DE102013208674A1 - A control device for a recuperative braking system of a vehicle, a recuperative braking system for a vehicle, and a method of operating a recuperative braking system of a vehicle - Google Patents

Abstract

The invention relates to a control device (10) for a recuperative braking system of a vehicle, which is designed to control at least one hydraulic component (28) in such a way, taking into account a provided actual variable (14) with regard to a generator braking torque currently exerted by at least one electric motor, that a corresponding volume of brake fluid can be transferred between the at least one brake circuit (16) and the storage volume (30), and which is additionally designed to control the at least one hydraulic component and / or at least one further hydraulic component (50) such that a force simulation chamber -Pressure in a force simulation chamber (18) can be set, so that in addition to a counterforce caused by a master brake cylinder pressure, a simulation force caused by the force simulation chamber pressure can also be exerted on a brake actuating element (26) of the brake system. The invention also relates to a recuperative braking system for a vehicle. Furthermore, the invention relates to a method for operating a recuperative braking system of a vehicle.

Description

The invention relates to a control device for a recuperative braking system of a vehicle. Likewise, the invention relates to a recuperative braking system for a vehicle. Furthermore, the invention relates to a method for operating a recuperative braking system of a vehicle.

State of the art

In the DE 10 2010 001 941 A1 For example, a method for operating a brake-boosted hydraulic brake system of a vehicle and a control device for a brake-boosted recuperative brake system of a vehicle are described. The operated brake system can be equipped with at least one plunger and / or at least one two-chamber cylinder, the first working chamber of which is hydraulically connected to a brake circuit of the brake system and whose second working chamber is hydraulically connected to a brake fluid reservoir of the brake system. During operation of the braking system, an assisting force of a brake booster of the brake system is to be adaptable to at least one additional braking force exerted on at least one wheel of the vehicle, such as a generator braking force such that a deceleration of the vehicle is maintainable despite fluctuations of the additional braking force , In addition to be guaranteed by a displacement of a brake medium volume between the at least one storage chamber of the at least one plunger / two-chamber cylinder and a memory-external volume of the brake system a standard brake actuation despite the change in the assisting force of the brake booster.

Disclosure of the invention

The invention relates to a control device for a recuperative brake system of a vehicle having the features of claim 1, a recuperative brake system for a vehicle having the features of claim 4 and a method for operating a recuperative brake system of a vehicle having the features of claim 11.

Advantages of the invention

By displacing the brake fluid volume corresponding to the first desired value between the at least one brake circuit and the storage volume, it is possible to set a brake pressure in at least one wheel brake cylinder connected to the at least one brake circuit such that, despite a time-varying of the currently exerted generator brake torque can be reliably maintained by the driver by means of an actuation of the brake actuator predetermined target vehicle deceleration. By means of the present invention, a process that can be rewritten as a volume veneer can thus be carried out. Despite the generally varying generator braking torque over time, the advantageous volume veneering ensures standard deceleration of the vehicle equipped with the recuperative braking system. At the same time, the present invention ensures the advantage that by means of the adjustable according to the second target size Kraftsimulationskammer-pressure exerted on the brake actuator simulation power is adjustable so that the driver despite the changed brake pressure has a standard brake actuation feeling (pedal feel). The present invention thus ensures in addition to the volume veneering a power veneer, whereby a standard (advantageous) characteristic of the brake actuator, such as a brake pedal, continues to be guaranteed.

It is also possible to rewrite the power veneering that can be realized by means of the present invention in such a way that a change in a drag force exerted on the brake actuating element due to the changed brake pressure can be at least partially compensated for by the additionally enforceable simulation force. The driver thus does not / hardly perceives the time change of the counterforce during the actuation of the brake actuating element.

