A method of controlling brake noise

Abstract

The present application relates to the field of automobile technology, and in particular to a brake noise control method. The method comprises the following steps: step one, confirming the working condition of brake noise generation; step two, under the working condition of brake noise generation confirmed in step one, jointly calibrating with brake electronic control during the development process to obtain the relationship between the brake noise avoidance stroke and pressure; step three, according to the relationship between the brake noise avoidance stroke and pressure obtained in step two, quickly avoiding the noise point pressure through pressure adjustment. The present application avoids problems through an electronic control self-learning method, without the need for hardware re-development, thereby saving development costs, saving time, improving efficiency, and solving the problem of brake noise.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically a method for controlling braking noise. Background Technology

[0002] Brake noise is a common challenge in the automotive braking industry, and it's a major source of complaints from OEMs, including both foreign joint ventures and domestic brands. Therefore, OEMs are working to address this issue, primarily by optimizing hardware improvements such as brake caliper rigidity, brake disc surface treatment, and friction pad coefficient. However, it's difficult to completely eliminate this problem at its root. Summary of the Invention

[0003] This invention provides a method for controlling braking noise. It avoids problems through an electronically controlled self-learning mechanism, eliminating the need for hardware redevelopment, saving development costs, time, and improving efficiency, and solving the problem of braking noise.

[0004] The technical solution of this invention is described below in conjunction with the accompanying drawings:

[0005] A method for controlling braking noise includes the following steps:

[0006] Step 1: Confirm the operating conditions that generate braking noise;

[0007] Step 2: Under the braking noise generation conditions confirmed in Step 1, joint calibration with the brake electronic control system is performed during the development process to obtain the relationship between the braking stroke and pressure before braking noise avoidance.

[0008] Step 3: Based on the relationship between the braking noise avoidance stroke and pressure obtained in Step 2, quickly avoid the noise point pressure by adjusting the pressure.

[0009] Furthermore, the specific method for step one is as follows:

[0010] 11) Determine the basic braking components;

[0011] 12) Obtain the braking noise generation conditions after bench NVH testing and vehicle road testing of the basic braking components.

[0012] Further, in step 11), the basic braking components include a caliper, friction pads, and a brake disc.

[0013] Furthermore, the specific method for step 12) is as follows:

[0014] After the basic braking hardware development is completed, bench NVH testing is conducted. If there are no NVH noise issues on the bench, a full vehicle road test is performed. After the full vehicle road test, the operating conditions under which braking noise occurs are confirmed, and the corresponding operating condition data is recorded.

[0015] Furthermore, the operating conditions include the environment, vehicle speed, and the magnitude of the driver's braking.

[0016] Furthermore, the data includes the decibel value of braking noise and the modal value of the braking system, collected by specialized equipment.

[0017] Furthermore, in step two, during the development process, joint calibration is performed with the braking electronic control system, and the ambient temperature, vehicle speed, stroke, and pressure at which the noise occurs are recorded to obtain the SP curve of the entire vehicle.

[0018] Furthermore, the specific method for step three is as follows:

[0019] During NVH noise monitoring, the noise is monitored using an NVH decibel meter while the SP curve data of the whole vehicle is recorded. If noise is heard, the SP value at that time is recorded by pressing the mark button on the data recording device, and then the noise point pressure is quickly avoided by adjusting the pressure.

[0020] The beneficial effects of this invention are as follows:

[0021] 1) This invention has low development costs: no hardware redevelopment is required, saving development costs;

[0022] 2) This invention has a short development cycle and can resolve user complaints in a short time through software self-learning;

[0023] 3) This invention can resolve user complaints and enhance brand image. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the process of the present invention;

[0026] Figure 2 This is a schematic diagram of the SP curve of the entire vehicle in this invention;

[0027] Figure 3 This is a schematic diagram of the noise avoidance point curve in this invention. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0029] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0030] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0032] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

[0033] See Figure 1 A method for controlling braking noise includes the following steps:

[0034] Step 1: Confirm the operating conditions that generate braking noise;

[0035] The specific method for step one is as follows:

[0036] 11) Determine the basic braking components;

[0037] In step 11), the basic braking components include calipers, friction pads, and brake discs.

[0038] 12) Obtain the braking noise generation conditions after bench NVH testing and vehicle road testing of the basic braking components.

[0039] The specific method for step 12) is as follows:

[0040] After the basic braking hardware development is completed, bench NVH testing is conducted. If there are no NVH noise issues on the bench, a full vehicle road test is performed. Generally, bench testing mainly involves the braking product itself, and the operating conditions are not as complex as those of a real vehicle. NVH issues on the bench are generally easier to avoid and optimize. After bench optimization, a full vehicle braking NVH test is conducted. Noise is more likely to occur at low temperatures. During the development process, Huangshan road tests (mountainous operating conditions) and low-temperature NVH tests (above -30 degrees Celsius) are conducted. NVH noise usually occurs during the full vehicle road test. At this time, the operating conditions and data of the noise occurrence are recorded.

