EP4519113A2 - Système de dynamique de conduite, véhicule et procédé pour faire fonctionner un système de dynamique de conduite - Google Patents

Système de dynamique de conduite, véhicule et procédé pour faire fonctionner un système de dynamique de conduite

Info

Publication number
EP4519113A2
EP4519113A2 EP23725589.8A EP23725589A EP4519113A2 EP 4519113 A2 EP4519113 A2 EP 4519113A2 EP 23725589 A EP23725589 A EP 23725589A EP 4519113 A2 EP4519113 A2 EP 4519113A2
Authority
EP
European Patent Office
Prior art keywords
brake
wheel
braking
ehb
braking torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23725589.8A
Other languages
German (de)
English (en)
Inventor
Thomas Leiber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ipgate AG
Original Assignee
Ipgate AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ipgate AG filed Critical Ipgate AG
Priority to EP25198795.4A priority Critical patent/EP4631806A3/fr
Priority to EP25198798.8A priority patent/EP4631807A3/fr
Priority to EP25198793.9A priority patent/EP4631805A3/fr
Publication of EP4519113A2 publication Critical patent/EP4519113A2/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/104—Indicating wheel slip ; Correction of wheel slip by indirect measurement of vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
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    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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    • B60W30/18—Propelling the vehicle
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/647—Surface situation of road, e.g. type of paving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/024—Collision mitigation systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/03—Brake assistants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/10—ABS control systems
    • B60T2270/12—ABS control systems for all-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/20—ASR control systems
    • B60T2270/202—ASR control systems for all-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/302—ESP control system for all-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • Driving dynamics system vehicle and method for operating a driving dynamics system
  • the present invention relates to a vehicle dynamics system (FDS) with one or more electric traction motor(s) and a powerful central computer, with electric traction motor(s) and brake modules (EMB, EHB) being controlled in a synchronized manner via the central computer, such that with traction motor(s ) and brake module(s) (EMB, EHB) are controlled together in the basic brake and control operating function. It also relates to a vehicle with a driving dynamics system and a method for operating the driving dynamics system.
  • FDS vehicle dynamics system
  • EMB, EHB electric traction motor(s) and brake modules
  • the brake and electric traction motors are combined as wheel modules or electric vehicle axle modules, with the wheel brake and electric traction motor being controlled synchronously via another wheel or axle module control unit.
  • HAD Level 3 - Highly Automated Driving
  • FAD Fully Automated Driving
  • AD Level 5 - Autonomous Driving
  • level 4 From level 4 (FAD), at least 2-fold, and preferably 3-fold redundancies are expected for sufficient system availability, e.g. B. with the pedal sensors with the rule "2 out of 3". Furthermore, for automated driving from level 3, especially from level 4, a redundant wheel-specific braking torque control is required.
  • level 5 the steering wheel as well as the brake and accelerator pedals may be included. completely gone and the vehicle is controlled exclusively via a central computer. Since the driver can no longer intervene using a brake pedal or steering wheel if systems fail, a fail-safe 2-fold or 3-fold redundancy with degrading of all core functions of the brake (brake booster, ABS, vehicle stabilization) and steering is required .
  • the domain structure is introduced with control devices/domains for chassis control, which includes the brakes, electric drive, steering and optionally also damping.
  • chassis control which includes the brakes, electric drive, steering and optionally also damping.
  • the vehicle manufacturer assumes responsibility for the above-mentioned units and can therefore optimally exploit synergies. At the same time, however, he must ensure the necessary redundancies because new requirements must be met due to the transfer of liability from the driver of the vehicle to the manufacturer of the vehicle.
  • level 3-5 autonomous driving vehicles should not be parked on the shoulder of the road; At least a limp home mode is more than desired, more likely even a continuation of operation in the event of a partial failure, since autonomous vehicles strive for a long service life.
  • Electro-hydraulic brake systems EHB for short
  • electromechanical brakes EMB for short
  • foundation brakes with brake shoes and brake discs are available as friction brake systems.
  • EMB Electro-hydraulic brake systems
  • the EMB has the disadvantage of higher costs, as an EMB is required for each wheel;
  • FDS with ABS and ESP functions can be developed without dependencies on brake manufacturers and the integration into the domain and application of an electromechanical brake is much easier than one electro-hydraulic brake. This is particularly true in comparison to standard ABS systems with open brake circuits, where very complex and adaptively learning pressure estimation models are required.
  • the increasing spread of EMB is therefore not primarily motivated by unit costs, but is driven by lower application effort and easier integration.
  • FIG. la A typical vehicle architecture with electric drives for SAE levels 3-4 is shown in Fig. la ( Figure la was taken from here: https://www.lsp-ias.com/our-world/chassis-control).
  • a brake booster and an ESP unit is used.
  • the brake can be controlled as a pressure actuator, centrally controlled via a central computer, namely a domain, so that the braking torques are determined in the central computer and the electro-hydraulic brake only as a pressure actuator to execute a target braking torque or a target pressure.
  • an electro-hydraulic brake system is known from WO 2020/165255 A1, in which, in the event of failure or partial failure of the pressure supply device, braking is carried out or supported via an electric traction motor and/or an electric parking brake.
  • EHB electro-hydraulic brake
  • EMB electromechanical brake
  • H-EMB hydraulically supported electromechanical brake
  • WO 2018/215397 Al the idea of central control of the electric motor and electro-hydraulic brake is pursued, with the focus being on a minimum time to reach the blocking pressure (time-to-lock, TTL for short).
  • a braking function is introduced exclusively via the electric traction motor depending on the driving situation by using a vehicle model.
  • the object of the invention is to provide a vehicle dynamics system (FDS) with a central domain control via a vehicle dynamics domain or a central computer as well as with wheel modules or vehicle axle modules with several brake units (electric traction motor, electro-hydraulic pressure actuators (EHB) and / or electromechanical brake actuators (EMB)), whereby the Synergies between the individual brake modules can be maximized to implement a braking task.
  • the aim is to minimize the overall costs, weight and thermal load on the components of the braking system. At the same time, the braking distance should be minimized and driving stability ensured.
  • the wheel or axle modules should preferably be controlled in such a way that the respective wheel or vehicle axle only executes target braking torques and the distribution of the braking torque to the wheels or axles is calculated in a central computer, where the core functions of the anti-lock braking system ABS, anti-slip control ASR, electrical stability program/Electronic Stability Control ESP/ESC, electrical brake force distribution EBV and regenerative brake management are implemented.
  • the task of the control electronics of the wheel or axle module is to distribute the target braking torques to the various braking units of the wheels or vehicle axle.
  • a method for controlling the vehicle in highly dynamic braking operation (emergency braking function AEB, and in particular subsequent ABS control operation) should be provided, which is optimized with regard to the braking distance and through which the controllability is critical Driving situations (ABS operation on snow or ice) can be optimized.
  • the brake modules should be designed in such a way that rapid application is possible and, in particular, the application can be automated.
  • the brake modules are advantageously to be designed in such a way that an interruption in regular operation by replenishing hydraulic volume, as taught by EP 2 580 095 B1 and implemented in two integrated brake systems on the market (DE 10 2018 212 905 Al, DE 10 2019 204 016 Al). , or is either avoided or prevented by dead times in a multiplex control process or is compensated for by control interventions via electric traction motors.
  • a check valve (referred to as inlet valve 88 and check valve 92 in EP 3 036 136 B1, FIG. 1) is provided in a parallel connection to the wheel inlet valve, which is required to be in In any situation, especially if the ECU or the energy supply fails, the pressure in the wheel brake can still be safely reduced.
  • the central computer records measurement data during vehicle operation, evaluates it and applies various functions, in particular the safety-critical functions ABS, ESP and AEB, during vehicle operation or when the vehicle is stationary, when the vehicle is not moving and therefore the adjustment is not time-critical.
  • the adjustment therefore takes place in particular after vehicle operation when the vehicle is parked.
  • the preferred version as a closed hydraulic system in particular with pressure build-up and pressure reduction via bidirectionally acting valves using a pressure supply unit, has the great advantage that the non-linear relationships are determined by suitable sensors via characteristic maps (e.g. pressure-volume characteristic curve, relationship between motor current and brake pressure, The relationship between brake pressure and/or deceleration when the wheel brake heats up) can be mapped.
  • characteristic maps e.g. pressure-volume characteristic curve, relationship between motor current and brake pressure, The relationship between brake pressure and/or deceleration when the wheel brake heats up
  • these maps can be adapted during operation by detecting environmental influences, for example air in the system or heating of the wheel brake.
  • ABS Anti-lock braking system
  • TM1, TM2, TM3, TM4 basic braking torque support via the at least one traction motor
  • ASR Anti-slip regulation
  • the central control unit or a central computer has, wherein the central computer preferably has redundant microcontrollers JLLCI, p.C2, p.C3 and / or a large memory, in particular on the order of gigabytes.
  • the brake unit includes an electric motor drive and is designed as an electro-hydraulic brake unit or as an electromechanical brake unit.
  • the brake unit is designed as an electro-hydraulic brake unit with an electric motor-operated pressure supply unit, with a valve device being provided between the pressure supply unit and at least one wheel brake or several wheel brakes of an axle, the valve device comprising a tightening wheel valve and/or a circuit isolating valve, wherein in one Leakage of at least one wheel brake, the valve device is set up to disconnect the affected wheel brake by closing the valve device, and the central control unit is set up to control the at least one brake unit and / or the at least one electric traction motor in such a way that braking torque control on the other wheels of the Vehicle, in particular on at least three wheels.
  • the wheel brakes of an axle of the vehicle can be separated by means of the valve device, in particular the wheel brakes of the front axle.
  • the central control unit is coupled to at least one brake unit control unit of the brake unit.
  • the central control unit is set up to transmit target signals during the braking function to a motor control unit of the at least one traction motor and to a brake unit control unit of the at least one brake unit.
  • the central control unit is also set up to control the at least one electric traction motor for regenerative braking of the vehicle at a speed of the vehicle of over 80 km/h for braking in normal operation, with an electronic brake force distribution (EBV) being simultaneously activated during the regenerative braking function) is implemented on a front axle and a rear axle of the vehicle.
  • EBV electronic brake force distribution
  • 20-40% of the total braking torque acts on the rear axle and 60-80% of the total torque acts on the front axle of the vehicle.
