CN111791853B - Method and control device for modifying a brake pedal characteristic of a brake system - Google Patents
Method and control device for modifying a brake pedal characteristic of a brake system Download PDFInfo
- Publication number
- CN111791853B CN111791853B CN202010249868.0A CN202010249868A CN111791853B CN 111791853 B CN111791853 B CN 111791853B CN 202010249868 A CN202010249868 A CN 202010249868A CN 111791853 B CN111791853 B CN 111791853B
- Authority
- CN
- China
- Prior art keywords
- brake
- brake pedal
- vehicle
- pedal characteristic
- braking
- 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.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 44
- 230000009471 action Effects 0.000 claims abstract description 27
- 230000001172 regenerating effect Effects 0.000 claims abstract description 23
- 230000033001 locomotion Effects 0.000 claims abstract description 16
- 238000005259 measurement Methods 0.000 claims description 66
- 230000006870 function Effects 0.000 claims description 12
- 230000007774 longterm Effects 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 6
- 230000009897 systematic effect Effects 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 9
- 230000008859 change Effects 0.000 description 8
- 230000007704 transition Effects 0.000 description 6
- 230000009467 reduction Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 230000008929 regeneration Effects 0.000 description 2
- 238000011069 regeneration method Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000011038 discontinuous diafiltration by volume reduction Methods 0.000 description 1
- 238000005562 fading Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000005416 organic matter Substances 0.000 description 1
- 230000000638 stimulation Effects 0.000 description 1
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
- 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
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
- B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
-
- 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
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D61/00—Brakes with means for making the energy absorbed available for use
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/86—Optimizing braking by using ESP vehicle or tire model
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The present invention relates to a vehicle brake system with a regenerative brake, in particular to a method for modifying a brake pedal characteristic curve for a brake pedal of a brake system for operating a vehicle, the brake system being provided for generating a braking action for the vehicle. The braking system comprises: a friction brake hydraulically connected to the electromechanical actuator by means of a hydraulic device assembly; and a regenerative brake. The brake pedal characteristic is a function of pressure in the hydraulic device assembly as a function of electromechanical actuator travel. The brake pedal characteristic has a lost motion and a stiffness coefficient. The method comprises the steps of: measuring a brake pedal characteristic curve by means of an electromechanical actuator according to a dynamically known standard, in particular according to a predefined number of operating brake systems, at least part of the braking action being produced by means of a friction brake; storing the measured brake pedal characteristic; the brake pedal characteristic is replaced by the measured brake pedal characteristic.
Description
Technical Field
The present invention relates to a vehicle braking system having a regenerative brake (rekuup-Bremse). In particular, the invention relates to a method for modifying a brake pedal characteristic for a brake system. Furthermore, the invention relates to a control device, an application, a program element and a computer-readable medium.
Background
Energy efficiency is becoming increasingly important in vehicles, particularly in electric and hybrid vehicles. In this way, it is attempted to operate the electric motor of the electric vehicle or hybrid vehicle as a generator during braking as often as possible and thus to use the braking process for energy recovery. This is often referred to as regeneration. In many cases, attempts are made here to obtain a brake pedal feel for a driver who wants to start braking by actuating the brake pedal, as is the case for a brake pedal feel that the driver has when braking by means of a conventional hydraulic friction brake. This makes it possible for the driver to have a similar or comparable brake pedal feel in a similar braking action. For this purpose, a brake pedal characteristic for the brake system is stored in the vehicle, for example in the control system. However, the hydraulic device and the brake mechanism of the friction brake may change during the service life of the vehicle, so that the stored brake pedal characteristic no longer corresponds to the actual brake pedal characteristic of the friction brake. Thus, at least in some vehicles, a brake may be regularly applied in which only the friction brake contributes to the deceleration. In this case, a measurement of the brake pedal characteristic can be performed and the brake pedal characteristic can be updated; otherwise, the brake pedal feel may no longer be adapted to the braking action. By constantly measuring the brake pedal characteristic, a great degree of agreement between the stored and the actual brake pedal characteristic can thus be achieved. However, in particular in electric and hybrid vehicles, in contrast, the potential regeneration energy is lost by the braking required for the measurement, i.e. due to friction in the brake, and thus the deceleration by means of the friction brake should occur as little as possible.
Disclosure of Invention
The object of the present invention is to provide a method which provides a balance between, on the one hand, as little deviation as possible between the stored and actual brake pedal characteristic curves and, on the other hand, as little braking as possible by means of a friction brake.
This object is achieved by the method and the control device according to the invention for modifying a brake pedal characteristic curve for a brake pedal.
A first aspect relates to a method for modifying a brake pedal characteristic for a brake pedal for actuating a brake system of a vehicle, wherein the brake system is provided for producing a braking action for the vehicle. The brake system here has: a friction brake hydraulically connected to the electromechanical actuator by means of a hydraulic device assembly; and a regenerative brake. The brake pedal characteristic is a function of the pressure in the hydraulic device assembly as a function of the travel of the electromechanical actuator. The brake pedal characteristic has a lost motion and a stiffness coefficient.
