CN113924235A - 制动系统的控制装置 - Google Patents

制动系统的控制装置 Download PDF

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Publication number
CN113924235A
CN113924235A CN202080042125.4A CN202080042125A CN113924235A CN 113924235 A CN113924235 A CN 113924235A CN 202080042125 A CN202080042125 A CN 202080042125A CN 113924235 A CN113924235 A CN 113924235A
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China
Prior art keywords
control unit
brake system
pressure sensor
sensor
driver
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Granted
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CN202080042125.4A
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CN113924235B (zh
Inventor
金旼成
金相佑
韩承助
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HL Mando Corp
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Mando Corp
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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • H02K2213/06—Machines characterised by the presence of fail safe, back up, redundant or other similar emergency arrangements

Abstract

本发明的制动系统的控制装置包括：第一控制部，通过接收传感器部的输入来控制制动系统的阀和电机等；以及第二控制部，用作冗余，当第一控制部发生故障时，执行与第一控制部相同的功能，由此，在第一控制部并不正常工作的紧急情况下，具有利用第二控制部来控制汽车的制动系统的效果。

Description

制动系统的控制装置
技术领域
本发明涉及汽车的制动器，尤其，涉及控制制动器的技术。
背景技术
对于汽车而言，制动系统是必须的。原因在于，不能停下的汽车不能行驶。因此，为了乘客的安全，过分强调制动系统的稳定性也不为过。
近来，自动驾驶汽车或电动汽车的关注日益增加，制动系统也需要进一步提高的强制动力和稳定性。为此，代替现有的液压式系统，使用电子主增压器，并研发了通过集成防抱死制动系统(ABS，Anti-lock Brake System)和电子稳定控制系统(ESC，ElectricStability Control)来构建而成的集成动态制动器(IDB，Integrated Dynamic Brake)。通过使用这种集成动态制动器系统，实现了制动系统的小型化和轻量化，在提供各种功能的同时大幅提高稳定性。
但是，如上所述的现有的集成动态制动器系统的许多部分由电子设备组成，因此，始终具有故障风险。若在汽车的行驶过程中发生故障而处于制动系统不工作的状态，则可引起严重事故，从而需要为制动系统的不工作状态做好准备。
本发明的发明人努力解决这种现有技术的制动系统的问题。为了完成如下的系统而努力，即，即使制动系统的一部分发生故障，也可应对突发情况来使制动系统正常工作，最终完成了本发明。
发明内容
技术问题
本发明的目的在于，提供如下的制动系统：即使系统的一部分发生故障，也可使整个系统正常工作。
另外，本发明的未明确的其他目的将在下述详细说明及其效果容易推断的范围内追加考虑。
技术方案
