Method for estimating wear of vehicle brake elements

Abstract

1. A method for estimating wear of a vehicle brake element including at least a brake disc (10), an abradable block of friction material (20), and a supporting backplate (40) for the block of friction material (20), the method comprising at least: - providing a temperature sensor (100) configured and arranged to sense a temperature of the supporting backplate (40); - providing an electronic processing unit (200) connected to the temperature sensor (100); - obtaining the sensed temperature of the supporting backplate (40), generating a temperature signal of the sensed temperature, and transmitting the temperature signal to the electronic processing unit (200); and - the electronic processing unit (200) processing the temperature signal to provide an estimate (500) of the thickness of the abradable block of friction material (20).

Description

[Background technology]

[0001] The following disclosure relates to a method for estimating wear on vehicle braking elements. Summary of the Invention

[0002] Vehicle brake element wear sensors have been commercially available for a long time and are well known devices.

[0003] Known types of vehicle brake element wear sensors can be distinguished according to their main operating principles as electrical wear sensors and mechanical wear sensors.

[0004] The electrical wear sensor operates by detecting a resistance circuit that, when the thickness of the brake element (typically a disc brake pad) decreases, either makes contact with the metal disc and the sensing area, or interrupts the electrical circuit and sends a warning signal. Multiple circuits can be installed at different depths in the pad, and the warning signal is processed by the vehicle's information center to calculate the remaining life of the brake pad.

[0005] Two main versions of electrical wear sensors are commercially available: those embedded in the brake pad, and separate sensors that are attached to the brake pad and designed to maintain frictional contact with the brake rotor surface.

[0006] A mechanical wear indicator relays on a modified backplate that produces a noise when the pad friction material level reaches a specified reduced thickness.

[0007] The position sensor wear indicator measures the position of the brake mechanism and sends a warning signal to the driver when the design position is achieved.

[0008] Mixed motion system wear sensors are also known and commercially available.

[0009] Even with known types of EPB electronic parking brakes, pad wear can be detected by counting the number of turns of the screw / nut required to engage the rear brake pads, with more turns meaning thinner pads.

[0010] Prior art U.S. Pat. No. 4,658,936 discloses an indicator for monitoring both brake temperature and wear, and U.S. Pat. No. 7,694,555 discloses a method for providing an estimate of brake pad thickness employing a fusion of sensors and driver braking modeling to predict vehicle brake pad life through an algorithm.

[0011] US Pat. No. 5,668,529 teaches a method for estimating brake lining thickness based on periodic sampling of the output of a temperature sensor embedded in the brake lining.

[0012] These conventional wear sensors are in any case complex components and are very exposed to severe load stresses, the temperature sensors embedded in the brake linings reach very high temperatures and pressures in the pads under the braking forces concentrated on the sensor itself, and the pads themselves must be special and of a specific type, with associated costs.

[0013] Therefore, the technical problem described in this disclosure is to remove the current limitations of conventional wear sensors and improve their performance and reliability.

[0014] The technical problem according to the present disclosure is solved by a method for estimating the wear of a vehicle brake element, the method comprising at least a brake disc, an abradable block of friction material, and a support plate for said block, providing a temperature sensor constructed and arranged to sense the temperature of said support plate; providing an electronic processing unit connected to said temperature sensor; obtaining a sensed temperature of the support plate, generating a temperature signal of the sensed temperature, and transmitting the temperature signal to the electronic processing unit; - the processing unit providing an estimate of the thickness of the block by processing the temperature signal.

[0015] In one embodiment, the temperature time variation of the temperature signal is processed to provide the estimate.

[0016] The temperature sensor can be either a contact temperature sensor integrated into the support backplate or a non-contact temperature sensor.

[0017] In one embodiment, the temperature sensor is constructed and arranged to sense the temperature of a surface of the support backplate.

[0018] In one embodiment, the surface is the surface of the support backplate that faces the abradable block of friction material.

[0019] In one embodiment, the surface is the surface of the support backplate opposite the abradable block of friction material.

[0020] In one embodiment, the temperature sensor is constructed and arranged to sense the bulk temperature of the support backplate.

[0021] In one embodiment, the acquisition is time-based.

[0022] In one embodiment, the acquisition is event-based.

[0023] In one embodiment, the event is vehicle braking.

[0024] In one embodiment, the plurality of vehicle brakes are selected from among vehicle brakes having the same boundary conditions.

[0025] In one embodiment, the estimation is processed in real time.

