CN113165622A - 用于控制用于机动车的能够电子滑动调节的制动系统的方法 - Google Patents
用于控制用于机动车的能够电子滑动调节的制动系统的方法 Download PDFInfo
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- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
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- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
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- 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
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- 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
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- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
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- 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
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- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- 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
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- 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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- 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
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- 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
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- 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
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- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
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Abstract
制动系统具有用于通过驾驶员指定制动请求的操纵装置(26),并且包括多个制动装置,所述制动装置能够彼此独立地由电子控制器(34)控制。第一制动装置(10)具有车轮制动器(14),所述车轮制动器能够由能够驱动的压力发生器(50)借助处在制动压力下的压力介质加载,其中,所述压力发生器(50)能够通过供应线路(62)与压力介质容器(15)接触。第二制动装置装备有能够驱动的电机,用以将所述机动车的动能转化为电能。两个制动装置共同为产生所述制动系统的制动功率作出贡献,其中,制动装置在所述制动功率中的相应的份额是可变的。提出,当所述制动功率能够仅由所述第二制动装置施加时,借助于所述电子控制器(34)建立从所述车轮制动器(14)到所述压力介质容器(15)的、能够被压力介质穿流的连接,以便降低可能存在于所述第一制动装置(10)的车轮制动器(14)处的磨削力矩。