  • the wheel brake of a wheel of the vehicle is assigned its own brake unit, in particular the brake unit being designed to be electromechanical.
  • the brake unit assigned to the wheel brake and an electric traction motor are integrated into a wheel module.
  • a common brake unit is assigned to the wheel brakes of two wheels on an axle of the vehicle.
  • the brake unit is designed to be electro-hydraulic, with a first brake unit being assigned to the two wheels of a rear axle and a second brake unit to the two wheels of a front axle.
  • a central brake unit is assigned to the wheel brakes of four wheels of the vehicle, with the central brake unit in particular being designed to be electrohydraulic.
  • a common brake unit is assigned to the wheel brakes of two wheels of a first axle, in particular a front axle, of the vehicle.
  • the brake unit is designed to be electrohydraulic.
  • wheel-specific dissipative braking torques can be adjusted, in particular by means of solenoid valves in hydraulic lines between the brake unit and the wheel brakes.
  • the brake unit can also be connected via a hydraulic line to the wheel brakes of two wheels of a second axle, in particular a rear axle.
  • common, non-wheel-specific dissipative braking torques can be set for the wheel brakes of the second axle.
  • a first electric traction motor is assigned to a first pair of two wheels of a first axle, in particular a rear axle of the vehicle, and a second electric traction motor is assigned to a second pair of wheels of a second axle, in particular a front axle of the vehicle.
  • a first and a second wheel of a first axle are each assigned their own electric traction motor.
  • first and second wheels are also assigned their own brake units, in particular the respective brake units being designed to be electromechanical.
  • the associated electric traction motor and the respective assigned brake unit is integrated into a wheel module assigned to the first or second wheel.
  • a third electric traction motor is also jointly assigned to a third and a fourth wheel of a second axle, in particular a front axle of the vehicle.
  • a common brake unit is assigned to the third and fourth wheels in particular.
  • the common brake unit is designed to be electrohydraulic.
  • the third electric traction motor and the common brake unit are integrated into an axle module assigned to the second axle; or in particular a central brake module is provided, which is in particular designed to be electro-hydraulic, wherein wheel-specific braking torques can be generated for the first and second wheels and a common braking torque can be generated for the third and fourth wheels.
  • the central control unit is set up to distribute the basic braking torque and the regulated additional braking torque to the at least one brake unit and the at least one electric traction motor depending on the vehicle deceleration and / or depending on a coefficient of friction of the road.
  • an electromotive brake unit and/or the at least one electric traction motor generates the regulated additional braking torque.
  • an electro-hydraulic brake unit generates the regulated additional braking torque.
  • the brake unit or the traction motor generates the basic braking torque as a constant braking torque and another brake unit or the traction motor generates the regulated additional braking torque.
  • the central control unit is set up to carry out an EBV control during automatic emergency braking, the braking torque gradients of the at least one brake unit and the at least one electric traction motor being taken into account in such a way that the maximum is at the front axle and at the rear axle of the vehicle Braking torque, in particular the maximum braking torque before the wheels lock, is achieved at the same time.
  • at least one of the following strategies is used during regenerative braking, in particular when a vehicle battery is fully charged:
  • Fluid reservoirs for use with a heat pump for cooling or heating are provided.
  • a preferably electrical buffer that is designed for impulse power, for example a super cap or a flywheel memory.
  • the at least one electric traction motor is operated with an inverter for switching windings of the at least one electric traction motor in series connection or parallel connection of three strands of the excitation coils of the brushless electric motor.
  • an inverter for switching windings of the at least one electric traction motor in series connection or parallel connection of three strands of the excitation coils of the brushless electric motor.
  • a 4-quadrant operation is made possible by means of the inverter, namely with a quadrant 1 with positive speed and positive torque of the electric motor, a quadrant 2 with positive speed and negative torque of the electric motor; a quadrant 3 with negative speed and positive torque of the electric motor, and a quadrant 4 with negative speed and negative torque of the electric motor.
  • the central control unit is set up to carry out the brake control using a map, in particular the map depicting a pressure-volume characteristic, a relationship between motor current and brake pressure and/or a relationship between brake pressure and/or deceleration when the wheel brake heats up .
  • the central control unit is set up to record sensor data during vehicle operation, in particular in a state after the vehicle has been put into operation for the first time, for example in a ferry operation or when at a standstill before or after a ferry operation, and to use the acquired sensor data by means of a Artificial intelligence methods, in particular machine learning or neural networks, to adapt the control of the braking function.
  • the artificial intelligence method can be carried out using a computer in the central control unit.
  • the adjustment is carried out in a safe state of the vehicle, in particular in a parked state of the vehicle.
  • a characteristic map is determined which, for example, depicts a pressure-volume characteristic curve, a relationship between motor current and brake pressure and/or a relationship between brake pressure and/or deceleration when the wheel brake heats up.
  • the map can be adapted using the sensor data and the artificial intelligence method if a deviation from the current map is detected, for example due to environmental influences, air in the system or due to heating of the wheel brake.
  • a further driving dynamics system for a vehicle includes at least one electric traction motor, which can be controlled to generate a regenerative braking torque for at least one wheel or an axle of the vehicle, and a central control unit, which is set up to control the at least one electric traction motor for a braking function head for.
  • the central control unit is set up to carry out the braking function when braking on a road with a low coefficient of friction, in particular on snow, ice and/or wet roads, with small to moderate delays, in particular of less than 0.5 m/s2.
  • the central control unit is set up to carry out the braking function by means of at least one traction motor on at least one axle of the vehicle, in particular by means of two traction motors on the rear axle of the vehicle.
  • the vehicle according to the invention comprises a driving dynamics system according to the present description or according to the attached claims.
  • a combined braking torque is generated by means of the at least one brake unit and the at least one electric traction motor.
  • This concerns the Braking function means a standard case in which a basic braking torque and a regulated additional braking torque are controlled and / or regulated at the same time.
  • the at least one brake unit is optionally controlled to generate a basic braking torque, and the at least one electric traction motor is controlled to generate the regulated additional braking torque; or the at least one electric traction motor is controlled to generate the basic braking torque, and the at least one braking unit is controlled to generate the regulated additional braking torque; or the at least one brake unit and the at least one electric traction motor are controlled to jointly generate the basic braking torque and the regulated additional braking torque.
  • the at least one electric traction motor for driving and braking an axle or a wheel of the vehicle has, in particular, a slave control device on one or more axles or wheels of a vehicle.
  • the at least one brake unit or brake system is designed in particular for several wheel brakes, several electro-hydraulic brake modules or several electromechanical brake modules.
  • Fig. 6a Concept A for driving dynamics system
  • "Architecture I” EHB-Z for individual wheel control for the front axle and the rear axle in combination with electric traction motor on the front axle and on the rear axle;
  • Fig.1 ld Driving dynamics system "Architecture II”: E-axle module IV with an electro-hydraulic brake unit and two electric traction motors;
  • Fig. 13 Driving dynamics system "Architecture III”: wheel modules with wheel control electronics for electromotive brake unit and electric traction motor; and
  • Fig.13a Driving dynamics system
  • Architecture III Wheel modules with four electromotive brake units and four electric traction motors.
  • Figure ld shows a typical simulation of an AMS test, according to which a brake system is designed according to the state of the art.
  • 10 subsequent braking events from 100 km/h are simulated.
  • AMS fading test is used when dimensioning the maximum pressure (Brake Manual 5th edition, Chapter 6.3.2, Figure 6.10)
  • the wheel brakes on the front axle typically heat up to around 600°C and the wheel brakes on the rear axle to about 500°C.
  • the pedal force in standard vacuum brake boosters then increases by around 80%, which means that in the event of fading the brake system must be designed for a pressure that is 80% higher than would be required for normal blocking pressure.
  • typical brake systems are designed for a maximum pressure of 200-220 bar.
  • Figure le shows the currently standard brake management with electro-hydraulic brakes when combined with an electric traction motor.
  • the process is described in the Brake Manual 5th edition, chapter. 19.3.2 and 19.3.3 described in more detail and is shown in Figure la.
  • This management is now expanded as one of the core ideas of the invention. It is characteristic that at the beginning of braking at low vehicle speeds (area B), braking is carried out hydraulically, while regenerative brakes are gradually increased at speed vi and gradually reduced up to speed V2; This means that at low vehicle speeds (vi ⁇ 10 km/h, range B) and high vehicle speeds (v2>60 km/h, range E2, D), braking is carried out hydraulically, not regeneratively.
  • the friction brake could be simplified, for example through easier cooling, less wear and smaller brake discs, and inexpensive drum brakes could replace disc brakes,
  • Figure 2 shows the advantageous driving dynamics system “Architecture I” for a common mode of operation of electric traction motors on the front axle (TM3) and/or on the rear axle (TM1, TM2), combined with an electro-hydraulic brake system of the EHB-Z or EHB-VA topology Figure 2.
  • the central control unit takes over the regulation of the braking torques of the electric traction motors TM1, TM2, TM3 and the electro-hydraulic brake units EHB-Z, EHH-VA for at least one of the following functions:
  • the driving dynamics system sends target values to the different units, the target values including in particular target brake torques or target brake pressures.
  • target values including in particular target brake torques or target brake pressures.
  • Target signals for pressure control or pressure regulation such as control signals for solenoid valves for functions such as the switching duration of the opening time or a PWM frequency during throttle operation, and/or pre-pressures for the pressure supply device for building up or reducing pressure are also specified.
  • the M-ECU machine can also have an interface to the control unit or domain of the autonomous driving M-ECUAD and can evaluate further information that is helpful for effective and predictive control. This includes camera information about the condition of the road (snow, ice, rain) or information about the surroundings (distances to passers-by and/or other vehicles).
  • Figure 2a shows the exemplary structure of a vehicle architecture with that of the driving dynamics system with hydraulic lines and signal lines between the units and sensors.
  • the central control unit M-ECUoomäne preferably comprising three microcontrollers JLLCI, p.C2, .C3 to implement a 2-out-of-3 architecture, communicates with the control unit of the electro-hydraulic brake unit (M-ECUBM) and the electric traction motors TM1, (optional TM2) of the rear axle and the electric traction motor TM3 of the front axle, in particular via redundant data lines.
  • M-ECUBM electro-hydraulic brake unit
  • the central control unit M-ECUoomäne can in particular have at least one very powerful microcontroller and a large memory (in the gigabyte range) so that an automatic application can be implemented via artificial intelligence (AI) before the vehicle is put into operation for the first time and/or during vehicle operation can.
