System and method for low frequency brake noise mitigation

Abstract

A method for mitigating brake noise for a vehicle includes receiving, via a controller, a steering angle, determining, via the controller, whether a vehicle speed is less than or greater than a predetermined vehicle speed, determining, via the controller, a vehicle grade when the vehicle speed is determined to be less than the predetermined vehicle speed, implementing, via the controller, a first brake noise mitigation strategy, the first brake noise mitigation strategy including adjusting a brake pressure when the vehicle grade is determined to be less than a predetermined vehicle grade, and implementing, via the controller, a second brake noise mitigation strategy, the second brake noise mitigation strategy including adjusting the brake pressure when the vehicle grade is determined to be greater than the predetermined vehicle grade.

Description

Technical Field

[0001] The concepts described herein generally relate to systems and methods for mitigating low-frequency braking noise in motor vehicles. More specifically, aspects of this disclosure relate to mitigating and / or eliminating low-frequency braking noise during static steering events. Background Technology

[0002] Motor vehicles include braking systems that use friction to slow down and / or stop the vehicle. There are two main types of braking systems used in motor vehicles: disc brakes and drum brakes. Disc brakes can be used on the front and / or rear wheels of a motor vehicle, while drum brakes are only used on the rear wheels.

[0003] A vehicle braking system with disc brakes generally includes a brake pedal, a hydraulic system comprising brake fluid, brake calipers, brake pads, and brake rotors. When the vehicle operator presses the brake pedal, the hydraulic system is activated, sending brake fluid to the brake calipers, each of which includes a pair of brake pads disposed within each caliper, adjacent to the opposing sides of the brake rotor. The pressure of the brake fluid compresses the brake pads against the brake rotor, resulting in friction between the brake pads and the brake rotor, which causes the vehicle to decelerate and / or stop.

[0004] Hydraulic systems can be activated via a mechanical connection between the brake pedal and the hydraulic system, or an electrical system known as brake-by-wire, which uses electrical signals instead of mechanical connections to control the brakes of a motor vehicle. Brake-by-wire has become increasingly common, especially in hybrid and electric vehicles.

[0005] A static steering event refers to turning the steering wheel when the vehicle is stationary, thus turning the front wheels. Braking during a static steering event can cause brake noise due to stick-slip between the brake pads and the brake rotors. Specifically, as the steering angle increases and braking pressure is light, torque may be generated, and when this torque exceeds the braking torque, the brake rotors may slip between the brake pads, resulting in brake noise audible to the vehicle operator and bystanders. Braking noise may occur multiple times as the steering angle increases. Summary of the Invention

[0006] In light of the above discussion, it is useful to develop systems and methods to mitigate low-frequency braking noise in motor vehicles during static steering events.

[0007] A method for reducing low-frequency braking noise may include receiving steering input via a controller, such as, but not limited to, a steering angle, and determining via the controller whether the vehicle speed is less than or greater than a predetermined speed. The method may include determining the vehicle gradient via the controller when the vehicle speed is determined to be less than the predetermined vehicle speed, and implementing a first braking noise reduction strategy via the controller, the first braking noise reduction strategy including adjusting braking pressure when the vehicle gradient is determined to be less than the predetermined vehicle gradient.

[0008] The predetermined vehicle speed can be predefined during the initial vehicle calibration (IVC) and can include, for example, but not limited to, 0.5 km / h (kph). The predetermined vehicle gradient can include, for example, but not limited to, a 1% gradient, which can also be predefined during IVC.

[0009] The first braking noise reduction strategy may include a predefined braking noise reduction strategy that can be predefined during IVC.

[0010] According to one aspect of this disclosure, a predefined brake noise reduction strategy may include adjusting brake pressure by removing a first brake pressure on a first wheel axle that may include a steering wheel axle.

[0011] According to one aspect of this disclosure, a predefined brake noise reduction strategy may include adjusting the brake pressure by increasing the first brake pressure of a first axle, which may include a steering wheel axle, to a predefined brake pressure.

[0012] According to one aspect of this disclosure, a predefined brake noise reduction strategy may include adjusting brake pressure by independently increasing or decreasing cornering brake pressure based on steering direction and steering angle. Whether the brake pressure increases or decreases can be predefined during IVC (Independent Braking Compression).

[0013] According to one aspect of this disclosure, a predefined braking noise reduction strategy may include adjusting braking pressure by independently increasing or decreasing one of the cornering braking pressure based on environmental conditions.

[0014] Methods to reduce brake noise may also include detecting environmental conditions via a controller and adjusting the brake pressure when the detected environmental conditions may include one of a plurality of predefined environmental conditions. These conditions can be predefined during IVC.