Description
技术领域
本发明涉及一种根据权利要求1前序部分特征的、用于控制用于机动车的能够电子滑动调节的制动系统的方法。
背景技术
机动车的已知的能够电子滑动调节的制动系统具有操纵装置,通过该操纵装置能够由机动车的驾驶员指定制动请求。这个制动请求借助于传感器装置检测并且提供给电子控制器,该电子控制器从这些输入信号中求取能够由制动系统施加的制动功率。然后,这个制动功率由多个制动装置共同施加,所述制动装置能够彼此分开地由电子控制器操控或者说操纵。第一制动装置装备有能够驱动的压力发生器,该压力发生器在积聚制动压力的情况下将压力介质输送至车轮制动器,而第二制动装置具有能够驱动的电机,该电机为此能够将机动车的动能转化为电能。在装备有作为驱动机组的电动马达的机动车中,为此能够将电动马达从驱动模式切换到发电机模式中。
两个制动装置共同为产生制动功率作出贡献,其中,各个制动装置在整个制动功率中的份额能够彼此独立地由电子控制器设定。力争达到的是,以纯粹发电机的形式执行尽可能多的制动过程,因为这提高电驱动车辆的能量效率并且同时将在压力介质控制的第一制动装置处的不可避免的磨损减少到最小限度。
如果曾经产生的制动压力在需求变化时不能够完全降低,则以压力控制的方式执行制动过程能够是不利的。在相关车轮制动器中的残留的剩余制动压力以剩余磨削力矩的形式起作用,并且阻碍将电驱动的机动车的能量消耗减少到最小限度。
导致车轮制动器中的剩余制动压力的产生的原因例如能够是,在制动过程期间出现的热效应、在借助压力加载的部件处的松弛效应或者车轮制动器的增大的空气间隙(Lüftspiel)。
除此之外,当对应的制动装置构造为闭合的系统并且因此不具有与大气的接口时,在第一制动装置内的完全的压力补偿是困难的。借助于对压力发生器的操作,在闭合的系统中虽然能够以传感器控制的方式降低可能的剩余制动压力,然而由于存在传感器容差或者由于压力发生器的输送体积的耗尽(这尤其是在将柱塞装置用作压力发生器的情况下能够出现),不能够在所有情况下都确保完全的压力补偿。
发明内容
与此相比,根据权利要求1的特征的本发明具有如下优点:车轮制动器中的残留的剩余磨削力矩能够自动通过制动系统降低,而驾驶员察觉不到这一点并且制动系统的现有的功能范围不由此受到不利的影响。由此,能够以特别好的电效率运行装备有本发明的机动车。本发明能够以控制技术的方式实现,并且能够借助本来就存在于压力介质控制的制动装置处的部件和线路连接执行。因此,在制造这种制动装置时不出现附加的零件花费、加工花费或者装配花费。
本发明的其他优点或者有利的扩展方案从从属权利要求和以下描述中得出。
所提出的方法尤其能够在机动车的能够电子滑动调节的制动系统中应用,所述制动系统包括压力介质控制的制动装置,所述制动装置的压力发生器适合用于能够积聚和降低制动压力。这种压力发生器能够将以发电机的方式产生的制动力矩与压力介质控制的制动力矩混合(verblenden),而机动车的驾驶员或者说乘客不能够察觉在制动系统的制动功率中的相应的份额的可能的改变。在这方面,如下柱塞装置尤其适合:在所述柱塞装置中,柱塞以能够相对移动的方式容纳在柱塞缸中,并且在所述柱塞装置中,能够以被马达控制的方式驱动柱塞和柱塞缸进行平移式相对运动,用以改变制动压力。
附图说明
根据附图详细地阐述本发明的实施例。图1为此示例性地示出本发明所基于的能够电子滑动调节的车辆制动设备的液压线路图,而在图2中根据流程图说明本发明。
具体实施方式
如上所述,图1示出能够电子滑动调节的制动系统的本发明示例性地所基于的第一制动装置10的液压线路图。
能够电子滑动调节的制动系统本身属于现有技术并且例如从DE 10 2014 222759 A1中已知。
示出的制动装置10划分成液压机组12、附接到该液压机组处的车轮制动器14和同样附接的压力介质容器15。总共存在四个车轮制动器14,分别成对地通过两个现有的制动回路16和18向所述车轮制动器供应压力介质。
