WO2013017396A1 - Procédé permettant de faire fonctionner un système de freinage pour véhicules automobiles et système de freinage - Google Patents

Procédé permettant de faire fonctionner un système de freinage pour véhicules automobiles et système de freinage Download PDF

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Publication number
WO2013017396A1
WO2013017396A1 PCT/EP2012/063868 EP2012063868W WO2013017396A1 WO 2013017396 A1 WO2013017396 A1 WO 2013017396A1 EP 2012063868 W EP2012063868 W EP 2012063868W WO 2013017396 A1 WO2013017396 A1 WO 2013017396A1
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WO
WIPO (PCT)
Prior art keywords
pressure
brake
operating mode
thz
line section
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.)
Ceased
Application number
PCT/EP2012/063868
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German (de)
English (en)
Inventor
Jürgen Böhm
Georg Roll
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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Filing date
Publication date
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of WO2013017396A1 publication Critical patent/WO2013017396A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • 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
    • 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
    • B60T13/12—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 the fluid being liquid
    • B60T13/14—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 the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/147—In combination with distributor valve
    • 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
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T2270/402—Back-up
    • 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
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/414—Power supply failure

Definitions

  • the invention relates to a method according to the preamble of claim 1 and a brake system according to the preamble of FIG. 14.
  • Brake pedal operable master cylinder, a waysimulator and a pressure delivery device known.
  • the wheel brakes are pressurized by the pressure providing means in a brake-by-wire mode Pressure applied.
  • the application does not elaborate on how to make a transition between the fallback mode and the brake-by-wire mode.
  • ge ⁇ claim according to claim 1 and a brake system according to claim 14 ge ⁇ triggers.
  • the invention is based on the idea that in addition to a first operating mode of the brake system, in which a brake circuit pressure line section is acted upon by the pressure of the Hauptbremszy ⁇ Linders, and a second operating mode in which the brake circuit pressure line section with a pressure of the pressure supply device according to a first predetermined relationship is applied, a third operating mode is provided, in which the Bremsnik- pressure line section is acted upon by a pressure of the Druckr ⁇ positioning device according to a second predetermined relationship, wherein in the presence of a pre ⁇ given condition during the first operating mode, a transition from the first operating mode in the third operating mode is performed.
  • An advantage of the method and of the braking system is as ⁇ rin that the driver in case of a restart of the brake system with brake pedal an as equal as possible ⁇ consistent brake pedal feel is provided. Furthermore, as soon as possible after the restart of the brake system, a brake booster function is provided.
  • the predetermined condition is starting or restarting or activating the brake system during operation of the brake pedal.
  • the brake system comprises a first detecting means for detecting an actuation of the brake pedal characterizing first measurement variable and a second Erfas ⁇ sungs adopted for detecting a pressure of the master cylinder characterizing the second measured variable.
  • the pressure in the pressure supply device to the current value of the pressure of the master cylinder is set in the transition from the first Bramo ⁇ dus in the third mode of operation first.
  • This pressure adjustment process ensures that when occurs in the third mode of operation a comfortable transition and no changes in the wheel brake pressures occur.
  • the value of the second measured variable is preferred. saved.
  • the pressure of the pressure-providing device is determined taking into account the stored value of the second measured variable, or particularly preferably the stored values of first and second measured variable. This provides a crack-free course of the pressure is achieved in the pressure READY ⁇ averaging means especially upon entry into the third operating mode.
  • the master brake cylinder is preferably separated from the brake circuit pressure line section and the pressure supply device is connected to the brake circuit pressure line section.
  • the entry in the third mode of operation is preferably performed only after the pressure in the pressure already ⁇ tellungsUNE is set to the value of the pressure of the main brake cylinder ⁇ to keep reactions on the brake pedal as low as possible.
  • the entry into the third operating mode is only performed by ⁇ if in addition the values of the first and second Measurement variable which have been stored at or a predetermined Zeitschwel ⁇ lenwert before entry into the third operating mode vorlie ⁇ gene in order to use these values in the third Be ⁇ operating mode.
  • the simulation device upon entry into the third operation mode ⁇ , to give the vehicle operator a known brake pedal feel.