[0015] According to another aspect of this disclosure, the method may further include implementing a second braking noise reduction strategy via a controller. The second braking noise reduction strategy may include adjusting the braking pressure when it is determined that the vehicle gradient is greater than a predetermined vehicle gradient.

[0016] According to one aspect of this disclosure, a second braking noise reduction strategy may include removing a first braking pressure on a first wheel axle (e.g., a steering wheel axle) and increasing a second braking pressure on a second wheel axle (e.g., a non-steering wheel axle). The second braking noise reduction strategy may be implemented based on initial vehicle calibration (IVC).

[0017] According to another aspect of this disclosure, implementing a second braking noise reduction strategy may include: detecting system noise via a controller, identifying the system noise as braking noise via the controller, and adjusting the braking pressure via the second braking noise reduction strategy when the system noise is identified as braking noise.

[0018] According to one aspect of this disclosure, system noise can be detected via a microphone.

[0019] According to one aspect of this disclosure, system noise can be detected via an accelerometer.

[0020] Also disclosed is a vehicle braking system operable to reduce braking noise. The vehicle braking system may include at least one disc brake, a braking control system communicated with the at least one disc brake, and a controller communicated with the braking control system. Communication may include, for example, hydraulic communication via hydraulic lines / pipes and / or electrical communication via cables / connections.

[0021] At least one disc brake includes a brake caliper, a pair of brake pads disposed within the brake caliper, and a brake rotor disposed within the pair of brake pads.

[0022] The controller can be configured to receive the steering angle; determine whether the vehicle speed is less than or greater than a predetermined vehicle speed; when the vehicle speed is determined to be less than the predetermined vehicle speed, determine the vehicle gradient; implement a first braking noise reduction strategy, which includes adjusting the braking pressure when the vehicle gradient is determined to be less than the predetermined vehicle gradient; and implement a second braking noise reduction strategy. The first braking noise reduction strategy may include a predefined braking noise strategy predefined during IVC. The second braking noise reduction strategy includes adjusting the braking pressure when the vehicle gradient is determined to be greater than the predetermined vehicle gradient.

[0023] According to one aspect of the disclosure, a predefined brake noise reduction strategy may include adjusting brake pressure by removing a first brake pressure on a first axle that may include a steering wheel axle.

[0024] According to one aspect of this disclosure, a predefined braking noise reduction strategy may include adjusting the braking pressure by increasing a first braking pressure on a first axle, which may include a steering wheel axle, to a predefined braking pressure, which may be predefined during IVC.

[0025] According to one aspect of this disclosure, a predefined brake noise reduction strategy may include adjusting brake pressure by independently increasing or decreasing cornering brake pressure based on steering direction and steering angle.

[0026] According to one aspect of this disclosure, a predefined braking noise reduction strategy may include adjusting braking pressure by independently increasing or decreasing cornering braking pressure based on environmental conditions.

[0027] The second braking noise strategy may include removing a first braking pressure on a first axle that may include a steering wheel axle and increasing a second braking pressure on a second axle that may include a non-steering wheel axle.

[0028] Also disclosed is a vehicle operable to reduce braking noise according to this disclosure. The vehicle may include: a vehicle body, a powertrain that may be disposed within the vehicle body; a pair of front wheels that may be disposed adjacent to the front end of the vehicle; a pair of rear wheels that may be disposed adjacent to the rear end of the vehicle; a pair of disc brakes; a braking control system; a controller; and a braking noise reduction system.

[0029] The brake noise reduction system may include the pair of disc brakes, a brake control system connected to the pair of disc brakes, and a controller connected to the brake control system.

[0030] Specifically, one of the pair of disc brakes is arranged adjacent to one of the pair of front wheels, and the other of the pair of disc brakes is arranged adjacent to the other of the pair of front wheels. Each of the pair of disc brakes may include a brake caliper, a pair of brake pads arranged within the brake caliper, and a brake rotor arranged within the pair of brake pads.

[0031] The controller can be configured to receive a steering angle; determine whether the vehicle speed is less than or greater than a predetermined vehicle speed, and when the vehicle speed is determined to be less than the predetermined vehicle speed, determine the vehicle gradient; and implement a first braking noise reduction strategy, which includes adjusting the braking pressure when the vehicle gradient is determined to be less than the predetermined vehicle gradient. The first braking noise reduction strategy is a predefined braking noise reduction strategy predefined during Initial Vehicle Calibration (IVC). The controller is also configured to implement a second braking noise reduction strategy, which includes adjusting the braking pressure when the vehicle gradient is determined to be greater than the predetermined vehicle gradient. The second braking noise reduction strategy includes removing the first braking pressure on a first axle that may include the steering wheel axle and increasing the second braking pressure on a second axle that may include a non-steering wheel axle.