  • a central computer can be used instead of a domain computer, or the typically larger resources of a central computer, which is designed for processing multimedia data, can be used, in particular for the application via AI.
  • the central control unit M-ECUoomäne receives data from wheel speed sensors of the wheels VRI - v R4 and preferably further sensor signals SI, S2, Si, etc.
  • the sensor signals SI, S2, Si can be provided by yaw moment sensors, acceleration sensors and / or weight sensors that are used for Central control over a vehicle model is important because these sensors make it possible or at least easier to optimize the central control.
  • the weight sensor can be used advantageously depending on the recuperation strategy to adjust the weight. Yaw moment sensors are helpful for vehicle dynamics interventions, such as torque vectoring or ESP yaw moment interventions, and acceleration sensors help to calibrate the relationship between the brake pressure of a hydraulic brake unit (EHB) and the achieved braking torque or brake pressure and the achieved vehicle deceleration.
  • EHB hydraulic brake unit
  • sensors or data from the autonomous driving system can also be used to make traffic-specific braking torque interventions or to decelerate the vehicle in a targeted manner and, in the event of a fault, such as a partial failure with reduced maximum deceleration, to operate the vehicle at an adjusted speed or early deceleration.
  • the electric power steering EPS on the front axle and optionally electric parking brakes (EPB1, EPB2) on the rear axles are advantageously provided for communication with the central domain.
  • the integration of the EPS enables coordinated driving dynamics interventions, such as torque vectoring, ESP yaw moment interventions via the electro-hydraulic brake unit EHB in addition to the steering or to support the vehicle's electric power steering in the event of a failure or partial failure of the EPS.
  • integrating the electric parking brake EPB is advantageous because, in addition to simply ensuring standstill, the parking brake can also perform dynamic braking functions or emergency functions, as described, for example, in WO 2020165255 Al.
  • Figure 2b shows the exemplary structure of a further vehicle architecture of the driving dynamics system according to the invention with EHB-Z with hydraulic lines and signal lines between the brake units and sensors.
  • the central control unit M-ECUoomäne preferably comprising three microcontrollers JLLCI, p.C2, p.C3 to implement a 2-out-of-3 architecture, communicates with a control unit of the hydraulic brake unit (M-ECUBM) with two redundant control units ECU IEHB and ECU2EHB as well as the electric traction motors TM1, TM2 on the rear axle and the electric traction motor TM3 on the front axle, in particular via redundant data lines.
  • M-ECUBM hydraulic brake unit
  • the sensor signals SI, S2, Si can be provided by yaw moment sensors, acceleration sensors and / or weight sensors, which are used for the central control over a vehicle model is important because these sensors enable or at least make it easier to optimize the central control.
  • the weight sensor can be used advantageously to adapt the recuperation strategy depending on the weight. Yaw moment sensors are helpful for vehicle dynamics interventions, such as torque vectoring or ESP yaw moment interventions, and acceleration sensors help to calibrate the relationship between the brake pressure of a hydraulic brake system (EHB) and the achieved braking torque or brake pressure and achieved vehicle deceleration.
  • EHB hydraulic brake system
  • sensors or data from the autonomous driving system such as data from cameras and lidar sensors, map material or data in interaction with the environment and with other vehicles, such as in Car2X (V2x) or Car2Car (V2V) communication, can also be used to carry out traffic-specific braking torque interventions or to decelerate the vehicle in a target-oriented manner and, in the event of a fault, for example in the event of a partial failure with reduced maximum deceleration, to operate the vehicle at an adjusted speed or early deceleration.
  • the electric power steering EPS of the front axle and optionally the electric parking brakes (EPB1, EPB2) of the rear axles are also advantageously provided for communication with the central domain.
  • the integration of the EPS enables coordinated driving dynamics interventions, such as torque vectoring or ESP yaw moment interventions via the hydraulic brake unit EHB in addition to the steering or to support the vehicle's electric power steering in the event of a failure or partial failure of the EPS.
  • integrating the electric parking brake EPB is advantageous because, in addition to simply ensuring standstill, the parking brake can also perform dynamic braking functions or emergency functions, as described for example in WO2020165255A1.
  • Figure 3 shows the blending strategy of the driving dynamics system with full utilization of the braking force of an electric traction motor over the entire Speed curve of the vehicle and up to the maximum braking torque of the electric traction motor used.
  • Full utilization of the driving dynamics system is possible because, as shown in Fig. 2a, the central domain has all the important information and can therefore adapt the braking effect very quickly with a minimal time delay in a critical driving situation, for example in ABS control operation can be done via the electric motor.
  • New types of high-voltage electric motors >700V
  • a control strategy in ABS operation together with an electric traction motor and the electro-hydraulic brake unit EHB is further detailed in Figure 5a. This means that the first control cycle is not entirely optimal, but there is no safety-critical situation where the vehicle could become unstable. Furthermore, in critical driving situations where an automatic emergency brake (AEB) is used, the disadvantages of the first control cycle can be overcompensated by shortening TTL.
  • AEB automatic emergency brake
  • the illustration uses the torque-speed map of an electric drive motor of a plug-in hybrid or electric vehicle (e.g. BMW i3) with a vehicle weight of 1365 kg as an example.
  • the electric traction motor has a maximum power of around 130 kW and a maximum torque of 250 Nm and works with a gear ratio of 9.5, which means that a torque of up to 2400 Nm can be applied to the axles of a vehicle Drive and can be used for deceleration.
  • an axle braking torque of 3400 Nm on the front axle and 2465 Nm on the rear axle is required. This means that the rear axle can be braked completely electrically up to a speed of approx. 70 km/h.
  • the high additional braking torque available over a wide speed range can be used to significantly reduce the heating of the friction brake, in addition to the AMS test conditions at 100 km/h also at high speeds, where a lot of kinetic energy is absorbed by the friction brake.
  • the latter is advantageous for sporty vehicles, where very expensive ceramic brakes are typically used.
  • the rear axle can be completely thermally relieved at speeds of up to 70 km/h; It can be greatly relieved, especially during the critical AMS test. This enables the use of a cost-effective drum brake.
  • the central control unit of the driving dynamics system which preferably also records the weight of the vehicle, can then increase braking via regenerative braking even when the load is low, so that the recuperation strategy is adapted depending on the vehicle load.
  • the battery's ability to accommodate high impulse outputs is problematic, especially in high charge states.
  • Id, Iq intelligent field-oriented vector control
  • an additional resistor can be used to dissipate the heat.
  • the heat generated via a resistor can then advantageously be used to heat the vehicle or to cool the vehicle via a heat exchanger.
  • Figure 4 illustrates how the function according to the invention of the emergency brake AEB (function B) can be implemented with the control of the driving dynamics system according to the invention by, in addition to the braking effect via electric traction motors, also sensibly adapting the EBV control in the electric emergency brake in the sense of shortening the braking distance.
  • an electric traction motor is used as an example with the performance data of Figure 3 (130 kW, 250 Nm, gear ratio of 9.5) and a torque gradient of 15,000 Nm/s.
  • the electro-hydraulic EMS system is based on a black-white brake circuit layout, i.e. one brake circuit for the front axle and a second brake circuit for the rear axle of the vehicle.
  • the curves BMTMI-VA and BMTM2-HA each show the increase in braking torque of the electric traction motor on the front axle VA and rear axle HA, respectively, in particular with a braking torque gradient of 15,000 Nm/s.
  • This increase is taken into account for the electronic brake force distribution EBV in such a way that the pressure curve is distributed to the front axle and the rear axle via an advantageous hydraulic brake system, as further explained in FIGS. 6a to 6d, in such a way that the front axle and rear axle have their maximum braking torque, for example for 1g delay, simultaneously achieving this while ensuring that design priorities (see Table 1 of Priorities) are taken into account.
  • the braking torque continues to increase after reaching the maximum braking torque, indicated in the figure as approximately 1 g), in order to illustrate the further braking torque progression over time and thus also to illustrate TTL for higher deceleration (e.g. up to 1.4 g in sports vehicles). If an ABS event occurs, typically at a deceleration of approximately 1 g, the braking torque is subsequently reduced and ABS control operation follows, as further explained below with reference to Figures 5, 5a, 5b, 5c.
  • the curve BMEHB-HA shows the braking torque curve for the electro-hydraulic brake on the rear axle
  • the curve BM H A,EHB+TM2-HA shows the sum of the braking torque curve for the electro-hydraulic brake of the rear axle and the traction motor TM2 assigned to the rear axle.
  • the curve BMEHB-VA also shows the braking torque curve for the electro-hydraulic brake on the front axle;
  • the curve BM V A,EHB+TM I-VA shows the sum of the
  • the braking torque corresponding to the blocking pressure for the front axle VA is shown as an upper horizontal line BLM-VA.
  • the braking torque corresponding to the blocking pressure for the rear axle HA is shown as a lower horizontal line BLM-HA.
  • TTL time-to-lock
  • the TTL for the electro-hydraulic brakes EHB-VA, EHB-HA alone is around 140 ms, while it is around 90 ms when additionally using the regenerative braking torques of the traction motors TM1, TM2.
  • these 45 ms correspond to a distance traveled of around 1 m. This is already a significant improvement compared to typical braking distances of 25 m with ABS braking.
  • Figure 5 illustrates a further fundamental idea of the synergistic use of the braking torques of electric traction motors and the braking torques of electro-hydraulic brake units using a typical ABS control curve at high pressures on asphalt, i.e. in the so-called “high case”.
  • the electric traction motor generates a base braking torque VA in ABS operation, which is shown in Figure 5 for an exemplary arrangement of the electric traction motor on the front axle.
  • the pre-pressure of the electro-hydraulic brake unit EHB can be reduced by the basic braking torque of the electric traction motor.
  • the blocking pressure as shown in Figure 4, can be generated more quickly and the required EHB pressure for ABS control is reduced.
  • FIG. 5 shows how the basic braking torque on the front axle VA is provided by the electric traction motor.
  • the difference AP to the desired form pressure for the front axle VA is then relatively small.
  • the pressure control for the two wheels of the front axle VA has corresponding variations with a low amplitude, so that the electro-hydraulic brake unit can be made smaller.
  • Figure 5a shows a typical process at the beginning of a control cycle of pressure reduction in ABS operation with a standard ESP system or a 1-box system, shown at a low coefficient of friction, for example on snow.