  • the simulation device is preferably activated by opening a simulator release valve when the value of the second measured variable, which is present on admission, or a given before ⁇ time threshold before entry into the third Be ⁇ operating mode is smaller than a predetermined first pressure threshold is because small value of the second Measured variable is only a slight yielding of the brake pedal to he ⁇ wait.
  • the simulation ⁇ device upon entry into the third operational mode and the third mode of operation is switched off when the value of the second measured variables ⁇ SSE, which is present on admission, or a predetermined time threshold value before entry into the third mode of operation, greater is a predetermined second pressure threshold. So a problem caused by energizing the Simulati ⁇ onsleaned with brake pedal depressed yielding of the brake pedal is avoided.
  • the first operating mode of the brake system is ei ⁇ ne fallback mode, in the second operating mode of the brake system to a first "brake-by-wire" mode and the third mode of operation by a second "brake by-wire "mode.
  • all valves of the brake system are particular ⁇ DERS preferably energized, that is in its de-energized state.
  • the third operating mode is particularly preferably a transient operating mode (transitional state), ie the brake system only lingers in this mode for a limited period of time.
  • the simulation device can preferably be switched on and off by means of a simulator release valve.
  • a brake system for motor vehicles which can be activated in a so-called “brake-by-wire” mode (second operating mode) both by the driver and independently of the vehicle driver, preferably in the "brake-by-wire Operating mode and in at least one fallback mode (first mode of operation) can be operated in the only operation by the driver is possible.
  • the master cylinder preferably comprises a housing and two pistons which delimit two pressure chambers in the housing, which line section two braking circuits each with a Bremsnikdrucklei-, to the at least one wheel brake is CONNECTING ⁇ bar or connected, are assigned.
  • the brake circuit pressure line section in particular be ⁇ vorzugt each brake circuit pressure line section, via a hydraulic connecting line with a normally open isolation valve with the main brake cylinder and over a wide ⁇ re hydraulic connecting line with an electroless ge ⁇ closed sequence valve with the pressure generating device connected is.
  • it is a brake system in which the wheel brakes in the "brake-by-wire" mode are pressurized only by the pressure supply device and in the fallback mode operable only by the brake pedal main brake ⁇ cylinder.
  • the brake system comprises a Radbremstikmodul tion device with at least one valve per wheel brake.
  • the first measuring device for detecting a first measuring variable characterizing an actuating travel of the brake pedal is advantageously a travel-detecting device which controls the actuating travel of the brake pedal or of a piston connected to the brake pedal detected .
  • the second detection means for detecting a pressure of the master cylinder characterizing the second measured variable is advantageously ei ⁇ NEN pressure sensor.
  • the invention also relates to a braking system for motor vehicles driving ⁇ in which an inventive method is Runaway ⁇ leads.
  • FIG. 2 shows a diagram for illustrating an embodiment of a method according to the invention for operating a brake system
  • FIG. 3 shows an example of a supply for controlling a simulator release valve
  • Fig. 4 shows exemplary values for a Studentsgangsskalie ⁇ magnification factor.
  • the brake system comprises a Betuschistsein ⁇ direction 2, which by means of an actuating or Bremspe- dals 1 can be actuated by a driver, an electromechanical actuator unit 3, which is an elekt ⁇ cally controllable pressure supply device 3, a hydraulic Radbremsdruckmodulationseinrich- device 4 (HCU: hydraulic control unit), at whose réellean ⁇ wheel brakes 6 are connected, and an electro ⁇ nische control and regulation unit 5 (ECU: electronic control unit), which serves to control and / or verification of the components of the brake system.
  • HCU hydraulic Radbrems Kunststoff- device
  • ECU electro ⁇ nische control and regulation unit 5
  • Actuator 2 comprises a dual-circuit master cylinder or tandem master cylinder 22 with two successively arranged piston 33, 34, the hydraulic chambers or pressure chambers 36, 37 limit.
  • the pressure chambers 36, 37 are connected via formed in the piston 33, 34 radial bores with a pressure medium reservoir 35 in connection, which can be shut off by a relative movement of the piston 33, 34 in the housing of the master cylinder 22.
  • each pressure chamber 36, 37 by means of a hydraulic line 38 a, 38 b with a Bremsnik- line section 12, 13, are connected to the two wheel brakes 6 ⁇ connected.