[0032] Low-frequency braking noise during static steering events can be mitigated and / or eliminated by selectively removing and / or increasing braking pressure on one or more disc brakes (including, but not limited to, braking pressure) based on vehicle characteristics (including, but not limited to, braking pressure) predefined during initial vehicle calibration and / or determined during vehicle operation. These disc brakes are arranged adjacent to one or more corners and positioned at opposite ends of the vehicle's steering wheel axle and / or non-steering wheel axle. The foregoing features and advantages of this disclosure, along with other features and accompanying advantages, will become apparent from the following detailed description of illustrative examples and models used to carry out this disclosure when taken in conjunction with the accompanying drawings and appended claims. Furthermore, this disclosure expressly includes combinations and sub-combinations of the elements and features presented above and below.

[0033] Solution 1. A method for reducing braking noise in a vehicle, the method comprising:

[0034] The steering angle is received via the controller;

[0035] The controller determines whether the vehicle speed is less than or greater than the predetermined vehicle speed.

[0036] When the vehicle speed is determined to be less than the predetermined vehicle speed, the vehicle gradient is determined via the controller; and

[0037] A first braking noise reduction strategy is implemented via the controller, the first braking noise reduction strategy including adjusting the braking pressure when it is determined that the vehicle gradient is less than a predetermined vehicle gradient.

[0038] Option 2. The method for reducing brake noise according to Option 1, wherein the first brake noise reduction strategy is a predefined brake noise reduction strategy predefined during initial vehicle calibration.

[0039] Option 3. The method for reducing brake noise according to Option 2, wherein the predefined brake noise reduction strategy includes adjusting the brake pressure by removing the first brake pressure on the first wheel axle.

[0040] Option 4. The method for reducing brake noise according to Option 2, wherein the predefined brake noise reduction strategy includes adjusting the brake pressure by increasing the first brake pressure on the first wheel axle to a predefined brake pressure.

[0041] Option 5. The method for reducing brake noise according to Option 2, wherein the predefined brake noise reduction strategy includes adjusting the brake pressure by independently increasing or decreasing one of the cornering brake pressure based on the steering direction and steering angle, wherein the increase or decrease of the brake pressure is predefined during the initial vehicle calibration.

[0042] Option 6. The method for reducing braking noise according to Option 2, wherein the predefined braking noise reduction strategy includes adjusting the braking pressure by independently increasing or decreasing the cornering braking pressure based on environmental conditions.

[0043] Option 7. The method for reducing braking noise according to Option 6 further includes:

[0044] Environmental conditions are detected via the controller; and

[0045] Adjust the braking pressure when the detected environmental conditions include one of several predefined environmental conditions.

[0046] Option 8. The method for reducing braking noise according to Option 1 further includes:

[0047] A second braking noise reduction strategy is implemented via the controller, which includes adjusting the braking pressure when it is determined that the vehicle gradient is greater than a predetermined vehicle gradient.

[0048] Solution 9. The method for reducing braking noise according to Solution 8, wherein the second braking noise strategy includes removing the first braking pressure on the first wheel axle and increasing the second braking pressure on the second wheel axle.

[0049] Option 10. The method for reducing brake noise according to Option 9 further includes implementing a second brake noise reduction strategy based on initial vehicle calibration.

[0050] Option 11. The method for reducing braking noise according to Option 9, wherein implementing the second braking noise reduction strategy includes:

[0051] System noise is detected via the controller;

[0052] The system noise is identified as braking noise by the controller; and

[0053] When system noise is identified as braking noise, the braking pressure is adjusted via a second braking noise reduction strategy.

[0054] Option 12. The method for reducing braking noise according to Option 11, wherein detecting system noise includes using a microphone to detect system noise.

[0055] Option 13. The method for reducing braking noise according to Option 11, wherein detecting system noise includes using an accelerometer to detect system noise.

[0056] Option 14. A vehicle braking system operable to reduce braking noise, the vehicle braking system comprising:

[0057] At least one disc brake, comprising:

[0058] Brake calipers;

[0059] A pair of brake pads arranged within the brake caliper; and

[0060] Brake rotor arranged within the pair of brake pads; and

[0061] Braking control system, the braking control system being connected to the at least one disc brake; and

[0062] The controller, which is connected to the braking control system, is configured to:

[0063] Receive steering angle;

[0064] Determine whether the vehicle speed is less than or greater than the predetermined vehicle speed;

[0065] When it is determined that the vehicle speed is less than the predetermined vehicle speed, the vehicle gradient is determined.

