may be associated with a corresponding element of the vehicle speed set. The set of wheel brake torque values can be based on the set of vehicle speed values, vehicle mass and vehicle tilt data. BRIEF DESCRIPTION OF THE DRAWINGS
    [0006] Figure 1 is a schematic diagram of an example of a vehicle that has a brake system. Figure 2 is a flow chart of a preferred realization of a method of controlling a brake system. Figure 3 is a flow chart of another preferred embodiment of a method of controlling a brake system. DETAILED DESCRIPTION OF THE PRESENT INVENTION
    [0007] Preferred embodiments of the present invention are described in this document, as required; it should be understood, however, that the preferred embodiments described herein are intended merely to serve as examples for the present invention that can be carried out in several and different alternative ways. Figures are not necessarily to scale; some features can be exacerbated or minimized to reveal the details of certain components. In this way, the specific details of the structural and functional part described in this document should not be interpreted in the sense of limiting it, serving merely as a representative basis to teach the specialist in the technique for use in different forms of the present invention.
    [0008] Referring to Figure 1, an example of a vehicle 10 is shown. Vehicle 10 can be of any suitable type, as is the case with a motor vehicle, such as a truck, bus, agricultural equipment, military transport or armed vehicle. , or even equipment for transporting cargo by land, air or sea. Vehicle 10 may include a trailer for transporting cargo in one or more preferred embodiments.
    [0009] Vehicle 10 can be configured as a hybrid vehicle that can have a variety of energy sources used to move vehicle 10. As such, vehicle 10 can have a hybrid powertrain 12 that can transmit torque to one or more wheel sets. drive 14. In at least one preferred embodiment, the drive assembly 12 may include a first energy source 20, a second energy source 22, an electrical device 24, an energy transfer unit 26, in addition to one or more sets of driving axles 28.
    [0010] The first and second energy sources 20, 22 can transmit force that can be used to rotate one or more sets of drive wheels 14. In at least one preferred embodiment, the first energy source 20 can be configured in the form of a internal combustion engine that can be adapted to burn any suitable type of fuel, such as gasoline, diesel, or hydrogen. The second energy source 22 can be configured as an electrical energy source, as is the case with a battery, capacitor, or fuel cell.
    [0011] The first and second power sources 20, 22 can be coupled or can be configured to drive electrical device 24. This electrical device 24 can be of any suitable model, as is the case with an engine or a motor generator. The first and second energy sources 20, 22 can supply power, independently or simultaneously, to the electrical device 24 in one or more preferred embodiments.
    [0012] The energy transfer unit 26 can be coupled or can be driven by the electrical device 24. The energy transfer unit 26 can be of any suitable model, as in the case of a "step ratio" transmission "] of multiple gears or an electronic transmission without converter as is known to those skilled in the art.
    [0013] The drive axle set 28 can be coupled to one or more sets of drive wheels 14. In Figure 1, a tandem drive axle configuration is shown that includes two sets of drive axles 28. The drive axle set 28 that is arranged more adjacent to the front of the vehicle 10 or on top of Figure 1 can be designated as the front-rear drive axle assembly, whereas the other drive axle assembly 28 can be designated as the rear drive axle assembly -rear. As an option, more sets of drive axes can be arranged, which can be coupled together in series. An output of the power transfer unit 26 can be coupled to an input of the front-rear drive shaft assembly 28 by means of a drive shaft 30. An output of the front-rear drive shaft assembly 28 can be selectively coupled to a entry of rear-rear drive axle assembly 28, if present, by means of a drive shaft 32. In addition, each drive axle assembly 28 may have at least one outlet each that can be coupled to a set of wheels drive axle 14. For example, each driving axle assembly 28 can be selectively or non-selectively coupled to a corresponding wheel axle 34 or semi-axle from which one or more drive wheel assemblies 14 can be arranged.
    [0014] Vehicle 10 may further include a brake system 40. Brake system 40 may include a regenerative braking system 42 in addition to a wheel brake system 44.
