CN110775031A - Control device and method for operating a solenoid valve - Google Patents

Control device and method for operating a solenoid valve Download PDF

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Publication number
CN110775031A
CN110775031A CN201910665537.2A CN201910665537A CN110775031A CN 110775031 A CN110775031 A CN 110775031A CN 201910665537 A CN201910665537 A CN 201910665537A CN 110775031 A CN110775031 A CN 110775031A
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CN
China
Prior art keywords
solenoid valve
solenoid
state
valve
switching state
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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
CN201910665537.2A
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Chinese (zh)
Inventor
M.布赫尔
长仓安孝
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of CN110775031A publication Critical patent/CN110775031A/en
Pending legal-status Critical Current

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    • 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
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic 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
    • B60T13/10—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
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Magnetically Actuated Valves (AREA)

Abstract

The invention relates to a control device (24) and a method for operating at least one solenoid valve (14) of a brake system of a vehicle by: by increasing or decreasing the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) Switching the solenoid valve (14), initially in a first switching state, from the first switching state to a second switching state, which is different from the first switching state, wherein the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) is increased or decreased 14) During a transition time interval of at least 20 milliseconds, the current intensity (I) is increased or decreased with a constant or varying slope 14) The magnitude of the slope being during the transition time intervalBetween 0.05 and 5 amperes per second. The invention also relates to a brake system for a vehicle.

Description

Control device and method for operating a solenoid valve
Technical Field
The invention relates to a control device for at least one solenoid valve of a brake system of a vehicle. The invention also relates to a brake system for a vehicle. The invention further relates to a method for operating at least one solenoid valve of a brake system of a vehicle.
Background
It is known from the prior art to provide a brake circuit of a brake system of a vehicle with two wheel brake cylinders, wherein each wheel brake cylinder is preceded by a respective wheel inlet valve (Radeinlassventil) and is additionally followed by a respective wheel outlet valve (radauslasentil). For example, DE 102013208703 a1 describes a two-circuit brake system with two brake circuits, each having a first wheel brake cylinder, a first wheel inlet valve, a first wheel outlet valve, a second wheel brake cylinder, a second wheel inlet valve and a second wheel outlet valve.
Disclosure of Invention
The invention relates to a control device for at least one solenoid valve of a brake system of a vehicle having the features of claim 1, to a brake system for a vehicle having the features of claim 7 and to a method for operating at least one solenoid valve of a brake system of a vehicle having the features of claim 9.
The invention proposes an improved possibility for switching at least one solenoid valve of a brake system of a vehicle when adjusting/maintaining a respective desired pressure in a master brake cylinder of a respective brake system and/or in at least one wheel brake cylinder of a respective brake system. As described in detail below, at least one solenoid valve can be operated by means of the invention, so that component tolerances on the respective solenoid valve (substantially) do not affect the regulation/maintenance of the respective desired pressure. Furthermore, by means of the invention, it is possible to prevent sudden/unexpected "sagging" of the brake operating member/brake pedal of the respective brake system during operation of the brake operating member by the driver of a vehicle equipped with the brake system, which "sagging" is also known under the following name: the stick-slip effect (Haftgleiteffekt) or the stick-slip effect. The invention thus contributes significantly to an increase in the braking comfort for the driver of the respective vehicle.
By varying the amperage of the current flowing through the at least one solenoid of the respective solenoid valve such that the magnitude of the slope during the transition time interval is between 0.05 and 5 amps per second, it is possible to "compensate" for component errors on the solenoid valve (which affect the interaction between the adjustable valve member of the solenoid valve and the magnetic field induced by the at least one solenoid of the solenoid valve) so that the solenoid valve reliably performs its desired function despite the component errors. This is a major advantage over the prior art, where limitations of the desired functional capability of a valve so constructed conventionally have to be tolerated due to component tolerances.
The invention can be applied in particular to at least one continuously adjustable/continuously switchable solenoid valve which, in addition to its fully closed state and its fully open state, can be adjusted/switched to at least one partially open state. It is expressly noted herein that the performability of the present invention is not limited to a certain valve type.