[0066] Implement a first braking noise reduction strategy, which includes adjusting braking pressure when the vehicle gradient is determined to be less than a predetermined vehicle gradient, wherein the first braking noise reduction strategy is a predefined braking noise strategy predefined during initial vehicle calibration; and

[0067] A second braking noise reduction strategy is implemented, which includes adjusting the braking pressure when it is determined that the vehicle gradient is greater than a predetermined vehicle gradient.

[0068] Option 15. The vehicle braking system according to Option 14, wherein the predefined braking noise reduction strategy includes adjusting the braking pressure by releasing a first braking pressure on the first wheel axle.

[0069] Option 16. The vehicle braking system according to Option 15, wherein the predefined braking noise reduction strategy includes adjusting the braking pressure by increasing the first braking pressure on the first wheel axle to the predefined braking pressure.

[0070] Option 17. The vehicle braking system according to Option 15, wherein the predefined braking noise reduction strategy includes adjusting the braking pressure by independently increasing or decreasing one of the cornering braking pressure based on the steering direction and steering angle.

[0071] Option 18. The vehicle braking system according to Option 15, wherein the predefined braking noise reduction strategy includes adjusting the braking pressure by independently increasing or decreasing the cornering braking pressure based on environmental conditions.

[0072] Option 19. The vehicle braking system according to Option 14, wherein the second braking noise strategy includes removing the first braking pressure on the first wheel axle and increasing the second braking pressure on the second wheel axle.

[0073] Option 20. A vehicle operable to reduce braking noise, comprising:

[0074] Vehicle body; and

[0075] A powertrain, located within the vehicle body, configured to generate torque for propelling the vehicle;

[0076] A pair of front wheels, the pair of front wheels being arranged adjacent to the front end of the vehicle;

[0077] A pair of rear wheels, the pair of rear wheels being arranged adjacent to the rear end of the vehicle;

[0078] Brake noise reduction system, including:

[0079] A pair of disc brakes, wherein, respectively, one of the pair of disc brakes is arranged adjacent to one of the pair of front wheels, and the other of the pair of disc brakes is arranged adjacent to the other of the pair of front wheels, wherein each of the pair of disc brakes comprises:

[0080] Brake calipers;

[0081] A pair of brake pads arranged inside the brake caliper; and

[0082] Brake rotor arranged within the pair of brake pads; and

[0083] Braking control system, the braking control system being connected to the pair of disc brakes; and

[0084] The controller, which is connected to the braking control system, is configured to:

[0085] Receive steering angle;

[0086] Determine whether the vehicle speed is less than or greater than the predetermined vehicle speed;

[0087] When it is determined that the vehicle speed is less than the predetermined vehicle speed, the vehicle gradient is determined.

[0088] Implement a first braking noise reduction strategy, which includes adjusting braking pressure when the vehicle gradient is determined to be less than a predetermined vehicle gradient, wherein the first braking noise reduction strategy is a predefined braking noise reduction strategy predefined during initial vehicle calibration; and

[0089] A second braking noise reduction strategy is implemented, which includes adjusting the braking pressure when it is determined that the vehicle gradient is greater than a predetermined vehicle gradient. The second braking noise reduction strategy includes removing the first braking pressure on the first wheel axle and increasing the second braking pressure on the second wheel axle. Attached Figure Description

[0090] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0091] Figure 1 It is a schematic diagram of a motor vehicle according to this disclosure, and has a vehicle braking system.

[0092] Figure 2 This is a schematic diagram of a motor vehicle braking system according to the present disclosure.

[0093] Figure 3 This is a schematic diagram of a flowchart illustrating a method for reducing low-frequency braking noise in motor vehicles, the method reducing and / or eliminating low-frequency braking noise during static steering events.

[0094] The accompanying drawings are not necessarily drawn to scale and may present slightly simplified representations of the various preferred features disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes. Details adjacent to these features will be determined in part by the specific intended application and environment of use. Detailed Implementation

[0095] This disclosure is readily embodied in many different forms. Representative examples of this disclosure are shown in the accompanying drawings and will be described in detail herein as non-limiting examples of the principles of the disclosure. Accordingly, elements and limitations described in the abstract, background, summary, and detailed description sections but not expressly set forth in the claims should not be incorporated, alone or jointly, by implication, inference, or otherwise into the claims.

[0096] For the purposes of this description, unless expressly denied, the use of the singular includes the plural, and vice versa; the terms “and” and “or” should be both conjunctions and adversative conjunctions; and the words “including,” “comprising,” “having,” etc., should mean “including, but not limited to.” Furthermore, approximate words such as “about,” “almost,” “basically,” “roughly,” “approximately,” etc., may be used herein to mean “within, close to, or almost,” or “within 0-5% of,” or “within acceptable manufacturing tolerances,” or any logical combination thereof.