    [0015] The regenerative braking system 42 can retain the kinetic energy used when braking or reducing the speed of the vehicle 10. The recovered energy can be transmitted to the driving assembly 12 from the driving wheel assemblies of the vehicle 14 to drive the electrical device 24 and can be used to charge the second energy source 22 in one or more preferred embodiments.
    [0016] The wheel brake system 44 may include one or more friction brakes or wheel brakes 46. A wheel brake 46 may be arranged close to a set of drive wheels 14 or wheel axle 34. Wheel brake 46 may present any appropriate configuration, such as a drum brake or disc brake.
    [0017] One or more controllers or control modules 50 can be provided to monitor and control the various components and systems of the vehicle 10. For example, the control module 50 can be electrically connected or communicate with the components of the driving set 12, as is the case of the first energy source 20, the second energy source 22, the electrical device 24, and the energy transfer unit 26 to monitor and control its operation and performance. The control module 50 can also monitor and control the brake system 40, as will be analyzed in more detail below. In addition, the control module 50 can also process the input signals or data from the various input devices or sensors. These input devices may include a vehicle speed sensor 60, a brake pedal sensor 62, one or more brake pressure sensors 64, an inclinometer 66, a trailer detection sensor 68, one or more pressure sensors air suspension 70, as well as an operator communication device 72.
    [0018] The vehicle speed sensor 60 can be included to detect the speed of vehicle 10. The vehicle speed sensor 60 can be of any suitable model as known to those skilled in the art.
    [0019] The brake pedal sensor 62 can be included to detect a brake input command that can be provided by the vehicle driver or an operator. For example, the brake pedal sensor 62 can detect the position of a brake pedal or the position or operational status of a component that is connected or operated by a brake pedal, such as a pedal valve that can modulate a pressure pneumatic control that is supplied to a relay valve that can control the air supply to one or more brake actuators. The detected position of the brake pedal can be used to control the brake torque transmitted by the brake system 40. The brake torque can be transmitted by the regenerative braking system 42 and / or by the wheel brake system 44. In the case of a wheel brake system 44, the control module 50 can command the operation of a valve that controls the fluid pressure transmitted to a wheel brake 46. The fluid pressure output can be proportional to a detected angle of movement or degree of brake pedal performance.
    [0020] The brake pressure sensor 64 can be included to detect the pressure of the fluid that is supplied to control or activate the wheel brake 46. For example, a pressurized fluid such as compressed air or hydraulic fluid can be used to activate the wheel brake. 46. For the sake of simplicity, only one brake pressure sensor 64 is illustrated in Figure 1.
    [0021] An inclinometer 66 can be included to detect, measure and / or determine an angle of inclination or slope of the vehicle 10. These measurements can be indicative of the inclination of a road or the slope of a surface on which the vehicle 10 is positioned. inclinometer 66 may include or may be based on elevation data provided by a global positioning system (GPS) and / or data provided by an inclinometer sensor inside the vehicle. In at least one preferred embodiment, inclinometer 66 can provide data indicating the number of degrees by which vehicle 10 is tilted or declined relative to an artificial horizon.
    [0022] A trailer detection sensor 68 can be included to detect whether any trailers are mounted on vehicle 10 or not. The trailer detection sensor 68 can also detect or provide data that identifies each of the trailers. In this way, the data from the trailer detection sensor 68 can be used to determine whether a different trailer is coupled to the vehicle 10 based on any change in the trailer identification data.
    [0023] The air suspension pressure sensors 70 can be included as part of a vehicle suspension system 10. The air suspension pressure sensor 70 can detect the pressure of a pressurized fluid, such as compressed air, which is supplied to an air suspension that can be part of the vehicle's suspension system. The data from the air suspension pressure sensors 70 can be used to detect the weight of the vehicle 10 or a part of the vehicle 10, such as a trailer.