In an advantageous embodiment of the control device, the drive device is designed to connect a plunger to a first working chamber as the storage volume, a second working chamber and an adjustable piston arranged between the first working chamber and the second working chamber, the first working chamber of which is hydraulically connected to the at least one brake circuit and whose second working chamber is hydraulically connected to the Kraftsimulationskammer, as the at least one hydraulic component to control such that the set target size corresponding brake fluid volume between the at least one brake circuit and the first working chamber is transferable and a corresponding brake fluid volume herausdrückbar from the second working chamber or is sucked into the second working chamber. The volume of brake fluid supplied to or withdrawn from the second working chamber may be at least partially utilized to adjust the desired force simulation chamber pressure in the force simulation chamber. The design of the control device for the plunger described here ensures a cost-effective and energy-saving design of the brake system, with the use of the advantageous Volume veneer is executable simultaneously with the advantageous power veneer.

Preferably, the drive device is additionally designed to control a pressure control valve, via which the second working chamber is hydraulically connected to a brake fluid reservoir, as the at least one further hydraulic component. The pressure control valve is a low cost component for adjusting the desired force simulation chamber pressure in the force simulation chamber.

The advantages described in the preceding paragraphs can also be ensured by the recuperative braking system for a vehicle.

In an advantageous embodiment of the recuperative braking system, the plunger is self-locking. Thus, it can be dispensed with an equipment of the brake system with shut-off valves for liquid-tight sealing of the working chambers of the plunger. As an alternative to a self-locking design of the plunger but also shut-off valves can be used in the recuperative braking system.

In a further advantageous embodiment, the second working chamber is additionally hydraulically connected to a brake fluid reservoir via a pressure regulating valve. The pressure regulating valve ensures a reliable setting of the second nominal size corresponding simulation chamber pressure in the simulation chamber.

Advantageously, runs parallel to the pressure control valve, a bypass line with a blocking in one direction from the second working chamber to the brake fluid reservoir check valve. By overpressing the check valve thus an additional volume of brake fluid from the brake fluid reservoir can be sucked into the simulation chamber.

Likewise, a memory may be hydraulically connected to the force simulation chamber. The arrangement of the memory on the force simulation chamber usually facilitates the setting of the second target size corresponding Kraftsimulationskammer-pressure.

In advantageous developments, the recuperative brake system comprises a vacuum brake booster and / or a hydraulic brake booster. By means of the plunger executable Kraftverblendung can be dispensed with the use of an electromechanical brake booster, which is often used according to the prior art for power veneering. Thus, more cost effective brake booster can be used for the advantageous brake system, which also enjoy a high popularity due to their already longer use in vehicles.

In a further advantageous embodiment, the recuperative brake system comprises one of the control devices already described above. This also ensures the benefits already outlined above.

The advantages explained above can also be realized by carrying out a corresponding method for operating a recuperative braking system of a vehicle. The method can be further developed according to the embodiments described above.

Brief description of the drawings

Further features and advantages of the present invention will be explained below with reference to the figures. Show it:

1 schematic representations of embodiments of the control device and the cooperative recuperative braking system; and

2 a flowchart for explaining an embodiment of the method for operating a recuperative braking system of a vehicle.

Embodiments of the invention

1 shows schematic representations of embodiments of the control device and the cooperative recuperative braking system.

In the 1 schematically illustrated control device 10 For example, it may be integrated into a brake system controller or a central vehicle controller. The control device 10 However, it can also be installed as a separate component on a vehicle equipped with the recuperative braking system.

The control device 10 includes a drive device 12 , which is designed to take into account a provided actual size 14 With regard to a generator braking torque currently exerted by means of at least one electric motor (not shown) of the brake system, a first desired value with respect to one by means of at least one hydraulic component of the brake system between at least one brake circuit 16 the brake system and a storage volume of the brake system to be transferred to determine the brake fluid volume. The actual size 14 can in particular, a value of the at least one generator braking torque, a temporal change of the at least one generator braking torque and / or a current operating stage of the at least one electric motor. Also, other quantities and data indicating an actual function of the at least one generator and / or a current value of the at least one generator braking torque (indirectly) may be used as the actual quantity 14 be available. The actual size 14 For example, from a generator control to the control device 10 to be provided. Likewise, the control device 10 be designed in a development to control the at least one electric motor. In this case, the actual size 14 by an internal unit of the control device 10 to the drive device 12 to be provided.