  • a coupled to the brake pedal 1 piston rod cooperates with the first master cylinder piston 33, wherein a the actuating travel of the brake pedal 1 characterizing size Xp ed is detected by a, preferably redundantly designed Wegsen ⁇ sor 7.
  • pressure sensor 8 detects the built-up in the pressure chamber 37 by a displacement of the second piston 34 pressure P THZ , which corresponds to the pedal force generated by the driver.
  • Actuation device 2 further comprises a simulation device 40, which cooperates with the brake master cylinder 22 and the vehicle driver in the "brake-by-wire."
  • - mode gives a pleasant pedal feel
  • Simula ⁇ tion means 40 is hydraulically carried out and supply by means of an electrically operable simulator release valve 41 and
  • the simulation device 40 essentially consists of a simulator chamber, a simulator spring chamber with simulator spring 30 and a simulator piston separating these two chambers, whereby the simulator chamber is connected to at least one pressure chamber 36, 37 of the master cylinder 22.
  • the simulator spring chamber is interposed with the simulator release valve 41 connectable to the Druckmit ⁇ telvorrats constituer 35, whereby the simulation device 40 by opening the example according to electromagnetically closed ⁇ executed running Simulatorfreigabeventils 41 ⁇ is switchable.
  • Pressure supply device 3 is designed as a hydraulic cylinder-piston arrangement, the piston 46 of a schematically indicated electric motor 47 with the interposition of a rotation, not shown Translationsgetriebes is actuated.
  • sensor 9 is provided, which is exemplified as a the detection of the rotor position of the electric motor 47 serving rotor position sensor 9.
  • Piston 46 delimits a pressure chamber 48, which can be connected to the brake circuit pressure line sections 12, 13 via a hydraulic line 44, for example by opening electrically actuatable, normally closed connecting valves 45a, 45b.
  • Zuschaltventilen 45a, 45b for example according to a respective brake circuit to the pressure line section 12, 13 opening towards remindscherven ⁇ til 20a, 20b connected in parallel.
  • the check valves 20a, 20b are omitted ⁇ ver.
  • each wheel brake 6 comprises, for example in accordance with an intake and an exhaust valve 42, 43.
  • the input terminals of the intake valves 42 are connected to the corresponding brake circuit pressure line section 12, 13 ver ⁇ prevented.
  • the input ports of the intake valves 42 can thus be supplied with the pressure of the master cylinder 22 (via the lines 38a, 38b with the isolation valves 39a, 39b) or with the pressure of the pressure delivery device 3 (via the line 44 with the isolation valves 45a, 45b).
  • the output ports of the exhaust valves 43 are connected via return lines to the pressureless pressure medium reservoir 35.
  • a pressure sensor 10, 11 for detecting the pressure prevailing at the inlet ports of the associated intake valves 42 is arranged in each brake circuit pressure line section 12, 13.
  • a pressure sensor may also be arranged in only one of the two brake circuit pressure line sections 12, 13.
  • a pressure sensor may also be arranged in the line 44 in order to measure the pressure of the pressure supply device 3.
  • first Be ⁇ operating mode Z P for example, when the brake system is not maral ⁇ tet or in case of failure of the electrical power supply of the brake system, all valves of the brake system are in their de-energized state. Simulation device 40 is closed by the normally closed
  • Simulator-release valve 41 is switched off and Druckr ⁇ positioning device 3 is separated by the normally closed Zuschaltventile 45a, 45b of the Bremsnik Kunststoff Kunststoff Kunststoff Kunststoffsab- sections 12, 13.
  • Master brake cylinder 22 is connected via the normally open isolation valves 39a, 39b with the brake circuit pressure line sections 12, 13 and thus the wheel brakes 6, so that the driver can directly build pressure in the wheel brakes 6 by pressing the brake pedal 1.
  • the brake system is initially in a Passivzu ⁇ stand (Block 50), for example, because the brake system is switched off or similar due to malfunction has passed into the passive state.
  • the brake system is thus in the first operating mode Z P (fallback mode), in wel ⁇ chem all valves, in particular the valves 39a, 39b, 41 and 45a, 45b, are not energized.
  • the first operating mode Z P fallback mode
  • the brake system is started by a start condition S, for example by switching on the engine ignition by the driver, by opening the driver's door or by any other detection eg in a keyless entry (eg by means of appropriate environmental sensors), the brake system is first initialized, which, for example the sensors 7, 8, 9, 10, 11 of the brake system are ready to measure.