  • the blocking of a wheel is detected because the wheel speed v deviates from the reference speed v re f by Av.
  • the outlet valves are then opened to reduce pressure. It takes a while for the valve to open. During this time phase, the wheel speed continues to fall by Avi. After the valve opening phase, the pressure is reduced over the time period tab, which is shown linearly for simplicity. During this time phase, the wheel speed continues to fall by Av2 until the wheel stabilizes. Then the valve is closed again. This is followed by a gradual pressure build-up, not shown, in order to bring the wheel speed back to the level of the reference speed v re f, which is preferably done via small gradual pressure increases via inlet valves.
  • Figure 5b shows ABS control of a wheel via traction motors.
  • wheel speed sensors with high resolution and short latency times for data transmission to the central control unit M-ECU domain are preferably used in the ABS control with traction motors described here, an ABS case, characterized by a wheel speed deviation from the Reference value, can be detected more quickly. As a result, the delay time to is shorter in the control of the vehicle dynamics system according to the invention and thus also the Speed difference Av smaller.
  • the braking torque reduction occurs without any further time delay tMv immediately after the initial delay t 0 , especially with a low road coefficient of friction with a larger braking torque gradient (see illustration of the braking torque gradients in Figure 12). Furthermore, due to the higher resolution, improved wheel acceleration control with central domain control can be implemented, so that the target wheel torque can be achieved more quickly and without overshoots.
  • the same control quality can be achieved with smaller braking torque gradients when controlling using traction motors compared to braking torque gradients of an electro-hydraulic brake unit EHB, because the critical time delay t V M caused by the solenoid valves is eliminated.
  • the reaction time t 0 can be reduced thanks to the powerful computer and wheel speed sensors with higher resolution, which means that wheel locking is detected earlier and can be corrected more quickly.
  • Figure 5c shows a further advantage according to the invention of the common braking torque modulation in regular operation, for example for a negative ⁇ . jump, for example when the vehicle comes from asphalt to snow.
  • the braking torque of the traction motors M Brems, TM, vrad or M Brems, TM, Hrad and the hydraulic braking torque (not shown) of the electro-hydraulic brake unit EHB of the front wheels or the rear wheels have an additive effect on the total braking torque Mbrems,ges,vrad or Mbrems,ges,Hrad.
  • the braking torque of the front axle M Brems,TM,vrad can be reduced without any delay, followed by the pressure reduction by the EHB with the time delay to described above. This means that the braking torque can advantageously be adjusted very quickly and the gradient increases as soon as the EHB can reduce the pressure. This has a positive effect on the drop in speed of the front wheels, which is not shown.
  • the braking torque is reduced on the rear axle or the braking torque M brake, ges, Hrad is reduced, which - as described above for the front axle - benefits from the rapid onset of braking torque by the electric traction motor M brake, TM, Hrad without any further delay , so that the wheel speed does not drop so much here either.
  • Figure 5d shows the approach according to the invention for another control situation in which the vehicle is operated on a largely homogeneous road surface, for example with snow (so-called low case).
  • the braking torque M brake generated on the wheels at the front right VR, front left VL, rear right HR and front right VR is plotted as a function of time t.
  • the front axle is advantageously controlled with the EHB, while the lower braking torques for the rear axle are obtained by the two traction motors TM1 and TM2, the concept of Figures 6b or 6d explained below being used here.
  • control can also be transferred to drive concepts in which an electromechanical brake unit EMB is provided on the rear axle according to the concept in FIG. 6c and an electro-hydraulic brake unit EHB is provided on the front axle.
  • An electromotive brake unit EMB has comparable advantages to those of traction motors, for example a high one Braking torque gradients and precise braking torque control through torque and acceleration control of the EMB motor.
  • the electromotive brake EMB is even superior to electric traction motors in terms of the braking torque gradient (see illustration in Figure 12).
  • the brake shoe tensioning effect of the EMB is eliminated at low friction values.
  • Figure 6a shows a hydraulic brake system for four wheel brakes and with electric traction motors TM1 on the rear axle and TM2 on the front axle of the vehicle, which is advantageous for integration into the driving dynamics system according to the first embodiment (“Architecture I”).
  • This brake system can also have a redundant pressure supply in the form of a piston-cylinder unit driven by an electric motor and spindle drive.
  • the pressure supply can be equipped with a current sensor i/U and an angle sensor a/U as well as optionally with temperature sensors T/U, which measure the motor temperature of the EC motor
  • the piston-cylinder unit can also have redundant phase connections, redundant electronics and/or redundant on-board power supply connections BN1 and BN2 and data lines DS1 and DS2 for communication with the chassis domain of a central control unit (M-ECU chassis domain).
  • the brake system can also have a E-pedal with a sensor ECU and sensors, in particular with a force-path sensor based on the principle of differential path measurement (see US13/883,192), transferred to the e-pedal concept for detecting the pedal force.
  • the sensor ECU can be in direct communication with the central control unit of the chassis domain.
  • bidirectionally effective special inlet/exhaust valves can be used for each wheel brake, whereby pressure can be built up or reduced by simultaneously moving the piston of a piston-cylinder unit forwards and backwards.
  • different connections for the valves can be provided, so that the cross sections of the valves can be controlled by suitable current supply either when pressure is built up or pressure is reduced.
  • the valve seat is connected to the wheel brake, different pressure gradients can be realized when the pressure is reduced, so that the pressure in several wheel brakes can be reduced at the same time with little noise.
  • the pressure is then built up via volume control by the pressure supply unit simultaneously or in a multiplex process.
  • valve seat is connected to the pressure supply, the pressure is built up using a classic pre-pressure control.
  • outlet valves AV1-AV4 are advantageous, but are not necessarily intended for pressure reduction.
  • it makes sense to only use the outlet valves in extreme situations, as this causes the volume of the pressure supply to the reservoir to be lost;
  • it is then necessary to return volume from the storage container by withdrawing the piston, compare a control strategy according to EP 2580095 Bl.
  • the volume reduction via the exhaust valves must therefore be dimensioned such that a braking process is completely completed in order to avoid a critical control interruption can and that additional feeding only has to take place after the braking process has been completed.
  • a continuously conveying double-stroke piston can also be provided for the pressure supply, as described in EP 3 145 771 B1, or the electric traction motors can take over the braking torque control in the time phase of the interruption.
  • Such a system solution has the degrees of freedom of optional pressure reduction via the inlet/outlet valves MVzk or via outlet valves.
  • the use of exhaust valves is therefore optional and 1-4 exhaust valves can be provided.
  • the exhaust valves only offer a further degree of freedom in the pressure reduction options. It makes sense that all wheels can be equipped with exhaust valves when the system is introduced, although their number will later be reduced step by step as part of product maintenance.
  • the well-known multiplex process on two wheel brakes can be combined with the classic pressure control on two additional wheel brakes via inlet/exhaust valves.
  • standard inlet valves are used instead of the inlet/exhaust valves or the MVzk valves are only used for pressure build-up and pressure reduction in brake booster operation.
  • the electric traction motors can also be used advantageously in the sense of downsizing (see Figure 5) to implement an efficient blending strategy, whereby they provide a basic braking torque in ABS operation and / or in the emergency braking function AEB (see Figure 4). to achieve a faster TTL.
  • a targeted braking torque intervention is advantageously specified via the domain as a setpoint or setpoint curve, which advantageously also determines the time course of the increase in braking torque or the decrease in braking torque, so that efficient synchronization with the braking torque curve of the electric traction motors can take place.
  • the intervention can be carried out on an axle-specific or wheel-specific basis.
  • the wheel-specific intervention is primarily used for yaw moment control, for example for torque vectoring interventions, advantageously also synchronized in time with the steering intervention of the electric power steering EPS.
  • MVzk valves also has the advantage that the failure of a wheel circuit can be diagnosed and the wheel circuit can be isolated by closing the MVzk valves in the event of a fault. This means that even if a wheel circuit fails, 3-channel control operation is still possible, which can be used for ABS control, but also yaw moment interventions for steering support or emergency steering in the event of failure or partial failure of an electric power steering system.
  • the brake units are preferably designed to be redundant, for example with redundant windings and electronics, so that the individual brake units can still be operated even in the event of partial failure. This means that double to triple redundancy of the braking function can be achieved with high reliability. Even if the braking power is reduced, critical situations can still be controlled. If the pressure supply partially fails, 50% of the maximum braking torque is still built up with reduced dynamics of the 1x3 instead of 2x3 phases, i.e. around 70 bar when designed for 140 bar. This means that full ABS operation can be activated on both axles up to the blocking pressure, because the electric traction motors can then provide supporting torque on one or both axles.
  • the hydraulic brake system with the vehicle dynamics system of the present description has a very simple and cost-effective design (few solenoid valves, downsized pressure supply) and meets all SAE Level 4 redundancy requirements, as specified above.
  • Figure 6b shows a second embodiment of the electro-hydraulic brake unit EHB with two electric traction motors TM1 and TM2 on the rear axle and a traction motor TM3 on the front axle.
  • the TM3 traction motor can be dispensed with, although the two traction motors TM1 and TM2 are system-relevant and represent topology B in Figure 2.
  • the electric traction motors TM1 and TM2 are powerful with more than 50 kW per wheel.
  • the braking torque buildup and braking torque reduction are carried out dynamically.
  • the traction motors TM1 and TM2 take over the braking torque control here, while the EHB is only used in normal operation to apply a basic braking torque for the rear axle.
  • the control operation is comparable to the case shown in Figure 5 with the difference that the roles of the EHB and the traction motors are swapped and this time the EHB builds up the basic braking torque instead of the electric traction motors.
  • ABS control is carried out via the EHB and the optional TM3 traction motor provides the basic braking torque. If an optional TM3 traction motor is used on the front axle, an inexpensive drum brake can also be used here.
  • ABS is regulated axle by axle via the pressure supply device.
  • Steering interventions are then preferably carried out via control of the EPS by the driving dynamics system. If only one traction motor fails, steering interventions can also be carried out using the traction motor that is still active.
  • the pressure control can also be maintained in the event of a partial failure of the pressure supply, for example if a winding of an electric motor fails, albeit with lower power, in that the second strand of the 2x3 phases takes over the control with 50% of the power.
  • the traction motors on the rear axle can also take over anti-slip regulation (ASR) as well as torque vectoring or yaw moment interventions.
