A vehicle electronic system comprising a parking brake arrangement

Abstract

A vehicle electronic parking brake system includes a parking brake device comprising a braking element (2) comprising a brake pad or brake shoe, the braking element (2) comprising a circuit equipped with one or more sensors (3, 4, 5) for real-time detection of signals related to temperature and / or normal force and / or shear force and having electrical terminals arranged in an area for collecting signals from the braking element, the vehicle electronic parking brake system further comprising an actuator (8) of the braking element (2), a controller (7) for transmitting braking force commands to the actuator (8), and an adjustment device (9, 10) for driving the controller (7), wherein the adjustment device (9, 10) comprises a closed-loop adjustment circuit for braking force, the closed-loop adjustment circuit comprising a reference braking force generator (10), and the closed-loop adjustment circuit for braking force communicates with the sensors (3, 4, 5) to obtain at least one of temperature and / or normal force and / or shear force measurements.

Description

Background Technology

[0001] This disclosure relates to a vehicle electronic system including a parking brake. Summary of the Invention

[0002] Traditional handbrakes are very simple. In fact, by lifting a lever, two cables are pulled to the rear brake, causing the brake pads (or brake shoes) to press against the brake disc (or brake drum) and close, thus firmly fixing the rear wheels in place.

[0003] The electronic parking brake (EPB) replaces the mechanical system with an electrical system.

[0004] The EPB system offers other functions such as automatic release of the parking brake, re-clamping with additional force when a vehicle is detected, or hill-hold function, which applies the brakes to prevent the vehicle from rolling backward when leaving a slope.

[0005] The standard EPB operates in an open-loop manner, applying braking force to the vehicle when requested by the driver via manual or automatic commands.

[0006] There are some limitations to this use in open-loop systems, which must be overcome in the design of EPB systems to ensure that they function correctly in all situations.

[0007] One phenomenon that may occur at the interface between the brake pads and the brake disc is a change in pad thickness due to material expansion (e.g., due to temperature cooling).

[0008] After EPB is applied, the temperature change of the brake pads will cause force loss due to the change in the thickness of the brake pads and rotor (which can be as high as hundreds of micrometers under the same conditions).

[0009] This phenomenon is well known and requires compensation to ensure that the car remains stationary after EPB is applied.

[0010] If a car is parked on a sloping street, the problem is even bigger.

[0011] The open-loop strategy used in standard EPB does not allow for real-time recovery of EPB force loss, nor does it allow for adjustment of braking force based on changes in vehicle weight.

[0012] The strategy typically employed in standard EPB is to periodically reapply force, usually in conjunction with an indication of vehicle tilt on the road.

[0013] Because open-loop strategies do not allow for the measurement of changes occurring within the caliper, EPB manufacturers are often forced to design systems that overestimate dimensions and the number of reclampings (and the applied force).

[0014] Furthermore, the repeated application of these large forces can weaken the brake pads and materials, potentially damaging them after prolonged use.

[0015] Therefore, the technical task described in this disclosure is to eliminate these limitations.

[0016] The technical objective of this disclosure is achieved by providing a vehicle electronic system including a parking brake device, the parking brake device including a braking element, and the braking element including a brake pad or brake shoe. The braking element includes circuitry equipped with one or more sensors for real-time detection of signals related to temperature and / or normal force and / or shear force, and has electrical terminals arranged in an area for collecting signals from the braking element. The vehicle electronic system further includes an actuator for the braking element, a controller for transmitting braking force commands to the actuator, and an adjustment device for driving the controller, wherein the adjustment device includes a closed-loop adjustment circuit for braking force, the closed-loop adjustment circuit including a reference braking force and / or torque generator, the closed-loop adjustment circuit for braking force communicating with the sensors to obtain at least one of temperature and / or normal force and / or shear force measurements.

[0017] In one embodiment, the vehicle electronic system including the parking brake also includes an accelerometer and / or inclinometer, the closed-loop regulation circuit of the braking force communicating with the accelerometer and / or inclinometer to obtain measurement results therefrom.

[0018] The accelerometer and / or inclinometer may be on the vehicle or more specifically on the braking element.

[0019] In one embodiment, the closed-loop adjustment circuit for braking force further includes a node comparator for the measured values ​​of normal force and / or shear force and / or the torque values ​​derived therefrom, compared with reference values ​​of braking force and / or torque.