  • a start condition S for example by switching on the engine ignition by the driver, by opening the driver's door or by any other detection eg in a keyless entry (eg by means of appropriate environmental sensors)
  • the brake system is first initialized, which, for example the sensors 7, 8, 9, 10, 11 of the brake system are ready to measure.
  • the brake system is after initialization in the active, ready for operation second operating mode Z A (normal "brake-by-wire"; mode).
  • the separating valves 39a closed 39b at the same time the simulator release valve 41 and the sequence valves 45a, 45b of the pressure supply device 3 is opened.
  • the driver is no longer directly hydraulically with the brake circuit pressure line sections 12, 13 and the wheel brakes 6 is connected, but operates the simulation device 40 having a suitable brake pedal characteristics, so ⁇ that a sufficiently accurate metering of the requested braking requirement is possible for the vehicle driver.
  • the wheel brakes 6 are de with a pressure Pressure supply device 3 acted upon whose size P Br , s o ii according to a first pre ⁇ given relationship F A (Bremskraftverstärkungsfunkt ⁇ r A ) is determined (block 52).
  • the brake pressure demand of the driver by the brake pedal ⁇ operation is, for example, based on the operating Device 2 associated displacement and pressure sensors 7, 8 detected, which detect a the actuation of the brake pedal 1 characterizing first measured variable X Pec i and the pressure of the master cylinder 22 and the pedal force generated by the driver second characteristic measure P THZ . From these two variables X Pedr P THZ the brake ⁇ pressure request of the driver in the form of a value ⁇ ⁇ , ⁇ calculated for the target pressure of the pressure supply device 3.
  • the driver intention detecting two different physical measures of the driver's braking wish ⁇ representing driver's operation to Solldruckwert- generation of the pressure supply device 3 is available.
  • the target pressure P Br, soii is in the second operating mode A at Z ⁇ example by a weighted superposition of actuation based on the X i Pec pressure component P CMCI.
  • Pcm d , x an actuating path-based desired pressure component, Pcmci ,? : A simulator or driver pressure-based target pressure ⁇ share,
  • f x a predetermined brake pressure setpoint function dependent on the actuating path ⁇ ⁇ ⁇ and optional depending on the pedal ⁇ speed (operating speed) V Ped,
  • ⁇ ⁇ , ⁇ ⁇ weighting factors (between zero and One) for f x or f P.
  • the special definition and parameter selection for the brake pressure requirement by the driver according to equation (1) is vehicle and manufacturer and thus application ⁇ specific. It also depends on the pedal characteristic implemented in the simulation device 40.
  • the brake system is in a passive state (block 50) and the brake system is started by a start condition S, the brake system is initially briefly held in the first operating mode Z P , for example, and in block 51 using the path sensor signal X Pec i and optionally the pressure sensor signal P THZ checked if the driver is the
  • the value of the threshold ⁇ ⁇ ⁇ ⁇ ⁇ , ⁇ ⁇ is advantageously selected such that in the case of the positive presence of the above decision criterion, the pedal operation is so small that when switching to the second operating mode Z A on the one hand not irritating to the driver jumps on the brake pedal 1 would be noticeable and, on the other hand, that there would be no significant sudden change in the requested pressure P br , s o ii.
  • the value of the threshold value ⁇ ⁇ ( ⁇ , ⁇ therefore lies, for example, in the range of a few millimeters.
  • the transition described below from the first operating mode Z P to a third operating mode can be dispensed with and the brake system can be used directly.
  • ⁇ be written are transferred from the first operation mode P Z in the second operating mode Z A (block 52).
  • the valves 39a, 39b, 41, 45a, 45b are energized and the determination of the desired pressure ⁇ ⁇ , ⁇ takes place according to the first predetermined brake booster function F A , for example, according to equation (1).
  • Brake force boosting function F A (eg, according to equation (1)) is based, but, for example, substantially as a function based on the pressure value P THZ is executed.
  • the Determined ⁇ development of the desired pressure according to the Bremskraftverstärkungsfunkti ⁇ on F A, which also depends essentially on the implemented pedal characteristic is not applied in the third operating mode to because the ⁇ level in the hydraulic relapse present pedal characteristics significantly from the pedal characteristic in the active Operating condition of the
  • Brake system (with connected simulation device 40) is present differs.