[0041] The main operating conditions include: environmental factors, vehicle speed, and the degree of braking applied by the driver.

[0042] The data can be collected using specialized equipment, including decibel values ​​of braking noise and modal values ​​of the braking system.

[0043] Step 2: Under the braking noise generation conditions confirmed in Step 1, joint calibration with the brake electronic control system is performed during the development process to obtain the relationship between the braking stroke and pressure before braking noise avoidance.

[0044] During development, joint calibration with the braking electronic control system was performed. The ambient temperature, vehicle speed, stroke, and pressure at which the noise occurred were recorded. The records are shown in the table below:

[0045]

[0046]

[0047] The SP curve of the entire vehicle is obtained based on the data recorded in the table. The SP curve is as follows: Figure 2 As shown.

[0048] Step 3: Based on the relationship between the braking noise avoidance stroke and pressure obtained in Step 2, quickly avoid the noise point pressure by adjusting the pressure.

[0049] The specific method is as follows:

[0050] During NVH noise monitoring, the noise is monitored using an NVH decibel meter while the SP curve data of the whole vehicle is recorded. If noise is heard, the SP value at that time is recorded by pressing the mark button on the data recording device, and then the noise point pressure is quickly avoided by adjusting the pressure.

[0051] For example, in an environment with an temperature of -30°C, a vehicle speed of 30 km / h, and a brake master cylinder pressure of 30 bar, software-controlled active pressurization can be used to quickly jump the pressure above 30 bar when this condition occurs, thus reducing noise. Figure 3 As shown.

[0052] By actively increasing the pressure through IBC, the pressure of noisy areas can be quickly bypassed. However, in order to avoid giving users a sudden feeling, this jump point is a calibrated value, and the absolute pressure value is not recommended to exceed 5 bar.

[0053] To avoid noise, the following measures can be taken:

[0054] 1) By integrating the control algorithm into the braking electronic control products IBC and ESC, the calibration parameters during the development process are written into the algorithm;

[0055] The control algorithm is as follows: IBC actively boosts pressure by 1-5 bar within 20ms, skipping noise points. This boost pressure and time can be calibrated. The calibration principle is to improve the smoothness of the user's driving experience and the pedal feel.

[0056] 2) Considering the differences between vehicles and the differences that will appear after a long period of time, consider adding a soft switch "Quiet Mode" to the vehicle's IVI soft screen to record braking noise. If the noise conditions still cannot be covered for all vehicles through calibration, when a user complains about a certain point, the user or 4S store can reproduce the condition and turn on the switch. After the switch is turned on, the software can learn the condition and write the SP curve avoidance point into the software to avoid the noise point.

[0057] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the scope of protection of the present invention is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present invention, any person skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of the present invention within the scope of the technology disclosed in the present invention. These simple modifications are all within the scope of protection of the present invention.

[0058] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable way without contradiction. In order to avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

[0059] Furthermore, various different embodiments of the present invention can be combined in any way, as long as they do not violate the spirit of the present invention, they should also be regarded as the content disclosed by the present invention.

Claims

1. A method for controlling braking noise, characterized in that, Includes the following steps: Step 1: Confirm the operating conditions that generate braking noise; Step 2: Under the braking noise generation conditions confirmed in Step 1, conduct joint calibration with the brake electronic control system during the development process to obtain the relationship between the braking stroke and pressure before braking noise avoidance. During the development process, joint calibration with the braking electronic control system was carried out, and the ambient temperature, vehicle speed, stroke and pressure at which the noise occurred were recorded to obtain the stroke-pressure curve of the whole vehicle. Step 3: Based on the relationship between braking noise avoidance stroke and pressure obtained in Step 2, quickly avoid the noise point pressure by adjusting the pressure. The specific method is as follows: During NVH noise monitoring, the noise is monitored using an NVH decibel meter while the SP curve data of the whole vehicle is recorded. If noise is heard, the SP value at that time is recorded by pressing the mark button on the data recording device, and then the noise point pressure is quickly avoided by adjusting the pressure.

2. The method for controlling braking noise according to claim 1, characterized in that, The specific method for step one is as follows: 11) Determine the basic braking components; 12) Obtain the braking noise generation conditions after bench NVH testing and vehicle road testing of the basic braking components.

3. The method for controlling braking noise according to claim 2, characterized in that, Step 11) The basic braking components include calipers, friction pads and brake discs.

4. The method for controlling braking noise according to claim 2, characterized in that, The specific method for step 12) is as follows: After the basic braking hardware development is completed, bench NVH testing is conducted. If there are no NVH noise issues on the bench, a full vehicle road test is performed. After the full vehicle road test, the operating conditions under which braking noise occurs are confirmed, and the corresponding operating condition data is recorded.

5. The method for controlling braking noise according to claim 4, characterized in that, The operating conditions include the environment, vehicle speed, and the degree of braking applied by the driver.

6. The method for controlling braking noise according to claim 4, characterized in that, The data are the decibel values ​​of braking noise and the modal values ​​of the braking system, collected by specialized equipment.

Images