Control device and method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components

Abstract

The invention relates to a control device (26) and a method for operating at least one electromechanical wheel brake (10) of a vehicle, which is equipped with two independently adjustable actuator force transmission components (12a, 12b), by defining for the at least one electromechanical wheel brake (10) in each case at least one desired operating variable for at least one actuator device (14a, 14b), by means of which the two actuator force transmission components (12a, 12b) of the same electromechanical wheel brake (10) are adjustable, and outputting at least one control signal (18a, 18b) corresponding to the at least one desired operating variable to the at least one actuator device (14a, 14b) of the same electromechanical wheel brake (10), wherein at least taking into account at least one brake request signal (28) as the at least one desired operating variable, a specific desired activation time is defined for each of two actuator devices (14a,14b) of the same electromechanical wheel brake (10), a specific desired force to be exerted on the two actuator force transmission components (12a, 12b) and / or a specific desired adjustment path of the two actuator force transmission components (12a, 12b) to at least one brake pad (16) of the electromechanical wheel brake (10) are determined.

Description

[0001] The present invention relates to a control device for at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components. The invention also relates to an electromechanical wheel brake for a vehicle. Furthermore, the invention relates to a method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components. State of the art

[0002] Electromechanical brakes / independent wheel brakes are known from the prior art, such as DE 103 21 159 A1. Furthermore, the applicant is aware of an electromechanical brake / independent wheel brake for braking a wheel of a vehicle as internal prior art. This brake is equipped with two adjustable actuator force transmission components, so that by adjusting the two actuator force transmission components, at least one brake pad of the respective electromechanical brake / independent wheel brake is pressed against an associated brake disc. Disclosure of the invention

[0003] The present invention provides a control device for at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components, having the features of claim 1, an electromechanical wheel brake for a vehicle having the features of claim 9, and a method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components, having the features of claim 10. Advantages of the invention

[0004] The present invention provides advantageous possibilities for the improved use of at least one electromechanical / electromotive wheel brake / single-wheel brake equipped with two independently adjustable actuator force transmission components on a vehicle, such as in particular a motor vehicle. In particular, the present invention can reduce undesirable braking noise when braking the respective vehicle using its at least one electromechanical wheel brake, and can better adapt the respective operation of the at least one electromechanical wheel brake to a current state of aging / wear of at least one component of the respective electromechanical wheel brake, a current driving situation, and / or a current braking situation. The present invention thus significantly contributes to increasing driving comfort / braking comfort for a driver of the respective vehicle.

[0005] It is also noted that the present invention can be implemented by means of a comparatively simple and relatively low-effort design and / or programming of the control electronics of the at least one electromechanical wheel brake. Use of the present invention is therefore comparatively cost-effective and possible without equipping the respective vehicle with additional hardware.

[0006] In an advantageous embodiment of the control device, by means of the electronic device, at least taking into account the at least one provided brake request signal, a first target activation time of a first actuator device of the two actuator devices deviates from a second target activation time of a second actuator device of the two actuator devices, a first target force to be exerted on a first actuator force transmission component of the two actuator force transmission components that is not equal to a second target force to be exerted on a second actuator force transmission component of the two actuator force transmission components and / or a first target adjustment path of the first actuator force transmission component that is not equal to a second target adjustment path of the second actuator force transmission component can be determined, and, if the first target activation time deviates from the second target activation time,the first target force is not equal to the second target force and / or the first target adjustment path is not equal to the second target adjustment path, the at least one actuator device can be controlled by means of the at least one control signal such that a first actual activation time of the first actuator device is before or after a second actual activation time of the second actuator device, a first actual force exerted on the first actuator force transmission component is not equal to a second actual force exerted on the second actuator force transmission component and / or a first actual adjustment path of the first actuator force transmission component is not equal to a second actual adjustment path of the second actuator force transmission component.

[0007] Preferably, by means of the electronic device, at least taking into account the at least one provided brake request signal, a target time difference between the first target activation time minus the second target activation time, a target force difference between the first target force minus the second target force, a target force ratio of the first target force divided by the second target force, a target path difference between the first target adjustment path minus the second target adjustment path and / or a target path ratio of the first target adjustment path divided by the second target adjustment path can be varied, and the at least one actuator device can be controlled by means of the at least one control signal such that an actual time difference between the first actual activation time minus the second actual activation time and the target time difference, an actual force difference between the first actual force minus the second actual force and the target force difference,An actual force ratio of the first actual force divided by the second actual force corresponds to the target force ratio, an actual travel difference between the first actual adjustment travel minus the second actual adjustment travel corresponds to the target travel difference, and / or an actual travel ratio of the first actual adjustment travel divided by the second actual adjustment travel corresponds to the target travel ratio. The embodiment of the control device described here is therefore not limited to a constant delay time ratio between the activation of the first actuator device and the activation of the second actuator device, a constant force ratio between the first actual force minus the second actual force, and / or a constant adjustment travel ratio between the first actual adjustment travel minus the second actual adjustment travel, which can be used for more optimized operation of the at least one controlled electromechanical wheel brake compared to the prior art.