In an advantageous embodiment of the control device, the control device is designed to switch the solenoid valve, which is initially in its fully closed state as the first switching state, from the fully closed state to the partially open or fully open state as the second switching state by increasing or decreasing the current intensity of the current flowing through the at least one solenoid of the solenoid valve. By advantageously increasing or decreasing the current strength of the current flowing through the at least one solenoid of the solenoid valve such that the magnitude of the current strength is between 0.05 and 5 amperes per second during the transition time interval, in this case component errors can be compensated in particular, which reduce the interaction between the displaceable valve part of the solenoid valve and the magnetic field caused by the at least one solenoid of the solenoid valve.
Preferably, if the solenoid valve is a normally open solenoid valve, the control device is designed to reduce the current intensity of the current flowing through the at least one solenoid of the normally open solenoid valve by a slope of between-0.05 and-5 amperes per second while the normally open solenoid valve is held in its fully closed state. As described in detail below, in this way a "snap-open" of the solenoid valve, which in the prior art would tend to cause a "sag" of the brake operating member, can be avoided.
It is also advantageous if the control device is designed to switch the solenoid valve, which is initially in the partially open or fully open state as the first switching state, from the partially open or fully open state to its fully closed state as the second switching state by increasing or decreasing the current strength of the current flowing through the at least one solenoid of the solenoid valve. By increasing or decreasing the current strength of the current flowing through the at least one solenoid of the solenoid valve as described above such that the magnitude of the current strength is between 0.05 and 5 amperes per second during the transition time interval, component errors can also be compensated in this case, which reduce the interaction between the adjustable valve part of the solenoid valve and the magnetic field caused by the at least one solenoid of the solenoid valve.
In a further advantageous embodiment of the control device, the control device is designed to switch the solenoid valve, which is initially in its fully open state as the first switching state, from the fully open state to a partially open or fully closed state as the second switching state by increasing or decreasing the current intensity of the current flowing through the at least one solenoid of the solenoid valve. Alternatively or additionally, the control device can also be designed to switch the solenoid valve, which is initially in the partially open or completely closed state as the first switching state, from the partially open or completely closed state to its completely open state as the second switching state by increasing or decreasing the current strength of the current flowing through the at least one solenoid of the solenoid valve. By designing the control device/its control unit in this way, component tolerances on the solenoid valve can also be compensated.
The aforementioned advantages are also ensured for a brake system for a vehicle having such a control device and at least one solenoid valve which can be actuated by the control device. The at least one solenoid valve may be, for example, at least one wheel inlet valve, at least one wheel outlet valve, at least one high-pressure switching valve and/or at least one switching valve. The invention can thus be implemented using various types of valves installed in the brake system.
In addition, a corresponding method for operating at least one solenoid valve of a brake system of a vehicle also offers the above-mentioned advantages. It is to be expressly noted that the method for operating at least one solenoid valve of a brake system of a vehicle can be modified according to the above-described embodiments of the control device.
Drawings
Further features and advantages of the invention are described below with the aid of the figures. Wherein:
fig. 1A and 1B show schematic views of an embodiment of a control device and a brake system equipped with the control device, and show a coordinate system for describing the operating principle of the control device and the brake system; and is
Fig. 2 shows a flow chart for describing an embodiment of a method for operating at least one solenoid valve of a brake system of a vehicle.
Detailed Description
Fig. 1A and 1B show a schematic representation of an embodiment of a control device and a brake system equipped with the control device, and show a coordinate system for describing the operating principle of the control device and the brake system.
The brake system schematically shown in fig. 1Aa and 1Ba is, for example, a two-circuit brake system with two brake circuits 10, wherein each of the two brake circuits 10 is formed with a first wheel brake cylinder 12, a first wheel inlet valve 14 disposed upstream of the first wheel brake cylinder 12, a first wheel outlet valve 16 disposed downstream of the first wheel brake cylinder 12, a second wheel brake cylinder 18, a second wheel inlet valve 20 disposed upstream of the second wheel brake cylinder 18, and a second wheel outlet valve 22 disposed downstream of the second wheel brake cylinder 18. For example, the brake systems shown in fig. 1Aa and 1Ba have an X brake circuit classification, wherein two first wheel brake cylinders 12 thereof are assigned to the rear axle and two second wheel brake cylinders 18 thereof are assigned to the front axle. It is expressly pointed out that the availability of the control device 24 described below is not limited to a specific type of brake system, to a specific brake circuit class, and to a specific vehicle type of vehicle equipped with a brake system.