    [0024] The operator communication device 72 can be included to receive some information from an operator. The operator communication device 72 can be of any suitable model or models, such as by switch, button, sensor, display, touch screen or the like. The operator communication device 72 can be used for the inclusion of data that may not have been predetermined or previously provided by a sensor, as may be the case where a vehicle 10 is not equipped with one or more of the sensors previously analyzed. For example, operator communication device 72 can promote the inclusion of information relating to the identification of a trailer, vehicle weight, and whether or not technical assistance has been carried out on vehicle components, such as the wheel brake 46 In addition, the operator communication device 72 can enable the driver to activate or set a vehicle cruise control system, which can be associated with or controlled by the vehicle using the control module 50.
    [0025] The control module 50 can also monitor and control the brake system 40. For example, the control module 50 can also monitor and control the amount of brake torque that is transmitted by the regenerative braking system 42 and the brake system of wheel 44. Said control may include combining the value of the brake torque transmitted by the regenerative braking system and the wheel brake system 42, 44 so that no significant transition between regenerative braking and conventional braking is carried out. detected by the driver of the vehicle. A reasonably accurate estimate of the wheel brake torque can be employed to provide a smooth combination and / or adequate braking performance. The torque of the wheel brake can vary depending on a number of factors, such as the type of wheel brake, the material of the brake pad, the size of the brake, along with the brake conditions (for example, brake pads new or already worn or distortion due to severe braking events). The torque profile of the wheel brake can be developed and updated to take into account all these factors, thus providing an estimate of the torque of the wheel brake that can be reflected in the actual performance of the wheel brake. The communication between the control module 50 and the wheel brake system 44 is represented by connection nodes B1, B2, B3, and B4 in Figure 1.
    [0026] The torque profile of the wheel brake can be based on forces that can act on the vehicle 10 when it is in motion. These forces include aerodynamic resistance (Faero), rolling resistance (Froll), degree of resistance (Fgrade), and braking effort (Fbrake). The braking effort can be based on contributions made by the regenerative braking system 42 and / or by the wheel brake system 44. If the regenerative braking is not applied, then the braking effort may be due to the operation of the braking system. runs 44 alone. If regenerative braking is applied, then the contribution of the braking effort made by the regenerative braking system 42 can be based on data that can be indicators of the torque transmitted by the regenerative braking system 42. These data can be previously determined and can be based performance characteristics or operating cycle of the fixture 24.
    [0027] The braking effort (Fbrake) can be determined using the list below: Fbrake = m * a - Faero - Froll - Fgrade on what: m = mass of the vehicle a = vehicle acceleration Faero = aerodynamic resistance; Froll = rolling resistance; and Fgrade = degree of resistance
    [0028] The mass of the vehicle can include the mass of a truck or of the traction part of a vehicle 10 and the mass of the trailer coupled to the tractor. The mass of the vehicle can be a predetermined value, entered by a driver and / or it can be based, at least in part, on the data provided by air suspension pressure sensors 70. For example, the mass of the traction part of the vehicle 10 can be predetermined and the mass of the trailer can be based on data from the air suspension pressure sensor 70 in one or more preferred embodiments.
    [0029] Vehicle acceleration can be based on vehicle speed data, such as by integrating the change in vehicle speed or speed over time.
    [0030] The aerodynamic resistance can be the drag force exerted by the air on the vehicle 10. The aerodynamic resistance can be a predetermined value based on the tests of the vehicle as it can also be calculated based on the change in the speed of the vehicle over time, as is the case during a vehicle freewheel deceleration event in which case the brake system 40 cannot be activated to slow the vehicle 10.
    [0031] The rolling resistance may be due to the track surface and other friction elements. The rolling resistance can be a predetermined value, a predetermined function based on the tire pressure, but it can also be calculated in a similar way or in conjunction with the aerodynamic resistance.
    [0032] The degree of resistance may be due to gravitational forces and the inclination of the track. The degree of resistance can be calculated based on data from the inclinometer or data indicating the change in elevation of the vehicle, such as GPS data. The degree of resistance can be zero on a flat surface, as it can have a positive or negative indication, depending on whether the vehicle 10 is on a slope or on a slope.