[0008] In a further advantageous embodiment of the control device, the electronic device is designed and / or programmed in such a way that the specific target activation time for the two actuator devices of the same electromechanical wheel brake, the specific target force to be exerted on the two actuator force transmission components and / or the specific target adjustment path of the two actuator force transmission components are determined by means of the electronic device taking into account the at least one provided braking request signal and additionally taking into account a provided driving situation information regarding a current journey of the vehicle, a provided braking situation information regarding a current braking of the vehicle,a provided noise level information regarding at least one noise triggered by the current braking and / or a provided wheel brake status information regarding a status of at least one component of the respective electromechanical wheel brake. The embodiment of the control device described here can thus (co-)consider a variety of information in order to optimize the respective operation of the at least one electromechanical wheel brake controlled thereby.

[0009] For example, the electronic device can additionally be designed and / or programmed such that, by means of the electronic device, the target force difference between the first target force minus the second target force can be varied, taking into account the age of the at least one brake pad of the electromechanical wheel brake, provided as at least part of the wheel brake state information, and / or brake pad state information regarding a respective state of the at least one brake pad of the electromechanical wheel brake, provided as at least part of the wheel brake state information. As will become clear from the following description, reliable operation of the at least one electromechanical wheel brake can still be ensured in this way, even in the event of significant wear of the at least one brake pad of the at least one electromechanical wheel brake.

[0010] Alternatively or additionally, the electronic device can be designed and / or programmed such that the target travel difference between the first target adjustment travel minus the second target adjustment travel can be varied by means of the electronic device, taking into account a time since the start of the respective current braking of the vehicle, provided as at least part of the braking situation information, and / or a target braking force value of the respective current braking of the vehicle, provided as at least part of the braking situation information. This can significantly contribute to reducing the noise triggered by the operation of the at least one electromechanical wheel brake.

[0011] It is also advantageous if the electronic device is additionally designed and / or programmed in such a way that the target travel difference between the first target travel minus the second target travel can be varied by the electronic device, taking the noise level information into account. Such a design / programming of the control device / its electronic device can also reduce / avoid unpleasant braking noises.

[0012] For example, the control device can be a central vehicle control unit. Therefore, a device type that is already frequently used in vehicles can be used as the control device thanks to a relatively simple design / programming process that requires relatively little effort. Using the present invention with the control device designed as a central vehicle control unit therefore does not require any additional installation space in the respective vehicle.

[0013] The advantages described above are also ensured in a wheel brake for a vehicle which is equipped with such a control device and the at least one actuator device which can be controlled by means of the electronic device of the control device and by means of which the first actuator force transmission component and the second actuator force transmission component of the electromechanical wheel brake can be adjusted independently of one another to at least one brake pad of the electromechanical wheel brake.

[0014] Furthermore, implementing a corresponding method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components also provides the advantages explained above. It is expressly noted that the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components can be further developed according to the above-explained embodiments of the control device. Short description of the drawings

[0015] Further features and advantages of the present invention are explained below with reference to the figures. They show: Fig. 1a and Fig. 1b schematic representations of an electromechanical wheel brake for explaining a first embodiment of the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components; Fig. 2a and Fig. 2b schematic representations of an electromechanical wheel brake for explaining a second embodiment of the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components; Fig. 3a and Fig. 3b schematic representations of an electromechanical wheel brake for explaining a third embodiment of the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components; and Fig. 4 a schematic representation of an embodiment of the control device and the electromechanical wheel brake interacting therewith. Embodiments of the invention

[0016] Fig. 1a and Fig. 1b show schematic representations of an electromechanical wheel brake for explaining a first embodiment of the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components.