The brake pedal characteristic is a characteristic which describes the pressure over the pedal travel of the brake pedal, which pressure can be detected on the brake pedal. The brake pedal characteristic can be perceived by the driver as a brake pedal feel, for example. The brake pedal characteristic can be validated by means of a single (sub) system in the vehicle, for example by means of a brake pedal simulator. The brake pedal characteristic can also be influenced by the interaction of a plurality of (sub) systems in the vehicle, for example by means of at least one of the (sub) systems, namely the brake booster, the brake pedal simulator and/or the electromechanical actuator. Accordingly, the brake pedal characteristic can be stored in a single (sub) system or in a plurality of (sub) systems. The brake system is actuated by means of a brake pedal in order to produce a braking action for the vehicle.
The vehicle may be, for example, a land vehicle, in particular a passenger car, a transport vehicle, a truck, a special vehicle connected to the ground or an amphibious vehicle. The vehicle may be an electric or hybrid vehicle. The vehicle may include at least one large electric motor. The large electric motor is here an electric motor which contributes to the movement of the vehicle. Such large electric motors may have a high regenerative potential, that is, significantly contributing to energy recovery during braking.
The friction brake of the brake system is a brake that contributes to the deceleration of the vehicle by friction. The friction brake may be operated at least in part by means of an electromechanical actuator. Electromechanical actuators may be manipulated by a control system and are, for example, components of a brake-by-wire system. The friction brake is hydraulically connected to the electromechanical actuator by means of a hydraulic device assembly. The hydraulic device assembly may be a simple hydraulic device circuit, for example in cases where each electromechanical actuator is connected to a wheel of the vehicle, respectively. The hydraulic device assembly may include a multi-circuit braking system and/or components of a multi-circuit braking system. In some embodiments, the hydraulic device assembly may be connected to the brake pedal, for example by a main brake cylinder connected to the brake pedal.
The regenerative brake of the brake system is a brake that operates at least one electric motor that contributes to the movement of the vehicle as a generator. The regenerative brake may be operated by a control system and is, for example, a component of a brake-by-wire system. In order to produce a braking action for the vehicle during braking, only the regenerative brake, only the friction brake or in principle both sub-braking systems can be used in a freely selectable relationship. The distribution of the braking action to these sub-brake systems can be related, for example, to the intended deceleration, to the driving situation, to whether a braking aid, such as ABS (anti-lock system) or ESC (electronic stability control), should be used, and/or how the electric motor and the sub-brake system take effect in the vehicle.
In one embodiment, it is possible that the components according to the invention are also used at least in braking systems which, instead of or in addition to regenerative brakes, have motor brakes, eddy-current brakes or similar brakes, as is the case at least in some trucks. In the case of these systems, the share of the friction brake in the braking process can also be reduced and a similar brake pedal feel can be obtained for a specific deceleration hold.
The brake pedal characteristic is a function of the pressure in the hydraulic device assembly as a function of the stroke of the electromechanical actuator. The brake pedal characteristic curve, and thus the so-called brake pedal feel, thus corresponds to the pressure relationship in the hydraulic device assembly and/or to a "replica" of the pressure relationship in the hydraulic device assembly. In short, the driver should be given a brake pedal feel as if he had when he/she, for example, operated a purely hydraulic brake (with a service brake device if necessary). For this purpose, a brake pedal characteristic for the brake system is stored in the vehicle, for example in the control system. The brake pedal characteristic can be stored, for example, as a function and/or as a quantity of support points between which an interpolation is made. The brake pedal characteristic may resemble a "conventional" pV characteristic (pressure-volume characteristic) of the brake system. The brake pedal characteristic has a lost motion and a stiffness coefficient. The lost motion corresponds to the lost motion which a purely hydraulic brake system has before the sniffing orifice (Schn uffelbohrung) is closed and no braking action has occurred in it. The stiffness coefficient corresponds approximately to the gradient of the brake pedal characteristic curve at a predefined point, for example above or at a pressure in the range of approximately 10bar, which is measured in the main brake cylinder, or at a lower pressure, for example, which is measured in the hydraulic unit assembly (for example approximately 5 bar).
The brake pedal characteristic is applied to a brake pedal simulator. The brake pedal simulator may be implemented, for example, as a separate element and comprise springs, mechanical resistance (e.g., damping elements), and/or additional elements. The brake pedal simulator can also be implemented as a component of a service brake device of a vehicle. The brake pedal thus no longer acts directly and no longer solely on the hydraulic device components of the brake system, but the brake system is actuated by the brake pedal simulator. The brake pedal feel can thus be substantially the same in a particular deceleration situation when the vehicle is decelerated purely by means of friction brakes, purely by means of regenerative brakes or by means of a "mix" of these brakes. The brake pedal feel but should still follow the pressure relationship in the (hydraulic) friction brake or hydraulic device assembly; this is achieved by means of a brake pedal characteristic and a brake pedal simulator.
The method for modifying a brake pedal characteristic has the following steps:
after a predefined number of actuation of the brake system, a measurement of the brake pedal characteristic is performed by means of the electromechanical actuator, wherein at least part of the braking action is produced by means of the friction brake and the remainder is produced by means of the regenerative brake;
-as an optional step: storing the measured brake pedal characteristic;
-replacing the brake pedal characteristic by the measured brake pedal characteristic.