[0097] like Figure 1As illustrated, vehicle 100 includes a powertrain 12, a vehicle braking system 150, a low-frequency braking noise reduction system 60, multiple sensors 65 connected to the braking noise reduction system 60, a controller 30, a display 40, and a braking control system 50. Vehicle 100 may include, but is not limited to, commercial vehicles, industrial vehicles, passenger vehicles, aircraft, ships, trains, etc.

[0098] The powertrain 12 includes a power source 14 configured to: generate a power source torque T (not shown) for propelling the vehicle 100 via the driven front wheels 16 relative to the road surface 18 when the vehicle 100 is configured as a front-wheel drive (FWD) vehicle; generate a power source torque T for propelling the vehicle 100 via the driven rear wheels 17 when the vehicle 100 is configured as a rear-wheel drive (RWD) vehicle; and generate a power source torque T for propelling the vehicle 100 via the driven front wheels 16 and the driven rear wheels 17 when the vehicle 100 is configured as a four-wheel drive (4WD) or all-wheel drive (AWD) vehicle. The power source 14 is depicted as an internal combustion (IC) engine.

[0099] The front drive wheel 16 is arranged adjacent to the opposite end of a first axle 72, which includes a steering axle. The rear drive wheel 17 is arranged adjacent to the opposite end of a second axle 77, which includes a non-steering axle.

[0100] Although the vehicle 100 is illustrated as being equipped with front axle steering, i.e., a first axle 72 arranged adjacent to the front end 100A of the vehicle 100 includes a steering axle, and a second axle 77 arranged adjacent to the rear end 100B of the vehicle 100 includes a non-steering axle, it should be understood that the vehicle 100 may alternatively be equipped with rear axle steering and / or four (4) wheel steering, wherein the second axle 77 arranged adjacent to the rear end 100B of the vehicle 100 includes a steering axle.

[0101] like Figure 1 As further illustrated, the powertrain 12 may also include an additional power source 15, such as, but not limited to, an electric motor-generator or a fuel cell. Power sources 14 and 15 can work together to power the vehicle 100.

[0102] Vehicle 100 may include a rechargeable energy storage system (RESS) 20 configured to store electrical energy through an electrochemical reaction that generates heat, and to release DC power during use to power vehicle 100.

[0103] The vehicle braking system 150 includes a controller 30, a braking control system 50, and a low-frequency braking noise reduction system 60, which are connected to each disc brake 70 and each drum brake 75.

[0104] Disc brakes 70 are located adjacent to each of the front wheels 16, while drum brakes 75 are located adjacent to each of the rear wheels 17.

[0105] Brakes 70 and 75 can be mechanically controlled by brake control system 50 via hydraulic lines / pipes 62 and / or electrically controlled via cables / connections 64, such as Figure 2 As further illustrated in the diagram.

[0106] Although the vehicle 100 is illustrated as having disc brakes 70 at each of the front wheels 16 and rear drum brakes 75 at each of the rear wheels 17, it should be understood that the vehicle 100 may, for example but not limited to, have disc brakes 70 at each of the front wheels 16 and each of the rear wheels 17.

[0107] It should also be understood that the braking control system 50 may include an electromechanical braking (EMB) system, which includes an electric motor (not shown) and / or actuator (not shown) disposed at each of the front wheel 16 and / or the rear wheel 17 to apply brakes 70, 75 to provide, for example, but not limited to, independent wheel braking control and / or reduced braking resistance, without relying on hydraulic pressure.

[0108] The controller 30 is connected to the powertrain 12, RESS 20 (if equipped), display 40, and low-frequency brake noise reduction system 60 including brake control system 50. The controller 30 is programmable and may include a central processing unit (CPU) that regulates various functions of the vehicle 100, RESS 20 (if equipped), display 40, and low-frequency brake noise reduction system 60 including brake control system 50.

[0109] In any of the above configurations, the controller 30 includes a processor and tangible, non-transitory memory, which includes instructions for operating the vehicle 100, the RESS 20 (if equipped), the display 40, and the low-frequency braking noise reduction system 60 programmed therein. The memory may be a suitable recordable medium involved in providing computer-readable data or processing instructions. Such a recordable medium may take various forms, including but not limited to non-volatile and volatile media.

[0110] Non-volatile media for controller 30 may include, for example, optical discs or magnetic disks and other persistent storage. Volatile media may include, for example, dynamic random access memory (DRAM), which may constitute main memory. Such instructions may be transmitted via one or more transmission media, including coaxial cables, copper wires, and optical fibers, including lines containing a system bus connected to a computer processor, or via a wireless connection.