[0017] It is expressly pointed out that the feasibility of the embodiments of the method explained below is not limited to any particular total number of the at least one electromechanical / electromotive wheel brake 10 operated thereby on the respective vehicle / motor vehicle, nor to any specific vehicle type / motor vehicle type of the vehicle / motor vehicle equipped with the at least one electromechanical / electromotive wheel brake 10. Instead, the feasibility of the embodiments of the method described below (essentially) only requires that the at least one electromechanical / electromotive wheel brake 10 be equipped with two independently adjustable actuator force transmission components 12a and 12b, which are adjustable by means of at least one actuator device 14a and 14b of the same electromechanical wheel brake 10.Since an associated (not sketched) wheel of the vehicle / motor vehicle equipped therewith can be braked individually by means of the electromechanical / electromotive wheel brake 10, the electromechanical wheel brake 10 can also be described as an electromechanical / electromotive single-wheel brake.

[0018] A first actuator force transmission component 12a of the two actuator force transmission components 12a and 12b and / or a second actuator force transmission component 12b of the two actuator force transmission components 12a and 12b can be understood in particular as one piston each.By way of example only, in the embodiments of the method described below, the electromechanical wheel brake 10 has, as its at least one actuator device 14a and 14b, a first electric / electromotive actuator device 14a and a second electric / electromotive actuator device 14b, wherein the first actuator force transmission component 12a is adjustable toward or away from at least one brake pad 16 of the respective electromechanical wheel brake 10 by means of the first actuator device 14a, and the second actuator force transmission component 12b is adjustable toward or away from at least one brake pad 16 of the respective electromechanical wheel brake 10 by means of the second actuator device 14b. The first actuator device 14a and / or the second actuator device 14b can each be an electric motor, for example.The graphic representation of only one electromechanical wheel brake 10 also serves only to improve clarity.

[0019] When executing the method described here, at least one target operating variable is defined for each of the at least one electromechanical wheel brake 10 for its at least one actuator device 12a and 12b. The at least one target operating variable can include, for example, a specific target force F to be exerted on each of the two actuator force transmission components 12a and 12b. 10 and F 20 , ie a first desired force F to be exerted on the first actuator force transmission components 12a 10 and a second desired force F to be exerted on the second actuator force transmission component 12b 20 , and / or a specific target adjustment path Δs 10 and Δs 20 of the two actuator force transmission components 12a and 12b, such as a first desired adjustment path Δs 10the first actuator force transmission components 12a from their unactuated initial position to at least one brake pad 16 and a second desired adjustment path Δs 20 of the second actuator force transmission components 12b from their unactuated initial position to at least one brake pad 16. Alternatively or additionally, if the electromechanical wheel brake 10 has the first and second actuator devices 14a and 14b as its at least one actuator device 14a and 14b, a specific target activation time for each of the two actuator devices 14a and 14b of the same electromechanical wheel brake 10, i.e., a first target activation time of the first actuator device 14a and a second target activation time of the second actuator device 14b, can be defined as the at least one target operating variable.

[0020] The determination of the at least one target operating variable takes place at least taking into account at least one braking request signal relating to a deceleration of the vehicle requested by the driver or by an automatic speed control system of the vehicle. It is again pointed out that, at least taking into account the at least one braking request signal, the at least one target operating variable is the specific target activation time for each of two actuator devices 14a and 14b of the same electromechanical wheel brake 10, each of which has a specific target force F to be exerted on the two actuator force transmission components 12a and 12b. 10 and F 20 and / or each of which has a specific target adjustment path Δs 10 and Δs 20of the two actuator force transmission components 12a and 12b to at least one brake pad 16 of the electromechanical wheel brake 10. This can also be defined as a definition of specific target activation times, specific target forces F 10 and F 20 and / or of specific target adjustment paths Δs 10 and Δs 20 as “individual variables.” By defining the specific target activation times, the specific target forces F 10 and F 20 and / or the specific target adjustment paths Δs 10 and Δs 20 In particular, it can be understood that the first target activation time of the first actuator device 14a differs from the second target activation time of the second actuator device 14b, the first target force F to be exerted on the first actuator force transmission component 12a 10 not equal to the second desired force F to be exerted on the second actuator force transmission component 12b20 and / or the first target adjustment path Δs 10 the first actuator force transmission component 12a is not equal to the second desired adjustment path Δs 20 the second actuator force transmission component 12b can be determined.

[0021] Preferably, when setting the specific target activation times, the specific target forces F 10 and F 20 and / or the specific target adjustment paths Δs 10 and Δs 20 at least taking into account the at least one brake request signal, also a target time difference between the first target activation time minus the second target activation time, a target force difference between the first target force F 10 minus the second target force F 20 , a target force ratio of the first target force F 10 divided by the second target force F 20 , a target travel difference between the first target adjustment travel Δs10 minus the second target adjustment distance Δs 20 and / or a target travel ratio of the first target adjustment travel Δs 10 divided by the second target adjustment distance Δs 20 When determining the target activation times, the target forces F 10 and F 20 and / or target adjustment ranges Δs 10 and Δs 20 Therefore, no constant differences or constant ratios need to be maintained.