Since the brake pedal characteristic is a function of the pressure in the hydraulic device assembly as a function of the stroke of the electromechanical actuator, a brake pedal characteristic measurement, also referred to as "stiffness determination", is performed by means of a sensor (or sensors) in the actuator stroke and the hydraulic device assembly. In a brake system where there is a hydraulic coupling between the electromechanical actuator and the brake pedal, a sensor (or sensors) in the brake pedal may also be used instead of or in addition to the sensor in the actuator stroke. In the measurement, the stroke of the electromechanical actuator or brake pedal and the pressure acting in the hydraulic device assembly are determined at predefined support points and/or continuously. For this purpose, at least part of the braking action is produced by means of a friction brake. The remainder of the braking action is produced by means of a regenerative brake. Thus, when stiffness determination is often performed, energy efficiency is affected in an undesired manner, since regenerated energy used in the friction brake is not (any longer) provided. On the other hand, it is expedient for the stiffness determination to be carried out more often in order to avoid large deviations between the actual and stored characteristic curves. In order to provide the best possible compromise between these divergent demands, the measurement of the brake pedal characteristic curve is performed by means of the electromechanical actuator after a predefined number of actuation of the brake system.
Alternatively or additionally, further dynamic criteria may also be selected, for example, brake losses and/or other criteria based on current measurements and/or the history of acceleration sensors, altimeters, temperature meters. The stiffness determination can thus occur more often in urban traffic or in uphill driving, for example, than in, for example, a highway driving which is largely undisturbed. The predefined number of manipulations (or further criteria) of the brake system can be known per se dynamically. For example, the number of maneuvers may be related to the type and/or lifetime of the vehicle and/or to the braking configuration-e.g. involving the lining (e.g. "asbestos-free organic matter" NAO or otherwise), the brake calipers, the size, number of brake pistons, etc. The predefined number of maneuvers can be reduced, for example, during stop-and-go traffic conditions or uphill driving and increased and/or additional criteria can be selected during high-speed driving.
After the measurement of the brake pedal characteristic is performed, the measured brake pedal characteristic can be stored in an optional step. For example, the measured brake pedal characteristic can be stored in a control system of the vehicle and therefore also used in braking in which a regenerative brake is engaged ("regenerative braking"). It may be expedient here that not every measured brake pedal characteristic is stored, for example, if the measurements are inconsistent or not sufficiently complete. When, for example, a peak or another deviation is measured that can trace back to EMV interference, the measurement can then be identified as inconsistent, for example. When only a small fraction of the actuator stroke and/or too large dynamic effects are measured, the measurement can then be regarded as insufficiently complete, for example.
Finally, the brake pedal characteristic curve used hitherto in braking systems is replaced by the measured brake pedal characteristic curve. In many cases, "replacement" means that the brake pedal characteristic is not changed completely, but rather the brake pedal characteristic can be adapted in a plurality of small steps ("gentle" or "incremental" change) in a real system. The measured strong deviation of the brake pedal characteristic can also be used as a (negative) reliability criterion at least several times; the strong deviations of the brake pedal characteristic used so far may therefore require that the measured brake pedal characteristic be removed as unreliable. Other predefined criteria may also be applied to the measured brake pedal characteristic curve for replacement. These criteria may, for example, consider whether the deviation is captured by another mechanism. For example, the brake system braking effect reduction (Fading), for example in steep uphill driving, can be compensated for by a further (sub) system of the vehicle, so that the brake pedal characteristic does not have to be adapted to deviations of this type. In the case of these criteria, for example, consideration can also be given to: the deviation is (possibly or actually) caused by a change in the short-term or long-term braking system. The replacement may involve incremental adaptation in lost motion and stiffness coefficients.
As a result, a brake pedal characteristic curve in the brake system is provided, which is close to reality, at most or frequently during the vehicle operating time. At the same time, the number of unnecessary measurements, and thus unnecessary friction braking, is reduced; this can significantly improve the energy efficiency of the vehicle. Furthermore, the load on the friction brake and thus the wear and other losses of the friction brake can be reduced. In addition, NVH effects (NVH: noise, vibration, harshness, that is to say Noise, vibration, roughness) may be reduced based on the offset brake pedal characteristic. Thus, so-called brake pedal stimulation (bremspecial-irritatioin) can also be avoided. Such brake pedal stimulus may, for example, involve an opposite depression of the pedal (e.g., in the event of a false or insufficient adaptation of the brake pedal characteristic). It may furthermore be desirable to receive and provide the new brake pedal characteristic curve to the driver faster, for example after a return to the factory with a brake change, so that a more rapid and/or more often sensible pedal feel is available.
Other disadvantages can be avoided by the illustrated method. In particular in hybrid electric cross-brake systems (hev-X), therefore, brake pedal characteristics that deviate from reality, for example, erroneously determined stiffness values, may lead to deceleration disturbances, for example, in situations in which the driver is constantly braking, the generator can no longer or should bring about the required braking power, but the target pressure known in the hydraulic system components cannot be achieved by the displaced volume. For example, in a hybrid electric parallel brake system (hev-II), an overpressure of the sniffing opening in the hydraulic cylinder can also occur if the brake pedal characteristic is determined to be insufficiently accurate, which can lead to hydraulic short-circuits, NVH problems and/or an increase in the component load, such as, for example, an increase in the load of the hydraulic pump.