[0111] The memory of controller 30 may also include floppy disks, hard disks, magnetic tapes, other magnetic media, CD-ROMs, DVDs, other optical media, etc. Controller 30 may be configured with or equipped with other necessary computer hardware, such as high-speed clocks, necessary analog-to-digital (A / D) and / or digital-to-analog (D / A) circuits, input / output circuits and devices (I / O), and suitable signal conditioning and / or buffering circuits. Algorithms required by or accessible to controller 30 (including, but not limited to, predictive algorithms) may be stored in memory and executed automatically to provide the required functionality of vehicle 100, including but not limited to a low-frequency braking noise reduction system 60, which includes a braking control system 50.

[0112] The controller 30 is located in the vehicle 100 and is connected to the powertrain 12, which includes the IC engine 14 and the electric motor-generator 15 (if equipped), the RESS 20 (if equipped), the display 40, the low-frequency brake noise reduction system 60 including the brake control system 50, and the vehicle 100.

[0113] The plurality of sensors 65 may include, for example, but not limited to, vehicle speed sensors, vehicle position sensors, etc.

[0114] refer to Figure 2 And continue to refer to Figure 1 The diagram schematically illustrates a vehicle braking system 150 including a braking control system.

[0115] The vehicle braking system 150 includes a low-frequency braking noise reduction system 60, a controller 30, a braking control system 50, multiple sensors 65, and disc brakes 70, each of which is arranged adjacent to each of the front wheels 16 and each of the rear wheels 17.

[0116] The brake 70 can be mechanically controlled by the brake control system 50 via hydraulic lines / pipes 62 and / or electrically controlled via cables / connections 64.

[0117] Although the vehicle 100 is illustrated to be equipped with disc brakes 70 at each of the front wheels 16 and at each of the rear wheels 17, it should be understood that the vehicle 100 may, for example but not limited to, be equipped with disc brakes 70 at each of the front wheels 16 and drum brakes at each of the rear wheels 17.

[0118] It should also be understood that the braking system 50 may include an electromechanical braking (EMB) system, which includes an electric motor (not shown) and / or actuator (not shown) disposed at each of the front wheel 16 and / or the rear wheel 17 to apply brakes 70, 75 to provide, for example, but not limited to, independent wheel braking control and / or reduced braking resistance, without relying on hydraulic pressure.

[0119] like Figure 3 As illustrated in the figure, the method 1000 for reducing low-frequency braking noise includes receiving steering input S1100 via controller 30. I For example, but not limited to, steering angle S A The speed S of vehicle 1200 is determined by controller 30. V Is it less than or greater than the predetermined speed S? PD When the vehicle's speed S is determined to be 100... V Less than the predetermined vehicle speed S V At that time, the gradient G of vehicle 1300 is determined by controller 30. V ; and the first braking noise reduction strategy Strat1 is implemented via controller 30, which includes determining the vehicle gradient G. V Less than the predetermined vehicle gradient G PD Adjust the braking pressure P to 1500. B .

[0120] The vehicle's predetermined speed S100 PD The initial vehicle calibration (IVC) is predefined as 1515 and may include, for example, but not limited to, 0.5 km / h (kph). The predetermined vehicle gradient G. PD It can include, for example, but not limited to, a 1% slope, which can also be predefined as 1515 during IVC.

[0121] The first braking noise reduction strategy, Strat1, is a predefined braking noise reduction strategy. PD It is predefined as 1515 during IVC.

[0122] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD This includes removing the first braking pressure P on the first axle 72, including the steering wheel axle, by 1520. B1 To adjust the 1500 braking pressure P B .

[0123] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD This includes applying a first braking pressure P on the first axle 72, which includes the steering wheel axle. B1 Increase by 1540 to the predefined braking pressure P BPD To adjust the 1500 braking pressure P B .

[0124] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD Including via steering direction S D and steering angle SA Independently increase or decrease the corner braking pressure P by 1560 or 1570. BC To adjust the 1500 braking pressure P B During IVC, a predefined braking pressure P of 1515 is applied. B Should we increase by 1560 or decrease by 1570?

[0125] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD Including through environmental conditions C E Independently increase or decrease the corner braking pressure P by 1580 or 1590. BC To adjust the 1500 braking pressure P B .

[0126] Method 1000 for reducing brake noise may further include detecting environmental conditions C via controller 30. E ; and when the environmental conditions detected in 1575 include multiple predefined environmental conditions C EPD When one of these conditions is met, increase the braking pressure P by 1580 or decrease it by 1590. B The multiple predefined environmental conditions C EPD 1515 can be predefined during the initial vehicle calibration (IVC).