[0022] After setting the specific target activation times, the specific target forces F 10 and F 20 and / or the specific target adjustment paths Δs 10 and Δs 20At least one corresponding control signal 18a and 18b is output to the at least one actuator device 14a and 14b of the same electromechanical wheel brake 10. By way of example only, in the embodiments of the method described here, the first actuator device 14a is controlled by means of at least one first control signal 18a, and the second actuator device 14b is controlled by means of at least one second control signal 18b. This can also be described as an individual control of the first actuator device 14a and the second actuator device 14b of the same electromechanical wheel brake 10.

[0023] As will become clear from the following description, operation of the at least one electromechanical wheel brake 10 can be adapted in this way to a multitude of different situations and / or to a multitude of different conditions such that (almost) optimal operation of the at least one electromechanical wheel brake 10 is achieved with regard to the current situation and / or the current condition. If the first target activation time deviates from the second target activation time, the first target force F 10 not equal to the second target force F 20 and / or the first target adjustment path Δs 10 not equal to the second target adjustment path Δs 20are defined, the at least one actuator device 14a and 14b is controlled by means of the at least one control signal 18a and 18b in such a way that a first actual activation time of the first actuator device 14a is before or after a second actual activation time of the second actuator device 14b, a first actual force F1 exerted on the first actuator force transmission component 12a is not equal to a second actual force F2 exerted on the second actuator force transmission component 12b and / or a first actual adjustment path Δs1 of the first actuator force transmission component 12a is not equal to a second actual adjustment path Δs2 of the second actuator force transmission component 12b.In particular, the at least one actuator device 14a and 14b can be controlled by means of the at least one control signal 18a and 18b in such a way that an actual time difference between the first actual activation time minus the second actual activation time and the target time difference, an actual force difference between the first actual force F1 minus the second actual force F2 and the target force difference, an actual force ratio of the first actual force F1 divided by the second actual force F2 corresponds to the target force ratio, an actual path difference between the first actual adjustment path Δs1 minus the second actual adjustment path Δs2 and the target path difference and / or an actual path ratio of the first actual adjustment path Δs1 divided by the second actual adjustment path Δs2 corresponds to the target path ratio.

[0024] Preferably, each of the two actuator devices 14a and 14b of the same electromechanical wheel brake 10, each of which has a specific target force F to be exerted on the two actuator force transmission components 12a and 12b, is determined. 10 and F 20 and / or each of which has a specific target adjustment path Δs 10 and Δs 20of the two actuator force transmission components 12a and 12b, taking into account the at least one braking request signal and additionally taking into account driving situation information regarding a current journey of the vehicle, braking situation information regarding a current braking of the vehicle, noise level information regarding at least one noise triggered by the current braking, and / or wheel brake state information regarding a state of at least one component of the respective electromechanical wheel brake 10. Thus, a multitude of different pieces of information can be evaluated to optimize the operation of at least one electromechanical wheel brake 10.

[0025] By way of example, in the embodiment of the method described here, an age / service life of the at least one brake pad 16 of the electromechanical wheel brake 10 and / or brake pad condition information relating to a respective condition of the at least one brake pad 16 of the electromechanical wheel brake 10 are used as at least part of the wheel brake condition information at least when (directly or indirectly) determining the specific target forces F 10 and F 20 (also) taken into account. Specifically, the target force difference between the first target force F 10 minus the second target force F 20taking into account the age of the at least one brake pad 16 of the electromechanical wheel brake 10 and / or the brake pad condition information. The brake pad condition information can, for example, be / include a pad thickness of the at least one brake pad 16 of the electromechanical wheel brake 10. The age / service life of the at least one brake pad 16 of the electromechanical wheel brake 10 and a pad thickness of the at least one brake pad 16 of the electromechanical wheel brake 10 that decreases according to the age / service life are generally known.