In one embodiment, the method has the further step of: when the vehicle is moving and when a braking action is generated for the vehicle, a counter containing the number of braking processes performed is incremented, wherein the highest part of the braking action is generated by means of a friction brake.
For example, the counter may be selected as a dynamic criterion that indicates whether a measurement of the brake pedal characteristic should be performed. Thus, the counter can then be incremented when a brake is performed, for which the brake pedal characteristic measurement cannot be performed. This may be the case, for example, if the friction brake does not or does not take part in braking sufficiently, or if the measurement of the brake pedal characteristic curve cannot be performed with sufficient quality, for example if the measurement is inconsistent or not sufficiently complete. This may be the case, for example, during a regulating intervention (for example by means of a brake assistance system), during an overdriving and/or during an overdriving braking. The state of the counter (counter value) may reflect, for example, a predefined number of actuation of the brake system or a function thereof, after which a measurement of the brake pedal characteristic is carried out. The number of braking events that should be carried out without measuring the brake pedal characteristic can be vehicle-specific and/or, for example, current and/or previous traffic conditions can be taken into account. The initial counter value may be known, for example, prior to the delivery of the vehicle or a series and/or series of vehicles for the vehicle. After exceeding a predefined counter value, the measurement can be forced by means of a friction brake, for example by limiting the generator torque of the regenerative brake. As long as the brake pedal characteristic can be measured and used, the counter returns and stores the brake pedal characteristic for the subsequent regenerative braking.
In one embodiment, the method has the further step of:
-setting the counter to zero when the vehicle (10) is moving and when a braking action is generated for the vehicle (10), wherein the entire braking action is generated by means of the friction brake (20).
If the entire braking action is generated by means of a friction brake and a successful measurement can take place, the counter is set to zero (reset). If no braking of the generator torque is available, so that a successful measurement of the brake pedal characteristic curve, for example, exclusively by means of a friction brake, can be carried out, the counter can also be reset. This may lead to further improvements in the energy efficiency of the vehicle.
In one embodiment, the method has the following additional steps:
-storing a counter in a non-volatile memory in case of turning off the vehicle; and
reading in the counter from the non-volatile memory in the event of switching on the vehicle.
Advantageously, the standard "current state of the counter" can thus be reused or saved (gerettet) by restarting the vehicle.
In one embodiment, the measurement of the brake pedal characteristic is performed by means of an electromechanical actuator, if the vehicle is in a stationary state. In this case, in one embodiment, the measurement of the brake pedal characteristic can also be carried out independently of the actuation of the brake system by a predefined amount, and for example also independently of the state of the counter.
In this case, the vehicle is "in a stationary state" when the vehicle is stationary or stopped and terminated. The driver may have left the vehicle here. For example (if necessary additionally) it is possible to check: whether a P-point of a mechanical safety, e.g. a manual brake and/or an automatic transmission, is set. In the measurement in the stationary state, an actuation of the brake pedal is advantageously not required; in particular, the driver does not have to be required to operate the brake pedal.
In this embodiment, it is advantageous if the brake pedal characteristic, and in particular the stiffness of the brake system, can be known with high quality. This is facilitated by the following aspects:
no lateral acceleration occurs when the vehicle is in a stationary state. Lateral acceleration may affect the quality of the measurement based on dynamic effects.
When the vehicle is in a stationary state, there is no disk impact of the brake disk, so that no deviation in measurement accuracy thereby occurs as well.
Because the actuator can be moved almost statically, dynamic effects of the pressure measured in the hydraulic device assembly, for example due to the mass of the hydraulic liquid, do not occur either.
Furthermore, different influences on the vehicle may be given when the vehicle is in motion, which influences may skew the measurement of the brake pedal characteristic. For example, it may be desirable to add short-term effects, such as a reduction in temperature or braking effect, to the stiffness factor in conjunction with or without a minor amount. For this reason, long-term effects should be added to the measurement more accurately and/or at an earlier time. It is possible that this is the case in the case of static or nearly static measurements in the higher range. The measurement may thus also be advantageous when the vehicle is in a stationary state, since the need to perform the measurement during driving is less necessary or may even be eliminated, for example in a more frequent stationary state. In a specific brake architecture, there may be better frame conditions for the measurement in the case of the measurement in the stationary state. Thus, for example, in the case of a hybrid electric parallel brake system (hev-II), it may be desirable that the sniffing aperture be closed, that the lost motion determination at the start of braking be successfully terminated, that no volume reduction on the front axle and/or no adjustment intervention take place; for this purpose, see for example the further explanation below (in the description of the figures). These frame conditions can be met exactly in the stationary posture of the vehicle.
In one embodiment, a complete pedal characteristic with hysteresis may be received. Hysteresis can occur in many real hydraulic braking systems. The formation of this phenomenon thus constitutes another component for a sensible pedal feel.