[0020] In one implementation, the reference value for the braking force and / or torque is fixed.

[0021] In one implementation, the reference value for the braking force and / or torque is variable.

[0022] In one embodiment, the reference value of the braking force and / or torque is determined by measurements obtained from at least one of the temperature and / or normal force and / or shear force and / or torque values ​​derived therefrom.

[0023] In one implementation, the reference value of the braking force and / or torque is also determined by the measurement results obtained by the accelerometer and / or inclinometer.

[0024] In one implementation, the reference value of the braking force and / or torque is determined solely by the measurement results obtained from the temperature sensor.

[0025] This disclosure also provides a method for clamping the wheels of a vehicle using the aforementioned vehicle electronic system including a parking brake, wherein the compensation method for changes in braking force is as follows:

[0026] - Process at least one of the acquired temperature and / or normal force and / or shear force measurements to determine a reference braking force and / or torque value; and / or process the at least one normal force and / or shear force measurement result in combination with the reference braking force and / or torque value or a fixed reference braking force and / or torque value to drive the controller; and

[0027] The controller sends braking force and / or torque commands to the actuator.

[0028] In one implementation, the reference braking force and / or torque generator further processes the measurements acquired by the accelerometer and / or inclinometer to determine the reference braking force and / or torque value.

[0029] In one implementation, the measurement results are processed in real time.

[0030] In one implementation, a parking brake malfunction during startup or deactivation is detected by checking the consistency between a reference braking force value and the measurement result. Attached Figure Description

[0031] The various embodiments depicted in the accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this disclosure. Features of different disclosed embodiments may be combined to form additional embodiments that are part of this disclosure.

[0032] Figure 1 The layout of a vehicle electronic system including parking brake equipment according to a first embodiment is schematically shown. The vehicle electronic system is adapted to compensate for changes in braking force due to brake cooling.

[0033] Figure 2 The illustration schematically shows the equipment used to prevent damage on sloping roads. Figure 1 The diagram shows the total clamping force required for vehicle slippage by the vehicle's electronic systems, including the parking brake.

[0034] Figure 3 The layout of a vehicle electronic system including a parking brake according to a second embodiment is schematically shown. This vehicle electronic system is adapted to compensate for changes in braking force due to brake cooling and increases in load on the brakes due to external causes.

[0035] Figure 4 The layout of a vehicle electronic system including a parking brake according to a third embodiment is schematically shown. This vehicle electronic system is adapted to compensate for changes in braking force due to brake cooling and increases in load on the brakes due to external causes.

[0036] Figure 5a and Figure 5b The diagrams schematically illustrate measures to prevent damage from vehicles equipped with [specific protective devices] in situations involving weight changes (e.g., a passenger entering a parked vehicle on an inclined road) and specific external environmental conditions (vehicle collision during parking along an inclined road). Figure 3 or Figure 4 The figure shows the total clamping force required for vehicle slippage, including the vehicle's electronic systems such as the parking brake system.

[0037] Figure 6 The layout of a vehicle electronic system including parking brake equipment according to a fourth embodiment is schematically shown. The vehicle electronic system is adapted to enhance the re-clamping logic by acquiring the temperature of the brake elements.

[0038] Figure 7 The layout of a vehicle electronic system including a parking brake according to a fifth embodiment is schematically shown. This vehicle electronic system is adapted to enhance re-clamping logic by acquiring the temperature of the braking elements. Detailed Implementation

[0039] The following detailed description is illustrated with reference to the accompanying drawings, which form part of the detailed description. In the drawings, like reference numerals generally identify like parts unless the context otherwise requires. The exemplary embodiments described in the detailed description and drawings are not intended to be limiting. Other embodiments may be utilized and other changes may be made without departing from the spirit or scope of the subject matter presented herein. As generally described herein and as shown in the drawings, various aspects of this disclosure can be arranged, substituted, combined, and designed into a variety of different configurations, all of which are expressly contemplated and form part of this disclosure.

[0040] The vehicle electronic system according to the invention includes parking brake equipment, such as, but not necessarily, an electronic or electromechanical braking system or a smart caliper braking system.

[0041] For illustrative purposes only and not for limitation, reference is made below to the EPB system of vehicle 6, which includes a brake 1 with an intelligent braking element 2, which includes brake pads for disc brakes or brake shoes for drum brakes.