The operating principle of the control device 24 is explained below by way of example by means of the actuation of the (respective) first wheel inlet valve 14 by the control device 24. As can be seen in fig. 1Aa, the control device 24 has an actuating device 26 which is at least designed to set the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 14So as to switch the first wheel intake valve 14 in this manner. This means that the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 is defined 14By means of the actuating device 26, the first wheel inlet valve 14, which is initially in the first switching state, can be changed/changed by the current intensity I 14May be changed over/converted from a first switching state to a second switching state different from the first switching state. As will become apparent from the following description, the first switching state (or the second switching state) may be understood as any of the following switching states of the first wheel intake valve 14: in this switching state, the first wheel inlet valve 14 is controllable and/or maintainable by virtue of its configuration if the (time-averaged) current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 is greater than or equal to the threshold value 14Equal to the value/average value corresponding to the first switching state (or the second switching state). In particular, the current intensity I of the current flowing through the at least one electromagnetic coil of the first wheel inlet valve 14 14During the increase or decrease, the control device 26 is additionally designed to increase or decrease the current intensity I with a constant or varying slope during a transition time interval of at least 20 milliseconds 14The magnitude of the slope is (only) between 0.05 and 5 amps per second during the transition time interval. The advantage of operating the first wheel inlet valve 14 by the control device 24 will also be described below.
During the transition time interval, the current flows through the first wheelThe magnitude of the slope of the current of the at least one solenoid of the gas valve 14 is (only) between 0.05 and 5 amperes per second, the transition time interval preferably being longer than 50 milliseconds, in particular longer than 75 milliseconds, in particular longer than 100 milliseconds. During the transition time interval, the magnitude of the (positive or negative) slope of the current flowing through the at least one solenoid of the first wheel inlet valve 14 is preferably (only) between 0.1 and 5 amperes per second, for example (only) between 0.2 and 5 amperes per second, in particular (only) between 0.2 and 3 amperes per second or between 1 and 5 amperes per second. The current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 is therefore 14An increase or decrease in (I) can be understood as a current intensity I 14Is continuously/linearly increased or decreased during the transition time interval.
The above-described operation of the control device 24 with which the first wheel inlet valve 14 is actuated can accordingly also be advantageously applied to all the other valves 16, 20 and 22. Advantageously, the control device 26 is thus designed to switch all valves 14, 16, 20 and 22 accordingly, by setting the respective current intensity I of the current flowing through at least one solenoid of the respective valve 14, 16, 20 and 22 14、I 16、I 20And I 22. Each high-pressure switching valve 28 and each switching valve 30 of the brake circuit 10 of the brake system can also be actuated/switched in this way by means of the control device 24.
Valves 14, 16, 20, 22, 28, and 30 may each be referred to as solenoid valves. Each valve 14, 16, 20, 22, 28 and 30 has a displaceable valve part, wherein each displaceable valve part can be displaced by means of a magnetic field caused by the energization of at least one electromagnetic coil of the respective valve 14, 16, 20, 22, 28 and 30. Each valve 14, 16, 20, 22, 28 and 30 can thus be selectively switched by a strong energization of its at least one solenoid or by a reduction/interruption of the current flowing through its at least one solenoid.