[0026] In one embodiment, the method provides an ambient temperature sensor connected to the processing unit, acquiring an ambient temperature, generating an ambient temperature signal of the ambient temperature, and transmitting the ambient temperature signal to the electronic processing unit, wherein the processing unit processes the ambient temperature signal to adjust the estimate. In one embodiment, the method provides a vehicle accelerometer connected to the processing unit, acquiring an acceleration, generating an acceleration signal of the acceleration, and transmitting the acceleration signal to the electronic processing unit, wherein the processing unit processes the acceleration signal to adjust the estimate and / or select and / or detect an event.

[0027] In one embodiment, the method includes providing a vehicle motion sensor connected to the processing unit, acquiring motion, generating a motion signal of the motion, and transmitting the motion signal to the electronic processing unit, which processes the motion signal to adjust the estimation and / or select and / or detect an event.

[0028] In one embodiment, the method includes providing the braking element with at least one force sensor connected to the processing unit, acquiring a force, generating a force signal of the force, and transmitting the force signal to the electronic processing unit, which processes the force signal to adjust the estimation and / or select and / or detect an event.

[0029] In one embodiment, the force sensor includes a shear force sensor and / or a pressure sensor.

[0030] In one embodiment, the method provides for providing a thermal model of the brake pad by making the estimation by creating a model of temperature dynamics that correlates to the thickness of the block of friction material and by selecting a model temperature dynamics that matches the measured temperature dynamics.

[0031] The present disclosure also provides a vehicle brake element including an abradable block of friction material, a supporting backplate for the block of friction material, a temperature sensor constructed and arranged to detect a temperature of the supporting backplate, and an electronic processing unit configured to perform the above-described method for estimating wear.

[0032] The present disclosure focuses on utilizing sensed temperature trends of the braking element backplate as the vehicle is operating, which have been found to correlate closely with the current thickness of the friction block.

[0033] Indeed, considering a braking event with the same boundary conditions, as long as the thickness of the friction block is reduced, the time variation of the sensed temperature increases, resulting in the backplate warming up faster.

[0034] Various embodiments are illustrated in the accompanying drawings for purposes of illustration and should not be construed as limiting the scope of the present disclosure in any way. Various features of different disclosed embodiments can be combined to form additional embodiments that are part of this disclosure. [Brief explanation of the drawings]

[0035] [Figure 1] FIG. 1 shows a schematic diagram of the layout of a vehicle corner suitably equipped with components for the present method. [Figure 2] FIG. 2 shows a schematic system architecture of a smart brake pad sensor and method with time-based data acquisition. [Figure 3] FIG. 3 shows a schematic system architecture of a smart brake pad sensor and method with trigger-based data acquisition. [Figure 4] FIG. 4 shows a schematic diagram of a method system architecture with trigger-based data acquisition. [Figure 5] FIG. 5 shows a schematic flow chart of the algorithm layout. [Figure 6]6a, 6b and 6c illustrate the implementation of the multiple event data acquisition algorithm strategy. [Figure 7] 7a, 7b and 7c illustrate the implementation of a single event data acquisition algorithm strategy comparing new and worn brake pads. [Figure 8] FIG. 8 illustrates experimental evidence of the implementation of the model-based data acquisition algorithm strategy. [Figure 9a] Figure 9a shows the experimental results. [Figure 9b] Figure 9b shows the experimental results. DETAILED DESCRIPTION OF THE INVENTION

[0036] In the following detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, like reference numerals generally identify like elements, unless the context dictates otherwise. The exemplary embodiments set forth in the detailed description and drawings are not meant to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. The aspects of the present disclosure, as generally described herein and illustrated in the figures, may be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are expressly contemplated and make a part of this disclosure.

[0037] In accordance with the present invention, a vehicle braking element includes at least an abradable block of friction material, a support backplate, and a temperature sensor constructed and arranged to obtain the temperature of the support backplate.

[0038] Temperature sensor 100 is either a contact temperature sensor integrated into the support backplate 40 or a non-contact temperature sensor.

[0039] Additionally, the temperature sensor 100 may be constructed and arranged to sense either the temperature of the surface of the support backplate 40 or the bulk temperature of the support backplate 40 .

[0040] For example, the temperature sensor 100 may be located on the surface of the support backplate 40 that faces the abradable block 20 of friction material.

[0041] The temperature sensor 100 may be integrated into the support backplate 40 and positioned flush with the surface of the support backplate 40 facing the abradable block 20 of friction material.