本发明的制动系统控制装置包括：传感器部，包括踏板传感器、压力传感器及电机位置传感器中的一种以上；第一控制部，包括电子驻车制动系统(EPB)驱动器、阀驱动器及电机驱动器中的一种以上，包括第一微控制单元(MCU)，上述第一微控制单元根据从上述传感器部接收的信号控制上述电子驻车制动系统驱动器、阀驱动器及电机驱动器；以及第二控制部，执行与上述第一控制部相同的功能来构成第一控制部的冗余(Redundancy)。
尤其，本发明的特征在于，上述第二控制部仅在上述第一控制部并不正常工作的情况下进行工作。
优选地，上述阀驱动器由在单独的芯片中包括的阀驱动器以及在包括于上述第一控制部的第一专用集成电路(ASIC)芯片及包括于上述第二控制部的第二专用集成电路芯片中包括的阀驱动器构成。
在上述第一专用集成电路芯片及第二专用集成电路芯片中包括的阀驱动器驱动用于电子稳定控制系统或防抱死制动系统功能的多个阀，在单独的芯中包括的上述阀驱动器可驱动用于脚(foot)刹车功能的多个阀。
本发明的特征在于，上述第一控制部包括第一电机驱动器以及第一三相变流器，上述第二控制部包括第二电机驱动器以及第二三相变流器，上述第一微控制单元或第二微控制单元用于控制与上述第一控制部的第一三相变流器和上述第二控制部的第二三相变流器同时连接的双绕组电机。
并且，当上述第一控制部发生故障时，上述第二控制部仅通过上述第二三相变流器及上述第二电机驱动器控制双绕组电机。
上述第一控制部包括第一车域网(CAN)发送或接收部，上述第二控制部包括第二车域网发送或接收部，上述第一微控制单元及上述第二微控制单元可通过上述第一车域网发送或接收部及上述第二车域网发送或接收部相互通信。
或者，上述第一微控制单元及上述第二微控制单元可通过通用输入/输出口(GPIO，General Purpose Input Output)或通用异步收发传输器(UART，UniversalAsynchronous Receiver Transmitter)相互通信。
本发明的特征在于，上述第一控制部通过上述第一车域网发送或接收部接收连接在上述第二控制部的传感器的信号值，或者，上述第二控制部通过上述第二车域网发送或接收部接收连接在上述第一控制部的传感器的信号值。
上述压力传感器包括第一压力传感器、第二压力传感器以及第三压力传感器，上述第一压力传感器及第二压力传感器仅与上述第一控制部相连接，上述第三压力传感器可以仅与上述第二控制部相连接。
当上述第一控制部发生故障时，上述第二控制部仅通过上述第三压力传感器以与上述第一压力传感器、第二压力传感器及第三压力传感器均进行工作时相比性能降级(degraded)的状态控制制动系统。
本发明的特征在于，上述踏板传感器可进行第一通道输出及第二通道输出，上述第一通道输出连接在上述第一控制部，上述第二通道输出连接在上述第二控制部。
优选地，上述踏板传感器的第一通道输出和第二通道输出可根据设定输出互不相同的值，当上述第一控制部发生故障时，上述第二通道输出输出与上述第一控制部故障前的上述第一通道的输出相同的值。
发明的效果
根据本发明，具有如下的效果：提供相同结构的冗余控制部，由此，即使一个控制部发生故障，冗余控制部也执行相同的功能，从而可应对紧急情况并提高稳定性。
另外，即使未在此文中明确提及的效果，由本发明的技术特征所预期的以下说明书中记载的效果及潜在效果均当成记载于本发明的说明书。
附图说明
图1为本发明优选一实施例的整个制动系统的简要结构图。
图2为本发明优选一实施例的制动器控制装置的结构图。
图3为示出本发明优选一实施例的阀驱动器的结构图。
需要阐明的是，附图为了帮助理解本发明的技术思想而作为参照例示，本发明的发明要求保护范围并不局限于此。
具体实施方式
以下，参照附图说明本发明的各种实施例所传达的本发明的结构和由该结构产生的效果。当说明本发明时，在判断为相关公知功能的说明，即，本技术领域的普通技术人员周知的事项不必要地混淆本发明的主旨的情况下，将省略其详细说明。
“第一”、“第二”等的术语可用于说明各种结构要素，但上述结构要素并不限定于该术语。上述术语仅用于区别一个结构要素与另一个结构要素。例如，在不超出本发明的发明要求保护范围内，可将“第一结构要素”命名为“第二结构要素”，相似地，可将“第二结构要素”命名为“第一结构要素”。并且，除非在文脉上明确表示不同，否则单数的表达包括复数的表达。除非另行定义，否则在本发明的实施例中使用的术语可解释为本技术领域的普通技术人员通常周知的含义。
以下，参照附图说明本发明的各种实施例所传达的本发明的结构和由该结构产生的效果。
图1为本发明优选一实施例的整个制动系统的简要结构图。
制动系统包括贮液器1110、主缸1120、液压供给装置1130、液压控制单元1140、转储控制部1180、用于控制流路的多个阀和多个传感器以及用于控制它们的电子控制装置(ECU，Electric Control Unit)。