  • the actuator of the pressure supply device 3 via the respective check valve 20a, 20b of the still closed Zuschaltventile 45a, 45b comfortably the same pressure, which already by the driver operation present in the wheel brakes 6.
  • the two check valves 20a, 20b are not present, be ⁇ preferred already during the described
  • the vehicle ⁇ leader is separated from the wheel brakes 6 (switching to a "brake-by-wire" mode) and the pressure supply ⁇ device 3 provides the pressure for the wheel brakes 6 is available.
  • the driver has already set a brake pressure through the Bremspedalbetä ⁇ actuation in the first mode, it is advantageously according to the example considered in the brake ⁇ force gain function F O.
  • the separating valves 39a, 39b of the master cylinder 22 are closed according to the example, the connection valves 45a, 45b of the pressure supply device 3 are opened or remain open.
  • the method for controlling the simulator release valve 41 for connecting the Simula ⁇ tion means 40 is preferably carried out depending on the size of the already applied by the driver pressure P THZ, O, which is present at the time tO of switching.
  • the immediate opening of the simulator release valve 41 would lead to a depending on the applied operating force, rapid and jerky yielding of the brake pedal 1.
  • the simulator release valve 41 is energized to ⁇ next by means of a pulse train and then kept permanently open.
  • FIG. 1 An exemplary energization is shown in FIG.
  • the brake booster function F Ü in the third mode of operation to (block 55) is essentially designed as a Druckver ⁇ tonic based on the master cylinder pressure / simulator pressure P TH z.
  • the corresponding pressure setpoint ⁇ ⁇ , ⁇ for the Druckrousseinrich ⁇ device 3 is thus determined according to the brake booster function F Ü from the pressure P THZ :
  • the target pressure P br is determined according to the following equation (2):
  • K P (B oost represents the pressure boosting factor for the transition operating mode Zu, wherein for an amplification of the driver pressure, it must hold that K P (B oost> 1.0.
  • the pressure offset value P TH z, offset takes into account the pressure value which the driver has already applied in the fallback level and is reduced during the further brake actuation (preferably when releasing the brake) eg linearly with the actuation travel to the value 0.
  • tO ent ⁇ speaks this value, for example according to the already applied by the driver brake pressure:
  • PTHZ, Offset, New ⁇ , ⁇ * (Xped - Xped, s) / (Xped, 0 - Xped, s)
  • offset is, this is replaced by the newly calculated value. If the actuating travel falls below the lower Threshold ⁇ ⁇ ⁇ ⁇ , ⁇ , so wi d de considered offset value PTHz, offset set to the value 0.
  • a further pressure ⁇ threshold of the wheel brakes 6 P THZ, E 3 is provided, which is greater than or equal to the threshold pressure P T HZ, E2 is (P T HZ, E2-PTHZ, E3) If the pressure P T HZ, O exceeds this further threshold P T HZ, E3, ie P T HZ, O> P THZ , E 3, then the simulator release valve 41 becomes not ge ⁇ opens and remains closed for the duration of this brake application. The driver then does not actuate the simulation ⁇ device 40 as in the above-described embodiment, but only compresses the pressure medium volume located in the master cylinder 22, which results in a very stiff pedal characteristic, but this is eliminated by opening the
  • the brake system advantageously remains in the third operating mode (block 55 in FIG. 2) as long as the driver holds the brake pedal 1 pressed (NO in query 56). If the driver releases the brake pedal 1 and thus there is no more brake pedal actuation by the driver (YES in query 56, ie Xp ed ⁇ 0), then the third operating mode to the brake system is ended and the brake system changes to the second operating mode Z A (block 52). All other brake pressure demands of the driver are then, for example, according to the already explained above approach ⁇ -worked.
  • the invention preferably deals with a method for Akti ⁇ vation of an operating mode with a brake boosting an electric-motor-driven power brake system, wherein the activation of the passive state of the brake system (usually the hydraulic fallback mode) is carried out with simultaneous actuation of the brake system by the driver.