[0042] However, if the temperature of the surface of the support backplate 40 is sensed, that surface may be the surface of the support backplate 40 facing or opposite the abradable block of friction material 20 .

[0043] The temperature sensor 100 may be a discrete component or may be screen printed directly onto a metal support backplate; different types of sensors can be combined to achieve different layouts; and multiple temperature sensors can be used to provide distributed temperature monitoring.

[0044] The braking elements may be pads cooperating with the disc 10, as shown only by way of example in FIG. 1, or clamps cooperating with the drum.

[0045] As shown diagrammatically in FIG. 1, a vehicle corner 1 is suitably equipped with a vehicle brake pad including an optional underlayer 30 between an abradable block 20 of friction material and a supporting backplate 40 .

[0046] An electronic processing unit (EPU) 200 is provided and connected to the temperature sensor 100 and conveniently the electronic processing unit (EPU) 200 is also connected to receive input signals from a number of auxiliary sensors 401, 403, 404 mounted on the vehicle.

[0047] Additionally, a force sensor 402 embedded in the brake pads and a brake pedal switch 405 may be provided and connected to the electronic processing unit 200 .

[0048] Specifically, the algorithm 300 according to the present invention replaces the data collection, refinement, and output of the electronic processing unit (EPU) 200 .

[0049] The method of estimating wear of a vehicle brake element according to the present invention provides for obtaining a temperature sensed on a support backplate 40 by a temperature sensor 100, generating a temperature signal, and transmitting the temperature signal to an electronic processing unit 200, which provides an estimate of the thickness of an abradable block 20 of friction material by appropriately processing the temperature signal through an algorithm 300.

[0050] In the following description, item 20 will be referred to interchangeably as "abradable block of friction material" or "brake pad." The term "brake pad temperature" is used conventionally for "temperature on the backplate."

[0051] According to the method disclosed by the present invention, the thermodynamics of the brake pads 20, i.e., the temperature time variation of the brake pad temperature signal, is used to estimate the wear of the brake pads 20.

[0052] Advantageously, the seasonal adjustment is performed using measured ambient temperature to improve algorithm performance and resolution.

[0053] Advantageously, the brake pad 20 wear estimation can be performed in real time.

[0054] Advantageously, the vehicle corner 1 can be equipped with one or two temperature sensors 100 and the wear of the brake pads 20 can be estimated for each brake pad 20 or as an average value for the brake pads 20 of the vehicle corner 1.

[0055] Advantageously, each vehicle corner 1 can be equipped with a temperature sensor 100 .

[0056] Advantageously, the brake pad 20 wear calculation can be performed by the entire electronic processing unit 200 or by a single electronic processing unit 200, each of which is dedicated to each vehicle corner 1.

[0057] System Architecture Three different system architectures are disclosed in the following description, each of which can be implemented according to the data acquisition strategy selected and the auxiliary sensors used, and all architectures can be used with each of the algorithmic strategies.

[0058] Time-based data acquisition architecture.

[0059] FIG. 2 shows a schematic diagram of a method system architecture involving time-based data acquisition.

[0060] The architecture includes at least a temperature sensor 100 , an accelerometer 401 , an ambient temperature sensor 403 , a smart pad force sensor 402 , a motion sensor 404 , and an electronic processing unit 200 having an algorithm 300 .

[0061] The smart pad force sensor 402 includes at least a shear force sensor and / or a pressure sensor.

[0062] All sensor data acquisition is performed at defined times by the electronic processing unit 200.

[0063] Typically, the intervening period between data acquisition times is comprised between 20 and 60 seconds, preferably 30 seconds.

[0064] Ambient temperature sensor 403 is used for seasonal adjustment of the data collected by temperature sensor 100. Other known tools capable of detecting environmental changes can be used for seasonal adaptation purposes.

[0065] The ambient temperature sensor 403 is connected to the electronic processing unit 200 , and the ambient temperature sensor 403 acquires the ambient temperature and generates an ambient temperature signal that is sent to the electronic processing unit 200 .

[0066] The accelerometer 401, smart pad pressure / shear sensor 402, and motion sensor 404 may or may not be used to estimate brake pad 20 wear.

[0067] The accelerometer 401 is connected to the electronic processing unit 200 , and the accelerometer 401 obtains the vehicle acceleration defined by the electronic processing unit 200 and generates a vehicle acceleration signal that is sent to the electronic processing unit 200 .

[0068] The smart pad force sensor 402 is connected to the electronic processing unit 200 , and the smart pad force sensor 402 acquires at least the force defined by the electronic processing unit 200 and generates a force signal that is transmitted to the electronic processing unit 200 .