[0026] In the example of Fig. 1a, the at least one brake pad 16 is relatively new and therefore also has a comparatively high pad thickness. It is therefore advantageous if the at least one brake pad 16 is pressed against an associated brake disc 20 with a relatively high tilting moment. (The brake disc 20 can optionally be a subunit of the electromechanical wheel brake 10 or protrude as an external component into a flange 22 of the electromechanical wheel brake 10.) A high value of the target force difference between the first target force F 10 and the second target force F 20 is therefore desirable in this case. As in Fig. 1a by means of an arrow 24 representing the direction of rotation of the rotating brake disc 20, a circular sector of the rotating brake disc 20 contacts the at least one brake pad 16 first at a so-called leading edge 16a of the respective brake pad 16 and last at a so-called trailing edge 16b of the respective brake pad 16, before a mechanical contact of the respective circular sector of the rotating brake disc 20 with the at least one brake pad 16 is temporarily interrupted again. Preferably, the specific target forces F 10 and F 20For at least one comparatively new brake pad 16 having a relatively thick lining, the force F1 is determined such that a smaller actual force F1 (of the actual forces F1 and F2) is exerted on the actuator force transmission component 12a located closer to the respective leading edge 16a of the at least one brake pad 16, and a larger actual force F2 (of the actual forces F1 and F2) is exerted on the actuator force transmission component 12b located closer to the respective trailing edge 16b of the at least one brake pad 16. This can also be described as the at least one brake pad 16 being pressed more strongly against the rotating brake disc 20 at its respective trailing edge 16b.

[0027] In the example of Fig. 1b, the at least one brake pad 16 is comparatively old and therefore has a relatively small pad thickness. The at least one brake pad 16 can be described in particular as a "worn" brake pad 16. In this case, it is desirable if the at least one brake pad 16 is pressed against the associated brake disc 20 with comparatively little tilting moment. Therefore, an amount of the desired force difference between the first desired force F 10 minus the second target force F 20comparatively small, in particular equal to zero. The resulting force distribution of the actual forces F1 and F2, or a corresponding pressure distribution, can also be described as a "central pressure" or "uniform pressure" of the at least one brake pad 16 against the rotating brake disc 20. The operation of the friction brake 10 achieved in this way is optimal with regard to the wear pattern of its at least one brake pad 16.

[0028] Fig. 2a and Fig. 2b show schematic representations of an electromechanical wheel brake for explaining a second embodiment of the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components.

[0029] When using the Fig. 2a and Fig. 2b schematically depicted procedure, the (direct or indirect) determination of the target travel difference between the first target adjustment travel Δs 10 the adjustable first actuator force transmission component 12a minus the second desired adjustment path Δs 20 of the adjustable second actuator force transmission component 12b, taking into account a time since the beginning of the respective current braking of the vehicle and / or a target braking force value of the respective current braking of the vehicle as at least part of the braking situation information. The target braking force value can be, for example, a target deceleration of the vehicle or a target braking torque of the vehicle, which is requested by the driver or by the cruise control system. In particular, the target travel difference between the first target adjustment travel Δs 10 minus the second target adjustment distance Δs 20taking into account the time elapsed since the start of the respective current braking of the vehicle and / or the target braking force of the respective current braking of the vehicle.

[0030] As can be seen by comparing the Fig. 2a and Fig. 2b, when braking (ie at the beginning of the respective braking, or at a comparatively low target braking force), the specific target adjustment paths Δs 10 and Δs 20determined such that the actuator force transmission component 12a closer to the respective leading edge 16a of the at least one brake pad 16 is adjusted by a greater actual adjustment path Δs1 than the actuator force transmission component 12b closer to the respective trailing edge 16b of the at least one brake pad 16. Therefore, during braking, only the respective leading edge 16a of the at least one brake pad 16 comes into contact with the brake disc 20. Even during the execution of a brake disc wiper function, the at least one brake pad 16 is preferably pressed more strongly against the brake disc 20 at its respective leading edge 16a.

[0031] With increasing time since the start of the respective current braking or with increasing target braking force, the target adjustment path Δs 10the actuator force transmission component 12a closer to the respective leading edge 16a of the at least one brake pad 16 and / or the desired adjustment path Δs 20 the actuator force transmission component 12b located closer to the respective trailing edge 16b of the at least one brake pad 16. As time elapses since the start of the respective current braking action or as the desired braking force increases, the trailing edge 16b of the at least one brake pad 16 is pressed increasingly strongly against the brake disc 20. This contributes to reducing / avoiding unwanted noise generation during the respective braking action.

[0032] Accordingly, taking into account the noise level information, the target travel difference between the first target adjustment travel Δs 10 minus the second target adjustment distance Δs 10can be varied. In order to avoid / prevent judder, rattling, or squeaking during braking, the at least one brake pad 16 can be pressed against the brake disc 20 by means of a modified force or pressure distribution. By modifying the force or pressure distribution with which the at least one brake pad 16 is pressed against the brake disc 20, NVH (Noise Vibration Harshness) can therefore be improved.

[0033] Fig. 3a and Fig. 3b show schematic representations of an electromechanical wheel brake for explaining a third embodiment of the method for operating at least one electromechanical wheel brake of a vehicle equipped with two independently adjustable actuator force transmission components.