在贮液器1110储存沿着流路流动而生成压力的加压介质。加压介质根据阀的调节流向所需的位置。在贮液器1110的流路生成的模拟器阀1111a用于控制贮液器1110与主缸1120之间的加压介质的流动。当正常进行工作时，模拟器阀1111a开启，使用人员使贮液器1110与主缸1120联动，在非正常工作模式中，模拟器阀1111a关闭，主缸1120的加压介质通过备用流路传递至用于控制轮缸的多个阀。
若驾驶人员踩下制动踏板，则主缸1120加压并排出收容在内部的制动油等的加压介质。由此，向驾驶人员提供根据制动踏板力的反作用力。截止阀1121a用于控制主缸1120与多个阀之间的备用流路的流动，上述多个阀用于控制轮缸。
液压供给装置1130根据踏板的位置生成液压并传递至车轮1011、1012、1013、1014的轮缸，由此进行汽车的制动。为了生成液压，液压供给装置1130包括电机。
液压控制单元1140用于控制在液压供给装置1130中提供的液压。
转储控制部1180用于控制贮液器1110与液压供给装置1130之间的加压介质的流动。
各个阀开启或关闭在贮液器1110与主缸1120之间或贮液器1110与液压供给装置1130之间形成的流路来控制加压介质的流动。多个阀由无需控制且仅朝向一侧方向流动的止回阀或者通过电子控制装置10的控制来控制开启和关闭的电磁阀组成。
多个入口阀1161a、1161b、1151a、1151b用于控制从液压供给装置1130供给至轮缸的加压介质的流动。
多个出口阀1162a、1162b用于控制从轮缸向贮液器1110排出的加压介质的流动。
其他多个出口阀1171a、1171b用于控制轮缸与主缸1120之间的加压介质的流动。
诊断阀1191在执行检查其他阀的故障或流路的泄漏(leak)的诊断模式时使用。
电子控制装置10通过从多个传感器40、62、64、66接收信号来控制包括在各个阀或液压供给装置1130的电机，从而控制制动系统的操作。
图2为本发明优选一实施例的制动器控制装置的更详细的结构图。
前所述，电子控制装置10通过传感器输入控制阀和电机等。
为此，本发明可包括安装有微控制单元(MCU，Micro Controller Unit)的控制部。
为了构成冗余，本发明的电子控制装置10包括第一控制部100以及第二控制部200。
第一控制部100包括第一微控制单元110，包括被第一微控制单元110控制的第一阀驱动器150、第一专用集成电路(ASIC，Application Specific Integrated Circuit)芯片120、第一电子驻车制动系统(EPB，Electronic Parking Brake)驱动器130以及第一电机驱动器170。
第一微控制单元110根据电子驻车制动系统开关70的信号控制第一电子驻车制动系统驱动器130或第二电子驻车制动系统驱动器230，来使第一驻车制动器82或第二驻车制动器84进行工作。为了感测是否为驻车状态，从轮速传感器(WSS)90接收车轮1011、1012、1013、1014的速度。轮速传感器90的信号在第一专用集成电路芯片120解码后传递至第一微控制单元110。
第一微控制单元110根据踏板传感器40的输入控制电机20。因此，踏板传感器40可包括在电子控制装置10。
踏板传感器40的第一通道42信号传递至第一控制部100的第一微控制单元110，第二通道44信号传递至第二控制部200的第二微控制单元210。
第一微控制单元110根据踏板传感器40的第一通道42信号掌握踏板的位置，由此，控制液压供给装置1130的电机20。为了驱动电机20，在第一控制部100中包括第一电机驱动器170和第一变流器180。第一变流器180为三相变流器，通过与电机20的连接器相连接来驱动电机20。踏板传感器40的第一通道42和第二通道44可根据设定输出相同的信号或者输出互不相同的信号。在输出互不相同的信号的情况下，第一微控制单元110和第二微控制单元210可通过车域网(CAN，Car Area Network)通信等发送或接收互不相同的信号。并且，当由于第一控制部100的发生故障等情况而无法从第一微控制单元110接收信号时，可将第二踏板传感器44设置为输出与第一踏板传感器42相同的信号。
第一微控制单元110和第二微控制单元210可通过第一通信部160或第二通信部260相互通信或者与车辆的车域网通信部(Vehicle CAN)进行通信。或者，可通过直接连接的通用输入/输出口或通用异步收发传输器接口发送或接收信号。因此，第一微控制单元110还可通过微控制单元之间的通信接口接收仅连接在第二微控制单元210的传感器的信号。