制动装置10的两个制动回路16;18中的一个制动回路分别附接到主制动缸24的总共两个压力介质腔20;22中的一个压力介质腔处,该主制动缸在本实施例中示范性地同样放置在液压机组12中。压力介质腔20;22中的每个压力介质腔均又与压力介质容器15连接。主制动缸24能够借助于操纵装置26由驾驶员通过肌肉力量来操纵,该操纵装置示例性地以踏板的形式实施。踏板为此通过联接杆28与主制动缸24的所谓的杆形活塞30连接。驾驶员通过操纵踏板来指定制动请求。这个制动请求在联接杆28的操纵行程中表现出来,该操纵行程由第一传感器装置32检测并且提供给制动装置10的电子控制器34。主制动缸24的杆形活塞30跟随联接杆28的运动。杆形活塞30借助杆形活塞弹簧36支撑在主制动缸24的浮动活塞38处,杆形活塞30的移动从杆形活塞弹簧传递到浮动活塞38上。
主制动缸24的配属于杆形活塞30的压力空间20通过能够由模拟器控制阀40控制的压力介质连接与模拟器装置42耦合,在操纵该踏板的情况下从主制动缸24的压力空间20中挤出的压力介质在该模拟器装置中缓冲。
主制动缸24的配属于杆形活塞30的和配属于浮动活塞38的压力腔20和22分别以能够控制的方式附接到制动回路16;18中的一个制动回路处。为了控制两个压力介质连接,在液压机组12处布置有能够电子操控的隔离阀44。在制动设备的正常运行中,隔离阀44是关闭的,因此主制动缸24与制动回路16;18脱耦。
在制动回路16;18中由压力发生器50提供与指定的制动请求成比例的制动压力,该压力发生器与主制动缸24并联地与制动回路16;18接触。在示出的情况中,柱塞装置用作压力发生器50,在该柱塞装置中,能够操控的马达54通过下游的传动装置56驱动柱塞52相对于柱塞缸58进行线性运动。这个压力发生器50将压力介质从包围在柱塞缸58与柱塞52之间的柱塞工作空间60中挤出到制动回路16;18中,并且由此引起制动压力变化。
这个柱塞工作空间60通过直接实施的第一供应线路62直接地以及通过由止回阀64控制的第二供应线路66间接地附接到压力介质容器15处。止回阀64能够在从压力介质容器15到柱塞工作空间60的方向上被穿流并且闭锁相反的流动方向。另外,设有止回阀64的第二供应线路66在柱塞缸58的闭合的端部的紧邻的周围环境中汇入到柱塞工作空间60中,而与第二供应线路具有轴向间距的第一供应线路62的入口位置在柱塞缸58的圆周处在面向马达54的端部处汇入。柱塞工作空间60与压力介质容器15的耦合能够借助对柱塞装置的操纵来控制,或者说根据柱塞52在柱塞缸58中的相对位置来进行。因此,一旦柱塞52被马达54至少带到初始位态附近,该柱塞就释放连接,其中,这个初始位态的突出之处在于,柱塞工作空间60在那里至少近似具有其最大的体积。一旦柱塞52从这个初始位态在外反转位置的方向上走过能够确定的操纵行程,该柱塞52就中断连接,在所述外反转位置上,柱塞工作空间60占据其最小体积。另外,该制动设备配备有能够电子操控的柱塞控制阀70,所述柱塞控制阀控制制动回路16;18与压力发生器50之间的连接。
制动装置10在柱塞控制阀70的和隔离阀44的下游分别还具有所谓的压力调制装置。对于每个车轮制动器14,这个压力调制装置分别由配属的能够电子操控的压力积聚阀72和同样的压力降低阀74组成。压力积聚阀72和压力降低阀74能够通过对应的电子操控使存在于各个车轮制动器14中的车轮制动压力与相应配属的车轮处的滑动条件匹配。在车轮中的一个车轮处可能出现的滑动由配属的车轮转速传感器76根据下降的车轮转速来识别,并且通过减小制动压力而减少到最小限度。为此,关闭相应的压力积聚阀72并且打开压力降低阀74,其中,通过电子控制器34进行阀操纵。
为了针对各车轮单独地调节制动压力,制动装置10配备有不同的传感器装置。如前所述,第一传感器装置32检测通过驾驶员对操纵装置26的操纵,第二传感器装置78检测在相应配属的制动回路16;18中的制动压力,看不出来的第三传感器装置设置用于检测车辆的滞延或者加速。如上所述,其他传感器装置80;82分析车轮的转动行为以及压力发生器50的马达54的驱动轴的旋转角度。传感器装置32;78-82的所有信号传送给电子控制器34,该电子控制器由此求取对压力发生器50的马达54的和对所阐述的阀40;44;70-74的操控信号。
如开头所述,上述第一制动装置10与未示出的第二制动装置并列。第二制动装置包括能够驱动的电机,该电机将车辆的动能转化为电能。两个制动装置共同产生制动系统的制动功率,其中,相应的制动装置在这个制动功率中的份额能够几乎任意地在0%与100%之间设定。在制动过程中对份额的设定由电子控制器34进行,该电子控制器为此彼此独立地操控或者说操纵所述制动装置。
