Method of determining a wear-dependent braking force distribution

• US 5,470,134 A
• Filed: 08/05/1994
• Issued: 11/28/1995
• Est. Priority Date: 08/05/1993
• Status: Expired due to Term

• Current Assignee: Daimler AG (Mercedes-Benz Group AG)
• Original Assignee: Mercedes-Benz AG (Mercedes-Benz Group AG)
• Inventors: Klein, Bodo, Reiner, Michael, Toepfer, Bernhard
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US08/286,231
• Time in Patent Office: 480 Days
• Field of Search: 303/9.61, 303/91, 303/112, 303/100, 303/111, 303/6.01, 303/9.62, 303/9.69, 303/99, 303/20, 303/97, 303/22.1, 303/22.8, 188/1.11, 188/71.1, 188/196 R, 188/181 T, 188/195, 188/349, 364/426.01, 364/424.05, 364/426.02
• US Class Current: 303/9.61
• CPC Class Codes: B60T 13/662 characterised by specified functions of the control system components
• CPC Class Codes: B60T 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
• CPC Class Codes: B60T 8/1766 Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle
• CPC Class Codes: B60T 8/266 using valves or actuators with external control means B60T8/261 takes precedence

Abstract

A method of wear-dependent braking force distribution prevents adhesion problems without being limited to lowest brake pressures as is the case with conventional methods. Wear control is dispensed with only in the case of operationally very rare braking actions, for example, those above 0.3 g or a learned adhesion threshold. These rare braking actions are limited, in practice, to genuinely critical braking situations. Otherwise, the control interventions are carried out with to produce balanced wear only in the long term; an attempt is made to achieve wear at the same rate rather than simply balanced wear.

Claims

1. A method of determining a wear-dependent braking force distribution between braked wheels of a vehicle, comprising the steps of determining wear values of brake linings at a beginning of each journey, supplying signals representing the wear values to a computer, determining the wear-dependent braking force distribution in the computer device at the beginning of each journey such that a setting signal representing a lower braking force is supplied to vehicle brakes exhibiting a wear which is too large relative to other vehicle brakes and retaining the wear-dependent braking force distribution during each journey, storing previously measured individual wear values in a memory of the computer, and controlling braking operations during each journey to obtain the wear-dependent braking force distribution.

2. The method according to claim 1, wherein the determined wear-dependent braking force distribution is stored in the memory.

3. The method according to claim 2, wherein at least one quantity representing a wear change is calculated from determined wear values and from the individual wear values stored in the memory, and a change in the wear-dependent braking force distribution relative to a stored braking force distribution only takes place when the quantity representing the wear change exceeds a limiting value.

4. The method according to claim 3, wherein, in the case of a change in the wear-dependent braking force distribution relative to the stored braking force distribution, a correction value is determined as a function of the quantity representing the wear change.

5. The method according to claim 3, wherein, in the case of at least two changes in the wear-dependent braking force distribution in a same direction within a limited time or within a driving performance limit, a signal representing one of premature brake wear and a faulty brake function is generated.

6. The method according to claim 1, wherein the memory is a long-term memory independent of vehicle operation.

7. The method according to claim 1, wherein the wear-dependent braking force distribution takes place jointly for the brakes of wheels of one axle.

8. The method according to claim 7, wherein the wear-dependent braking force distribution takes place between the axles such that a ratio of the wear values at the respective axles can be converted by at least one of increasing and reducing to a ratio of natural numbers, of which at least one is "one".

9. The method according to claim 1, wherein the determined individual wear values are stored in a shift register, and an average wear is calculated from the individual wear values.

10. The method according to claim 1, wherein the wear-dependent braking force distribution is superimposed on an optimum-adhesion braking force distribution.

11. The method according to claim 10, wherein the wear-dependent braking force distribution is suppressed when a required deceleration value derivable from an arbitrarily actuatable braking force pick-up, exceeds a limiting value.

12. The method according to claim 11, wherein the limiting value for the required deceleration value corresponds to a full or emergency braking action.

13. The method according to claim 12, wherein the limiting value is 0.3 times gravitational acceleration.

14. The method according to claim 10, wherein a limiting value is specified for the wear-dependent braking force distribution in the event of a relative wheel rotational speed difference between the wheels, the limiting value being between 1 and 5% of the average wheel rotational speed, and a dynamic correction of the braking force distribution takes place when the limiting value is exceeded.

15. The method according to claim 1, wherein an anti-lock braking system is superimposed on the wear-dependent braking force distribution.

16. The method according to claim 15, wherein the wear-dependent braking force distribution is superimposed on an optimum-adhesion braking force distribution.

17. The method according to claim 1, wherein the wear is determined only at the beginning of the journey.