[0042] The intelligent braking element 2 includes a circuit equipped with one or more sensors, particularly a temperature sensor 3 and / or a normal force sensor 4 and / or a shear force sensor 5, for real-time detection of signals related to temperature and / or normal force and / or shear force, and has electrical terminals arranged in an area for collecting signals from the braking element.

[0043] The EPB system also includes an actuator 8 for the braking element 2, a controller 7 that transmits braking force commands to the actuator 8, and adjustment devices 9 and 10 for the drive controller 7.

[0044] Advantageously, the regulating device 9 includes a closed regulating loop for braking force, which includes a reference braking force and / or torque generator 10.

[0045] In addition, the closed-loop adjustment circuit of the braking force is connected to sensors 3, 4, and 5 to obtain at least one of the temperature and / or normal force and / or shear force measurement results.

[0046] The electronic parking brake system 1 may also include an accelerometer 11 and / or an inclinometer 12 of the vehicle 6.

[0047] In this case, the closed-loop regulating circuit 9 of the braking force also communicates with the accelerometer 11 and / or the inclinometer 12 to obtain measurement results from them.

[0048] The closed-loop regulating circuit 9 for braking force may also include a node comparator 13, which compares the measured values ​​of normal force and / or shear force and / or torque derived therefrom with a reference value for braking force.

[0049] The reference values ​​for braking force and / or torque can be fixed or variable.

[0050] Reference values ​​for braking force and / or torque can be determined from measurements of temperature and / or normal force and / or shear force.

[0051] The reference values ​​for braking force and / or torque can be determined solely from the measurements obtained by the temperature sensor.

[0052] Reference values ​​for braking force and / or torque can also be determined from measurements obtained by accelerometer 11 and / or inclinometer 12.

[0053] In one embodiment, the intelligent braking element is a sensing braking pad comprising a support plate, a friction pad, and circuitry equipped with the aforementioned sensors for real-time detection of signals related to temperature and / or normal force and / or shear force.

[0054] Normal force sensors and shear force sensors may include piezoelectric ceramic sensors, but may alternatively be capacitive or piezoresistive sensors.

[0055] The temperature sensor can be a thermistor, such as PT1000, PT200 or PT100.

[0056] The circuit has electrical terminals arranged in an area for collecting signals from the brake pads.

[0057] The support plate, preferably but not necessarily made of metal, directly supports the circuit.

[0058] A friction pad is applied to the side of a support plate where the circuitry is located, thus the circuitry is bonded between the support plate and the friction pad.

[0059] In some implementations, the smart brake pad consists of four main parts: a metal support plate, a sensing layer on the back plate (electronic circuitry, interconnecting media, and integrated force and temperature sensors), an optional damping layer, and a friction material layer.

[0060] During use, the intelligent braking element is able to transmit an electrical signal that is proportional to the detected temperature of the braking element and / or the braking force applied to the braking element due to contact with the braked element (disc or drum).

[0061] In one embodiment, the shear force sensor may preferably have a thickness of at least 0.2 mm and be made of a piezoelectric ceramic material with an operating temperature above 200°C.

[0062] Preferably, in one embodiment, the temperature sensor may have an operating range of -50°C to 600°C.

[0063] Temperature sensors measure the temperature of intelligent braking components and can also be used to compensate for temperature-related signal changes.

[0064] In one embodiment, the normal force sensor may preferably have a thickness of at least 0.2 mm and be a piezoelectric ceramic material with a Curie temperature higher than 200°C.

[0065] The circuitry on which the sensor is mounted can be electrically insulated and has appropriately shaped branches to arrange the sensor in discrete positions on the support plate.

[0066] The EPB system can be used to estimate and compensate for force changes caused by brake cooling and for increased load on the brake due to external causes.

[0067] Figure 1 The embodiment shown allows for compensation of braking force changes due to brake cooling, and for this purpose, it is necessary to measure the normal force and / or shear force and / or the torque values ​​derived therefrom by means of normal force sensor 4 and / or shear force sensor 5.

[0068] The EPB system can be started automatically or manually by the driver 14, and a fixed reference braking force and / or torque value is generated by the reference force / torque generator 10 and sent to the node comparator 13.

[0069] Normal force sensor 4 and / or shear force sensor 5 directly measure normal force and / or shear force. This measurement is fed back as feedback to node comparator 13, which then compares the measurement with a fixed reference braking force and / or torque value and generates an error signal accordingly. This error signal is automatically sent to controller 7, which generates a braking force command to be transmitted to actuator 8 of smart braking element 2.