[0034] Using the examples of Fig. 3a and Fig. 3b shows various approaches to optimizing a force or pressure distribution using the specific target forces F 10 and F 20 presented. The respective target force ratio of the first target force F 10 divided by the second target force F 20 can assume values ​​between 100:0 and 0:100, especially the extreme values ​​100:0 and 0:100. It may also be possible to use a sensor to detect the current actual force ratio of the first actual force F1 divided by the second actual force F2 and adjust it to the desired target force ratio. For example, if an actual force ratio of 55:54 occurs even though a target force ratio of 50:50 is desired, this can be easily corrected.

[0035] As shown by the Fig. 3a is shown schematically, the target forces F 10 and F 20are jointly set to target values ​​kept constant for a specific time, wherein, for example, the actuator force transmission component 12b closer to the respective trailing edge 16b of the at least one brake pad 16 is subjected to a greater actual force F2 than the actuator force transmission component 12a closer to the respective leading edge 16a of the at least one brake pad 16.

[0036] Alternatively, however, the target forces F 10 and F 20 must first be determined so that at least one brake pad 16 is pressed against the brake disc 20 with a certain basic force (as a so-called basic load). As in Fig. 3b, a further modulation of the actual force F 20which is applied to the actuator force transmission component 12b closer to the trailing edge 16b of the at least one brake pad 16. This can result in more sensitive control, more reliable controllability, and / or improved braking behavior. This also results in an improvement in the TTL and / or stick-slip. Such control can also modulate a control system (such as ABS). If necessary, the actual force F1, which is applied to the actuator force transmission component 12a closer to the leading edge 16a of the at least one brake pad 16, represents only the base load.

[0037] It is also pointed out that the driving situation information, which may include, for example, a current speed of the vehicle and / or a current steering angle of the vehicle, is also taken into account when determining the specific activation times, the specific target forces F 10 and F 20and / or the specific target adjustment paths Δs 10 and Δs 20 can be taken into account.

[0038] As is clear from the preceding description, an angle between the brake disc 20 and the at least one brake pad 16 can be varied structurally and situation-dependently using the previously described procedures in order to optimize the operation of the at least one electromechanical wheel brake 10. It can be particularly advantageous if the leading edge 16a or the trailing edge 16b of the at least one brake pad 16 first comes into contact with the associated brake disc 20.

[0039] The procedures described above also result in more even wear of at least one brake pad 16.

[0040] The embodiments of the method described above also enable a finer and better controllability of the actuator device 14a or 14b of the same electromechanical wheel brake 10 that is put into operation first. Likewise, a more balanced on-board network load is ensured if the two electrical actuator devices 14a and 14b of the same electromechanical wheel brake 10 do not start up at the same time.

[0041] Fig. 4 shows a schematic representation of an embodiment of the control device and the electromechanical wheel brake interacting therewith.

[0042] The usability of the control device 26 described below is not limited to any particular total number of the at least one electromechanical / electromotive wheel brake / independent wheel brake 10 controlled thereby, nor to any specific vehicle type / motor vehicle type of the vehicle / motor vehicle equipped with the at least one electromechanical / electromotive wheel brake / independent wheel brake 10. Furthermore, the usability of the control device 26 (essentially) only requires that the at least one electromechanical wheel brake 10 be equipped with two independently adjustable actuator force transmission components 12a and 12b, which are adjustable by means of at least one actuator device 14a and 14b of the same electromechanical wheel brake 10. The electromechanical wheel brake 10 can optionally be a brake caliper, such as in particular a car brake caliper, or a disc brake.

[0043] The control device 26 has an electronic device 26a, which is designed and / or programmed such that, by means of the electronic device 26a, at least one desired operating variable for the at least one actuator device 14a and 14b can be defined / is defined for the at least one electromechanical wheel brake 10, at least taking into account at least one provided brake request signal 28. The at least one brake request signal 28 is understood to be a signal relating to a deceleration of the vehicle requested by the driver, in particular by actuating a brake pedal (not shown) of the vehicle, or by an automatic speed control system (not shown) of the vehicle.

[0044] In addition, at least one control signal 18a and 18b corresponding to the at least one specified target operating variable can be output to the at least one actuator device 14a and 14b of the same electromechanical wheel brake 10 by means of the electronic device 26a. Instead of the Fig. 4 schematically depicts the configuration of the respective electromechanical wheel brake 10 with two actuator devices 14a and 14b. The respective electromechanical wheel brake 10 can also have only one actuator device, which comprises an electric motor and a controllable actuator force distribution unit, by means of which a total force of the electric motor can be distributed as variable actual forces F1 and F2 to the actuator force transmission components 12a and 12b. In particular, adjustable lever ratios can be realized by means of the actuator force distribution unit.