    [0033] The braking effort (Fbrake) can be used to calculate the brake torque (Tbrake) as illustrated by the relationship below: Tbrake = Fbrake * rtire on what: Fbrake = braking effort; and rtire = tire radius
    [0034] The tire radius can be a predetermined value based on the tire pressure and / or the size of the tire installed in the vehicle 10, which can be designated by the vehicle manufacturer and / or can be entered by a driver. This data can be stored in the memory of the control system 50.
    [0035] Referring to Figures 2 and 3, flowcharts of examples of control methods for a vehicle 40 brake system are presented. As will be assessed by the expert in the art, flowcharts can represent the control logic that can be implemented or made available in hardware, software, or a combination of hardware and software. For example, the various functions can be made available by a programmed microprocessor. The control logic can be implemented, using any of the several known techniques and strategies of programming and processing, not being restricted to the order or sequence now illustrated. For example, interrupt processing or event processing can be applied to real-time control applications instead of a purely sequential strategy, as illustrated. Likewise, parallel processing, multitasking, or multithreaded systems and methods can also be used.
    [0036] The control logic can be independent of a specific programming language, operating system, processor, or circuit system used for the development and / or implementation of the illustrated control logic. Likewise, depending on the specific programming language and processing strategy, several functions can be performed in the illustrated sequence, substantially at the same time, or in different sequences, while carrying out the control method. The illustrated functions can be modified, or in some cases omitted, without deviating from the idea or scope of the present invention.
    [0037] In at least one preferred embodiment, a method can be performed by the control module 50 and which can be implemented in the form of a closed-loop control system. In addition, the method can be activated or deactivated, based on the operational status of the vehicle 10.
    [0038] Referring to Figure 2, a first method of controlling a vehicle brake system 40 is presented.
    [0039] In block 100, the method can begin with the evaluation of whether the speed of vehicle 10 exceeds a speed limit value or not. This step can perform two functions. First, this step can determine whether the vehicle 10 is in motion or not. Second, this step can determine whether or not the vehicle 10 is traveling at a speed at which the admissible data can be obtained. The vehicle speed can be provided by the vehicle speed sensor 60. The speed limit value can be a predetermined value and can be based on the vehicle's performance tests. In at least one preferred embodiment, the speed limit value may be at least 16.1 km per hour (10 miles per hour). If the vehicle speed does not exceed the speed limit value, then the method can end at block 102. If the vehicle speed exceeds the speed limit value, then the method can proceed at block 104.
    [0040] In block 104, the method can determine whether or not a brake command is requested. The brake command can be requested when the brake pedal is activated. Brake pedal performance can be detected by brake pedal sensor 62. If the brake command is not requested, then the method can end at block 102. If the brake command is requested, then the method can proceed at block 106.
    [0041] In block 106, the method can determine whether or not there is a calibration event or calibration condition. A calibration event can occur in several situations, such as when a different truck trailer is attached to the vehicle, a change in vehicle weight 10 exceeds a predetermined weight limit value, when a predetermined quantity has occurred brake commands since the last calibration event, when maintenance has been performed on the wheel brake (for example, replacement of brake pads or brake components), when a predetermined maintenance interval has elapsed, and when a predetermined period of time has elapsed since a previous calibration event. If no calibration event occurs, then the method can end at block 102. If any calibration event occurs, then the method can proceed at block 108.
    [0042] In block 108, regenerative braking can be temporarily deactivated. Regenerative braking can be deactivated, inhibiting energy recovery or the operation of the electrical device 24 as a generator that is driven by the rotation of a set of drive wheels 14.
    [0043] In block 110, wheel brakes 46 can be applied. The wheel brake 46 can be applied at a force that is based on inclusion by the driver or at a predetermined brake pressure.
    [0044] In block 112, data can be obtained or collected while wheel brake 46 is being applied. The data that can be collected can include vehicle speed data, wheel brake pressure data and, optionally, vehicle tilt data. Said data can be sampled over time. Sample data can be used to develop a set of vehicle speed values and a set of wheel brake pressure values. For example, a vehicle speed value and a wheel brake pressure value can be sampled or associated with different independent time values and compiled to aggregate each set.