In one embodiment, the measurement of the brake pedal characteristic takes into account systematic deviations from the measurement when the vehicle is in motion, in the case of a measurement of the brake pedal characteristic when the vehicle is stationary. The differences in the case of these different measurements are explained in detail above.
In one embodiment, the method has the following additional steps:
-determining a difference between the measured brake pedal characteristic and the stored brake pedal characteristic;
-varying the predefined number of brake system maneuvers in relation to the difference.
The difference between the measured brake pedal characteristic and the stored brake pedal characteristic can be determined, for example, from a number of measurement points and/or by comparison of the free travel and the stiffness coefficient of the two brake pedal characteristics. The difference may also be analyzed based on a list of measurements. The column measurements may also take into account the time course. The predefined number of maneuvers of the brake system is changed based on and/or in connection with the analysis of the difference or differences. Thus, large differences and/or rapid increases in differences may result in a reduced number of operating braking systems. Here, the thresholds for these changes may be validated specifically for the vehicle and/or hardware. A tolerance range may also be provided in which the difference does not cause a change. When this tolerance range is exceeded, the difference between the actual and stored characteristic curves is large, so that there is an increased risk of damage to the hardware and/or NVH problems, which then may lead to a reduction in the number of actuating the brake system, so that the measurement of the brake pedal characteristic curve is again carried out or forced as soon as possible.
In one embodiment, the long-term change of the parameters of the brake system is considered more than the short-term change. The parameters of the brake system may be, for example, the thickness of the brake lining, the material of the brake lining, the amount of brake fluid in the hydraulic device assembly and/or the installation (Verbauung) of the hydraulic device (e.g. the installation position).
Long-term changes in the brake system may be caused, for example, by vehicle tolerances from the end of the line (band), aging of the brake system, wear and tear, etc. Short term changes may be caused, for example, by temperature, reduced braking action, etc. Short term changes are often compensated for by additional systems of the vehicle. Too fast and/or too large a change in the brake pedal characteristic may lead to an increased risk for hardware damage and/or NVH problems. Further consideration of long term changes may be achieved, for example, by comparing a series of measurements and/or by weighting the measurements in a stationary state more heavily.
Another aspect relates to a control device of a vehicle, which control device is arranged to perform a method as described above and/or in the following.
Another aspect relates to a vehicle having a control device as described above.
Another aspect relates to the use of a method for determining a brake pedal characteristic of a vehicle as described above and/or in the following.
Another aspect relates to a program element, which, when being implemented on a control device as described above, starts to execute a method as described above.
Another aspect relates to a computer readable medium having stored thereon a program element as described above.
Drawings
Further measures for improving the invention are subsequently shown in detail together with a description of a preferred embodiment of the invention according to the drawings.
Examples
Wherein:
FIG. 1 shows a schematic view of a vehicle according to an embodiment;
FIG. 2 shows a schematic view of a brake pedal characteristic according to an embodiment;
FIG. 3 shows a schematic view of an apparatus for stiffness determination, according to an embodiment;
FIG. 4 shows a schematic view of a measurement of a brake pedal characteristic, according to an embodiment;
FIG. 5 shows a schematic view of a method according to an embodiment;
fig. 6 shows a schematic view of a further method according to an embodiment.
Detailed Description
FIG. 1 shows a schematic view of a vehicle 10 according to an embodiment. The vehicle has a controller 35 of the brake system 25. The controller 35 is actuated by means of the brake pedal 12 for actuating the brake system 25, wherein the brake system 25 is provided for producing a braking action for the vehicle 10. The brake pedal 12 has a brake pedal simulator 14 to which a brake pedal characteristic 30 (see fig. 2) is applied. The brake system 25 has four friction brakes 20, which are hydraulically connected to the electromechanical actuator 21 by means of a hydraulic device assembly 22, here shown schematically as a brake line. Furthermore, the brake system 25 has a regenerative brake 15, which is likewise actuated by the control unit 35. The controller 35 has a memory 37, in which, for example, the brake pedal characteristic 30 can be stored. In order to produce a braking action for the vehicle 10 during braking, only the regenerative brake 15 may be used, only the friction brake 20 may be used, or in principle the two sub-brake systems 15 and 20 may be used in a freely selectable relationship.
Fig. 2 shows a schematic view of brake pedal characteristics 30, 31 according to an embodiment. The brake pedal characteristic 30 is a function of the pressure in the hydraulic device assembly 22 as a function of the travel of the electromechanical actuator 21 (see fig. 1). The pressure p in the hydraulic device assembly 22 is given on the y-axis in relation to the stroke s of the electromechanical actuator 21 on the x-axis. The pressure p may additionally or alternatively take into account the pressure of a main cylinder (master cylinder) which is actuated by the brake pedal 12 and/or mechanically coupled, depending on the embodiment of the brake system. In the illustrated fig. 2, the first brake pedal characteristic 30 is opposite the measured brake pedal characteristic 31. In this case, it is evident that the free range s0 and the stiffness f are changed between the two brake pedal characteristic curves. In this case, the measurement for the brake pedal characteristic 30, 31 may require a plurality of individual measurements—and thus braking.