For borrowingWith the aid of the control device 24 shown in fig. 1A and 1B, the control member 26 is additionally designed to determine a first setpoint value for a first brake pressure in the first wheel brake cylinder 12 and a second setpoint value for a second brake pressure in the first wheel brake cylinder 18. The determination of the first setpoint value and the second setpoint value takes place, for example, taking into account the following variables: requested by a driver of the vehicle and/or an automatic speed control mechanism of the vehicle with respect to a theoretical total braking torque M to be applied to at least one wheel of the vehicle and/or at least one axle of the vehicle totalAnd possibly with respect to at least one engine braking torque M applied to at least one wheel and/or at least one axle gen-frontAnd M gen-rearEngine-braking torque M, for example, applied to the front axle gen-frontAnd an engine-braking torque M applied to the front axle gen-rear-at least one engine-braking torque value. The control unit 26, for example, evaluates at least one sensor signal 32a relating to the actuation of the brake actuating element/brake pedal 32 by means of the driver's driver braking force 34 for determining a first setpoint value and a second setpoint value. Furthermore, the control device 26 may be designed to receive information about the current availability of the electric drive motor which can be used as an engine. The control device 26 can in particular also be designed to determine at least one applied engine braking torque M taking into account the at least one sensor signal 32a and the received information gen-frontAnd M gen-rearAnd the electric drive motor is operated accordingly.
After determining the first setpoint value for the first brake pressure and the second setpoint value for the second brake pressure, the control unit 26 is designed to regulate the second brake pressure in the second wheel brake cylinder 18 at least in each case by means of the first wheel inlet valve 14 of the same brake circuit 10 as a function of the first setpoint value and to regulate the first brake pressure in the first wheel brake cylinder 12 at least in each case by means of the first wheel outlet valve 16 of the same brake circuit 10 as a function of the second setpoint value, when the second wheel inlet valve 20 is in its open switching state and the second wheel outlet valve 22 is in its closed switching state.
As can be seen in fig. 1Aa, the brake system can be operated by means of the control device 24/the actuating mechanism 26 in a first operating mode in which all the second wheel inlet valves 20 are simultaneously in their open switching state, all the first wheel outlet valves 16 are in their open switching state and all the second wheel outlet valves 22 are in their closed switching state, and, with the second wheel inlet valves 20 in their open switching state, the first wheel outlet valves 16 in their open switching state and the second wheel outlet valves 22 in their closed switching state, the first wheel inlet valves 20 are controlled alternately either in their fully closed state or in their partially open or fully open state in order to regulate the first brake pressure prevailing in the first wheel brake cylinders 12 to each storage chamber 36, which is situated behind the second wheel outlet valves 16, For example, the opening pressure (ansprbrake) of low-pressure reservoir chamber 36, and regulates the second brake pressure present in second wheel brake cylinder 18 to a second brake pressure that is higher than the first brake pressure. The first operating mode shown by way of fig. 1Aa is preferably executed when: the vehicle can be braked in part by means of an electric drive motor used as an engine, but in order to maintain the theoretical total braking torque M totalFriction braking moment M applied to front axle fr-front(not equal to zero) is also desirable. By executing the first operating mode, a brake fluid volume, which is displaced from the connected master brake cylinder 38 into the brake circuit 10 by actuating the brake actuating element 32 by means of the driver braking force 34, can be discharged via the valves 14 and 16 into the respective downstream reservoir 36 as long as it is not required for increasing the second brake pressure. The deceleration of the vehicle desired by the driver can thus be carried out with the electric drive motor used as engine together, but without excessive braking of the vehicle. This allows the kinetic energy of the vehicle to be recovered by converting it into electrical energy, which is temporarily stored in an accumulator (not shown) and can be used when required, for example for a further acceleration of the vehicle. Although the volume of brake fluid is displaced into the reservoir chamber 36, in order toIn order to provide the driver actuating the brake actuating element 32 with a brake actuating feel/pedal feel in compliance with the standard, a counter force acting against the driver brake force 34 can optionally be generated by means of an electromechanical brake booster 40 connected to the brake actuating element 32.