然而在此,在由压力介质操纵的第一制动装置10中,在开头提到的情况下在车轮制动器14中能够出现剩余制动压力,所述剩余制动压力引起磨削力矩,由于所述磨削力矩降低效率,因此是不期望的。其原因之一是,由于通过柱塞装置进行的在前的制动压力积聚,柱塞52和柱塞缸58占据相对于彼此的相对位置,在该相对位置上,车轮制动器14与压力介质容器15之间的传导压力介质的连接中断,从而使得不能够发生朝向大气的压力降低。
因此,为了降低不期望的磨削力矩,本发明提出,当制动系统的期望的制动功率能够仅通过第二制动装置提供时,建立或者说打开从车轮制动器14经由压力发生器50到压力介质容器15的压力介质连接。这个状态能够通过电子控制器34来确定,其方式是,将能够从驾驶员的制动请求中求取的制动功率与能够由第二制动装置提供的最大的功率份额进行比较。一旦第二制动装置的份额足以施加期望的制动功率,电子控制器34就这样操控第一制动装置10的压力发生器50或者说柱塞装置,使得柱塞52和柱塞缸58占据相对于彼此的相对位置,在该相对位置上,柱塞装置的供应线路62以传导压力介质的方式与柱塞工作空间60连接。因此,与柱塞工作空间60接触的车轮制动器14通过这个柱塞工作空间60和供应线路62同样与这个压力介质容器15连接。现在,车轮制动器14中的可能存在的制动压力能够排出到压力介质容器15中并且降低到大气压力。设定的相对位置至少近似对应于柱塞装置的初始位态或者原始位态,即对应于如下位态:在该位态中,柱塞工作空间60至少几乎具有其最大的体积。
如在对图1的描述中提到的那样,车轮制动器14与柱塞工作空间60的压力介质连接能够由能够电子操纵的柱塞控制阀70控制。因此,与对柱塞装置的操控平行地或者说同时地,电子控制器34将这些柱塞控制阀70切换到其通行位态中,以便提供从车轮制动器14到压力介质容器15的、能够被压力介质穿流的连接。这个压力介质连接能够保持敞开,直到向电子控制器34传输了新的制动请求,在该新的制动请求的情况下,需要第一制动装置10的参与以产生期望的制动功率。
如果这个前提条件是对的,则电子控制器34撤回对柱塞控制阀70的操控,从而使得这些柱塞控制阀返回到使其闭锁位置中并且中断制动回路16;18或者说车轮制动器与压力介质容器15的、直到现在存在的连接。然后,柱塞装置至少近似以其柱塞工作空间60的整个体积供新的制动压力的积聚使用。
应明确指出的是,借助于所提出的方法在能够仅由第二制动装置施加对应于制动请求的制动功率的前提条件下,在通过驾驶员操纵该操纵装置26用以指定这个制动请求的同时,能够执行将车轮制动器14中的制动压力降低到大气压力。换言之,在进行中的制动过程期间在第一制动装置中进行压力补偿。
图2将所阐述的方法再次作为流程图示出。在第一步骤90中,查询对操纵装置26的操纵。如果确定存在这样的操纵,则在随后的步骤92中能够根据检测制动压力的传感器装置78的信号求取能够由制动系统施加的制动功率。然后,借助步骤94确定待施加的制动功率是否能够仅通过第二制动装置提供。若是,则借助步骤98a这样对第一制动装置10进行电子操控,使得在车轮制动器14与压力介质容器15之间建立伸展穿过柱塞装置和柱塞装置的供应线路62的并且能够被压力介质穿流的连接。
为了提供这个能够被压力介质穿流的连接,在该柱塞装置的初始位态的方向上操控柱塞装置。与此同时,在步骤98b中,将柱塞控制阀70操控到通行位态中。由此创造的、能够被压力介质穿流的、在车轮制动器14与压力介质容器15之间的连接能够一直保持敞开,直到存在新近的制动请求,在该新近的制动请求的情况下,调用能够由第一制动装置10提供的份额用以产生期望的制动功率。在关闭压力介质连接之前,第一制动装置10的制动压力能够降低到压力介质容器15的大气压力,并且避免车轮制动器14中的剩余磨削力矩。该方法在步骤100之后结束,在该步骤中,这样进行对柱塞控制阀70的操控,使得这些柱塞控制阀70返回到其闭锁位态中并且中断车轮制动器14与压力介质容器15的连接,用以通过第一制动装置10进行必需的随后的制动压力积聚。
当然,也能够考虑对所阐述的实施例的修改或者补充,而不偏离本发明的借助独立权利要求所要求保护的基本思想。