Fig. 3 shows a schematic view of an apparatus 50 for stiffness determination according to an embodiment. The pressure p of the hydraulic device assembly 22 (see fig. 1) and the travel s of the electromechanical actuator 21 are provided as input data on the input 51. The pressure p and the stroke s (see fig. 2) are used to (re) determine the stiffness f in the assembly 52. The stroke s and the stiffness f are used to estimate the lost motion s0. The backlash s0 may be approximately 0 to 6mm. The free range s0 is used together with the brake pedal characteristic 30 to determine the target pressure p. The brake pedal characteristic 30 is furthermore added to the determination of the stiffness f, for example in order to eliminate unreliable measurements. The target pressure p and the stiffness f are used to determine the virtual target pressure pv. The virtual target pressure pv and the pressure p are transmitted to the transition logic 54. The transition logic 54 causes the transition of hydraulic braking to regenerative braking and back to be little or not perceptible to the driver. The transition logic 54 may furthermore take into account the signal "mixed mode" b, by means of which: the braking is assisted purely hydraulically, that is to say by means of the friction brake 20 alone, by braking (or by braking) or by means of a generator (by means of the regenerative brake 15). Further, the transition logic 54 may consider the brake pedal movement 56 by which to incorporate a dynamic aspect of the movement of the brake pedal 12 into the controller. As a result, the transition logic 54 provides the target deceleration td. This target deceleration is provided on the output 59 of the device 50 together with the virtual target pressure pv.
Fig. 4 shows a schematic view 60 of a measurement process of the brake pedal characteristic 30, according to an embodiment. An architecture of the brake system is used in which the pressure of the main cylinder (master cylinder) is taken into account, which is actuated by the brake pedal 12 and/or mechanically coupled. In this view 60, a time t is applied on the x-axis during which time the brake pedal 12 (see fig. 1) is manipulated and measurements are performed during this time. The stroke s of the brake pedal 12 is shown as an upper dashed curve s and the speed v of the brake pedal 12 is shown as a lower curve v. In this embodiment, the speed v of the brake pedal 12 is not allowed to exceed the maximum speed v max Thus (e.g. brake fluid) dynamic effects do not render measurements unusable. The measurement 62 occurs between a start time ts and an end time te. The determination of the free run s0 (see fig. 3) must be successfully terminated at the start time ts. Before the start time ts, the sniffing aperture must be closed at time t 0. No volume subtraction (e.g., on the front axle) is required during measurement 62. As a bodyThe accumulation reduction shows a process in which the volume displaced by the pedal actuation of the brake pedal 12 is not pushed into the wheel-actuating caliper, but is stored at another point, and thus the build-up of hydraulic braking torque is prevented, in order to fully use the generator torque provided in this way. Furthermore, no regulatory intervention (controller intervention, for example by ABS) is allowed to occur.
Fig. 5 shows a schematic view of a method in a flow chart 80 according to an embodiment. In step 81, a measurement of the brake pedal characteristic 30 (see fig. 2) is performed. The measurement of the brake pedal characteristic 30 is performed, for example, after a predefined number of actuation of the brake system 25 (and/or further dynamically established criteria). The measurement takes place by means of an electromechanical actuator 21. In some embodiments, a construction of the brake system is used in which the pressure of a main cylinder (master cylinder) is alternatively or additionally taken into account, which master cylinder is actuated and/or mechanically coupled by the brake pedal 12. In the measurement, at least a part of the braking action is produced by means of the friction brake 20. In step 82, the measured brake pedal characteristic 31 is stored in a memory. For example, the brake pedal characteristic 31 may be stored in a control system of the vehicle and may be used in braking, in which a regenerative brake is involved. It may be expedient here not to store every measured brake pedal characteristic, for example if the measurements are inconsistent or incomplete. In step 83, the brake pedal characteristic used in the brake system up to now is replaced by the measured brake pedal characteristic. In this case, predefined criteria for the replacement can be applied to the measured brake pedal characteristic curve. For example, the strong deviations of the brake pedal characteristic curves used up to now can be removed as unreliable.
Fig. 6 shows a schematic view of another method in a flow chart 100 according to an embodiment. The method starts in step 101. In step 102 it is checked whether the vehicle 10 (see fig. 1) is stationary or moving. If the vehicle 10 is stationary, then in step 103, measurements in a stationary state are performed, as explained in detail above. In this case, for example, the electromechanical actuator can be actuated in order to thus perform braking in the stationary state and to perform and, if appropriate, store the measurement. In this case, in one embodiment, the measurement of the brake pedal characteristic can be performed in the stationary state, also independently of the predefined number of actuating brake systems, and, for example, also independently of the state of a counter counting the number of non-measured brakes. In this measurement situation in the stationary state, the driver may be outside the vehicle 10. Check in step 104: whether the measurement meets certain criteria (see above) or whether the measurement has to be removed. If the measurement is determined to be successful, the brake pedal characteristic used in the brake system up to now is replaced by the measured brake pedal characteristic in step 105 and the counter is set to zero. Next, the method may be terminated in step 114 or started from new in step 101.