[0127] According to another aspect of this disclosure, the braking noise reduction method 1000 further includes implementing a second braking noise reduction strategy Strat2 via a controller 30, the strategy including determining when the vehicle gradient G is determined. V Greater than the predetermined vehicle gradient G PD Adjust the braking pressure P at 1700. B .

[0128] According to one aspect of this disclosure, the second braking noise strategy Strat2 includes removing the first braking pressure P on the first axle 72, including the steering wheel axle, from 1720. B1 And increase the second braking pressure P on the second axle 77, which includes the non-steering wheel axle, by 1730. B2 Among them, the second braking noise reduction strategy Strat2 is implemented based on the initial vehicle calibration (IVC).

[0129] According to another aspect of this disclosure, implementing the second braking noise reduction strategy Strat2 (1600) includes detecting system noise N (1800) via controller 30. S The system noise N is controlled by controller 30. S Identifying 1900 as braking noise N B ; and when the system noise N S Identified as brake noise N BAt that time, the braking pressure P is adjusted to 1700 via the second braking noise reduction strategy Strat2. B .

[0130] According to one aspect of this disclosure, noise N is detected via a microphone detection system. S .

[0131] According to one aspect of this disclosure, noise N is detected via an accelerometer detection system. S .

[0132] According to one aspect of this disclosure, a vehicle braking system 150 includes: at least one disc brake 70; a braking control system 50 connected to the at least one disc brake 70, for example, via hydraulic connection through a hydraulic line / pipe 62 and / or via electrical connection through a cable / connection 64; and a controller 30 connected to the braking control system 50.

[0133] At least one disc brake 70 includes a brake caliper 71, a pair of brake pads 73 disposed within the brake caliper 71, and a brake rotor 79 disposed within the pair of brake pads 73.

[0134] Controller 30 is configured to receive 1100° steering angle S A Determine the speed S of vehicle 1200. V Is it less than or greater than the predetermined vehicle speed S? PD When the speed of the 1200 vehicle is determined to be S V Less than the predetermined vehicle speed S PD At that time, the gradient G of vehicle 1300 was determined. V ; Implement the Strat1 first braking noise reduction strategy, which includes determining a vehicle gradient of 1300 G. V Less than the predetermined vehicle gradient G PD Adjust the braking pressure P to 1500. B The first braking noise reduction strategy, Strat1, is a predefined braking noise reduction strategy. PD It is predefined during the initial vehicle calibration (IVC) at 1515, and a second brake noise reduction strategy Strat2 at 1600 is implemented, which includes determining the vehicle gradient G at 1300. V Greater than the predetermined vehicle gradient G PD Adjust the braking pressure P at 1700. B .

[0135] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD This may include removing the first braking pressure P on the first axle 72, including the steering wheel axle, by removing 1520. B1 To adjust the 1700 braking pressure P B .

[0136] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD This may include applying a first braking pressure P on the first axle 72, which includes the steering wheel axle. B1 Increase by 1540 to the predefined braking pressure P BPD To adjust the 1500 braking pressure P B The predefined braking pressure P BPD 1515 can be predefined during the initial vehicle calibration (IVC).

[0137] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD This may include using the steering direction S D and steering angle S A Independently increase or decrease the corner braking pressure P by 1560 or 1570. BC One of them is used to adjust the 1500 braking pressure P B .

[0138] According to one aspect of this disclosure, a predefined braking noise reduction strategy Strat PD This may include using environmental conditions C E Independently increase or decrease the corner braking pressure P by 1580 or 1590. BC One of them is used to adjust the 1500 braking pressure P B .

[0139] The second braking noise strategy, Strat2, involves removing the first braking pressure P from 1720 and 1740 on the first axle 72, which includes the steering wheel axle. B1 And increase the second braking pressure P on the second axle 77, including the non-steering wheel axle, at 1730 and 1750. B2 .

[0140] Also disclosed is a vehicle 100 operable for reducing braking noise. The vehicle 100 includes: a vehicle body 101; a powertrain 12 disposed within the vehicle body 101, the powertrain 12 being configured to generate torque for propelling the vehicle 100; a pair of front wheels 16 disposed adjacent to the front end 100A of the vehicle 100; a pair of rear wheels 17 disposed adjacent to the rear end 100B of the vehicle 100; a pair of disc brakes 70; a brake control system 50; a controller 30; and a brake noise reduction system 60.

[0141] The brake noise reduction system 60 includes the pair of disc brakes 70, a brake control system 50 connected to the pair of disc brakes 70, and a controller 30 connected to the brake control system 50.