  • ASR anti-slip regulation
  • the exemplary embodiment of a hydraulic brake system according to FIG. 6b is even simpler than the system shown in FIG. 6a, since fewer solenoid valves and hydraulic lines are provided and a drum brake can be used.
  • the exemplary embodiment according to FIG. 6b also meets the redundancy requirements of SAE level 4, as specified above.
  • Figure 6c shows a third embodiment with two electromechanical brakes EMB1 and EMB2 on the rear axle and a traction motor TM3 on the front axle.
  • the TM3 traction motor can be dispensed with, although the electromotive brake units EMB1 and EMB2 are system-relevant and represent the topology B and topology D in Figure 2. Only one hydraulic line leads from the pressure supply of the EHB to the two wheel brakes RB3 and RB4 on the rear axle. In particular, only an inexpensive drum brake can be used on the rear axle.
  • the electromechanical brake units EMB1 and EMB2 are sensibly designed for the locking braking torque with a small reserve for fading (20% reserve); For cost reasons, the electromechanical brake units EMB1, EMB2 can also be advantageously designed for a braking torque below the blocking limit (approximately 50% of the blocking braking torque). In normal operation, the braking torque for regulating at maximum deceleration can be safely achieved thanks to the EHB support, without putting too much thermal stress on a drum brake. If the hydraulic line fails, it is entirely acceptable that the rear axle can contribute less braking torque to the overall deceleration than the front axle, since the influence on the braking distance extension is rather small. What is primarily important is the control operation at low-p and p-jump. 50% of the blocking torque is sufficient for safe ferry operation.
  • ABS is regulated axle by axle via the pressure supply device.
  • Steering interventions are then preferably carried out via control of the EPS by the driving dynamics system. If only one EMB electromechanical brake unit (EMB1 or EMB2) fails, steering interventions can also be carried out via the still active EMB electromechanical brake unit (EMB2 or EMB1).
  • the pressure control can also be maintained in the event of a partial failure of the pressure supply, for example if a winding of an electric motor fails, albeit with lower power, in that the second strand of the 2x3 phases takes over the control with 50% of the torque.
  • the electromechanical brake units EMB1 and EMB2 on the rear axle take over anti-slip regulation (ASR) as well as torque vectoring and/or yaw moment interventions.
  • ASR anti-slip regulation
  • the exemplary embodiment of a hydraulic brake system according to FIG. 6c is simpler than the system shown in FIG. 6a, since fewer solenoid valves and hydraulic lines are provided and a drum brake is used can.
  • the exemplary embodiment according to FIG. 6c also meets the redundancy requirements of SAE level 4, as specified above.
  • Figure 6d shows a fourth variant of the electro-hydraulic brake unit EHB for integration into the vehicle dynamics system, whereby here only one electro-hydraulic brake is provided for the front axle and on the rear axle, as in Figure 6b, there is also an electric traction motor TM 1 and TM2 for each wheel is provided.
  • the rear axle is not supported by a basic braking torque via the EHB, that is, the traction motors are advantageously designed to be more powerful and can apply a braking torque up to the blocking limit and also regulate it dynamically.
  • EHB electro-hydraulic brake unit
  • the traction motors TM1 and TM2 take on many functions (ESP interventions, ASR interventions, ABS interventions, EBV brake torque position) and are controlled synchronously in time via the vehicle dynamics system with the electro-hydraulic brake units EHB of the front axle, which means that the braking torque setpoints are also in time Process synchronized.
  • Fig. 7a shows two curves of engine torque-speed maps, scaled with a gear ratio to the speed of a vehicle with 1,800 kg up to a maximum speed of 200 km/h, therefore shown as an engine torque-vehicle speed map.
  • a first engine torque Vehicle speed map 1 (referred to as "MBrem_normal" in FIG.
  • an inverter can advantageously be used, which enables the coils to be switched from a series connection to a parallel connection of coil windings. This halves the inductance and a higher torque can be generated with a given voltage at the same speed; At the same time, the torque dynamics also increase by 100%, which is very advantageous for highly dynamic braking torque control in ABS operation.
  • the inverter should be designed in such a way that, similar to a 2x3-phase inverter concept, operation is still possible if one or more components (power semiconductors, coil windings) fail in order to prevent a complete failure of the electric traction motor as a braking unit.
  • Figure 7b shows a converter which, in contrast to similar systems in the prior art, makes do with only 18 switching elements instead of 30 to over 40 switching elements and which, like standard converters of a brushless motor, can also be operated in 4-quadrant operation.
  • the four quadrants result from positive or negative torque and positive or negative speed.
  • the 4-quadrant operation enables, on the one hand, a motor torque boost operating mode in which the torque is temporarily increased by up to 100%, and on the other hand, redundancy is maintained in the event of failure of one or more components (circuit breakers, coil windings).
  • Inverters with the options described above are initially still more complex than a standard inverter with three phases, which typically have six switching elements, due to the amount of interconnections and components.
  • RSP-4Q inverter The configuration of the new inverter according to the invention (referred to as "RSP-4Q inverter"), described in detail below, makes it possible to realize an inverter with only 18 switching elements (a total of only six connection switching elements and twelve supply switching elements), which makes it possible during operation of the Electric motor from a series connection to a parallel connection of the phases and vice versa.
  • the twelve supply switching elements are active, while in a series connection the six connection switching elements and six of the twelve supply switching elements are active.
  • “Active” can be understood to mean that these switching elements are controlled in a clocked manner while the other switching elements are freewheeling, for example.
  • the switchover from series connection to parallel connection or vice versa takes place depending on the failure of one or more operating elements.
  • the operating elements can be understood to mean the switching elements, for example supply switching elements and connection switching elements, and/or the coils of the individual phases.
  • This configuration makes it possible in a simple manner to continue to operate the electric motor in the event of a failure of one or more operating elements by switching from the series connection to the parallel connection.
  • the inverter shown in Figure 7b, as described in WO 2021/179980, is connected to an electric motor 4 with six phases U, V, W, U ', V', W', which is only shown schematically with a circuit and its connections is shown.
  • Each phase U, V, W, U', V', W' has at least one coil 6. Two phases each
  • phase U, V, W, U', V', W' are combined into one strand.
  • a strand is shown in FIG. 7b as an example by encircling the phases that form the strand.
  • One of the two phases U, V, W, U', V', W' of the rod is electrically rotated by 180 degrees to the other phase U, V, W, U', V', W' of the same strand 8, so switched inverted.
  • the inverted phases U', V', W' are marked with a line to distinguish the other phase U, V, W.
  • phase U' is the phase inverted to phase U
  • phase V' is the phase inverted to phase V
  • phase W' is the phase inverted to phase W.
  • the converter also has six switching units 10, which are shown by dashed rectangles.
  • One switching unit 10 is assigned to a phase U, V, W, U', V', W'.
  • the switching units 10 form the two phases U,
  • each switching unit 10 forms a switching module, so that the converter according to the invention according to FIG. 7b has three switching modules.
  • Each switching unit 10 is connected to one which applies a supply voltage to the individual phases U, V, W, U', V', W'.
  • each switching unit 10 has two supply switching elements 16.
  • the supply switching elements 16 are designed as MOSFETs in the exemplary embodiment.
  • the converter 2 has a control unit which is set up to control the supply switching elements 16 and the connection switching elements 20.
  • the converter 2 has a fuse unit (not shown in FIG. 7b), which is also referred to as a “circuit breaker module” and is arranged between the electric motor 4 and the converter 2.
  • the fuse unit has switching elements, not shown, which are set up for this purpose , to preferably electrically isolate the electric motor 4 from the converter 2 in the event of a fault. Due to its simplicity, the RSP-4Q inverter described here is used for the torque boost control strategy as described in Fig. 7a.
  • inverters may also be suitable which enable the inductances to be switched during operation, such as an inverter with switching between delta and star connections or another inverter such as those in DE 11 2018 000 733 T5 or DE 11 2018 001 213 T can be used.
  • Figure 8 shows an advantageous embodiment of a tightening-resistant, bidirectionally effective inlet-exhaust valve MV 2 k, which is used to implement the pressure control functions in the EHB brake systems of Figures 6a to 6d or for an axle pressure actuator according to Figures 9a and 9b.
  • Figure 8 shows a special valve MVzk required for the embodiments mentioned, which functions safely in both flow directions. This means that the functionality of the valve is guaranteed, even with large flow rates, such as 100 cm 3 /s - 120 cm 3 /s, or large pressure differences across the valve, such as 160 bar - 220 bar.
  • This valve MV 2k ensures that it does not close automatically, particularly for the previously described ranges of parameters.
  • the valve MV 2 k basically has the typical structure of a solenoid valve with an electromagnetic circuit EMI with an armature 6, a valve actuator or valve tappet 7 and a valve seat 8 as well as a return spring 13.
  • the return spring can be dispensed with if the additional force device, which is shown in Figure 8 is formed by an electromagnetic circuit EM2, is designed accordingly.
  • the magnetic circuit EMI generates (see Figure 8a) a strong progressive force curve FM1 over a stroke h and the return spring 13 generates a restoring force FRF that is progressive over the stroke h to reset the armature.
  • the anchor 6 is coupled to a second force-generating element, which forms an additional force device.
  • This can consist of a second electromagnetic circuit EM2 with an armature 6a, whose switchable force FM 2 counteracts the force FMI of the first magnetic circuit EMI.
  • a permanent magnetic circuit can also be used as a passive additional force device, comprising a small permanent magnet 9 with a pole plate 10.
  • FM2 counteracts FMI and acts with a relatively strong force when the valve is open with a strong desired drop in force over the stroke h.
  • Figure 8c shows the interaction of the power sources FMI as a function of the current strength and FM2 for the permanent magnet.
  • the pressure difference P2-P1 acts on the valve seat with the force FP, which is directed towards the valve opening when the pressure P2 is greater than the pressure PI.
  • a force FH acts when flow through the valve starts from the valve armature connection (14) towards the valve seat connection (16), depending on the level of the volume flow Q due to the Bernouilli effect. If the volume flow Q is very high, for example with high pressure differences, this can result in the valve being pushed closed solely by the flow force FH. This means that the valve closes and can no longer be opened.
  • the force of the additional power device FM2 counteracts the force FH and prevents the valve from closing, even with large pressure differences that can occur during brake system operation.