If the vehicle 10 is not stationary, then in step 106 it is checked that: whether a restart of the vehicle 10 has occurred. When yes, the counter is read in step 107. Next, in step 108, it is checked that: whether the counter exceeds a predefined value. When yes, then in step 109 the participation of the friction brake 20 (see fig. 1) is forced in the next braking and/or the next braking is performed solely by means of the friction brake 20. The brake pedal characteristic curve used in the brake system up to now is then replaced by the measured brake pedal characteristic curve in step 112 and the counter is set to zero. When it is confirmed in step 108 that the counter has not exceeded the predefined value, then a "normal" braking is performed in step 110. If a successful measurement of the brake pedal characteristic occurs during this braking in step 110, the brake pedal characteristic used in the braking system up to now is replaced by the measured brake pedal characteristic in step 112, or adapted in a number of small steps ("gently" or "incrementally" changed), and the counter is set to zero. Otherwise, the counter is incremented in step 113. Next, the method may be terminated in step 114 or started from new in step 101.
Claims (13)
1. Method for modifying a brake pedal characteristic curve (30) for a brake pedal (12) for actuating a brake system (25) of a vehicle (10), wherein the brake system (25) is provided for producing a braking action for the vehicle (10),
the brake system (25) has:
-a friction brake (20) hydraulically connected to an electromechanical actuator (21) by means of a hydraulic device assembly (22); and
a regenerative brake (15),
wherein the brake pedal characteristic (30) is a function of the pressure in the hydraulic device assembly (22) as a function of the stroke of the electromechanical actuator (21) and has a lost motion and a stiffness coefficient,
wherein the method has the following steps:
-performing a measurement of the brake pedal characteristic curve (30) by means of the electromechanical actuator (21) after a predefined number of manipulations of the brake system (25), wherein at least a part of the braking action is produced by means of the friction brake (20) and the remainder is produced by means of the regenerative brake (15);
-replacing the brake pedal characteristic (30) by a measured brake pedal characteristic (31).
2. The method according to claim 1, having the further step of:
-storing said measured brake pedal characteristic curve (31).
3. The method according to claim 1 or 2, having the further step of:
incrementing a counter containing the number of executed braking processes when the vehicle (10) is moving and when a braking action for the vehicle (10) is produced,
wherein at most a part of the braking action is produced by means of the friction brake (20).
4. A method according to claim 3, having the further step of:
setting the counter to zero when the vehicle (10) is moving and when a braking action is produced for the vehicle (10),
wherein the entire braking action is produced by means of the friction brake (20).
5. A method according to claim 3, having the further step of:
-storing said counter in a non-volatile memory (37) when said vehicle (10) is turned off; and
-reading in the counter when the vehicle (10) is switched on, coming out of the non-volatile memory (37).
6. The method according to claim 1 or 2,
wherein the measurement of the brake pedal characteristic curve (30) is performed by means of the electromechanical actuator (21) when the vehicle (10) is in a stationary state.
7. The method according to claim 6, wherein the method comprises,
wherein the measurement of the brake pedal characteristic (30) takes into account systematic deviations measured when the brake pedal characteristic (30) is measured while the vehicle (10) is in a stationary state, with respect to the movement of the vehicle (10).
8. The method according to any one of claim 1 or 2,
has the further steps of: wherein the brake pedal characteristic (30) has a hysteresis.
9. The method according to claim 1 or 2,
-determining a difference (33) between the measured brake pedal characteristic (30) and a stored brake pedal characteristic (31);
-varying a predefined number of operating the braking system according to the difference (33).
10. The method according to claim 1 or 2,
wherein long-term changes in parameters of the brake system are considered more than short-term changes.
11. Control device (35) of a vehicle (10), which is arranged to perform the method according to any of the preceding claims.