[0142] Specifically, one of the pair of disc brakes 70 is arranged adjacent to one of the pair of front wheels 16, and the other of the pair of disc brakes 70 is arranged adjacent to the other of the pair of front wheels 16. Each of the pair of disc brakes 70 includes a brake caliper 71, a pair of brake pads 73 arranged within the brake caliper 71, and a brake rotor 79 arranged within the pair of brake pads 73.

[0143] Controller 30 is configured to receive 1100° steering angle S A Determine the speed S of vehicle 1200. V Is it less than or greater than the predetermined vehicle speed S? PD When the speed of the 1200 vehicle is determined to be S V Less than the predetermined vehicle speed S PD At that time, the gradient G of vehicle 1300 was determined. V ; Implement the Strat1 first braking noise reduction strategy, which includes determining a vehicle gradient of 1300 G. V Less than the predetermined vehicle gradient G PD Adjust the braking pressure P in time B The first braking noise reduction strategy, Strat1, is a predefined braking noise reduction strategy. PD It is predefined 1515 during initial vehicle calibration (IVC); and a second brake noise reduction strategy Strat2 is implemented 1600, which includes determining the vehicle gradient G of 1300. V Greater than the predetermined vehicle gradient G PD At that time, adjust the braking pressure P to 1700. B The second braking noise strategy Strat2 includes removing the first braking pressure P from 1720 and 1740 on the first axle 72, which includes the steering wheel axle. B1 And increase the second braking pressure P on the second axle 77, including the non-steering wheel axle, at 1730 and 1750. B2 .

[0144] Low-frequency braking noise during static steering events can be mitigated and / or eliminated by selectively removing and / or increasing braking pressure on one or more disc brakes based on vehicle characteristics (including but not limited to braking pressure) predefined during initial vehicle calibration and / or determined during vehicle operation, said one or more disc brakes being arranged adjacent to one or more corners and located at the opposite ends of the vehicle's steering wheel axle and / or non-steering wheel axle.

[0145] In view of the foregoing disclosure, those skilled in the art will appreciate these and other accompanying benefits of this disclosure.

[0146] The detailed description and accompanying drawings are intended to support and describe this teaching, but the scope of this teaching is defined only by the claims. While some preferred modes and other embodiments for carrying out this teaching have been described in detail, various alternative designs and embodiments exist for practicing the teaching as defined in the appended claims.

Claims

1. A method for reducing braking noise in a vehicle, the method comprising: The steering angle is received via the controller; The controller determines whether the vehicle speed is less than or greater than the predetermined vehicle speed. When it is determined that the vehicle speed is less than the predetermined vehicle speed, the vehicle gradient is determined by the controller. as well as A first braking noise reduction strategy is implemented via the controller, the first braking noise reduction strategy including adjusting the braking pressure when it is determined that the vehicle gradient is less than a predetermined vehicle gradient.

2. The method for reducing braking noise according to claim 1, wherein, The first brake noise reduction strategy is a predefined brake noise reduction strategy predefined during the initial vehicle calibration.

3. The method for reducing braking noise according to claim 2, wherein, The predefined brake noise reduction strategy includes adjusting the brake pressure by removing the first brake pressure on the first wheel axle.

4. The method for reducing braking noise according to claim 2, wherein, The predefined braking noise reduction strategy includes adjusting the braking pressure by increasing the initial braking pressure on the first wheel axle to a predefined braking pressure.

5. The method for reducing braking noise according to claim 2, wherein, The predefined brake noise reduction strategy includes adjusting the brake pressure by independently increasing or decreasing one of the cornering brake pressure based on the steering direction and steering angle, wherein the predefined brake pressure is either increased or decreased during the initial vehicle calibration.

6. The method for reducing braking noise according to claim 2, wherein, Predefined braking noise reduction strategies include adjusting braking pressure by independently increasing or decreasing cornering braking pressure based on environmental conditions.

7. The method for reducing braking noise according to claim 6 further includes: The controller detects environmental conditions; as well as Adjust the braking pressure when the detected environmental conditions include one of several predefined environmental conditions.

8. The method for reducing braking noise according to claim 1, further comprising: A second braking noise reduction strategy is implemented via the controller, which includes adjusting the braking pressure when it is determined that the vehicle gradient is greater than a predetermined vehicle gradient.

9. The method for reducing braking noise according to claim 8, wherein, The second braking noise strategy includes removing the first braking pressure on the first axle and increasing the second braking pressure on the second axle.

10. The method for reducing brake noise according to claim 9, further comprising implementing a second brake noise reduction strategy based on initial vehicle calibration.

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