As can be seen from fig. 1Aa, in order to maintain the setpoint total braking torque M totalTo the friction-braking torque M fr-frontThe adjustment performed requires reliable controllability of the first wheel inlet valve 14. However, solenoid valves often have component tolerances, and therefore the pressure-current-strength characteristic curves of the respective solenoid valves often differ from the desired standard characteristics. It is for example possible: first wheel inlet valve 14 has a component tolerance that reduces the magnetic interaction between its displaceable valve part and the magnetic field caused by the current flowing through its at least one electromagnetic coil. In this case, the magnetic force exerted by the magnetic field on the displaceable valve part is not sufficient, for example, to cause the first wheel inlet valve 14, which is designed as a normally open solenoid valve, to open from its fully closed state to its partially open state only to such an extent that only the desired flow rate flows through the first wheel inlet valve 14 when the first wheel inlet valve 14 is actuated. There is therefore a risk that: an excessive volume flows through first wheel exhaust valve 14, and the closing of first wheel exhaust valve 14 in the event of a second brake pressure in second wheel brake cylinder 18 being too low and/or in master brake cylinder internal pressure p in master brake cylinder 38 TMCToo low for this to happen.
However, this problem is eliminated by the advantageous design of the actuating mechanism 26. In the coordinate system of fig. 1Ab, the abscissa is the time axis t, while the ordinate shows the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 14And the master brake cylinder internal pressure p in the master brake cylinder 38 TMCIt is equal to the second brake pressure in the second wheel brake cylinder 18.
The first wheel inlet valve 14, which is in its fully closed state between times t0 and t1, is switched by the control mechanism 26 from its fully closed state to a partially open state and is in this stateThe partially opened state is maintained between time t2 and t 3. During the transition time interval between times t1 and t2, the current intensity I 14With a (negative) slope having a magnitude (only) between 0.05 and 5 amps per second. It can therefore also be said that a "current ramp" is caused during the transition time interval (for comparison, the dashed line shows the prior art). The first wheel inlet valve 14 is only gradually transferred from its fully closed state to its partially open state by the "current ramp" induced during the transition time interval. In this way, it is ensured that the first wheel inlet valve 14 is opened only gradually, even in the event of a component error in the first wheel inlet valve 14, which reduces the interaction between the displaceable valve part of the first wheel inlet valve 14 and the magnetic field caused by the at least one electromagnetic coil of the first wheel inlet valve 14. Thereby reliably preventing an excess of the desired flow through the wheel inlet valves 14.
During the time that the first wheel inlet valve 14 is in the partially open state between times t2 and t3, it is switched from the partially open state to its fully closed state by the operating mechanism 26 and remains in its fully closed state between times t4 and t 5. Also in this switching process, during the transition time interval between times t3 and t4, the amperage I14 increases with a (positive) slope whose magnitude during the transition time interval (only) is between 0.05 and 5 amps per second. This may also be referred to as another "current ramp" between times t3 and t4 for gradually closing the first wheel intake valve 14. The gradual closing of first wheel inlet valve 14 ensures a gradual reduction of the volumetric flow through first wheel inlet valve 14, even if its component tolerances weaken the interaction between the displaceable valve part of first wheel inlet valve 14 and the magnetic field caused by the at least one electromagnetic coil of first wheel inlet valve 14.
The "current ramp" implemented between times t1 and t2 and between times t3 and t4 enables: by means of the internal pressure p of the master brake cylinder TMCAnd correspondingly by means of the second wheel brake cylinder 18Reliably maintains the predetermined setpoint pressure p target. There is no need to worry about a pressure drop below the target pressure p in the master brake cylinder 36 targetCausing a "sag" of the brake operating member 32 or a stick-slip effect or stick-slip-effect of the brake operating member 32. The component error existing on the first wheel intake valve 14 thus does not/hardly impairs the brake operation feeling/pedal feeling of the driver operating the brake operating member 32. Likewise, component tolerances present in first wheel inlet valve 14 do not (substantially) lead to an adjustment of friction braking torque M fr-frontInaccuracy of time. Conventionally, it is often necessary to detect and correct the friction braking torque M fr-frontThe work step of the deviation of (a) is thus eliminated.