[0070] This closed-loop control allows for real-time adjustment of braking force changes to compensate for, for example, the reduction in thickness (expansion) of the intelligent braking element 2.

[0071] In fact, re-clamping using normal force feedback can be used to compensate for the thickness reduction of the smart braking element 2 with temperature.

[0072] Initially, a clamping force is applied at high temperature, but the applied braking force tends to decrease due to the reduction of material in the intelligent braking element 2 and rotor expansion. Therefore, the braking force tends to decrease and is insufficient to guarantee against the risk of vehicle blockage.

[0073] However, detecting changes in normal and / or shear forces, and applying a real-time re-clamping strategy when the measured normal and / or shear forces drop below a defined threshold, ensures vehicle stability. Finally, a new and correct braking force is generated to ensure the vehicle stops. A consistency check between reference and measured values ​​can also be used to detect EPB malfunctions during startup or shutdown.

[0074] Figure 2 The conditions for keeping a vehicle stationary when parked on a sloping road are illustrated.

[0075] To prevent the vehicle from skidding, it is necessary to ensure that:

[0076] Fb-ΔFb≥Fx

[0077] in,

[0078] Fb is the initial braking force.

[0079] ΔFb is the change in braking force caused by the decrease in temperature of the braking components.

[0080] Fp is the vehicle weight, a is the road inclination angle, and Fx = Fpsinα.

[0081] Figure 3 and Figure 4The second and third embodiments shown are more explicit than the first embodiment and have better performance in EPB applications.

[0082] In practice, they allow for compensation for changes in braking force due to brake cooling and for increased load on the brakes due to external factors.

[0083] Now refer to Figure 3 The second embodiment shown requires measuring the normal force and / or torque and / or temperature provided by the smart braking element 2.

[0084] The normal force and / or shear force and / or temperature obtained from sensors 3, 4, and 5 are used by the regulating device 9 (in this case, including the state observer 15) to generate a reference value for the variable braking force and / or torque required to lock the vehicle, taking into account the effects of changes in the thickness of the braking element, vehicle weight, changes in external conditions, etc.

[0085] In particular, the torque changes measured / estimated by sensors 4 and 5 of the intelligent braking element 2 can also be used for intelligent re-clamping in order to avoid / minimize slippage.

[0086] In one implementation scheme, the working phase can be described as follows:

[0087] -EPB starts automatically or is started by drive 14;

[0088] - The torque change in the state observer 15 is estimated by measurements from sensors 4 and / or 5 of the intelligent braking element 2, and a reference braking force and / or torque value is generated, wherein the torque change is estimated under EPB-ON conditions; and

[0089] - Generate adjusted braking force commands.

[0090] This method uses only torque measurement, but it can be improved by combining torque measurement with normal force and / or shear force and / or temperature measurement to update reference braking force and / or torque values.

[0091] The reference braking force and / or torque values ​​generated in the state observer 15 can be used as a direct input to the braking force control loop, or they can be integrated into the existing reference generator 10.

[0092] The normal force measurement by the normal force sensor 4 can be used or not used as feedback for a closed control loop.

[0093] The consistency check between the reference and the measurement can also be used to detect EPB faults during startup or shutdown.

[0094] Figure 5aThe conditions for keeping a vehicle stationary when it is parked on a sloping road and when weight changes occur, for example, when a passenger enters the parked vehicle are shown.

[0095] To prevent the vehicle from skidding, it is necessary to ensure that:

[0096] Fb+ΔFb≥Fx+ΔFx=Fpsinα+ΔFpsinα

[0097] in,

[0098] Fb is the initial braking force.

[0099] Fp is the vehicle's weight.

[0100] ΔFx is the additional weight.

[0101] ΔFb is the additional braking force required to stop, α is the road inclination angle, and Fx = Fpsinα.

[0102] Figure 5b The conditions under which a vehicle remains stationary are shown when specific external circumstances arise, such as when the vehicle is parked on a sloping road and a collision occurs during parking.

[0103] To prevent the vehicle from skidding, it is necessary to ensure that:

[0104] Fb+ΔFb≥Fx+ΔFx=Fpsinα+ΔFx

[0105] Fb is the initial braking force.

[0106] Fp is the vehicle's weight.

[0107] ΔFx is the additional force generated by the collision.