[0069] The vehicle motion sensor 404 is connected to the electronic processing unit 200, and the vehicle motion sensor 404 captures the vehicle motion as defined by the electronic processing unit 200 and generates a motion signal that is sent to the electronic processing unit 200. The collected data is processed by the electronic processing unit 200 via the algorithms 300. The signals of the accelerometer 401, smart pad force sensor 402, and vehicle motion sensor 404 are processed to compensate and adjust wear estimates and / or select and / or detect significant events, i.e., significant braking events.

[0070] Finally, a brake pad 20 wear estimate 500 is provided.

[0071] Trigger-based data acquisition architecture. Example 1.

[0072] FIG. 3 shows a schematic system architecture of a smart brake pad sensor and method with trigger-based data acquisition.

[0073] The architecture includes at least a temperature sensor 100 , an accelerometer 401 , an ambient temperature sensor 403 , a smart pad force sensor 402 , a motion sensor 404 , an acquisition strategy unit 201 , and an electronic processing unit 200 having an algorithm 300 .

[0074] In a trigger-based data acquisition strategy, data acquisition is performed only when a significant event occurs, i.e., a significant braking event.

[0075] The acquisition strategy unit 201 can be used to select significant braking events from among all braking events detected by the accelerometer 401 and smart pad force sensor 402 .

[0076] The motion sensor 404 can also be used in the acquisition strategy for selecting significant braking events.

[0077] Ambient temperature sensor 403 is used for seasonal adjustment of the data collected by temperature sensor 100. Other known tools capable of detecting environmental changes can be used for seasonal adaptation purposes.

[0078] The accelerometer 401, smart brake pad pressure / shear sensor 402, and motion sensor 404 may or may not be used to estimate brake pad 20 wear.

[0079] The collected data is processed by the electronic processing unit 200 via an algorithm 300 to provide a wear estimate 500 for the brake pads 20 .

[0080] Example 2: Trigger-based data acquisition architecture.

[0081] FIG. 4 shows a schematic system architecture without smart brake pad force sensors and with trigger-based data acquisition.

[0082] The architecture includes at least a temperature sensor 100 , an accelerometer 401 , an ambient temperature sensor 403 , a brake pedal switch or vehicle network 405 , a motion sensor 404 , an acquisition strategy unit 201 , an electronic processing unit 200 with algorithms 300 .

[0083] In a trigger-based data acquisition strategy, data acquisition of the temperature sensor 100 and data acquisition of the ambient temperature sensor 403 is performed only when a significant event occurs, ie, a significant braking event.

[0084] The acquisition strategy unit 201 can be used to select significant braking events from among all braking events detected by the accelerometer 401 and the brake pedal switch 405 .

[0085] The motion sensor 404 can also be used in the acquisition strategy for selecting significant braking events.

[0086] Ambient temperature sensor 403 is used for seasonal adjustment of the data collected by temperature sensor 100. Other known tools capable of detecting environmental changes can be used for seasonal adaptation purposes.

[0087] The accelerometer 401, brake pedal switch 405, and motion sensor 404 may or may not be used to estimate brake pad 20 wear.

[0088] The collected data is processed by the electronic processing unit 200 via an algorithm 300 to provide a wear estimate 500 for the brake pads 20 .

[0089] Algorithm Layout The temperature selection criteria are based on the following principles: v: damping frequency (as the time between two successive events); T Abs : minimum / maximum temperature and / or temperature fluctuations, T Buf: minimum / maximum temperature and / or temperature fluctuations within the selected buffer, dT pos : The first temperature derivative must be positive (heating condition), N ptiBrk : number of events, σT: Temperature and / or temperature fluctuation standard deviation based criterion.

[0090] FIG. 5 shows a schematic flow chart of the layout of the algorithm 300 in the electronic processing unit 200.

[0091] The data acquired by the temperature sensor 100 is adjusted by the seasonal adjustment section 310 according to the ambient temperature signal transmitted by the ambient temperature sensor 403 .

[0092] The pre-selection section 311 selects data based on temperature dynamic trends and / or braking event frequency and / or driving style collected by the auxiliary sensors 401 , 402 , 404 , 405 and compensated for by the sensor compensation section 320 .

[0093] The wear index calculation section 312 operates by buffering and sorting data using adaptive logic, performing wear index calculations on the sorted buffered data, and then scaling it using temperature sensor 100 and / or other auxiliary sensor 400 related functions.