The drive device 12 is also designed to control the at least one hydraulic component in such a way that the brake fluid volume corresponding to the specified target value is shifted between the at least one brake circuit by means of the at least one actuated hydraulic component 16 and the storage volume is transferable. In addition, the drive device 12 additionally designed, a second setpoint value with respect to one by means of the at least one hydraulic component and / or at least one further hydraulic component of the brake system in a force simulation chamber 18 To be set force simulation chamber pressure to be set taking into account the actual size and / or the first target size. Subsequently, the drive device 12 designed to control the respective at least one hydraulic component such that the force simulation chamber pressure in the force simulation chamber 18 is adjustable by means of the respective at least one hydraulic component according to the second desired size. In this way it is possible to ensure that in addition to one in at least one chamber 20 and 22 a master cylinder 24 The master brake cylinder pressure present in the brake system still caused counterforce due to the force simulation chamber pressure in the force simulation chamber 18 caused simulation force on a brake actuator 26 of the brake system is exercisable. The brake actuator 26 For example, it can be a brake pedal.

The control device 10 is thus designed to control the cooperating brake system such that when inserting the at least one electric motor as a generator in the at least one brake circuit 16 present brake pressure is adaptable so that temporal variations of the at least one generator braking torque by means of a change of the at least one brake pressure in the at least one brake circuit 16 at least partially compensated. In particular, the at least one brake pressure in the at least one brake circuit 16 by means of the control device 10 be adaptable such that one of a driver by means of an actuation of the brake actuator 26 predetermined vehicle deceleration despite temporal variations of at least one generator braking torque is reliably maintained. As the control device 10 can react quickly to changes in the generator braking torque, often even has a sudden elimination of the at least one electric motor maximum executable generator braking torque, for example, due to a complete charge of a vehicle battery and / or a speed of the vehicle under a generator Mindesteinsetzgeschwindigkeit, (almost ) does not affect the vehicle deceleration. The means of the control device 10 executable volume veneering thus allows complete blending without the remainder of a residual pressure and without the restriction to a jump-in area.

In addition, the control device 10 adapted to a due to the displacement of the first target size corresponding brake fluid volume (between the at least one brake circuit 16 and the storage volume) changed counterforce of the master cylinder 24 on the brake actuator 26 At least partially offset by the newly induced simulation power. The force simulation chamber pressure can also be referred to as a support pressure, with which the changes in the counterforce are at least partially compensated. Preferably, the reaction force and the simulation force add up to a total force that remains constant during the veneering process. The at least one electric motor can thus be used as a generator without the driver blending the at least one generator braking torque (by means of the at least one newly defined brake pressure) during the actuation of the brake actuating element 26 perceives.

The operation of the brake system by means of the control device 10 thus allows a volume veneer and a force veneer to comply with the predetermined vehicle deceleration and a desired Bremsbetätigungsgefühls (pedal feel) despite temporal variations of the at least one generator braking torque. The insertion of the control device 10 thus increases the acceptance of the used for braking the vehicle electric motor, the use of which enables a lower-emission and energy-efficient driving of the vehicle equipped with it.

The first target size is not just a volume can be determined. Instead, the first setpoint variable may also be at least one variable which indicates a function of the at least one hydraulic component and / or a state of the at least one hydraulic component. Accordingly, a target pressure, a desired function of the respective at least one hydraulic component and / or a desired state of the respective at least one hydraulic component can be defined as the second setpoint variable.

In 1 is that also with the control device 10 cooperative recuperative braking system with the master cylinder 24 , the at least one at least one chamber 20 of the master cylinder 24 connected brake circuit 16 of the power simulation chamber located internally or externally of the master cylinder 18 , and a plunger 28 with a first working chamber 30 (as the storage volume), a second working chamber 32 and one between the first working chamber 30 and the second working chamber 32 arranged adjustable piston 34 shown schematically. The brake actuator 26 is so at the force simulation chamber 18 and the master cylinder 24 arranged in addition to that by the master cylinder pressure in the at least one chamber 20 and 22 of the master cylinder 24 counterforce still caused by the force simulation chamber pressure in the force simulation chamber 18 caused simulation force on the brake actuator 26 exercisable. This is above all due to an integration of the force simulation chamber 18 in the master cylinder 24 , in particular on one side of the master cylinder 24 with an exit bar 36 (Output piston), reliably realizable. The force simulation chamber 18 can in particular be serial to the at least one chamber 20 and 22 of the master cylinder 24 to be ordered. The master cylinder 24 However, it can also be designed as a stepped master cylinder. It is also noted that an integration of the force simulation chamber 18 in the master cylinder 24 is not necessary.