  • the additional force FM is highest when the valve is in the open position, which can be achieved, for example, by a permanent magnet circuit, and acts over the entire stroke range and supports the restoring force of the valve spring FRF in such a way that the valve, when flowing through with a volume flow Q, is independent of the valve position , that is, especially in a half-closed state, is always returned to the open valve position.
  • valve return spring 13 can also be dispensed with.
  • the valve must also be designed in such a way that when the valve is energized by activating the magnetic circuit EMI, the primary valve force FMI can overcome the sum of both forces (FMZ+FRF), so that the valve can close when energized.
  • a tightening-resistant valve design is also relevant when the pressure supply device is connected to the armature connection, compare Figures 9a and 9b, and pressure is built up very quickly with the pressure supply unit.
  • a rapid build-up of pressure occurs, for example, with the automatic emergency brake (AEB) or with the multiplex process with pressure curve control via volume control/control of the pressure supply device instead of pre-pressure control and pressure curve control via volume flow throttle control of the PWM control of the inlet valves.
  • AEB automatic emergency brake
  • the closing effect cannot be achieved by limiting the pressure difference in the control of the pressure supply unit or preferably by means of a pressure difference limitation in the figures
  • the throttle shown can be limited, with the throttle being mounted in front of the anchor connection of the valve connection in a hydraulic line.
  • a pressure relief valve is arranged in a hydraulic parallel connection to the switching valve, which opens at high differential pressures and thus limits the hydraulic force FH effective due to the Bernoulli effect and therefore does not require the additional power device FM2. This simplifies the valve design, but limits the pressure change dynamics via the hydraulic pressure supply.
  • a wheel circuit can be separated by closing an inlet valve SV, which is arranged between the wheel brake and the pressure supply.
  • the hydraulic braking system with n wheel circles can then be operated with one less wheel circle, that is, with n-l wheel circles.
  • a very high deceleration can still be achieved after the inlet valve SV has been closed and yaw moment control with 3 wheel brakes or an ESP function can also be maintained.
  • the valve tappet 7 can also have a special shape, which provides the counterforce through hydraulic flow forces and can reduce the closing force.
  • Figure 8c shows the electrical control of the valve via a current i.
  • the current intensity il is selected in the closed valve position so that FMI is greater than FM2.
  • the current can then be varied in the closed position of the valve, at current i2, depending on the hydraulic differential pressure P2-P1 across the valve. Since the force FM2 for the reasons described in this position is in the area of is the usual spring force, the valve can also be operated, for example, with a current control or current regulation.
  • Figure 9a describes the structure of a pressure actuator in the form of a piston-cylinder unit driven by an electric motor via a gearbox, to which two wheel brakes RI and R2 and optionally further hydraulic consumers Vx are connected via hydraulic lines.
  • Further hydraulic consumers Vx can be other wheel brakes or other hydraulic consumers, for example hydraulic pistons of clutch(es) or a hydraulic power steering or other actuating pistons of a vehicle axle.
  • the pressure actuator is preferably also connected to a valve device with a storage container VB.
  • the pressure actuator preferably has 2x3-phase connections to two control devices ECU I EHB and ECU2EHB, with current sensors i/U and angle sensors a/U being provided, which are preferably also designed redundantly and which are used for high-precision PPC pressure control or pressure regulation via piston position or current.
  • a pressure sensor p/U is preferably provided at the outlet of the pressure supply and is primarily used for calibration purposes.
  • the pressure regulation or pressure control can also be carried out without this pressure transmitter if the connection between EHB braking torque and current or piston position is established in another way, for example by using acceleration sensors or a comparison with the braking torques or the vehicle deceleration by braking torques from electric traction motors TM1- TM4.
  • the solenoid valves used are bidirectionally acting inlet/outlet valves, which are referred to here as “MV2k-”.
  • the MV2k valves are operated in such a way that both pressure can be built up and pressure reduced via the solenoid valves, with the pressure change occurring in particular in a highly dynamic manner. that means with > 1000 bar/sec, preferably > 2000 bar/sec.
  • the valves must be designed to be tightening-resistant in accordance with the system specification, i.e. in accordance with the required maximum pressures and maximum volume flows.
  • Solenoid valves with a first soft iron magnetic circuit EMI and a second permanent magnetic circuit EM2 according to Figures 8-8c are preferably used.
  • modified inlet valves of a standard ESP unit can also be used as MVzk, i.e. normally open solenoid valves with a standard valve opening cross section and 6 mm magnet armature diameter without a second permanent magnet circuit EM2, which in the classic design can also be designed to be tightening-resistant, in particular due to the The lower maximum pressures occurring in the present driving dynamics system and the therefore lower closing forces when pressure changes with maximum pressure gradients.
  • inlet valves of an ABS/ESP unit are used as MVzk valves, then they must be designed according to the pressure differences and rates of pressure change, for example with a stronger magnetic circuit with a larger armature and/or stronger return springs.
  • the pressure gradient and/or pressure differences can be limited by controlling the pressure build-up via software, so that a dynamic pressure build-up does not lead to the solenoid valves closing.
  • the solenoid valves are designed without a check valve connected in parallel or that there is no check valve arranged in parallel in the hydraulic line in the hydraulic connection between a wheel brake R1, R2 or a hydraulic consumer Vx and the pressure supply device is.
  • a 4-circuit EHB becomes a 3-circuit EHB
  • a 3-circuit EHB becomes a 2-circuit EHB.
  • valve seat of the MVzk valve is connected to the wheel circuit and that its armature space is connected to the pressure actuator.
  • the pressure is built up one after the other using the known multiplex process.
  • the dead time of the pressure build-up can be avoided by a braking torque gradient using an electric traction motor, which is possible if an electric traction motor for wheel-specific drive is available.
  • the braking torque can only be built up via the traction motor of an axle, which is possible in particular if both wheels on two wheels on an axle have the same increase in braking torque.
  • the pressure build-up can also take place simultaneously by timing the valves, that is, a variable pre-pressure is specified by the piston and one valve is closed earlier than the second valve.
  • the pressure is reduced simultaneously on several wheel brakes via piston control using the pressure volume characteristic and PWM control Valves or current control of the valves. This means that a variable flow cross section is set via a stream so that different pressure reduction gradients can be achieved.
  • PPC-Gen2-Vl potent pressure control of the 2nd generation with valve connection VI: valve seat inlet/exhaust valve MVzk on wheel brake.
  • Figure 9b describes the structure of a pressure actuator with a piston-cylinder unit driven by an electric motor via a gearbox with MVzk switching valves, the valve seat of which, in contrast to Figure 9a, is connected to the hydraulic line to the pressure actuator and whose armature space is connected to the wheel brake.
  • Optional exhaust valves are also provided.
  • a second variant of a pressure control PPC-Genl-V2 can be realized, with bidirectionally acting inlet/outlet valves MVzk as well as forward and backward movement of the piston of a piston-cylinder unit via current or piston control as well as simultaneous pressure gradient-controlled pressure build-up.
  • the valve design of the MV2k valves is similar to the configuration shown in Figure 9a and therefore transferable, as is the PPC pressure regulation or pressure control and the preferably redundant design of the engines with redundant electronics ECU IEHB, ECU2EHB and sensors a/U, i/U.
  • the pressure is reduced in the known multiplex process one after the other with a time delay AtMux or via a time control of exhaust valves, as is known from classic ABS systems.
  • the pressure reduction can also take place simultaneously in one wheel circuit (R2) via inlet/exhaust valves using piston control based on the pressure volume characteristic, while it takes place in a second wheel circuit (RI') via exhaust valves. This allows the AtMux time delay to be avoided.
  • the pressure can be reduced very quickly in critical driving situations, for example with high-p or a p-jump.
  • another control state for example at low-p, that is to say when controlling on ice and snow, the control can be carried out using the known multiplex method.
  • very short braking distances can be achieved in all driving situations.
  • the combination of the pressure reduction via outlet valves with inlet/outlet valves has the further advantage that no tightening MVzk valves designed for high pressure differences and volume flows need to be used, because when the pressure is reduced, the MVzk valves do not have to be flowed through with high flow rates, as pressure reductions occur high pressure gradients via outlet valves.
  • the MVzk valves are subject to less stress when reducing pressure because the described electro-hydraulic brake unit EHB for the vehicle dynamics system is designed for a maximum pressure of a maximum of 140 bar and the valves are not, as shown in Figure 8a, pressure-resistant for 160 bar - 220 bar must.
  • modified standard inlet valves of an ESP unit with typical valve opening cross sections, but without check valves connected in parallel can be used. The advantages without parallel check valves were described above with reference to Figure 9a and apply analogously to Figure 9b.
  • the pressure can be reduced quickly in all driving situations, which means that the demands on the dynamics of the pressure actuator's drive motor can also be significantly reduced.
  • the hydraulic brake circuit can primarily be operated in a closed brake circuit. This means that the critical replenishment of hydraulic fluid in regular operation - typical for open systems according to the prior art (DE 10 2018 212 905 Al), which are regulated according to the method described in EP 2 580 095 Bl - can be dispensed with.
  • the replenishment of volume in open systems is increasingly viewed as critical, as time interruptions of more than 100 ms can lead to critical driving situations.
  • a braking system that is embedded in the driving dynamics system described here can take on more functions in addition to pure ABS control operation, such as further braking torque interventions such as torque vectoring interventions. This could cause it to lose hydraulic volume in the open circuit.
  • MV2K valve according to the invention is used as the switching valve, a wheel circuit failure can also be diagnosed analogously to the case described with reference to FIG not possible.
  • PPC-Gen2-V2 actuator pressure control of the 2nd generation with valve connection V2: valve seat inlet/outlet valve MVzk on pressure supply.
  • standard inlet valves of an ABS/ESP unit can also be used, which are designed according to the pressure differences and rates of pressure change, for example with a stronger magnetic circuit and/or stronger return springs. Due to the fact that the pressure range of the vehicle dynamics system control described here is lower than with standard brake systems, the requirements for the solenoid valves are lower.
  • a simple pump for example a 2-piston pump according to the prior art for ABS pumps or a gear pump according to WO 2021 005 151 Al, can also be used.
  • a 2-piston pump With a 2-piston pump, the pressure reduction is controlled via outlet valves and the pressure build-up is regulated via an inlet pressure and PWM control of the inlet valves.
  • a gear pump there is the same degree of freedom as with the piston-cylinder unit because pressure can be applied either via outlet valves or via the gear pump by changing the direction of rotation.
