CN114174133A - 用于运行用于自主驾驶的液压的外力车辆制动设备的方法 - Google Patents

用于运行用于自主驾驶的液压的外力车辆制动设备的方法 Download PDF

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CN114174133A
CN114174133A CN202080051554.8A CN202080051554A CN114174133A CN 114174133 A CN114174133 A CN 114174133A CN 202080051554 A CN202080051554 A CN 202080051554A CN 114174133 A CN114174133 A CN 114174133A
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brake pressure
brake
pressure generator
external force
external
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T·布吕克斯
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T8/326—Hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
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    • 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
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    • 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
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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
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

为了运行用于自主驾驶的液压的外力车辆制动设备，本发明提出，如果在预先给定的第一时间段（t1）之后用第一外力制动压力发生器没有产生制动压力或者没有产生足够的制动压力，则用第二外力制动压力发生器来产生制动压力。如果在比所述第一时间段（t1）长的第二时间段（t2）之内不存在来自所述第一外力制动压力发生器的故障通知，则中断用所述第二外力制动压力发生器产生制动压力的过程。

Description

用于运行用于自主驾驶的液压的外力车辆制动设备的方法
技术领域
本发明涉及一种具有权利要求1的前序部分的特征的方法，该方法用于运行用于在公共道路上在等级4或等级5以下自主驾驶的陆地车辆的液压的外力车辆制动设备。术语“自主驾驶”是指自主地驾驶的可行方案，但是按本发明的车辆制动设备也能够用于非自主驾驶的或者在较低等级上自主驾驶的陆地车辆。
背景技术
为了在等级4（驾驶员能够被要求进行干预）和等级5（最高等级；不需要驾驶员）以下进行自主驾驶，需要具有冗余的外力车辆制动设备，该外力车辆制动设备以与安全性邻接的概率排除车辆制动设备的完全失灵，而不需要驾驶员干预。
公开文献DE 10 2014 220 440 A1 公开了一种具有两个制动机组的电液的外力车辆制动设备，两个制动机组分别具有外力制动压力发生器和用于每个车轮制动器的制动压力调节阀装置，其中该外力制动压力发生器具有能用电来驱动的压力源。一个制动机组被连接到另一个制动机组上，并且液压的车轮制动器被连接其中一个制动机组上，使得该车轮制动器能够用其中一个制动机组并且穿过其中一个制动机组用另一个制动机组来操纵。由此，在一个制动机组出现故障或失灵时，该车轮制动器能够在没有驾驶员干预的情况下用另一个制动机组来操纵。相应活动的制动机组调节在车轮制动器中的车轮制动压力。
发明内容
本发明的任务是，在外力制动时，如果第一外力制动压力发生器没有产生制动压力或者无论如何没有产生足够的制动压力，则尽可能少地失去时间以便用第二外力制动压力发生器来建立制动压力。然而，在此，原则上应该不是运行两个外力制动压力发生器，而是应该尽可能总是仅仅运行一个外力制动压力发生器。
为按本发明的方法设置的车辆制动设备具有两个外力制动压力发生器，用它们能够产生用于对车辆制动设备的液压的车轮制动器进行操纵的制动压力。该外力制动压力发生器能够具有液压泵或活塞-缸单元，其中该液压泵能够用电动机来驱动，并且该活塞-缸单元的活塞能够用电动机例如通过螺旋齿轮传动机构并且必要时通过所插入的机械的减速传动机构在缸中移动。外力制动压力发生器的另一种可行方案是主制动缸，该主制动缸能够用能控制的负压-制动力放大器或者机电的制动力放大器来操纵。该列举是示范性的并且不是穷举性的。