[0094] In the learning phase section 313, a selection is made that if the current action is in the learning phase, the definition of the normalization factor is made in section 330 using a statistical method based on the first data point. In this pre-learning phase, the wear index is calculated incrementally.

[0095] The self-learning phase allows the algorithm parameters to be adapted to the vehicle model, brake pad part number, and user driving style, which allows avoiding different algorithm versions for different applications.

[0096] If the current behavior is not in the learning phase, the wear estimate calculation section 314 operates by wear index filtering using adaptive thresholds and normalization. A data consistency check follows and a wear estimate 500 is provided in real time.

[0097] Algorithm Strategy The data acquisition strategy, as seen above, can be as follows: -Time-based, -Trigger based.

[0098] Advantageously, all algorithms are independent of vehicle / brake pad model and driving style and therefore do not require adjustment for different applications because: - a braking event selection strategy; - Self-learning phase when brake pads are new.

[0099] Three different algorithmic strategies can be used: -Multiple event strategies, -Single event strategies, -Model-based strategy.

[0100] Multi-Event Strategies: Brake pad 20 wear is estimated by mapping brake pad thermodynamics between subsequent braking events in the case of trigger-based acquisitions, or by mapping brake pad thermodynamics between subsequent acquisitions during vehicle operation in the case of time-based acquisitions.

[0101] In both the trigger-based and time-based strategies, a single acquisition point must be acquired for each acquisition request.

[0102] In a time-based strategy, all sensor data acquisition is performed at times defined by the electronic processing unit 200 .

[0103] In a time-based strategy, acquisition is synchronized with a sample time of, for example, 20 to 60 seconds, preferably 30 seconds, and is performed during all vehicle operation.

[0104] In trigger-based strategies, acquisition is asynchronous and is performed when an event occurs. The thermodynamics to be considered for wear estimation are those between different moments acquired during vehicle operation.

[0105] Data acquisition points may or may not be selective to improve algorithm performance and resolution and possibly avoid algorithm calibration for different vehicle / brake pad models and different driving styles.

[0106] Event selection can be performed using an auxiliary sensor.

[0107] 6a, 6b and 6c are graphs illustrating temperatures acquired during vehicle operation, selected brake pad temperature acquisition, wear index calculations and wear estimation calculations.

[0108] Single-event strategies: The wear of the brake pads 20 is estimated by comparing the thermodynamics of the brake pads during the braking events between different selected braking events with the same boundary conditions.

[0109] Data acquisition can be performed using a trigger-based strategy.

[0110] To map the temperature change during a single event, multiple acquisition points must be taken for every / selected braking event.

[0111] All sensor data acquisition is performed at defined times by the electronic processing unit 200.

[0112] Typically, the intervening period between data acquisition times is comprised between 0.01 seconds and 2.0 seconds, preferably 0.10 seconds.

[0113] The thermodynamics to be considered for wear estimation are those between different instants taken during a single braking event.

[0114] Braking events can be selected or deselected to improve algorithm performance and resolution and possibly avoid algorithm calibration for different vehicle / brake pad models and different driving styles.

[0115] The graphs in Figures 7a, 7b and 7c show a comparison of temperature and characteristic parameters obtained during a single braking event.

[0116] Model-based strategies: Brake pad 20 wear is correlated with measured brake pad thermodynamics using a model-based approach.

[0117] A thermal model of the brake pad 20 is provided by creating a model of the temperature dynamics as a function of the thickness of the brake pad.

[0118] The brake pad thickness for which the model temperature dynamics match those measured is considered to be the actual brake pad 20 thickness.

[0119] The boundary conditions of the braking event are estimated using the auxiliary sensors.

[0120] The algorithm can be applied to every braking event or only to a few selected braking events to increase algorithm performance and resolution, as well as the possibility to avoid algorithm calibration for different vehicle / pad models and different driving styles.

[0121] FIG. 8 shows experimental evidence of the model-based data acquisition algorithm strategy.

[0122] Experimental results Figures 9a and 9b show the experimental results.

[0123] Experimental results show a high correlation between measured brake pad wear and estimated brake pad wear by the method disclosed by the present invention.

[0124] In addition to what has been described, modifications and variations are of course possible. The method for estimating the wear of a vehicle brake element thus conceived is susceptible to numerous modifications and variations, all of which are within the scope of the concept of the invention. Furthermore, all details may be substituted with other technically equivalent elements. In fact, the materials and systems used may be any according to the needs and the state of the art.