    [0045] In block 114, the method can determine whether the data collection attributes or data collection conditions are or are not satisfactory. The data collection attributes can be satisfactory when the vehicle speed continues to exceed the speed limit value, braking is commanded, and when rapid brake pedal operation or rapid changes in the brake pedal position are not detected. The quick operation of the brake pedal can be based on predetermined attributes, such as the case of a predetermined rate of change between actuation and release of the brake pedal. If the data collection attributes are satisfactory, then the method can return to block 112 to continue obtaining the data. If the data collection attributes are not satisfactory, then the method can proceed at block 116.
    [0046] In block 116, data can be processed. Data processing may include filtering the data to ignore data that has been obtained over a predetermined period of time. For example, data can be ignored for the first 0.5 to 1.0 seconds after the initial brake pedal is applied to effectively filter or ignore the data that can be obtained before the wheel brake system 44 stabilizes when braking. constant state or the performance characteristics of the component stabilize. Data processing can also include calculating a set of wheel brake torque values. These calculations can use the formulas analyzed previously. In addition, statistical algorithms can also be used to determine the brake torque in relation to the brake pressure profile. For example, statistical analysis, such as the least square method, can be applied to the set of torque values for the wheel brake, to allow the best correlation line indicating the torque predicted for the wheel brake at different values of brake pressure. In addition, the data processing may include an evaluation or comparison with the existing torque data for the wheel brake. For example, an assessment or comparison can be made to determine whether the processed data has undergone significant changes or not compared to previous data or existing data associated with the current wheel brake torque profile. A significant change can be determined, using predetermined parameters. For example, a predetermined deviation value or tolerance range can be used for evaluation purposes. As such, a significant change can occur when the processed data diverge from the existing data by a value greater than the predetermined deviation value. If any significant change occurs, the method cannot proceed at block 118. If no significant change occurs, then the method may terminate or not proceed at block 118.
    [0047] In block 118, the processed data can be used to update the stored parameters for use in future braking events. For example, the processed data can be used to update a lookup table that can store the torque profile of the wheel brake. The wheel brake torque profile can include three data dimensions, such as wheel brake torque data, wheel brake pressure data, in addition to vehicle speed data. The wheel brake torque data can be calculated as previously described and stored in such a way that the wheel brake torque data or the data of the best correlation line are associated with the respective values of the brake pressure data and / or the respective vehicle speed data. As such, an estimate of the wheel brake torque can be made available for use in controlling future braking events, in addition to the estimate of the wheel brake torque that will be available under various operating conditions of the brake system.
    [0048] Referring to Figure 3, another first method of controlling a vehicle brake system 40 is presented. In this preferred embodiment, the regenerative braking may not be deactivated. In addition, this method may be suitable for repeated execution by a technician as part of a vehicle's maintenance program to provide more comprehensive data over a wider range of wheel brake pressures and / or vehicle speeds. As such, the method can be initiated in response to a command entry made by a technician or driver, as is the case with a command provided via an operator communication device 72. For the sake of brevity, the flowchart in the Figure 3 starts from the assumption that the execution of the method is desired and, therefore, does not illustrate any input from a command to start the execution of the method.
    [0049] In block 200, the method can begin with determining whether the speed of vehicle 10 exceeds a speed limit value or not, similarly to block 100 described above. If the vehicle speed does not exceed the speed limit value, then the method can end at block 202. If the vehicle speed exceeds the speed limit value, then the method can proceed at block 206.
    [0050] In block 206, the method can determine whether or not there is a calibration event or calibration condition, similarly to block 106 above. In addition to the factors previously analyzed, the calibration event can occur when a cruise speed control system is activated. If no calibration event occurs, then the method can proceed to block 202. If any calibration event occurs, then the method can proceed to block 208.