根据本发明，如果在自收到制动信号起的预先给定的第一时间段之后该第一外力制动压力发生器没有产生预先给定的制动压力并且制动信号仍然存在，则用该第二外力制动压力发生器来产生制动压力。如果应该用外力来制动，则该制动信号能够是通过车辆驾驶员进行的制动操纵。该制动信号也能够独立于车辆驾驶员、例如独立于自主的车辆操纵装置、独立于前方行驶的车辆的间距调节机构或在过快地接近另一车辆或其它障碍物时产生。
如果在自收到制动信号起的比第一时间段长的第二时间段内检测到该第一外力制动压力发生器的故障，则能够用由该第二外力制动压力发生器产生的制动压力来操纵该车轮制动器。从该第一时间段的结束直到识别到该第一外来力制动压力发生器的故障的时间得到节省。如果在该第二时间段之内没有识别到第一外力制动压力发生器的故障，则在按本发明的方法的一种设计方案中能够中断用该第二外力制动压力发生器产生制动压力的过程。由此避免的是，用该第二外力制动压力发生器来操纵车辆制动设备，尽管存在制动信号，但是不应该或不应该通过用该第一外力制动压力发生器产生制动压力的方式来操纵该车辆制动设备。例如，该车辆制动设备能够用第三外力制动压力发生器来操纵、例如通过人力或外力操纵主制动缸的方式来操纵，或者装备有该车辆制动设备的车辆以其他方式、例如通过借助于电机的发电机运行来产生电流的方式而减速，并且因此有意地不操纵该液压的车轮制动器。该电机例如是作为发电机来运行的电动机或发电机。
例如如果该第一外力制动压力发生器在自收到制动信号起的第二时间段之内（但是依然）产生预先给定的制动压力或者装备有该车辆制动设备的车辆停止或者已经进入静止状态，那也能够用其他中断标准来中断用该第二外力制动压力发生器产生制动压力的过程。
从属权利要求的主题是在独立权利要求中所说明的发明的改进方案和有利的设计方案。
所有在说明书和附图中公开的特征能够单个地本身或以原则上任意组合的方式在本发明的实施方式中实现。本发明的以下实施方案原则上是可能的，这些实施方案具有本发明的权利要求或实施方式的非全部的特征、而是仅仅一个或多个特征。
附图说明
下面借助于在附图中示出的实施方式来详细解释本发明。
图1示出了用于实施按本发明的方法的、用于自主驾驶的液压的外力车辆制动设备的简化的液压线路图；并且
图2示出了按本发明的方法的流程图。
具体实施方式
在图1中示出的电液的外力车辆制动设备1被设置用于在公共道路上在等级4或等级5以下自主驾驶的陆地车辆、也就是客车。等级4意味着自主驾驶，其中要求驾驶员进行干预，而等级5、也就是最高等级则意味着不需要驾驶员干预的自主驾驶。较低的等级和非自主驾驶同样是可能的。
车辆制动设备1被构造为具有四个液压的车轮制动器2的双回路车辆制动设备，其中各两个液压的车轮制动器被连接到两条制动回路I、II之一上。绘示了具有两个液压的车轮制动器2的制动回路I，另一条制动回路II则相同地构成。
为了进行外力操纵，车辆制动设备1具有两个外力制动压力发生器3、4，利用它们能够彼此独立地操纵车轮制动器2。两个外力制动压力发生器3中的第一外力制动压力发生器具有活塞-缸单元5，该活塞-缸单元的活塞6为了产生制动压力而能够用第一电动机7通过螺旋齿轮传动机构8、例如滚珠丝杠传动机构在缸9中移动。在该第一电动机7与该螺旋齿轮传动机构8之间能够插入未示出的机械的减速传动机构、例如行星齿轮传动机构。两条制动回路I、II通过第一分离阀10以液压并联的方式被连接到第一外力制动压力发生器3的活塞-缸单元5的缸9上，在图中仅仅示出了分离阀中的一个分离阀。
该第二外力制动压力发生器4具有液压泵11，该液压泵能够用第二电动机12来驱动。该液压泵11例如是活塞泵或（内）齿轮泵。两条制动回路I、II以液压并联的方式被连接到第二外力制动压力发生器4上，在本实施例中两条制动回路I、II被连接到液压泵11的压力侧上。两条制动回路I、II能够在没有插入阀的情况下直接被连接到第二外力制动压力发生器4上，在本实施例中两条制动回路I、II通过止回阀24被连接到第二外力制动压力发生器4上，以防止制动液体从制动回路I、II回流到第二外力制动压力发生器4中或通过第二外力制动压力发生器来回流。没有在该第二外力制动压力发生器4与两条制动回路I、II （未示出）之间设置能控制的阀、例如电磁阀，但这却是可能的。不仅该第一外力制动压力发生器3的活塞-缸单元5的缸9而且该第二外力制动压力发生器4的液压泵11都被连接到无压力的制动液储存容器13上，该制动液储存容器被安放到能用人力操纵的双回路主制动缸14上，两条制动回路I、II通过第二分离阀15以液压并联的方式被连接到该双回路主制动缸上。
在该第一和第二分离阀10、15与该车轮制动器2及第二外力制动压力发生器4之间，在每条制动回路I、II中布置有第三分离阀16，能够朝车轮制动器2的方向穿流的止回阀25与该第三分离阀液压并联地连接。
每个外力制动压力发生器3、4具有自身的电能供给装置17 ——在本实施例中分别为蓄电池——和自身的电子控制设备19。