If the driver requests a theoretical total braking torque M totalIt is no longer possible to use the electric drive motor as an engine and the friction braking torque M alone fr-frontThis is achieved in that a friction braking torque M acting on the rear axle can also be generated by operating the brake system in the second operating mode shown by means of fig. 1Ba fr-rear. Advantageously, the control device 26 is additionally designed to control the at least one pump motor 42 of the at least one pump 44 in such a way that the brake fluid is pumped out of the reservoir chamber 36 by means of the at least one pump 44 when the second wheel inlet valve 20 is in its open switching state and the second wheel outlet valve 22 is in its closed switching state, so that the first brake pressure in the first wheel brake cylinder 12 increases beyond the opening pressure of the respectively downstream reservoir chamber 36. As is schematically illustrated in fig. 1Ba, during the pumping of brake fluid by means of at least one pump 44, a second brake pressure in the second wheel brake cylinder 18 is set by means of the assigned first wheel inlet valve 14 and a first brake pressure in the first wheel brake cylinder 12 is set by means of the downstream first wheel outlet valve 16. In particular, in this way, a first brake pressure in first wheel brake cylinder 12 can be gradually matched to a second brake pressure in second wheel brake cylinder 18. The driver braking force 34 caused by the electromechanical brake booster 40 can be adjusted accordinglyA counter force so that the driver is also not/hardly aware of the trimming process (verbledvorgang).
In order to also be able to increase the first brake pressure in first wheel brake cylinder 12 beyond the opening pressure of respectively downstream reservoir chamber 36, respectively, first wheel inlet valve 14, respectively upstream, is switched from its fully closed state to a partially open state. This is also done by gradually switching the first wheel inlet valve 14 by means of a "current ramp".
An advantageous development of the actuating element 26 for switching the first wheel inlet valve 14 in this operating situation is shown by the coordinate systems in fig. 1Bb and 1Bc, the abscissa of which is the time axis t. The ordinate of the coordinate system in fig. 1Bb shows the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 14And shows a first theoretical value p 1-target(as theoretical-pressure value). The ordinate of the coordinate system of fig. 1Bc additionally shows the master brake cylinder internal pressure p in the master brake cylinder 38 TMCDesired target pressure p in the master brake cylinder 36 targetAnd a first brake pressure p in the first wheel brake cylinder 12 1。
During times t10 and t12, the first wheel intake valve 14 is controlled to its fully closed state and maintained. At a time point t11 between the times t10 and t12, it is decided that the second brake pressure is to be increased from the time point t 12. As an advantageous refinement, the actuating mechanism 26 is designed to reduce the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 by a ramp rate of between-0.05 and-5 amperes per second while the first wheel inlet valve 14 remains in its fully closed state 14(for comparison, the prior art is shown in dashed lines in FIG. 1 Bb). In this way, delays in the event of an increase in the first brake pressure in the first wheel brake cylinder 12 are desired can be avoided. Even if there is a component error in first wheel inlet valve 14 (which reduces the magnetic interaction between the displaceable valve part of first wheel inlet valve 14 and the magnetic field generated by means of its at least one electromagnetic coil)Or by current intensity I 14To prevent a sudden excess of the desired flow through the first wheel inlet valve 14. Thus, there is no need to worry about "sagging" of the brake actuating element 32 or the stick-slip effect or stick-slip effect of the brake actuating element 32 in such operating situations. Time interval during which the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 is maintained in its fully closed state during the first wheel inlet valve 14 14Has been reduced-can be longer than 20 ms, preferably longer than 50 ms, in particular longer than 75 ms, in particular longer than 100 ms. During this time interval, the magnitude of the (negative) slope is preferably (only) between 0.1 and 5 amperes per second, for example (only) between 0.2 and 5 amperes per second, in particular (only) between 0.2 and 3 amperes per second, or between 1 and 5 amperes per second.