    [0051] In block 208, vehicle 10 can be propelled in a predetermined speed profile. The predetermined speed profile can include the propulsion of the vehicle 10 at a constant speed but it can also include the deceleration of the vehicle 10 at a predetermined rate. The closed-loop speed control system can be used to propel vehicle 10 at a constant speed, or to decelerate vehicle 10 at a predetermined rate. In addition, a manual speed control system or a closed loop speed control system can also be employed. For example, a pre-defined calibration subroutine can be performed to provide instructions and / or feedback to a driver or vehicle technician. For example, the subroutine can instruct a technician to propel the vehicle to a specific predetermined speed or speed profile and can provide feedback on whether the desired speed has been achieved or maintained. These instructions and / or feedback can be provided via the operator communication device 72.
    [0052] In block 210, wheel brakes 46 can be applied, similarly to block 110 above. The wheel brakes 46 can be applied before, simultaneously or after the start of the predetermined speed profile. The wheel brake 46 can be applied with a predetermined pressure of the wheel brake which may be sufficiently weak to be compensated by the first and / or second energy sources 20, 22 to maintain a predetermined speed profile. For example, the energy supplied by the first energy source 20 and / or the second energy source 22 to drive the electrical device 24 can be used to compensate at least in part for the braking effort that is applied by the wheel brakes 46. As as such, the method can be used to map or estimate the braking performance of the wheel brakes under conditions where regenerative braking can be provided. The conditions under which regenerative braking can be provided can be based on the capacity or skill of the powertrain 12. In addition, the method can be performed multiple times at different vehicle speeds while the pressures on the wheel brake remain constant. Alternatively, the method can be performed multiple times at different predetermined wheel brake pressures, while maintaining vehicle speed constant, or at vehicle deceleration 10 at a constant rate. For example, different predetermined braking pressures, such as 5 psi, 10 psi, 15 psi, etc., can be used. In addition, predetermined braking pressures can be included as part of a predefined calibration subroutine that can provide instructions and / or feedback to a vehicle driver or technician. For example, the subroutine can instruct a technician to brake the vehicle to a predetermined braking pressure and can provide feedback on whether the desired braking pressure is achieved or maintained. These instructions and / or feedback can be provided via the operator communication device 72.
    [0053] In block 212, data can be obtained or collected in a similar way to block 112 above. In addition, data from the regenerative braking system 42 can be obtained, since the regenerative braking system 42 is not deactivated. Said data may include monitoring the performance characteristics of the electrical device 24, such as the current flow, to determine or estimate the braking torque of the wheel brake that is being exceeded or resisted by the electrical device 24.
    [0054] In block 214, the method can determine whether the data collection attributes or data collection conditions are or are not satisfactory, similarly to block 114 above. If the data collection attributes are satisfactory, then the method can return to block 212 to continue obtaining the data. If the data collection attributes are not satisfactory, then the method can proceed to block 216.
    [0055] In block 216, data can be processed similarly to block 116 above.
    [0056] In block 218, the processed data can be used to update the stored parameters for use in future braking events, similarly to block 118 above.
    [0057] Although examples of preferred embodiments have been described above, said preferred embodiments are not to be understood as covering all possible forms for the present invention. The terms used in the specifications are more descriptive than restrictive terms, so it should be understood that several changes can be made without, however, deviating from the idea and scope of the present invention. In addition, the characteristics of the various ways of implementing the preferred embodiments can be combined to form other preferred embodiments of the present invention.
    权利要求:
    Claims (20)
    [0001]
    Method for controlling a brake system (40) for a vehicle (10) comprising: temporarily deactivate the vehicle's braking (10) with a regenerative braking system (42); apply wheel brakes (46) to provide torque to the wheel brakes; and obtain vehicle speed data, vehicle tilt data, and wheel brake pressure data when the wheel brake (46) is being applied, characterized by: determining a wheel brake torque profile includes a set of vehicle speed values, a set of wheel brake pressure values, and a set of wheel brake torque values, where the set of torque values for the wheel brake is based, at least in part, on the set of vehicle speed values and the vehicle's tilt data.
    [0002]
    Method according to claim 1, characterized in that the vehicle's braking (10) with the regenerative braking system (42) is temporarily deactivated when a calibration event occurs.