[0045] The electronic device 26a is additionally designed and / or programmed such that by means of the electronic device 26a, at least taking into account the at least one provided brake request signal 28 as the at least one target operating variable, a specific target activation time of two actuator devices 14a and 14b of the same electromechanical wheel brake 10, a specific target force F to be exerted on the two actuator force transmission components 12a and 12b 10 and F 20 and / or a specific target adjustment path Δs 10 and Δs 20of the two actuator force transmission components 12a and 12b to at least one brake pad 16 of the electromechanical wheel brake 10 can be / are determined. Thus, the control device 26 also achieves the advantages described above. Possibly, information 30 comprising driving situation information regarding a current journey of the vehicle, braking situation information regarding a current braking of the vehicle, noise level information regarding at least one noise triggered by the current braking, and / or wheel brake state information regarding a state of at least one component of the respective electromechanical wheel brake 10 can also be used when determining the specific target activation times of the two actuator devices 14a and 14b of the same electromechanical wheel brake 10, the specific target forces F 10 and F 20 and / or the specific target adjustment paths Δs 10 and Δs 20be taken into account.

[0046] The control device 26 / its electronic device 26a can be designed / programmed, in particular, to execute at least one of the method steps of the previously explained methods. The control device 26 can be, for example, a central vehicle control unit. Alternatively, the control device 26 can also be a subunit of the electromechanical wheel brake 10. With regard to the further components of the electromechanical wheel brake 10 of the Fig. 4, reference is made to the previous description. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 103 21 159 A1

[0002]