  • the design has cost advantages, but disadvantages in the precision of the braking torque control due to leaks in the gear pump.
  • Figure 10 shows the advantageous “architecture II” of the driving dynamics system for E-axles, with several brake units acting on the front and rear axles.
  • Brake units are traction motors TM1, TM2, TM3, hydraulic pressure actuators EHBHA, EHBVA and/or EMB modules for wheel brakes.
  • the central control unit takes over the regulation of the braking torque and sends target signals to the S-ECUVA and S-ECUHA control units of the axles.
  • the following functions are preferably implemented:
  • the driving dynamics system sends target values, in particular including braking torques or braking pressures.
  • target signals for pressure control or pressure regulation for example control signals for solenoid valves for functions such as the switching duration of the opening time, PWM frequency or alternatively the current profile when the pressure changes, are also used throttled valve cross sections, and / or pre-pressures for the pressure supply device to build up or reduce pressure.
  • the M-ECU domain can also have an interface to the control unit or domain of the autonomous driving M-ECUAD and can evaluate further information that is helpful for effective and predictive control. This is, for example, camera information about the condition of the road (snow, ice, rain) or information about the surroundings (distances to passers-by and/or other vehicles).
  • a first embodiment of an axle module is described with reference to FIG. 11a.
  • electromotive brake units EMB1, EMB2 are provided on each wheel, and an electric traction motor TM1 is also provided for the axle.
  • a control unit of the S-ECU axis communicates with the electromotive brake units EMB1, EMB2 and the electric traction motor TM1 and sends corresponding target signals in such a way that a braking torque is preferably regulated at the same time by means of the electromotive brake units EMB1, EMB2 and the traction motor TM1.
  • the braking torques preferably have an additive effect on the wheels even in regular operation.
  • a basic braking torque is preferably built up with the traction motor TM1, which reduces the braking torque amplitude of the EMB modules (see description above with reference to FIG. 5).
  • the base braking torque of the traction motor TM1 can also be reduced at the same time as the EMB braking torque of the wheel brakes, whereby higher braking torque gradients can be achieved. This is particularly important in critical driving situations such as a ⁇ . jump (see above description of control situations with reference to Figure 5b). This can also be used advantageously to downsize the EMB modules with low maximum forces and lower power of the EMB drive motors.
  • An electro-hydraulic pressure actuator EHB is combined with EMB modules in an axle module, the pressure actuator preferably being constructed according to FIGS. 9a and 9b and enabling wheel-specific control.
  • wheel-specific control can be carried out either by the EMB modules or by means of the electro-hydraulic brake unit EHB.
  • Such a configuration is designed in particular for the front axle of an autonomous vehicle, where higher requirements must be met than on the rear axle, for example with regard to steerability and the large influence on the braking distance.
  • Such an axle configuration can also be used to simplify steer-by-wire systems, which typically have two steering actuators, with one steering actuator also being equipped with a 2x3 phase winding.
  • the braking torques can be used to simplify steering because safe, redundant steering can be ensured by braking torques. This leads to cost savings of up to €100 on steering.
  • a pressure actuator with only one hydraulic line on two wheel brakes is also conceivable, although this is not shown in Figure 11b.
  • a simple rotary pump in the form of a gear pump is also conceivable, by means of which pressure can be built up and pressure reduced. In this embodiment, an axle-wise braking torque can be applied.
  • the hydraulic pressure actuator then acts as a support in the control analogous to the traction motor, but due to the lack of power limitation it can also achieve a delay until the blocking pressure is reached.
  • electro-hydraulic brake unit EHB is designed for wheel-specific control as shown, but the electro-hydraulic brake unit EHB can also only be designed with 1 circuit.
  • a rear axle of a vehicle is sensibly equipped with such a configuration and the electro-hydraulic brake unit EHB is used for redundancy purposes for ABS and yaw moment control for stability interventions and steering interventions.
  • ABS is regulated via the traction motors at low-mue and supported by EHB, while at high-p ABS is regulated via the EHB and supported by traction motors.
  • Anti-slip control is carried out exclusively via the TM1 and TM2 traction motors. It makes sense to equip such an axle with a cost-effective drum brake.
  • a further embodiment is explained, in which a traction motor TM1 is combined with an electro-hydraulic brake unit EHB.
  • the variant is comparable to the exemplary embodiment shown in FIG. 11a with the difference that the function of the electromotive brake unit EMB is replaced by an electrohydraulic brake unit EHB.
  • FIG. 12 shows the maximum braking torque gradients depending on the vehicle deceleration using exemplary designs of the typical Bremsaggegate 1-Box (curve 1210), ESP standard with storage chamber (curve 1220), electric traction motor (curve 1240), electric traction motor with RSP-4Q- Inverter (Kurvel250) as well as pressure actuator with PPC-2Gen-Vl or V2 pressure control (Curve 1260) with design for high braking torque gradients, preferably with a tightening MVzk valve, for an exemplary maximum speed of 200 km/h shown.
  • MUX 2.0 includes the 2nd generation multiplex processes, such as the pressure controls PPC-Gen2-Vl and PPC-Genl-V2, which are described in the present description is described (see description with reference to Figures 9a and 9b).
  • PPC-Gen2-Vl the valve seat is connected to the wheel brake
  • PPC-Gen2-V2 the valve seat is connected to the pressure supply unit.
  • electromotive brake unit EMB and electric traction motors can, due to their principle, achieve particularly high braking torque gradients.
  • a standard ESP system with a storage chamber has the lowest gradients because there is counter pressure in the storage chamber, while 1-box brake systems reduce the pressure in the storage container and therefore have advantages.
  • area I which is typically used, for example, for ABS control on snow and ice or a delay in normal ACC braking operation is relevant, electromotive brake units EMB or traction motors are therefore preferably used for braking torque control.
  • electro-hydraulic systems pressure actuators with preferably PPC Gen2 control, 1-Box
  • PPC Gen2 control 1-Box
  • a first braking torque controller with a low braking torque gradient then supports the ABS control with a constant braking torque, while the ABS control is carried out by a more dynamic pressure controller.
  • the additive braking torques are linearized over the entire deceleration range by adding the braking torque gradients of two braking torque controllers, a high braking torque gradient can be guaranteed over the entire deceleration range.
  • the preferred characteristic is used sensibly to downsize the brake assembly gates: Motors with low drive torques and power can be used for EMB and EHB and/or smaller control valves can be used.
  • a cost-effective EHB pressure actuator with a trapezoidal spindle can be implemented, which is only suitable for lower pressure ranges due to the spindle load caused by higher pressures.
  • a vehicle model implemented in the central control unit M-ECUchassis control includes, for example, modeling data for weight distribution, a coefficient of friction of the road surface, and a tire condition and a brake pressure effect on the deceleration of the vehicle.
  • the following values are transferred to a control unit M-ECUVA of the front axle: setpoint values for the target braking torque of the right M SO II,VR and left front wheel M SO II,VL, a speed of the vehicle VF Z9 , a speed of the right VVR and left VVL front wheel, a difference torque of the right AM SO II,VR and left front wheel AM SO II,VL as well as a coefficient of friction of the road.
  • an M-n map of the traction motor TM is stored in the control unit M-ECUVA of the front axle, which indicates a dependence of the deceleration achieved by the traction motor on the speed of the vehicle or the speed of the traction motor, as well as a further map that shows the connection between the achievable braking torque gradients and a deceleration of the vehicle for the available braking units or the traction motor.
  • the M-ECUVA control unit determines target torques for a first M S0 H,TMI and second traction motor M S0 H,TM2 of the front axle, target torques for electromechanical brake units of the first M S0 H,EMB,RI and second wheel M SO II,EMB,R2 as well as target torques for electro-hydraulic brake units for the first M SO II,EHB,RI and second wheel M S0 H,EHB,R2.
  • the procedure is adapted to which braking units are actually available.
  • the braking torque is divided between the electric traction motor and the EMB according to the characteristics, in particular the braking torque gradients, as shown in FIG the electromotive brake units EMB is carried out and only a basic braking torque is provided via the electric traction motor of the respective wheel, which is used in particular for downsizing the electromotive brake units EMB. This is preferably used to a greater extent when the wheel brake is heated. If one brake unit fails, control operation is then taken over by the other brake unit, possibly with restrictions on the maximum achievable deceleration, but with fully redundant control functions on all wheels.
  • an electromechanical brake EMB (EMB1-EMB4) is combined with an electric traction motor (TM1-TM4), so that each wheel module forms an assembly and is each controlled via a wheel module control unit (M-ECU-Radl - M-ECU-Rad4). becomes.
  • the respective wheel module control unit synchronizes the torque control of the electric traction motor in time and divides it Depending on the driving situation, such as the coefficient of friction or speed, the braking torque is applied differently to the EMB and the traction motor TM.
  • the traction motor and the EMB each have a further control unit (ECU-EMB, ECU-TM), which in particular contains the output stages of the converter and the engine control and works with a faster cycle time, while the decision heuristics and the decision heuristics are preferably in the wheel module control unit M-ECU-Rad Maps are shown.
  • ECU-EMB ECU-TM
  • M-ECU-Rad Maps wheel module control unit
  • the domain module control units (M-ECU-Radl to M-ECU-Rad4) also communicated with the central control unit (M-ECU domain), where in particular wheel speeds VRI-VR4 and in particular other sensor signals SI, S2, Si, are read.
  • wheel module control units ECU-Radl to M-ECU-Rad4
  • wheel speeds VRI-VR4 as well as sensor signals SI, S2, Si. They can also execute functions of the central control unit (M-ECU domain) redundantly.
  • wheel-specific control can be carried out either by the EMB modules or the traction motor.
  • This enables maximum degrees of freedom in pressure control, but also redundancies in wheel-specific pressure control, as required for SAE Level 4-5, for example.
  • an ABS control function can be implemented redundantly and also with two different designs of the braking torque controller, which is particularly advantageous in terms of meeting the redundancy requirements. If one wheel module fails, very safe and reliable control with short braking distances and yaw moment control options can still be implemented with three wheel modules. If either the electromotive brake unit EMB or the traction motor fails within a wheel module, the other component that has not failed takes over the control of the braking process.