为了更精密地驱动电机20，需要电机位置传感器。为此，第一电机位置传感器32和第二电机位置传感器34可包括在电子控制装置10来分别与第一控制部100和第二控制部200相连接。
电机位置传感器32、34位于电机20的磁铁22的附近，并检测电机的准确的旋转位置。第一微控制单元110从第一电机位置传感器32接收电机20的准确位置信息来精密地控制电机20。
为了在第一微控制单元110控制多个阀50、51，需要多个阀驱动器。为此，在第一控制部100和第二控制部200可包括由单独的芯片构成的多个阀驱动器150、250或者在第一专用集成电路芯片120可包括多个阀驱动器。
图3更详细地示出本发明优选一实施例的阀驱动器及被控制的多个阀的结构。
阀驱动器可由包括在第一专用集成电路芯片120的多个阀驱动器和由单独的芯片构成的多个阀驱动器150构成。
包括在第一专用集成电路芯片120所控制的第一阀组50的多个阀可以为用于控制液压供给装置1130的加压介质传递至轮缸的多个入口阀1161a、1161b、1151a、1151b。多个入口阀可以为如下的常开(Normal Open)型电磁阀：在通常情况下开启，通过阀驱动器的控制关闭。
并且，可以为用于控制从轮缸排出的加压介质的流动的多个出口阀1162a、1162b。多个出口阀可以为如下的常闭(Normal Close)型电磁阀：在通常情况下关闭，通过阀驱动器开启。或者，可以为用于控制贮液器1110与液压供给装置1130之间的流路的流动的多个转储阀1181、1182。
由第一专用集成电路芯片120驱动的多个阀可以为如下的阀：除了驾驶人员通常踩下制动踏板的情况之外，制动系统进行工作，例如，通过电子稳定控制系统或防抱死制动系统等的控制装置进行工作。
被由单独的芯片构成的多个阀驱动器150控制的多个阀可包括驾驶人员在通常的情况下踩下踏板时进行工作的多个阀。
在被由单独的芯片构成的多个阀驱动器150控制的第二阀组52中包括的阀可包括：多个安全阀1141、1142，用于控制液压发生装置1130与轮缸之间的流路；多个出口阀1171a、1171b，用于控制主缸1120与轮缸之间的流路；模拟器阀1111a，用于形成踏板感觉；以及截止阀1121a，用于控制主缸1120与轮缸之间的备用流路。并且，用于控制诊断阀1191的阀驱动器(未图示)也可被由单独的芯片构成的阀驱动器控制。
包括在第二控制部200的第二专用集成电路芯片220或者多个阀驱动器250也执行与第一控制部100的第一专用集成电路芯片120或多个阀驱动器150相同的功能。
再次参照图2，第一微控制单元110可从第一压力传感器62及第二压力传感器64接收信号来控制多个阀。
第一压力传感器62可以为用于形成踏板感觉的踏板模拟器压力(PSP，PedalSimulator Pressure)传感器，第二压力传感器64可以为用于测定液压供给装置1130与轮缸之间的压力的电路压力(CIRP，Circuit Pressure)传感器。
为了控制制动器，第一微控制单元110不仅可利用第一压力传感器62及第二压力传感器64，还可利用第三压力传感器66的信号。第三压力传感器66仅与第二微控制单元210相连接，因此，可通过之前说明的微控制单元之间的通信接收压力值并使用其。
第二控制部200通过包括与第一控制部100相同的结构来构成第一控制部100的冗余。
为此，第二控制部200包括第二微控制单元210、第二专用集成电路芯片220、第二电子驻车制动系统驱动器230、多个阀驱动器250以及第二电机驱动器270。
向第二控制部200输入踏板传感器40的第二通道输出44并传递至第二微控制单元210，在需要的情况下，还可通过第二车域网发送或接收部260等接收第一通道输出42并使用其。
在第一微控制单元110或第一电子驻车制动系统驱动器130并不工作的情况下，第二微控制单元210可通过第二电子驻车制动系统驱动器230控制RL驻车制动器82和RR驻车制动器84两者。
第二专用集成电路芯片220解码轮速传感器90的输入并传递至第二微控制单元210，包括一部分阀驱动器。包括在专用集成电路芯片的阀驱动器和由单独芯片构成的多个阀驱动器的区分如前所述。
第二微控制单元210通过第二电机驱动器270驱动电机20，通过第二电机位置传感器34更精密地控制电机20。为此，电机20可以为与第一变流器180和第二变流器280均连接并被控制的双绕组电机。在第一控制部100不正常工作的情况下，电机20仅从第二变流器280接收电力。因此，在仅连接双绕组中的一个绕组的性能降级的状态下进行工作。
第二微控制单元210也仅连接多个压力传感器中的第三压力传感器66。在第一控制部100正常工作的通常情况下，第一压力传感器62及第二压力传感器64与第一微控制单元110相连接，第三压力传感器66与第二微控制单元210相连接，由此，通过通信通道向第一微控制单元110传递信号。因此，第一微控制单元110可使用三个压力传感器的信号来控制多个阀。
但是，在第一控制部100不正常工作的情况下，第二微控制单元210无法接收第一压力传感器62、第二压力传感器64的信号。因此，第二微控制单元210仅通过第三压力传感器66的信号以性能降级的状态下控制制动系统。
如上所述的本发明的制动器控制系统可提供如下的制动器控制系统：构成冗余，由此，即使系统的一部分发生故障，也可通过剩余系统确保制动力。
本发明的保护范围并不局限于以上明确说明的实施例的记载和表达。并且，再次补充说明的是，本发明的保护范围并不局限于本发明所属技术领域的显而易见的变更或取代。

Claims (13)

1.一种制动系统控制装置，其特征在于，包括：
传感器部，包括踏板传感器、压力传感器及电机位置传感器中的一种以上；
第一控制部，包括电子驻车制动系统驱动器、阀驱动器及电机驱动器中的一种以上，包括第一微控制单元，上述第一微控制单元根据从上述传感器部接收的信号控制上述电子驻车制动系统驱动器、阀驱动器及电机驱动器；以及
第二控制部，执行与上述第一控制部相同的功能来构成第一控制部的冗余。
2.根据权利要求1所述的制动系统控制装置，其特征在于，上述第二控制部仅在上述第一控制部并不正常工作的情况下进行工作。
3.根据权利要求1所述的制动系统控制装置，其特征在于，上述阀驱动器由在单独的芯片中包括的阀驱动器以及在包括于上述第一控制部的第一专用集成电路芯片及包括于上述第二控制部的第二专用集成电路芯片中包括的阀驱动器构成。
4.根据权利要求3所述的制动系统控制装置，其特征在于，在上述第一专用集成电路芯片及第二专用集成电路芯片中包括的阀驱动器驱动用于电子稳定控制系统或防抱死制动系统功能的多个阀，在单独的芯中包括的上述阀驱动器驱动用于脚刹车功能的多个阀。
5.根据权利要求1所述的制动系统控制装置，其特征在于，上述第一控制部包括第一电机驱动器以及第一三相变流器，上述第二控制部包括第二电机驱动器以及第二三相变流器，上述第一微控制单元或第二微控制单元用于控制与上述第一控制部的第一三相变流器和上述第二控制部的第二三相变流器同时连接的双绕组电机。
6.根据权利要求5所述的制动系统控制装置，其特征在于，当上述第一控制部发生故障时，上述第二控制部仅通过上述第二三相变流器及上述第二电机驱动器控制双绕组电机。
7.根据权利要求1所述的制动系统控制装置，其特征在于，上述第一控制部包括第一车域网发送或接收部，上述第二控制部包括第二车域网发送或接收部，上述第一微控制单元及上述第二微控制单元通过上述第一车域网发送或接收部及上述第二车域网发送或接收部相互通信。
8.根据权利要求1所述的制动系统控制装置，其特征在于，上述第一微控制单元及上述第二微控制单元通过通用输入/输出口或通用异步收发传输器相互通信。
9.根据权利要求7所述的制动系统控制装置，其特征在于，上述第一控制部通过上述第一车域网发送或接收部接收连接在上述第二控制部的传感器的信号值，或者，上述第二控制部通过上述第二车域网发送或接收部接收连接在上述第一控制部的传感器的信号值。
10.根据权利要求1所述的制动系统控制装置，其特征在于，上述压力传感器包括第一压力传感器、第二压力传感器以及第三压力传感器，上述第一压力传感器及第二压力传感器仅与上述第一控制部相连接，上述第三压力传感器仅与上述第二控制部相连接。
11.根据权利要求10所述的制动系统控制装置，其特征在于，当上述第一控制部发生故障时，上述第二控制部仅通过上述第三压力传感器以与上述第一压力传感器、第二压力传感器及第三压力传感器均进行工作时相比性能降级的状态控制制动系统。
12.根据权利要求1所述的制动系统控制装置，其特征在于，上述踏板传感器可进行第一通道输出及第二通道输出，上述第一通道输出连接在上述第一控制部，上述第二通道输出连接在上述第二控制部。
13.根据权利要求12所述的制动系统控制装置，其特征在于，上述踏板传感器的第一通道输出和第二通道输出能够根据设定输出互不相同的值，当上述第一控制部发生故障时，上述第二通道输出输出与上述第一控制部故障前的上述第一通道的输出相同的值。
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