Claims

[1] Control device (26) for at least one electromechanical wheel brake (10) of a vehicle equipped with two independently adjustable actuator force transmission components (12a, 12b), comprising: an electronic device (26a) which is designed and / or programmed in such a way that, by means of the electronic device (26a), at least one desired operating variable can be determined for at least one actuator device (14a, 14b) by means of which the two actuator force transmission components (12a, 12b) of the same electromechanical wheel brake (10) are adjustable, at least taking into account at least one provided braking request signal (28) with regard to a deceleration of the vehicle requested by the driver or by an automatic speed control system of the vehicle, and at least one control signal (18a, 18b) corresponding to the at least one determined desired operating variable can be output to the at least one actuator device (14a, 14b) of the same electromechanical wheel brake (10); characterized by , that the electronic device (26a) is additionally designed and / or programmed such that, by means of the electronic device (26a), at least taking into account the at least one provided brake request signal (28) as the at least one target operating variable, a specific target activation time of two actuator devices (14a, 14b) of the same electromechanical wheel brake (10), a specific target force (F 10 , F 20 ) and / or a specific target adjustment path (Δs 10 , Δs 20 ) of the two actuator force transmission components (12a, 12b) can be fixed to at least one brake pad (16) of the electromechanical wheel brake (16). [2] Control device (26) according to claim 1, wherein by means of the electronic device (26a), at least taking into account the at least one provided brake request signal (28), a first target activation time of a first actuator device (14a) of the two actuator devices (14a, 14b) deviating from a second target activation time of a second actuator device (14b) of the two actuator devices (14a, 14b), a first target force (F 10 ) is not equal to a second desired force (F 20 ) and / or a first target adjustment path (Δs 10 ) of the first actuator force transmission component (12a) is not equal to a second desired adjustment path (Δs 20) of the second actuator force transmission component (12b) can be determined, and, if the first target activation time differs from the second target activation time, the first target force (F 10 ) is not equal to the second target force (F 20 ) and / or the first target adjustment path (Δs 10 ) is not equal to the second target adjustment path (Δs 20), the at least one actuator device (14a, 14b) can be controlled by means of the at least one control signal (18a, 18b) in such a way that a first actual activation time of the first actuator device (14a) lies before or after a second actual activation time of the second actuator device (14b), a first actual force (F1) exerted on the first actuator force transmission component (12a) is not equal to a second actual force (F2) exerted on the second actuator force transmission component (12b) and / or a first actual adjustment path (Δs1) of the first actuator force transmission component (12a) is not equal to a second actual adjustment path (Δs2) of the second actuator force transmission component (12b). [3] Control device (26) according to claim 2, wherein by means of the electronic device (26a) at least taking into account the at least one provided brake request signal (28), a target time difference between the first target activation time minus the second target activation time, a target force difference between the first target force (F 10 ) minus the second target force (F 20 ), a target force ratio of the first target force (F 10 ) divided by the second target force (F 20 ), a target travel difference between the first target adjustment travel (Δs 10 ) minus the second target adjustment path (Δs 20 ) and / or a target travel ratio of the first target adjustment travel (Δs 10 ) divided by the second target adjustment path (Δs 20) are variable, and the at least one actuator device (14a, 14b) can be controlled by means of the at least one control signal (18a, 18b) in such a way that an actual time difference between the first actual activation time minus the second actual activation time and the target time difference, an actual force difference between the first actual force (F1) minus the second actual force (F2) and the target force difference, an actual force ratio of the first actual force (F1) divided by the second actual force (F2) corresponds to the target force ratio, an actual path difference between the first actual adjustment path (Δs1) minus the second actual adjustment path (Δs2) and the target path difference and / or an actual path ratio of the first actual adjustment path (Δs1) divided by the second actual adjustment path (Δs2) corresponds to the target path ratio. [4] Control device (26) according to one of the preceding claims, wherein the electronic device (26a) is designed and / or programmed such that the specific desired activation time for the two actuator devices of the same electromechanical wheel brake, each of which has a specific desired force (F 10 , F 20 ) and / or each having a specific target adjustment path (Δs 10 , Δs 20) of the two actuator force transmission components (12a, 12b) can be determined by means of the electronic device (26a) taking into account the at least one provided braking request signal (28) and additionally taking into account provided driving situation information relating to a current journey of the vehicle, provided braking situation information relating to a current braking of the vehicle, provided noise level information relating to at least one noise triggered by the current braking and / or provided wheel brake state information relating to a state of at least one component of the respective electromechanical wheel brake (10). [5] Control device (26) according to claim 4, wherein the electronic device (26a) is additionally designed and / or programmed such that by means of the electronic device (26a), taking into account an age of the at least one brake pad (16) of the electromechanical wheel brake (10) provided as at least part of the wheel brake state information and / or a brake pad state information provided as at least part of the wheel brake state information with respect to a respective state of the at least one brake pad (16) of the electromechanical wheel brake (10), the target force difference between the first target force (F 10 ) minus the second target force (F 20 ) can be varied. [6] Control device (26) according to claim 4 or 5, wherein the electronic device (26a) is additionally designed and / or programmed such that by means of the electronic device (26a), taking into account a time since the beginning of the respective current braking of the vehicle, which time is provided as at least part of the braking situation information, and / or a desired braking force value of the respective current braking of the vehicle, which is provided as at least part of the braking situation information, the desired path difference between the first desired adjustment path (Δs 10 ) minus the second target adjustment path (Δs 20 ) can be varied. [7] Control device (26) according to one of claims 4 to 6, wherein the electronic device (26a) is additionally designed and / or programmed such that by means of the electronic device (26a), taking into account the noise level information, the target travel difference between the first target adjustment travel (Δs 10) minus the second target adjustment path (Δs 20 ) can be varied. [8] Control device (26) according to one of the preceding claims, wherein the control device (26) is a central vehicle control unit. [9] Electromechanical wheel brake (10) for a vehicle with: a control device (26) according to one of claims 1 to 7; and the at least one actuator device (14a, 14b) which can be controlled by means of the electronic device (26a) of the control device (26), by means of which the first actuator force transmission component (12a) and the second actuator force transmission component (12b) of the electromechanical wheel brake (10) can be adjusted independently of one another to at least one brake pad (16) of the electromechanical wheel brake (10). [10] Method for operating at least one electromechanical wheel brake (10) of a vehicle equipped with two independently adjustable actuator force transmission components (12a, 12b), comprising the steps of: Determining for the at least one electromechanical wheel brake (10) at least one desired operating variable for at least one actuator device (14a, 14b) by means of which the two actuator force transmission components (12a, 12b) of the same electromechanical wheel brake (10) are adjustable, at least taking into account at least one brake request signal (28) relating to a deceleration of the vehicle requested by the driver or by an automatic speed control system of the vehicle; and Outputting at least one control signal (18a, 18b) corresponding to the at least one desired operating variable to the at least one actuator device (14a, 14b) of the same electromechanical wheel brake (10); characterized by , that at least taking into account the at least one brake request signal (28) as the at least one desired operating variable, a specific desired activation time for each of two actuator devices (14a, 14b) of the same electromechanical wheel brake (10), a specific desired force (F 10 , F 20 ) and / or a specific target adjustment path (Δs 10 , Δs 20 ) of the two actuator force transmission components (12a, 12b) to at least one brake pad (16) of the electromechanical wheel brake (10).

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