Claims (6)
1.用于控制用于机动车的能够电子滑动调节的制动系统的方法,
其中,所述制动系统装备有用于通过所述机动车的驾驶员指定制动请求的操纵装置(26),并且包括多个制动装置,所述制动装置能够彼此独立地由电子控制器(34)控制,
其中,第一制动装置(10)具有车轮制动器(14),所述车轮制动器能够由能够驱动的压力发生器(50)借助处在制动压力下的压力介质加载,并且所述车轮制动器装备有供应线路(62),所述压力发生器(50)能够通过所述供应线路与压力介质容器(15)接触,
其中,第二制动装置装备有能够驱动的电机,用以将所述机动车的动能转化为电能,
其中,各个制动装置共同产生所述制动系统的制动功率,并且
其中,所述制动装置在所述制动系统的制动功率中的相应的份额能够通过所述电子控制器(34)可变地设定,
其特征在于,
当期望的制动功率能够仅由所述第二制动装置施加时,在所述车轮制动器(14)与所述压力介质容器(15)之间提供能够被压力介质穿流的连接。
2.根据权利要求1所述的方法,其特征在于,
通过对所述第一制动装置(10)的操控来提供所述能够被压力介质穿流的连接,并且能够被穿流的连接从所述车轮制动器(14)通过所述第一制动装置(10)的压力发生器(50)和所述压力发生器(50)的供应线路(62)通向所述压力介质容器(15)。
3.根据权利要求1或者2所述的方法,其特征在于,
在初始位态的方向上操控所述压力发生器(50),用以建立所述能够被压力介质穿流的连接,在所述初始位态中,所述压力发生器(50)的工作空间(60)至少几乎具有其最大的体积,并且所述能够被穿流的连接穿过所述压力发生器(50)的工作空间(60)。
4.根据权利要求1至3中任一项所述的方法,其特征在于,
所述车轮制动器(14)以能够被能够电子操控的阀(70)控制的方式与所述压力发生器(50)接触,其中,
所述阀(70)被所述电子控制器(34)带到其打开位态中,用以与所述压力介质容器(15)建立能够被压力介质穿流的连接。
5.根据权利要求1至4中任一项所述的方法,其特征在于,
所述压力发生器(50)包括柱塞装置,所述柱塞装置由柱塞(52)、柱塞缸(58)和包围在柱塞缸(58)与柱塞(52)之间的柱塞工作空间(60)组成,
能够在两个彼此相反的空间方向上驱动柱塞(52)和柱塞缸(58)进行线性的相对运动,
其中,当在第一运动方向上进行所述相对运动时,柱塞工作空间(60)的体积减小直到最小值,并且当在与所述第一运动方向相反的第二运动方向上进行所述相对运动时,所述柱塞工作空间(60)的体积增大直到最大值,并且
其中,在为了使所述柱塞工作空间(60)与所述供应线路(62)接触,所述第二运动方向上驱动所述柱塞装置,直到所述柱塞(52)和所述柱塞缸(58)至少近似占据相对于彼此的初始位态。
6.根据权利要求1至5中任一项所述的方法,其特征在于,
当存在制动请求,在所述制动请求的情况下,所述制动系统的制动功率不再能够仅由所述第二制动装置施加时,关闭所述能够被压力介质穿流的连接。
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CN1946600A (zh) * | 2004-04-20 | 2007-04-11 | 大陆-特韦斯贸易合伙股份公司及两合公司 | 用于操作机动车制动装置的制动操纵单元的方法 |
CN107618492A (zh) * | 2016-07-13 | 2018-01-23 | 罗伯特·博世有限公司 | 电子地能调滑动的外力制动装置和控制它的方法 |
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DE102018221077A1 (de) | 2020-06-10 |
KR20210094642A (ko) | 2021-07-29 |
US20220024430A1 (en) | 2022-01-27 |
WO2020114646A1 (de) | 2020-06-11 |
CN113165622B (zh) | 2023-09-12 |
KR102689009B1 (ko) | 2024-07-29 |
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