    [0003]
    Method according to claim 2, characterized in that the vehicle's braking (10) with the regenerative braking system (42) is temporarily deactivated when a braking command is detected.
    [0004]
    Method according to claim 2, characterized in that the vehicle's braking (10) with the regenerative braking system (42) is temporarily deactivated when the vehicle speed data exceeds the speed limit value.
    [0005]
    Method according to claim 2, characterized in that there is a calibration event when a different truck trailer is coupled to the vehicle (10).
    [0006]
    Method according to claim 2, characterized in that the calibration event exists when a change in the weight of the vehicle is detected that exceeds a predetermined value of the weight limit.
    [0007]
    Method according to claim 2, characterized in that there is a calibration event when a pre-determined number of braking commands has occurred since a previous calibration event.
    [0008]
    Method according to claim 2, characterized in that the calibration event exists when maintenance is performed on the wheel brake (46).
    [0009]
    Method according to claim 1, characterized in that the step of obtaining data is completed when the vehicle speed data is below the speed limit value.
    [0010]
    Method according to claim 1, characterized in that the step of obtaining the data is completed when the data indicating a brake pedal position changes at a predetermined rate.
    [0011]
    Method for controlling a brake system (40) for a vehicle (10) comprising: propel the vehicle (10) with a predetermined speed profile; and apply wheel brakes (46) to provide torque to the wheel brakes, characterized by: transmit torque with an electrical device (24) to maintain the predetermined speed profile; obtain vehicle speed data, vehicle tilt data, updated data from the electrical device, and data on the pressure exerted on the wheel brake when the wheel brake (46) is being applied; and determine a wheel brake torque profile that includes a set of vehicle speed values, a set of wheel brake pressure values, and a set of wheel brake torque values; where the set of torque values for the wheel brake is based, at least in part, on the set of vehicle speed values and the vehicle's tilt data.
    [0012]
    Method according to claim 11, characterized in that the vehicle (10) is propelled with the predetermined speed profile when the vehicle speed data exceeds a speed limit value and in which the data acquisition step is completed when the vehicle speed data is below the speed limit value.
    [0013]
    Method according to claim 11, characterized in that the vehicle (10) is propelled with the predetermined speed profile when there is a calibration event.
    [0014]
    Method according to claim 13, characterized in that the calibration event exists when a cruise speed control system is activated.
    [0015]
    Method according to claim 11, characterized in that the predetermined speed profile includes the propulsion of the vehicle (10) at a constant speed.
    [0016]
    Method according to claim 11, characterized in that the predetermined speed profile includes the deceleration of the vehicle (10) at a predetermined rate.
    [0017]
    Method according to claim 11, characterized in that the torque of the wheel brake is applied at a constant pressure of the wheel brake.
    [0018]
    Method according to claim 1 or 11, characterized in that each element of the set of pressure values of the wheel brake and the set of torque values of the wheel brake is associated with a corresponding element of the set of vehicle speed values ; and where the set of wheel brake torque values is based on the set of vehicle speed values, the vehicle mass (10) and the vehicle tilt data.
    [0019]
    Method according to claim 18, characterized in that the step of determining the torque profile of the wheel brake includes filtering the vehicle speed data, vehicle inclination data, and wheel brake pressure data, in such a way that the wheel brake pressure data is collected within a predetermined period of time after the application of the wheel brake (46) is omitted.
    [0020]
    Method according to claim 18, characterized in that it further comprises the use of the torque profile of the wheel brake to determine a brake torque value for the application of the regenerative braking system (42).
    类似技术:
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    法律状态:
    2014-05-06| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-09-24| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2021-03-09| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-03-23| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 20/12/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    2021-09-14| B16C| Correction of notification of the grant [chapter 16.3 patent gazette]|Free format text: REF. RPI 2620 DE 23/03/2021 QUANTO AO INVENTOR. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/365,537|US9327731B2|2012-02-03|2012-02-03|Method of controlling a brake system for a vehicle|
    US13/365,537|2012-02-03|
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