Claims

1. 1. A method for estimating wear of a vehicle braking element including at least a brake disc (10), an abradable block of friction material (20), and a supporting backplate (40) for said block of friction material (20), comprising: - providing a temperature sensor (100) constructed and arranged to sense the temperature of said support backplate (40); - providing an electronic processing unit (200) connected to said temperature sensor (100); - providing for obtaining the sensed temperature of the support backplate (40), generating a temperature signal of the sensed temperature, and transmitting the temperature signal to the electronic processing unit (200); - said electronic processing unit (200) processes said temperature signal to provide an estimate (500) of the thickness of said abradable block (20) of friction material; 1. A method for estimating wear of a vehicle brake element, comprising at least:

2. 2. A method for estimating wear of a vehicle brake element as set forth in claim 1, characterized in that temperature time variations of said temperature signal are processed to provide said estimate.

3. 3. A method for estimating wear of a vehicle brake element according to claim 1 or 2, characterized in that the temperature sensor (100) is a contact temperature sensor integrated into the support backplate (40).

4. 3. A method for estimating the wear of a vehicle brake element according to claim 1 or 2, characterized in that the temperature sensor (100) is a non-contact temperature sensor.

5. 5. The method of estimating wear of a vehicle brake element according to any one of claims 1 to 4, characterized in that the temperature sensor (100) is constructed and arranged to sense the temperature of a surface of the support backplate (40).

6. 6. A method for estimating wear of a vehicle brake element according to claim 5, characterized in that said surface is the surface of said support backplate (40) facing said abradable block (20) of friction material.

7. 6. The method of claim 5, wherein said surface is a surface of said support backplate (40) opposite said abradable block (20) of friction material.

8. 5. The method of estimating wear of a vehicle brake element according to any one of claims 1 to 4, characterized in that a temperature sensor (100) is constructed and arranged to sense a bulk temperature of the support backplate (40).

9. A method for estimating wear of a vehicle brake element according to any one of claims 1 to 8, characterized in that said acquisition is time-based.

10. A method for estimating the wear of a vehicle brake element according to any one of claims 1 to 8, characterized in that said acquisition is event-based.

11. 11. The method of estimating wear of a vehicle brake element as set forth in claim 10, wherein said event is a vehicle braking event.

12. 12. The method of estimating wear of a vehicle brake element according to any one of claims 1 to 11, characterized by providing an ambient temperature sensor (403) connected to the electronic processing unit (200), acquiring an ambient temperature, generating an ambient temperature signal of the ambient temperature, transmitting the ambient temperature signal to the electronic processing unit (200), and the electronic processing unit (200) processing the ambient temperature signal to adjust the estimation (500).

13. 13. The method of estimating wear of a vehicle brake element according to any one of claims 1 to 12, characterized in that it comprises providing a vehicle accelerometer (401) connected to the electronic processing unit (200), acquiring vehicle acceleration, generating an acceleration signal of the vehicle acceleration, transmitting the vehicle acceleration signal to the electronic processing unit (200), and the electronic processing unit (200) processing the acceleration signal to adjust the estimation (500) and / or select and / or detect events.

14. 14. The method of estimating wear of a vehicle brake element according to any one of claims 1 to 13, characterized in that it comprises providing a vehicle motion sensor (404) connected to the electronic processing unit (200), acquiring vehicle motion, generating a vehicle motion signal of the vehicle motion, transmitting the vehicle motion signal to the electronic processing unit (200), and the electronic processing unit (200) processing the motion signal to adjust the estimation and / or select and / or detect events.

15. 15. The method for estimating wear of a vehicle brake element according to any one of claims 1 to 14, characterized in that the brake element is provided with at least one force sensor (402) connected to the electronic processing unit (200), which acquires forces, generates force signals of the forces, and transmits the force signals to the electronic processing unit (200), which processes the force signals to adjust the estimation (500) and / or select and / or detect events.

16. 16. A method for estimating the wear of a vehicle brake element according to any one of claims 1 to 15, characterized in that the estimation (500) is performed by creating a model of temperature dynamics correlated to the thickness of the block and by selecting a model temperature dynamics that matches the measured temperature dynamics, thereby providing a thermal model of the brake pad (20).

17. 17. A vehicle brake element comprising: an abradable block (20) of friction material; a supporting backplate (40) for said block (20) of friction material; a temperature sensor (100) constructed and arranged to detect a temperature of said supporting backplate (40); and an electronic processing unit (200) configured to perform the method of any one of claims 1 to 16.

Images