  • the invention offers, for example, the advantage that for the transition from a passive state to an active state of the brake system with simultaneous actuation of the brake pedal 1 and applying a brake pressure by the vehicle ⁇ leader, the brake pedal characteristic comfortable and without significant irritation to the driver of the passive in the active state is transferred, ensuring the fastest possible provision of a brake booster function during this operation becomes.
  • the advantages of the invention are particularly useful when the brake system is activated by restarting (eg by switching on the ignition) while the driver is standing on the brake pedal 1.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

La présente invention concerne un procédé permettant de faire fonctionner un système de freinage pour véhicules automobiles comprenant un maître-cylindre (22) qui peut être actionné par une pédale de frein, et qui est relié de manière séparable (39a, 39b) à une section de conduite de pression de circuit de freinage (12, 13), un dispositif de simulation (40) en interaction avec le maître-cylindre (22) et un dispositif (3) d'établissement de pression commandé électriquement, lequel est relié de manière séparable (45a, 45b) à la section de conduite de pression de circuit de freinage (12, 13). Dans un premier mode de fonctionnement, le dispositif de simulation (40) est mis à l'arrêt (ZP) et la section de conduite de pression de circuit de freinage (12, 13) est soumise à la pression du maître-cylindre de frein (22). Dans un deuxième mode de fonctionnement (ZA), le dispositif de simulation (40) est mis en service, et la section de conduite de pression de circuit de freinage (12, 13) est soumise à une pression déterminée en fonction d'un premier rapport prédéfini (FA) du dispositif d'établissement de pression (3). Lorsqu'une condition prédéfinie (S, 51) est observée quand le premier mode de fonctionnement (ZP) est activé, un passage (53, 54, 55) est effectué du premier mode de fonctionnement (ZP) vers un troisième mode de fonctionnement (ZÜ), dans lequel la section de conduite de pression de circuit de freinage (12, 13) est soumise à une pression déterminée (PBr,théorique) en fonction d'un second rapport prédéfini (FÜ) du dispositif d'établissement de pression (3). La présente invention concerne en outre un système de freinage.
PCT/EP2012/063868 2011-07-29 2012-07-16 Procédé permettant de faire fonctionner un système de freinage pour véhicules automobiles et système de freinage Ceased WO2013017396A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102011080106 2011-07-29
DE102011080106.5 2011-07-29
DE102012210434A DE102012210434A1 (de) 2011-07-29 2012-06-20 Verfahren zum Betrieb einer Bremsanlage für Kraftfahrzeuge sowie Bremsanlage
DE102012210434.8 2012-06-20

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WO2013017396A1 true WO2013017396A1 (fr) 2013-02-07

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Publication number Priority date Publication date Assignee Title
DE102015219001A1 (de) 2015-10-01 2017-04-06 Continental Teves Ag & Co. Ohg Bremssystem und Verfahren zum Betreiben eines Bremssystems
DE102017205257A1 (de) * 2017-03-28 2018-10-04 Audi Ag Bremsanlage für ein Kraftfahrzeug

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10114599A1 (de) * 2000-03-27 2001-12-06 Continental Teves Ag & Co Ohg Verfahren zur Regelung einer Bremsanlage für Kraftfahrzeuge
WO2009063300A1 (fr) * 2007-11-15 2009-05-22 Toyota Jidosha Kabushiki Kaisha Système de contrôle de freinage
WO2011029812A1 (fr) 2009-09-11 2011-03-17 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour son fonctionnement

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006059949A1 (de) * 2006-02-23 2007-12-06 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben einer Kraftfahrzeugbremsanlage
JP4816700B2 (ja) * 2008-09-03 2011-11-16 トヨタ自動車株式会社 液圧ブレーキユニットと液圧ブレーキユニットの制御方法
DE102010000882A1 (de) * 2009-01-15 2010-07-22 Continental Teves Ag & Co. Ohg Bremssystem von Typ "Brake-by-wire"
DE102009024034A1 (de) * 2009-02-05 2010-08-12 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10114599A1 (de) * 2000-03-27 2001-12-06 Continental Teves Ag & Co Ohg Verfahren zur Regelung einer Bremsanlage für Kraftfahrzeuge
WO2009063300A1 (fr) * 2007-11-15 2009-05-22 Toyota Jidosha Kabushiki Kaisha Système de contrôle de freinage
WO2011029812A1 (fr) 2009-09-11 2011-03-17 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour son fonctionnement

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