Fig. 1Bd and 1Be show another advantageous feature of the actuating mechanism 26. In the coordinate systems of fig. 1Bd and 1Be, the abscissa is the time axis t, while the current intensity I of the current flowing through the at least one solenoid of the first wheel inlet valve 14 is shown by means of the corresponding ordinate 14Master brake cylinder internal pressure p in master brake cylinder 38 TMCFirst brake pressure p in first wheel brake cylinder 12 1Second theoretical value p 2-target(as theoretical-pressure value) and a second brake pressure p in the second wheel brake cylinder 18 2。
In both the examples of fig. 1Bd and 1Be, the control member 26 is designed to control the first wheel inlet valve 14 from a partially open state to a fully open state thereof at time t13, starting from a first brake pressure in the first wheel brake cylinder 12 and a second brake pressure in the second wheel brake cylinder 18, which are assumed to Be matched, in order to facilitate a "common pressure regulation" in all wheel brake cylinders 12 and 18. However, in the example of fig. 1Be, during the transition time interval, the current strength I is reduced with a slope 14Amount of the slopeThe value is between 0.05 and 5 amps per second during the transition time interval. By means of this "current ramp", the first wheel inlet valve 14 is caused to open gradually in this case, rather than the first wheel inlet valve 14 opening suddenly. In this way, component tolerances can be compensated for, which increase the magnetic interaction between the displaceable valve part of the first wheel inlet valve 14 and the magnetic field generated by means of its at least one electromagnetic coil. This component tolerance on the first wheel inlet valve 14 delays the increase in the through-flow opening on the first wheel inlet valve 14. Passing current intensity I 14The abrupt decrease in (b) causes the first wheel inlet valve 14 to suddenly open, which may thus cause a sudden pressure drop in the brake circuit 10. In particular, if the assumed matching of the first brake pressure to the second brake pressure has not yet occurred due to a delayed increase of the throughflow opening on the first wheel inlet valve 14, a sudden opening of the first wheel inlet valve 14 may lead to a sudden reduction of the second brake pressure in the second wheel brake cylinder 18 and accordingly to a sudden reduction of the master brake cylinder internal pressure p in the master brake cylinder 38 TMCA step-wise reduction of (c). However, by gradually opening first wheel inlet valve 14, a friction braking torque M applied to the front axle can be avoided fr-frontAnd suddenly decreases. Likewise, by gradually opening first wheel inlet valve 14, a pressure p in the master brake cylinder can be prevented from occurring TMCThe abrupt reduction of (a) causes "sagging" of the brake operating member 32.
It is again noted here that the construction of the brake system shown in fig. 1Aa and 1Ba, together with its components as well as the pressure sensor 46 and the brake fluid reservoir 48, should only be understood by way of example.
Fig. 2 shows a flow chart for describing an embodiment of a method for operating at least one solenoid valve of a brake system of a vehicle.
It is to be noted here that the performability of the method described below is not limited to a certain valve type of the at least one solenoid valve, to a specific brake system type of the brake system, and to a specific vehicle type of the vehicle/motor vehicle equipped with the brake system.
In method step S1, the solenoid valve, which was initially in the first switching state, is switched from the first switching state to a second switching state, which is different from the first switching state. This is done by increasing or decreasing the current strength of the current flowing through the at least one solenoid of the solenoid valve, wherein during the increasing or decreasing of the current strength of the current flowing through the at least one solenoid of the solenoid valve, the current strength is increased or decreased with a constant or changing slope during a transition time interval of at least 20 milliseconds, the magnitude of the slope during the transition time interval (only) being between 0.05 and 5 amperes per second. The magnitude of the slope is (only) between 0.05 and 5 amperes per second during a transition time interval, which is preferably longer than 50 milliseconds, in particular longer than 75 milliseconds, in particular longer than 100 milliseconds. During this transition time interval, the magnitude of the (positive or negative) slope is preferably (only) between 0.1 and 5 amperes per second, for example (only) between 0.2 and 5 amperes per second, in particular (only) between 0.2 and 3 amperes per second, or between 1 and 5 amperes per second.
Component errors in the solenoid valves can also be compensated for by the method described here, so that they do not adversely affect the brake actuation feel/brake pedal feel of the driver. In particular, in this way "sagging" of the brake actuating element of the brake system or a stick-slip effect of the brake actuating element can be prevented.
As an advantageous development, if a normally open solenoid valve is operated as the solenoid valve and before the normally open solenoid valve is switched from its fully closed state as the first switching state to a partially open or fully open state as the second switching state by method step S1, an (optional) method step S0 can also be carried out. As method step S0, the amperage of the current flowing through the at least one solenoid of the normally open solenoid valve has been reduced with a slope between-0.05 amps per second and-5 amps per second while the normally open solenoid valve remains in its fully closed state. This gives rise to the advantages described above.