每个车轮制动器2具有入口阀20，通过该入口阀该车轮制动器2被连接到车辆制动设备1的制动回路I、II上，该车轮制动器配属于该制动回路I、II。每个车轮制动器2分别通过出口阀21被连接到无压力的制动液储存容器14上。该入口阀20和出口阀21形成车轮制动压力调节阀装置，用该车轮制动压力调节阀装置能够单个地调节在每个车轮制动器2中的车轮制动压力，其中“调节”也可以是指控制。除了在外力制动时对车轮制动压力进行调节之外，用该入口阀20、出口阀21以及可选的两个外力制动压力发生器3、4之一也能够进行滑转调节。这样的滑转调节是防抱死调节、驱动防滑调节和行驶动态调节或者说电子稳定程序，为它们通常使用缩写ABS、ASR和FDR或者ESP。这样的滑转调节为本领域的技术人员所熟知并且在这里不作解释。
在本实施例中，该分离阀10、15、16、入口阀20和出口阀21是2/2-通路-电磁阀，其中该第二和第三分离阀15、16和入口阀20在其不通电的基本位置中是打开的并且该第一分离阀10和出口阀21在其不通电的基本位置中是关闭的。与所描述的阀和阀位置不同的阀和阀位置也是可能的。例如，该入口阀20和出口阀21能够被合并成3/3-通路-电磁阀（未示出）。分别绘示出所绘出的制动回路I的阀10、13、16、20、21，未绘出的制动回路II相同地构造并且具有相同的阀10、15、16、20、21。
图2的流程图示出了按本发明的自主的外力制动的流程，该流程以区域500开始。为了进行自主驾驶而存在自主的车辆操纵装置22，其不一定是该车辆制动设备1的一部分并且其在步骤501中向两个外力制动压力发生器3、4的电子控制设备18、19发送制动信号。制动信号意味着，应该用外力来操纵该车辆制动设备1。接着，用该第一电动机7来使该活塞6在活塞-缸单元5的缸9中移动并且由此用该第一外力-制动压力发生器3产生制动压力（步骤502）。该第一分离阀10和第三分离阀16保持打开状态，从而能够用由该第一外力制动压力发生器3产生的制动压力来操纵车轮制动器2。该第二分离阀15被关闭，使得该车轮制动器2在液压方面与主制动缸15分开并且外力制动能够用由该第一外力制动压力发生器3产生的制动压力来进行。
该第二外力制动压力发生器4的电子控制装置19借助于被连接到第一外力制动压力发生器3的活塞-缸单元5的缸9上的压力传感器23来监控用该第一外力制动压力发生器3产生制动压力的情况（步骤503）。除了向该第二外力制动压力发生器4的电子控制设备19发送其压力信号之外，该压力传感器23还将其压力信号发送给第一外力制动压力发生器3的电子控制设备18和自主的车辆操纵装置22。
如果在自制动信号的开始起的第一预先给定的时间段t1期间该第一外力制动压力发生器3没有产生制动压力或者无论如何没有产生预先给定的制动压力或者如果制动压力建立梯度太低并且如果还存在该自主的车辆操纵装置22的制动信号，则用该第二外力制动压力发生器4通过用第二电动机12驱动液压泵11的方式来产生制动压力（步骤504）。
如果在自制动信号开始时起的、比第一时间段t1长的预先给定的第二时间段t2内该第二外力制动压力发生器4的电子控制设备19收到该第一外力制动压力发生器3的故障通知（步骤505），则关闭该第一外力制动压力发生器3的第一分离阀10并且用由该第二外力制动压力发生器4产生的制动压力来操纵该车轮制动器2（步骤506）。该第一外力制动压力发生器3的故障通知意味着，该第一外力制动压力发生器3失灵或者无论如何不能在足够短的时间内产生足够的制动压力。除了来自该第一外力制动压力发生器3的电子控制设备18之外，该故障通知也能够比如来自自主的车辆操纵装置22。
如果该第二外力制动压力发生器4的电子控制设备18在第二时间段t2内没有收到第一外力制动压力发生器3的故障通知，则中断用该第二外力制动压力发生器4产生制动压力的过程（步骤507）。无故障通知的原因可能是，尽管存在制动信号，但是制动压力不应该用该第一外力制动压力发生器3来产生。例如，如果为了获取电能而用作为发电机来运行的电动机或用发电机产生电流并且装备有该车辆制动设备1的车辆以这种方式用该电动机或发电机来足够地减速，那就是这种情况。在这种情况下，用该第二外力制动器压力产生器4操纵该车轮制动器2会产生干扰。
如果该第一外力制动压力发生器3在自制动信号开始起的第二时间段t2内产生足够的制动压力，尽管没有产生制动压力或产生过低的制动压力仍使该车辆足够地减速或停止或者已经进入静止状态，那也能够中断用该第二外力制动压力发生器4产生制动压力的过程。
如果在制动信号开始时或在自制动信号开始起的第一时间段t1内已经存在该第一外力制动压力发生器3的故障通知（步骤502），则自制动信号开始起或自收到故障通知起用该第二外力制动压力发生器4产生制动压力（步骤506）。如果该第一外力制动压力发生器3由于故障之外的原因或者无论如何在没有故障报告的情况下不可用，则自制动信号开始起也用该第二外力制动压力发生器4产生制动压力（步骤502和506）。