[0108] ΔFb is the additional braking force required to stop.

[0109] α is the slope angle of the road, Fx = Fpsinα

[0110] In the example above, angle α can be measured directly using instruments currently used on vehicles (such as accelerometer 11 or inclinometer 12).

[0111] Now refer to Figure 4 The third embodiment shown requires measuring the normal force and / or torque and / or temperature provided by the smart braking element 2, and measuring the vehicle acceleration tilt provided by the accelerometer 11 and / or inclinometer 12.

[0112] The only difference from the second embodiment is that, in addition, the measurements obtained from the accelerometer 11 and / or the inclinometer 12 are also used in the state observer 15 to take into account the effects of changes in the braking element 2, vehicle weight, changes in external conditions, etc., to generate reference values ​​for the braking force and / or torque required to lock the vehicle.

[0113] The reference braking force and / or torque values ​​thus generated in the state observer 15 can be used as a direct input to the braking force control loop, or they can be integrated into the existing reference generator 10.

[0114] Similarly, the normal force measurement via normal force sensor 4 can be used or not used as feedback for a closed control loop.

[0115] Similarly, consistency checks between references and measurements can also be used to detect EPB faults during startup or shutdown.

[0116] Figure 6 and 7 The fourth and fifth embodiments shown involve another technique to enhance the re-clamping logic.

[0117] In this case, the temperature of the intelligent braking element 2 is obtained.

[0118] Temperature acquisition serves a dual purpose: first, to predict the inevitable decrease in normal force due to the expansion of the friction material; and second, to provide compensation for the operation of the normal force sensor 4.

[0119] See now Figure 6 .

[0120] Direct temperature measurement of the intelligent braking element 2 can be integrated into existing models, thereby reducing errors and false starts.

[0121] In this case, a state observer may not be necessary.

[0122] In this case, a node comparator is not required.

[0123] In one implementation scheme, the working phase can be described as follows:

[0124] -EPB starts automatically or is started by drive 14;

[0125] - Temperature is measured from temperature sensor 3 of intelligent braking element 2, and reference braking force and / or torque values ​​are generated in existing reference generator 10 based solely on the measured temperature; and

[0126] - Reference braking force and / or torque values ​​are sent to controller 7 to generate braking force commands that are sent to actuator 8.

[0127] See now Figure 7 .

[0128] Direct temperature measurement of the intelligent braking element 2 can be integrated into existing models, thereby reducing errors and false starts.

[0129] Moreover, in this case, a state observer may not be necessary.

[0130] In this case, node comparator 13 is required.

[0131] In one implementation scheme, the working phase can be described as follows:

[0132] -EPB starts automatically or is started by drive 14;

[0133] -Measure the temperature of the temperature sensor 3 of the intelligent braking element 2, and generate reference braking force and / or torque values ​​in the existing reference generator 10 based solely on the measured temperature;

[0134] - The sensors 4 and 5 of the intelligent braking element 2 measure the normal force and / or shear (torque) force.

[0135] - Nodal comparator 13 compares the reference braking force and / or torque values ​​with the normal force and / or shear (or torque) force measurements from sensors 4 and 5;

[0136] - The output of the comparison result is sent to controller 7 to generate a braking force command to be transmitted to actuator 8.

[0137] Therefore, in this case, the measured normal force and / or shear force and / or torque are used as feedback for the closed control loop.

[0138] The consistency check between the reference and the measurement can also be used to detect EPB faults during startup or shutdown.

[0139] Generally, the method for compensating for changes in braking force using the vehicle electronic system according to this disclosure is as follows:

[0140] - Process the acquired temperature and / or normal force and / or shear force measurements to determine a reference braking force value; and / or - process the at least one normal force and / or shear force measurement result in conjunction with the reference braking force and / or torque value or a fixed reference braking force and / or torque value to drive the controller 7; and

[0141] - Controller 7 sends a braking force command to actuator 8.

[0142] The measurements from the accelerometer 11 and / or the inclinometer 12 can, of course, be further processed to determine the reference braking force and / or torque value.

[0143] Preferably, the measurement results are processed in real time.

[0144] Modifications and variations beyond those described are naturally possible. The vehicle electronic system thus conceived, including the parking brake equipment, is readily subject to numerous modifications and variations within the scope of the inventive concept. Furthermore, all details can be replaced with other technically equivalent elements. In practice, the materials and systems used can be determined according to need and existing technology.