Claims (10)

1. A control device (24) for at least one solenoid valve (14) of a braking system of a vehicle, with:
an actuation mechanism (26) which is designed to regulate the current intensity (I) of a current flowing through at least one solenoid of the solenoid valve (14) 14），
Wherein the current intensity (I) of a current flowing through at least one solenoid of the solenoid valve (14) can be varied by means of the control device (26) 14) So that the solenoid valve (14) initially in a first switching state is activated by increasing or decreasing the current intensity (I) 14) But is capable of transitioning from the first switching state to a second switching state different from the first switching state;
it is characterized in that the preparation method is characterized in that,
increasing or decreasing the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) During the transition time interval of at least 20 milliseconds, the control mechanism (26) is additionally designed to increase or decrease the current intensity (I) with a constant or varying slope 14) The magnitude of the slope is between 0.05 and 5 amps per second during the transition time interval.
2. The control device (24) as claimed in claim 1, wherein the control means (26) are designed to increase or decrease the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) Such that the solenoid valve (14), initially in its fully closed state as the first switching state, switches from the fully closed state to a partially open or fully open state as the second switching state.
3. As claimed in claim2, wherein the solenoid valve (14) is a normally open solenoid valve (14), and wherein the control mechanism (26) is designed to reduce the current intensity (I) of the current flowing through at least one solenoid of the normally open solenoid valve (14) with a slope of between-0.05 and-5 amperes per second during the time the normally open solenoid valve (14) is held in its fully closed state 14）。
4. The control device (24) as claimed in claim 1, wherein the control means (26) are designed to increase or decrease the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) So that the solenoid valve (14), which is initially in the partially open or fully open state as the first switching state, is switched from the partially open or fully open state to its fully closed state as the second switching state.
5. The control device (24) as claimed in claim 1, wherein the control means (26) are designed to increase or decrease the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) So that the solenoid valve (14), which is initially in its fully open state as the first switching state, is switched from the fully open state to a partially open or fully closed state as the second switching state.
6. The control device (24) as claimed in claim 1, wherein the control means (26) are designed to increase or decrease the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) So that the solenoid valve (14), which is initially in the partially open or fully closed state as the first switching state, is switched from the partially open or fully closed state to its fully open state as the second switching state.
7. A braking system for a vehicle having:
-a control device (24) according to any one of the preceding claims; and
at least one solenoid valve (14, 16, 20, 22, 28, 30) which can be actuated by means of the control device (24).
8. The brake system according to claim 7, wherein the at least one solenoid valve (14, 16, 20, 22, 28, 30) is at least one wheel inlet valve (14, 20), at least one wheel outlet valve (16, 22), at least one high-pressure on-off valve (28) and/or at least one changeover valve (30).
9. Method for operating at least one solenoid valve (14) of a brake system of a vehicle, having the following steps:
by increasing or decreasing the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) Causing the solenoid valve (14) initially in a first switching state to switch from the first switching state to a second switching state different from the first switching state;
it is characterized in that the preparation method is characterized in that,
increasing or decreasing the current intensity (I) of the current flowing through at least one solenoid of the solenoid valve (14) 14) During which the current intensity (I) is increased or decreased (S1) with a constant or varying slope during a transition time interval of at least 20 milliseconds 14) The magnitude of the slope is between 0.05 and 5 amps per second during the transition time interval.
10. The method according to claim 9, wherein a normally open solenoid valve (14) is operated as the solenoid valve (14), and wherein a state in which the normally open solenoid valve (14) is switched (S0) from its fully closed state as the first switching state to a partially open or fully open state as the second switching stateBefore the off-state, the current intensity (I) of the current flowing through at least one solenoid of the normally open solenoid valve (14) has been reduced with a slope between-0.05 and-5 amperes per second during the time the normally open solenoid valve (14) remains in its fully closed state 14）。
CN201910665537.2A 2018-07-24 2019-07-23 Control device and method for operating a solenoid valve Pending CN110775031A (en)

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