Claims (7)

1.用于运行用于自主驾驶的液压的外力车辆制动设备的方法，所述液压的外力车辆制动设备具有第一外力制动压力发生器（3）和第二外力制动压力发生器（4），液压的车轮制动器（2）被连接在所述第一外力制动压力发生器和第二外力制动压力发生器上，其特征在于，如果在自收到所述第一外力制动压力发生器（3）的制动信号起的预先给定的第一时间段（t1）之后没有产生预先给定的制动压力（p1）并且制动信号仍然存在，则在所述制动信号的情况下用所述第二外力制动压力发生器（4）来产生制动压力。
2.根据权利要求1所述的方法，其特征在于，如果在自收到所述制动信号起的比所述第一时间段（t1）长的预先给定的第二时间段（t2）之内不存在所述第一外力制动压力发生器（3）的故障通知，则中断用所述第二外力制动压力发生器（4）产生制动压力的过程。
3.根据权利要求1或2所述的方法，其特征在于，如果在自收到所述制动信号起的比所述第一时间段（t1）长的预先给定的第二时间段（t2）之内所述第一外力制动压力发生器（3）产生预先给定的制动压力或者装备有所述车辆制动设备（1）的车辆停止，则中断用所述第二外力制动压力发生器（4）产生制动压力的过程。
4.根据权利要求1至3中的任一项或多项所述的方法，其特征在于，如果所述第一外力制动压力发生器（3）尚未准备产生制动压力，则在收到制动信号时立即用所述第二外力制动压力发生器（4）来产生制动压力。
5.根据前述权利要求中的任一项或多项所述的方法，其特征在于，如果存在所述第一外力制动压力发生器（3）的故障通知，则在收到制动信号时立即用所述第二外力制动压力发生器（4）来产生制动压力。
6.根据前述权利要求中的任一项或多项所述的方法，其特征在于，如果预先给定的制动压力以与利用所述第一外力制动压力发生器（3）不同的方式产生并且/或者装备有所述车辆制动设备（1）的车辆以与利用所述车辆制动设备（1）不同的方式以预先给定的减速度来减速，则不执行所述方法。
7.根据前述权利要求中的任一项或多项所述的方法，其特征在于，所述外力制动压力发生器（3、4）具有电子控制设备（18、19）。
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