12. Vehicle (10) with a control device (35) according to claim 11.
13. Computer readable medium on which a program element is stored, which control device (35) starts to execute the method according to any one of claims 1 to 10 when the program element is implemented on the control device (35) of the vehicle (10).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102019204687.8 | 2019-04-02 | ||
| DE102019204687.8A DE102019204687A1 (en) | 2019-04-02 | 2019-04-02 | Determination of a brake pedal characteristic for the brake system of a vehicle with a recuperation brake |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111791853A CN111791853A (en) | 2020-10-20 |
| CN111791853B true CN111791853B (en) | 2024-03-26 |
Family
ID=72518861
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010249868.0A Active CN111791853B (en) | 2019-04-02 | 2020-04-01 | Method and control device for modifying a brake pedal characteristic of a brake system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2020185984A (en) |
| CN (1) | CN111791853B (en) |
| DE (1) | DE102019204687A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113656394B (en) * | 2021-09-18 | 2023-05-30 | 江西五十铃汽车有限公司 | Automobile brake pedal feel objective data processing method |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6354673B1 (en) * | 1996-10-02 | 2002-03-12 | Continental Teves Ag & Co., Ohg | Arrangement for actuating a motor vehicle braking system |
| CN103863283A (en) * | 2012-12-13 | 2014-06-18 | 现代自动车株式会社 | Vehicle braking system and method for controlling the same |
| CN104129382A (en) * | 2014-08-24 | 2014-11-05 | 吉林东光奥威汽车制动系统有限公司 | Vacuum booster capable of simulating pedal travel |
| CN105523020A (en) * | 2014-10-15 | 2016-04-27 | 福特全球技术公司 | System and method for brake pedal feel control |
| JP2017061293A (en) * | 2015-06-30 | 2017-03-30 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Method for driving brake system specific to vehicle having motor and control device for at least one motor of brake system specific to vehicle |
| CN106828119A (en) * | 2017-01-11 | 2017-06-13 | 电子科技大学 | A kind of brakes and braking method for taking into account feedback efficiency and brake efficiency |
| DE102016202575A1 (en) * | 2016-02-19 | 2017-08-24 | Volkswagen Aktiengesellschaft | Method for operating a motor vehicle and motor vehicle brake system |
| DE102016214593A1 (en) * | 2016-08-05 | 2018-02-08 | Robert Bosch Gmbh | Method for generating a braking force in a vehicle |
-
2019
- 2019-04-02 DE DE102019204687.8A patent/DE102019204687A1/en active Pending
-
2020
- 2020-03-24 JP JP2020052670A patent/JP2020185984A/en active Pending
- 2020-04-01 CN CN202010249868.0A patent/CN111791853B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6354673B1 (en) * | 1996-10-02 | 2002-03-12 | Continental Teves Ag & Co., Ohg | Arrangement for actuating a motor vehicle braking system |
| CN103863283A (en) * | 2012-12-13 | 2014-06-18 | 现代自动车株式会社 | Vehicle braking system and method for controlling the same |
| CN104129382A (en) * | 2014-08-24 | 2014-11-05 | 吉林东光奥威汽车制动系统有限公司 | Vacuum booster capable of simulating pedal travel |
| CN105523020A (en) * | 2014-10-15 | 2016-04-27 | 福特全球技术公司 | System and method for brake pedal feel control |
| JP2017061293A (en) * | 2015-06-30 | 2017-03-30 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Method for driving brake system specific to vehicle having motor and control device for at least one motor of brake system specific to vehicle |
| DE102016202575A1 (en) * | 2016-02-19 | 2017-08-24 | Volkswagen Aktiengesellschaft | Method for operating a motor vehicle and motor vehicle brake system |
| DE102016214593A1 (en) * | 2016-08-05 | 2018-02-08 | Robert Bosch Gmbh | Method for generating a braking force in a vehicle |
| CN106828119A (en) * | 2017-01-11 | 2017-06-13 | 电子科技大学 | A kind of brakes and braking method for taking into account feedback efficiency and brake efficiency |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102019204687A1 (en) | 2020-10-08 |
| CN111791853A (en) | 2020-10-20 |
| JP2020185984A (en) | 2020-11-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN100591556C (en) | Brake controller and method for controlling brakes | |
| CN102933440B (en) | For method and the control circuit of the brake system of controlling machine motor-car | |
| US8645040B2 (en) | Method for operating a vehicle brake system | |
| US9840244B2 (en) | Electromechanical brake booster | |
| JPH10157585A (en) | Method for performing automatic braking effect | |
| CN106240542B (en) | Back-off by-wire braking mode for brake-by-wire systems in vehicles | |
| KR102307032B1 (en) | Sensor device for a brake system equipped with an electromechanical brake booster and method for determining a braking request specification to a brake system equipped with an electromechanical brake booster | |
| US7992946B2 (en) | Method for operating a brake system of a motor vehicle | |
| US8180545B2 (en) | Methods and systems for calibrating braking systems and controlling braking in vehicles | |
| CN111791853B (en) | Method and control device for modifying a brake pedal characteristic of a brake system | |
| JP6855178B2 (en) | A method for driving a vehicle-specific braking system with an electric motor, and a control device for at least one electric motor of the vehicle-specific braking system. | |
| US7681962B2 (en) | Method for estimating master cylinder pressure during brake apply | |
| JP6591227B2 (en) | Electric brake system | |
| US20140163834A1 (en) | Control system and method of electro-mechanical brake system vehicle | |
| CN111094094A (en) | Method for determining the maximum speed of a vehicle during a parking maneuver | |
| KR20140005562A (en) | Pressure control method in case of anti-lock brake system in smart booster brake device | |
| US6964188B2 (en) | Method and device for determining the offset value of a longitudinal acceleration sensor | |
| JP2020183221A (en) | Braking force producer and operation method | |
| US20210269005A1 (en) | Method for operating a vehicle brake system, control unit, and vehicle | |
| US11554761B2 (en) | Method for controlling an electromechanical braking system and electromechanical braking system | |
| KR20240011157A (en) | Prediction device and prediction method for at least one brake system component of the brake system of my vehicle | |
| CN111775904A (en) | Brake lamp switch detection control device and driver braking request identification method | |
| CN110576903B (en) | System and method for reducing braking force | |
| CN116096610A (en) | Device and method for parameter estimation of a brake system of a vehicle equipped with a motorized piston-cylinder device | |
| CN213008067U (en) | Brake lamp switch detection control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |