CN110834614A - 用于在启动后使电子滑动调节的助力制动设备初始化的方法和电子滑动调节的助力制动设备 - Google Patents
用于在启动后使电子滑动调节的助力制动设备初始化的方法和电子滑动调节的助力制动设备 Download PDFInfo
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Abstract
本发明涉及一种用于在启动之后使能够电子地滑动调节的助力制动设备(10)初始化的方法以及一种能够电子地滑动调节的车辆制动设备(10)。
Description
技术领域
本发明涉及一种按照权利要求1的前序部分的特征的、用于在启动之后使能够电子地滑动调节的助力制动设备初始化的方法以及一种按照并列权利要求7的前序部分的特征的、能够电子地滑动调节的助力制动设备。
背景技术
从现有技术中已知用于机动车的、能够电子地滑动调节的助力制动设备。在图1中示范性地示出了基于本发明的助力制动设备10的液压线路图。这种助力制动设备10包括作为压力发生器的柱塞装置32,该柱塞装置由柱塞缸40构成,在所述柱塞缸中以能运动或者能移动的方式接纳了柱形活塞38。柱塞缸40和柱形活塞38彼此限定了柱塞工作空间35,该柱塞工作空间根据柱形活塞38的运动方向扩大或缩小其容积。
此外,存在用于操纵或者用于驱动这个柱形活塞38的马达30。这个马达30是电动马达,其能够由电子控制器28来操控并且其驱动功率能够通过由电子控制器28向其输出的电流强度来调节。所述马达具有驱动轴,驱动轴的旋转运动由布置在后面的传动机构36转换为柱形活塞38的平移运动。
在柱形活塞38向前推进时,柱塞工作空间35的容积缩小,并且在制动回路A;B中形成压力介质压力的情况下将压力介质从柱塞工作空间35排挤出来,所述制动回路分别被连接到柱塞装置32上。两个车轮制动器12分别示范性地与后者相接触。在此对每个车轮制动器12来说,前置有能够以电子方式来操控的压力形成阀42并且后置有降压阀44。压力形成阀42控制着通向车轮制动器12的压力介质流入,方法是:所述压力形成阀中断或者调节这种压力介质连接,也就是部分或者完全打开这种压力介质连接,以用于此外确定施加在车轮制动器12上的制动压力。关于制动压力出现由车轮制动器12产生的制动力,用所述制动力最后将配备有助力制动设备10的机动车制动。
制动力在此通过电子控制器28与滑动情况相匹配,当前在机动车的配属于车轮制动器12的车轮与行车道之间存在所述滑动情况。有抱死倾向的车轮由车轮转速传感器48来识别,所述车轮转速传感器检测车轮的转速并且将其报告给电子控制器28以进行测评。如有必要,通过所分配的压力形成阀42的关闭和所分配的降压阀44的打开来降低在抱死的车轮的车轮制动器12中存在的制动压力。然后,压力介质从相关的车轮制动器12经由共同的返回管路46流到助力制动设备10的压力介质容器14中。
能够在压力发生器32的柱塞工作空间35中所储存的压力介质的体积受到了限制,并且随着每次制动过程或每次制动压力形成而逐渐地被消耗。因此,必须时常用来自压力介质容器14的新的压力介质又将柱塞工作空间35填满。为了最佳地、也就是完全地利用柱塞工作空间35的压力介质容积,对电子控制器28来说必须知道柱形活塞38的两个所设置的端部止挡中的至少一个端部止挡。如果柱形活塞38处于其第一端部止挡处,则柱塞工作空间35具有最大容积,并且如果柱形活塞处于第二端部止挡处,则柱塞工作空间具有最小容积。
对于柱形活塞38的端部止挡的检测比如能够借助于位置传感器来进行。然而,这种类型的位置检测代表着高的制造开销并且与此相对应地引起高成本。作为替代方案并且以较少的制造开销,可以在启动助力制动设备10之后通过有针对性地驶近柱形活塞38的端部止挡之一来检测端部止挡。助力制动设备10的这种在其启动之后的初始化过程在一定的持续时间里延伸,所述持续时间的长度尤其取决于柱形活塞38在初始化过程开始时处于哪个位置上。另外,初始化过程不能任意快速地执行,因为否则柱形活塞38会太快地驶近端部止挡并且在驱动装置中存在的动能的、而后短期的降低可能导致所涉及的构件的不期望的高材料负荷。此外,柱形活塞38在端部止挡上的撞击会引起噪声,所述噪声被车辆乘员感觉到有干扰并且因此原则上是不期望的。
发明内容
本发明的目的是在此背景下提出一种用于在启动之后初始化能够电子地滑动控制的助力制动设备10的方法,该方法在所涉及的组件的初始化持续时间、噪声和材料应力方面被优化。
发明益处
根据权利要求1的特征的本发明相对所阐述的现有技术具有的优点是,在尽可能短的时间段内启动之后能够电子地滑动调节的助力制动设备的初始化过程能够执行,而不会在此引起涉及的组件的干扰的噪声生成或增加的材料负载。
根据本发明,为此,特征根据电子控制器中存在的关于在初始化过程开始时柱形活塞的位置的信息执行,利用所述特征进行柱形活塞的操纵、具体地说操纵速度,以所述操纵速度柱形活塞通过马达运动。
本发明的优点和有利的改进方案由从属权利要求或随后的描述得到。
附图说明
基于本发明的方法在附图中示出并且将在下面进行详细解释。
图1为此示出了基于本发明的、能够电子地滑动调节的助力制动设备的液压线路图。该液压线路图已经在说明书的引言中得到了解释。
图2借助于流程图示出了按本发明的方法。
具体实施方式
在图2中所示出的方法流程以数据处理程序的形式与其他程序一起被保存在能够电子地滑动调节的助力制动设备10的电子控制器28的数字存储介质中(图1)。这个数据处理程序的任务尤其是监控电子控制器28的运行、在最终切断所述电子控制器28之前通过对于马达30的操控将柱形活塞38置于所定义的停放位置(Abstellposition)中并且/或者在重新启动助力制动设备10时执行助力制动设备10的初始化过程。在这样的初始化过程中,按照能够由电子控制器28所选择的特征使柱形活塞38朝其端部止挡之一移动,以用于能够将柱塞工作空间35的可供使用的容积完全地用于随后的制动过程。
为此,所提出的方法示范性地被划分成两个彼此分开的方法分支62和68,所述方法分支分别引起示范性地总共两个特征66;78之一,用所述特征由电子控制器28对柱形活塞38进行操纵。所述两个方法分支62或68中的哪一个方法分支用于选择合适的特征,取决于电子控制器28是否有关于在该电子控制器28的在前的(vorausgegangenen)切断之前柱形活塞38的位置的信息。这种查询在所提出的方法的步骤60中进行。
通常存在这样的位置信息(项目(Pos.)64),因为在正常切断电子控制器28时、例如在车辆马达停止(abstellen)之后,在电子控制器28最终被切断之前柱塞装置32的柱形活塞38已经由马达30置于所定义的停放位置中。在这种情况下,因此选择最后引起特征66的方法分支62。
在定义柱形活塞38的停放位置时要考虑到,这个停放位置不与柱形活塞运动的端部止挡重合,而是停放位置处于柱形活塞运动的两个端部止挡之间并且相对于所述两个端部止挡之一具有比分别相对于另一个端部止挡小的间距。从中产生以下优点,即:所述柱形活塞38在后来比如为了测试目的而启动助力制动设备10时能够朝两个操纵方向移动。此外能够保证,在停放柱形活塞38之后柱塞工作空间35中的压力能够降低到大气压。否则,由剩下的剩余压力所引起的作用于柱形活塞38的压力作用可能导致柱塞位置在关闭电子控制器28之后以不受欢迎的方式再次变化。
如果柱形活塞38已经到达预先给定的停放位置,则在电子控制器的非易失性的存储器中进行相应的输入,由此在电子控制器28中存在关于柱形活塞的位置的信息(附图标记64)。
此外应该认为,对于电子控制器28来说知道端部止挡与这个停放位置的距离。
基于这个信息,电子控制器28因此能够如此降低在使助力制动设备10初始化时用来使柱形活塞38朝其最近的端部止挡的方向移动的速度,从而,柱形活塞38仅仅以低的速度抵靠在这个端部止挡上,与此相对应产生的噪声小并且所涉及的构件的机械负荷被最小化并且尽管如此没有超过用于执行助力制动设备10的初始化过程的预先给定的持续时间。在图2中借助于符号66示出了第一运行特征,以该第一运行特征用降低的速度来驱动所述柱形活塞。
然而,如果已经出现助力制动设备的以下运行状态,由于所述运行状态柱形活塞38的位置不为电子控制器28所知(附图标记70),比如因为电子控制器28由于所施加的电压太低、所谓的欠压事件而已经被切断,那么所提出的方法就根据图2中的上面的方法分支68来进行。
然后在方法步骤72中查询车辆是否处于停止状态中。如果是这样(项目74),则在执行助力制动设备10的初始化时为了有利于构件保护和柱形活塞38的噪声最小化而根据运行特征66、也就是仅仅以降低的速度朝能够更快到达的端部止挡移动并且必要时赞同地忍受初始化过程的持续时间的延长。以降低的速度对柱形活塞38进行的操纵必要时也能够扩展到以下运行范围,在所述运行范围里机动车已经以低速来运动并且在柱形活塞38抵靠在端部止挡上时所产生的噪声大于由车辆乘员能够感觉到的行驶噪声。
如果在与此有别的情况下车辆不是处于停止状态中(附图标记76)或者处于上面所解释的低速范围之外,则按照第二运行特征78来驶近端部止挡。这种第二运行特征78的突出之处在于柱形活塞38的比第一运行特征66高的操纵速度。由于这种较高的操纵速度而仅仅需要较短的持续时间来执行助力制动设备10的初始化过程,并且因此相应地快速地产生其运行准备状态(Betriebsbereitschaft)。作为回应,应该接受增加的材料负荷和/或可能的噪声。
如果例如由于检测电子装置的干扰而既不存在关于柱形活塞的位置的信息又不存在关于车辆的速度的信息(项目80),则同样以较高的速度或者按照第二运行特征78来执行助力制动设备10的初始化或初始化过程并且为有利于快速恢复助力制动设备的运行准备状态而接受材料负荷和/或噪声生成。
与此相对应,为了开始初始化而由电子控制器28根据所存在的关于柱形活塞38的位置的信息来选择用于操纵柱形活塞38的特征66;78并且通过对于马达30的相应的电子操控来实现。在本发明的一种有利的改进方案中,除此以外在考虑到机动车的速度的情况下来选择所述特征66;78的选择。
当然能够考虑对所解释的实施例进行未描述的更改或补充,而不偏离本发明的基本构思。
Claims (7)
1.用于在启动之后使能够电子地滑动调节的助力制动设备(10)初始化的方法,
其中所述助力制动设备(10)配备有:
用于将压力介质输送在压力介质回路中的压力发生器,
如果所述压力发生器包括柱塞装置(32),所述柱塞装置由柱塞缸(40)、以能移动的方式被接纳在所述柱塞缸(40)中的柱形活塞(38)以及被柱塞缸(40)和柱形活塞(38)限定的柱塞工作空间(35)所构成,所述柱塞工作空间的容积在所述柱形活塞(38)处于第一端部止挡上时占据最大值,并且所述柱塞工作空间的容积在所述柱形活塞(38)处于第二端部止挡上时占据最小值,并且
配备有能够由电子控制器(28)操控的、用于操纵所述柱形活塞(38)的马达(30),
其特征在于,
由所述电子控制器(28)根据关于在初始化开始时所述柱形活塞(38)的位置的当前信息来选择一种特征(66;78)并且通过对于所述马达(30)的相应的电子操控来实现所述特征,其中在使所述助力制动设备(10)初始化时利用所述特征由所述马达(30)来操纵所述柱形活塞(38)。
2.根据权利要求1所述的方法,
其特征在于,
所述特征(66;78)通过所述柱形活塞(38)的操纵速度的变化来确定。
3.根据权利要求1或2所述的方法,
其特征在于,
在选择用于通过所述电子控制器(28)来操纵柱形活塞(38)的特征(66;78)时,要考虑到配备有所述助力制动设备(10)的机动车是否处于停止状态中。
4.根据权利要求1至3中任一项所述的方法,
其特征在于,
在所述助力制动设备(10)的初始化开始时不存在关于所述柱形活塞(38)的位置的信息的情况下,由所述电子控制器(28)根据配备有所述助力制动设备(10)的机动车的速度来选择所述用于操纵柱形活塞(38)的特征(66;78)。
5.根据权利要求1至4中任一项所述的方法,
其特征在于,
在初始化开始时在所述电子控制器(28)中存在关于所述柱形活塞(38)的位置的信息的情况下或者在初始化开始时缺少关于所述柱形活塞(38)的位置的信息的情况下,结合所存在的信息相对于以下情况来降低所述柱形活塞(38)的操纵速度,在所述情况中在初始化开始时不知道所述柱形活塞(38)的位置,其中,根据所述信息配备有所述助力制动设备(10)的车辆处于停止状态中。
6.根据权利要求1至5中任一项所述的方法,
其特征在于,
如果由所述电子控制器(28)已经确定了关于所述助力制动设备(10)或所述电子控制器(28)的所存在的切断愿望的信息,则通过对于所述马达(30)的电子操控来将所述柱形活塞(38)置于能规定的停放位置中,
其中,所述停放位置处于所述柱形活塞(38)的两个端部止挡之间并且相对于所述两个端部止挡之一具有比分别相对于另一个端部止挡小的间距。
7.尤其用于机动车的、能够电子地滑动调节的助力制动设备,
具有用于将压力介质输送到压力介质回路(A;B)中的压力发生器,
其中所述压力发生器具有柱塞装置(32),所述柱塞装置由柱塞缸(40)、以能移动的方式被接纳在所述柱塞缸(40)中的柱形活塞(38)以及被柱塞缸(40)和柱形活塞(38)限定的柱塞工作空间(35)所构成,所述柱塞工作空间的容积用对于所述柱形活塞(38)的操纵来改变,并且
配备有能够由所述助力制动设备(10)的电子控制器(28)来操控的马达(30),所述马达用于在两个终点位置之间操纵所述柱形活塞(38),其中所述柱塞工作空间(35)在所述柱形活塞(38)的第一终点位置中具有最大的容积并且在所述柱形活塞(38)的第二终点位置中具有最小的容积,
其特征在于,
所述电子控制器(28)构造用于执行根据权利要求1至6中任一项所述的方法。
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