  • the electromotive brake unit EMB is designed to achieve the blocking pressure, so that if the traction motor fails, braking can still be carried out with maximum deceleration via the electromotive brake unit EMB; However, the generous reserve for fading (typically 100%) is omitted, which means that the electromotive brake unit EMB only has a small reserve in addition to the maximum braking torque without heating, for example 20-40%.
  • the electromotive brake unit EMB and the electric traction motor TM are designed in such a way that the maximum deceleration is achieved in a combination of the braking torques of EMB and TM and the friction brake is designed according to the maximum braking torque of the electromechanical brake unit EMB.
  • Variant b) is the preferred design because this has the greatest potential for cost reduction and weight reduction. However, in an initial introduction scenario of the technology, variant a) may make sense in terms of risk minimization.
  • the two variants a) and b) mentioned offer sufficient safety for SAE Level 5, because both if a component of the wheel module fails or if the entire wheel module fails, the vehicle can still be decelerated with high vehicle stability and even ABS operation. There is only a loss in braking distance at high speeds and deceleration.
  • the systems described here in particular the driving dynamics system, the vehicle and the method, enable large cost savings for the core components of braking and steering of the vehicle.
  • significant gains in weight can be achieved, which in turn leads to further cost savings.
  • dissipative braking systems can be made smaller because they only have to apply a smaller portion of the total braking torque.
  • the problem The fading caused by excessive heating of the friction brake can also be reduced.
  • the basic braking function (function a) is optimized with the driving dynamics system and central control as well as a blending strategy according to Figure 3, that is, for example, 51% is via the traction motor on the front axle and 71% % on the rear axle is braked regeneratively, then the heating of the wheel brake can be minimized.
  • the brake system can be designed for a lower pressure, which reduces the costs of the electro-hydraulic brake unit EHB, and on the other hand, the foundation brake can be made significantly weaker. This can be achieved, for example, with smaller brake discs, smaller brake shoes and cheaper materials.
  • An inexpensive drum brake can also be used on both the front and rear axles.
  • the traction motor on the rear axle can be designed in such a way that torque can be generated for each wheel, either by a traction motor with a torque vectoring module or preferably by Division of the power of a 130 kW motor into two electric traction motors TM1, TM2 with 65 kW each.
  • the latter embodiment with two motors is advantageous because dynamic braking torques on both wheels can be varied independently of one another.
  • a braking torque is synchronously regulated via the driving dynamics system via the electric traction motor and the electro-hydraulic brake module EHB, in particular one brake unit providing a basic braking torque, while the second brake unit provides an additional regulated braking torque (control strategy according to FIG. 5), then you can the costs and weight of the system can be further significantly reduced.
  • the costs for the electro-hydraulic brake unit EHB in particular according to the embodiment of FIG. 6a, can be reduced by less and More cost-effective valves and even lower maximum pressures and volumes can be reduced.
  • a cost-effective trapezoidal spindle can be used instead of a ball screw drive. It is also possible to use a drum brake on both the front and rear axles.
  • the rear axle can be decelerated exclusively via the electric traction motor for the entire vehicle speed range up to the maximum speed. If the control function described here is also carried out via the electric traction motors TM1 and TM2, the foundation brake can be completely dispensed with on the rear axle.
  • the friction brake can be reduced in terms of costs and weight by providing brake support via electric traction motors in the basic brake function (a).
  • a cost-effective disc brake on the front axle and a drum brake on the rear axle costs can be reduced even further.
  • an electro-hydraulic braking system according to Figure 6a is used and accordingly
  • the control of the driving dynamics system described here with the basic brake and control function uses the traction motors on both axles to provide support, then with the additional redundancy functions described above, as described above with reference to Figure 6a, and with a redundant design of the pressure supply device, a functional redundancy level for AD Level 3 -4 can be achieved.
  • the hydraulic brake system is designed with 4 circuits and can still be operated with 3 circuits in the event of a failure.
  • the third embodiment explained above is used as a basis, where a control ECU (S-ECUkadi, S-ECURad2, S-ECURad3, S-ECURad4) is provided for each wheel module, which is common a torque of the drive motor and the EMB regulates.
  • a control ECU S-ECUkadi, S-ECURad2, S-ECURad3, S-ECURad4
  • the EMB can be significantly downsized because lower maximum torques are necessary.
  • the EMB described here is also significantly easier to apply and integrate into a central control of the vehicle dynamics system. Another advantage is the independence from a brake manufacturer.
  • the electric power steering EPS can also be optionally omitted because steering can be done via the wheel motors at different engine speeds. This is also the case with an FDS variant C2 with EHB axle modules with piston-cylinder -Unit, the EHB can be significantly downsized, as lower maximum torques must be achievable. By braking together using a traction motor and EHB, the friction brake can also be made significantly lighter and more cost-effective. Two pressure actuators thus achieve a lower cost level and also offer the necessary redundancies for SAE Level 5.
  • the solutions have the great advantage that components that are manufactured in large quantities, such as the hydraulic pressure supply or solenoid valves, are already available, making rapid series introduction possible without high capital costs.
  • a driving dynamics system (FDS) or electric vehicle with a central control includes a driving dynamics system (FDS) with one of the FDS architectures I, II or III
  • EMB braking device
  • a central computer by means of which both the at least 1 electric traction motor (TM1-TM4) and at least one braking device (EHB, EMB) are jointly controlled during braking processes via a control unit (M-ECU domain, S-ECU axis, S-ECURad) and target signals to control units of traction motor(s) (TM1-TM4) and braking device (EHB, EMB) for execution,
  • a central computer with at least one of the core functions ABS, ESP, EBV, ASR, ACC, AEB, Reku management with regenerative brakes via electric traction motors on several axles and/or at least one of the core functions (A)-(G) controlled via the central computer or is controlled, whereby
  • a braking torque is generated with at least one traction motor (TM1-TM4) and at the same time at least one EHB or EMB and a braking unit (EMB, EHB) and/or electric traction motor (TM1-TM4) a braking torque control carried out on at least 3 wheels of a vehicle, such that a braking torque on three wheels of a vehicle can be regulated in every vehicle status.
  • TM1-TM4 traction motor
  • EMB a braking unit
  • TM1-TM4 electric traction motor

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  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention se rapporte à un système de dynamique de conduite conçu pour un véhicule, comprenant au moins un frein de roue (RB1, RB2, RB3, RB4) pour le freinage dissipatif d'une roue du véhicule; au moins un module de freinage (EMB, EHB) qui est associé à ou aux freins de roue (RB1, RB2, RB3, RB4) et qui est conçu pour produire un couple de freinage dissipatif au moyen du ou des freins de roue (RB1, RB2, RB3, RB4); au moins un moteur de traction électrique (TM1, TM2, TM3, TM4) qui peut être commandé pour générer un couple de freinage régénératif pour au moins une roue ou un essieu du véhicule; et une unité centrale de commande (M-ECUDomäne) conçue pour commander conjointement le ou les modules de freinage (EMB, EHB) et le ou les moteurs de traction électrique (TM1, TM2, TM3, TM4) pour une fonction de freinage de façon qu'un couple de freinage combiné puisse être généré à l'aide du ou des modules de freinage (EMB, EHB) et du ou des moteurs de traction électrique (TM1, TM2, TM3, TM4). La fonction de freinage concerne un cas de réglage au cours duquel un couple de freinage de base et un couple de freinage supplémentaire régulé sont commandés et/ou régulés simultanément; le couple de freinage de base étant éventuellement généré par l'intermédiaire du ou des modules de freinage (EMB, EHB) et le couple de freinage supplémentaire régulé étant généré par l'intermédiaire du ou des moteurs de traction électrique (TM1, TM2, TM3, TM4); ou le couple de freinage de base étant généré par l'intermédiaire du ou des moteurs de traction électrique (TM1, TM2, TM3, TM4) et le couple de freinage supplémentaire régulé étant généré par l'intermédiaire du ou des modules de freinage (EMB, EHB); ou le ou les modules de freinage (EMB, EHB) et le ou les moteurs de traction électrique (TM1, TM2, TM3, TM4) générant respectivement conjointement le couple de freinage de base et le couple de freinage supplémentaire régulé.
EP23725589.8A 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule et procédé pour faire fonctionner un système de dynamique de conduite Pending EP4519113A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP25198795.4A EP4631806A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP25198798.8A EP4631807A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP25198793.9A EP4631805A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite

Applications Claiming Priority (2)

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DE102022111061 2022-05-05
PCT/EP2023/061819 WO2023213955A2 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule et procédé pour faire fonctionner un système de dynamique de conduite

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EP25198795.4A Division EP4631806A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP25198793.9A Division EP4631805A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP25198798.8A Division EP4631807A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite

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EP4519113A2 true EP4519113A2 (fr) 2025-03-12

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EP25198798.8A Pending EP4631807A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP25198793.9A Pending EP4631805A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP23725589.8A Pending EP4519113A2 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule et procédé pour faire fonctionner un système de dynamique de conduite
EP25198795.4A Pending EP4631806A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite

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EP25198798.8A Pending EP4631807A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite
EP25198793.9A Pending EP4631805A3 (fr) 2022-05-05 2023-05-04 Système de dynamique de conduite, véhicule ainsi que procédé de fonctionnement d'un système de dynamique de conduite

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US (1) US20250282228A1 (fr)
EP (4) EP4631807A3 (fr)
JP (1) JP2025515117A (fr)
KR (1) KR20250006249A (fr)
CN (4) CN121590306A (fr)
DE (1) DE112023002101A5 (fr)
WO (1) WO2023213955A2 (fr)

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CN118790214B (zh) * 2024-09-12 2024-12-10 上海同驭汽车科技有限公司 电子机械制动系统和方法

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EP4631806A2 (fr) 2025-10-15
WO2023213955A3 (fr) 2024-02-01
WO2023213955A2 (fr) 2023-11-09
EP4631807A2 (fr) 2025-10-15
EP4631807A3 (fr) 2026-04-29
EP4631806A3 (fr) 2026-01-21
DE112023002101A5 (de) 2025-04-03
CN121316584A (zh) 2026-01-13
CN121590306A (zh) 2026-03-03
US20250282228A1 (en) 2025-09-11
JP2025515117A (ja) 2025-05-13
CN121246546A (zh) 2026-01-02
CN119156303A (zh) 2024-12-17
KR20250006249A (ko) 2025-01-10
EP4631805A3 (fr) 2026-01-21
EP4631805A2 (fr) 2025-10-15

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