Claims

1. A vehicle electronic system including a parking brake device, the parking brake device comprising: A braking element, comprising a brake pad or brake shoe, comprising a circuit equipped with one or more normal force sensors, one or more shear force sensors or both, for generating at least one or both of normal force measurement results and shear force measurement results in real time, and having electrical terminals arranged in an area for collecting measurement results from the braking element. The actuator of the braking element; A controller configured to transmit braking force commands to the actuator; as well as An adjustment device configured to drive the controller, wherein the adjustment device includes a closed adjustment loop for braking force, the closed adjustment loop including at least one of a generator or a state observer, wherein the generator generates at least one of a reference braking force value or a reference braking torque value; The closed-loop adjustment circuit of the braking force communicates with one or more normal force sensors, one or more shear force sensors, or both, to obtain at least one or both of the normal force measurement results and shear force measurement results.

2. The vehicle electronic system including parking brake equipment according to claim 1 further includes at least one of an accelerometer or a swashplate, wherein the closed-loop adjustment circuit of the braking force communicates with at least one of the accelerometer or swashplate to obtain measurement results.

3. The vehicle electronic system including parking brake equipment according to claim 1, wherein the closed-loop regulation circuit of the braking force further includes a node comparator configured to compare at least one of a measured value of normal force, a measured value of shear force, or a torque value derived from the shear force with at least one of a reference braking force value or a reference braking torque value.

4. The vehicle electronic system including parking brake equipment according to claim 3, wherein at least one of the reference braking force value or the reference braking torque value is fixed.

5. The vehicle electronic system including parking brake equipment according to claim 3, wherein at least one of the reference braking force value or the reference braking torque value is variable.

6. The vehicle electronic system including parking brake equipment according to claim 3, wherein the state observer generates at least one of the reference braking force value or the reference braking torque value.

7. The vehicle electronic system including a parking brake according to claim 3, wherein, At least one of the reference braking force value or the reference braking torque value is determined based at least in part on at least one of the normal force, shear force, or torque value.

8. The vehicle electronic system including parking brake equipment according to claim 2, wherein at least one of the reference braking force value or the reference braking torque value is determined at least in part based on measurement results obtained from at least one of the accelerometer or inclinometer.

9. The vehicle electronic system including a parking brake according to claim 3, wherein the braking element includes one or more temperature sensors, and wherein, At least one of the reference braking force value or the reference braking torque value is determined based on temperature measurement results obtained from the one or more temperature sensors.

10. The vehicle electronic system including parking brake equipment according to claim 1, wherein the one or more normal force sensors or the one or more shear force sensors are piezoelectric ceramic sensors.

11. A vehicle comprising the vehicle electronic system according to claim 1, wherein, The vehicle electronic system includes the parking brake equipment.

12. A method of clamping a wheel of a vehicle using a vehicle electronic system, said vehicle electronic system including a parking brake device, wherein the method includes compensating for changes in braking force by: Using the adjustment device of the parking brake system, at least one of the normal force measurement results or shear force measurement results obtained from one or more normal force sensors, one or more shear force sensors, or both, is processed to determine at least one of a reference braking force value or a reference braking torque value. The adjustment device is configured to drive a controller of the parking brake system. The regulating device includes a closed-loop regulating circuit for braking force; The controller is driven by processing at least one of the normal force measurement result or shear force measurement result using the adjustment device and in combination with at least one of the reference braking force value, the reference braking torque value, and the fixed reference braking force value or torque value. and The controller sends a braking force command to the actuator of the parking brake system.

13. The method of claim 12, further comprising processing measurement results acquired from at least one of the accelerometer or inclinometer using a generator in the adjustment device to determine at least one of the reference braking force value or the reference braking torque value, wherein, The generator generates at least one of the reference braking force value or the reference braking torque value.

14. The method of claim 12, wherein at least one of the normal force measurement result or the shear force measurement result is processed in real time.

15. The method of claim 12, further comprising detecting a parking brake malfunction during startup or deactivation by checking the consistency between at least one of the reference braking force value or the reference braking torque value and at least one of the normal force measurement result or the shear force measurement result.

16. The method of claim 12, further comprising: The generator in the regulating device processes measurement results obtained from one or more temperature sensors to determine at least one of the reference braking force value or the reference braking torque value, wherein the generator generates at least one of the reference braking force value or the reference braking torque value.

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