In the embodiment of the 1 a force caused by the force simulation chamber pressure is supported against the housing of the master cylinder 24 off and acts on the output rod (output piston) 36 , While a ring area 35 the output rod 36 the force simulation chamber 18 limited, protrudes a frontal area of the output rod 36 through an opening in a partition 37 between the force simulation chamber 18 and an adjacent rod piston chamber 22 , so the output rod 36 the pole 38 can contact. In this way, one is on the output rod 36 applied force over the rod piston 38 also on the floating piston 40 transferable. Preferably, the force simulation chamber 18 Volume from a brake fluid reservoir 42 at least in the presence of the output rod 36 sniffing in his unconfirmed position. Also the at least one chamber 20 and 22 of the master cylinder 24 can via at least one sniffer bore with the brake fluid reservoir 42 be hydraulically connected. The brake fluid reservoir 42 can also separate chambers each for the force simulation chamber 18 and the at least one chamber 20 and 22 of the master cylinder 24 have to separate the respective hydraulic circuits from each other.

The first working chamber 30 the plunger 28 is hydraulically connected to the at least one brake circuit 16 tethered. For example only, this is the one to the floating piston chamber 20 of the master cylinder 24 connected brake circuit 16 , As an alternative or as a supplement to this, the first working chamber 30 for example, on one of the rod piston chamber 22 connected brake circuit 44 be connected.

The second working chamber 32 the plunger 28 is hydraulically via a pipe 45 to the force simulation chamber 18 tethered. The drive device 12 is designed to be the plunger 28 as the at least one hydraulic component by means of a plunger control signal 46 in such a way that the brake fluid volume corresponding to the specified first target value is between the at least one brake circuit 16 and the first working chamber 30 as the storage volume is transferable. In particular, the transfer of the brake fluid volume between the at least one brake circuit 16 and the first working chamber 30 by adjusting the piston 34 by means of a motor 48 the plunger 28 respectively. The first target size can thus also a desired position of the piston 34 , a target displacement of the piston, a target energization time of the motor 48 and / or a desired current intensity of the motor 48 include. An aspiration of the brake fluid volume from the at least one brake circuit 16 in the first working chamber 30 causes a corresponding volume of brake fluid from the second working chamber 32 is herausdrückbar. By means of a pressure reduction in the at least one brake circuit 16 is thus a simple way a simultaneous pressure increase in the force simulation chamber 18 effected. Accordingly, pushing out of the brake fluid volume from the first working chamber 30 in the at least one brake circuit 16 to a suction of the corresponding brake fluid volume in the second working chamber 32 , This can increase the pressure in the at least one brake circuit 16 easily a decrease in pressure in the force simulation chamber 18 trigger.

The plunger 28 is a cost component, on the one hand a pressure change in the at least one brake circuit 16 and at the same time a further pressure change in the at least one force simulation chamber 18 to effect. The insertion of the plunger 28 thus allows a cost-effective design of the brake system with full Volumenverblendfähigkeit. Besides, the plunger is 28 can be used without extensive modifications to the brake system are required. It is noted, however, that the equipment of the brake system with the plunger 28 represents only one possibility for realizing a brake system, which with the advantageous control device 10 is operable.

At the in 1 schematically illustrated brake system is the second working chamber 32 the plunger 28 about one in a line 49 inserted pressure control valve 50 hydraulically to the brake fluid reservoir 42 tethered. (The one at the second working chamber 32 connected lines 45 and 49 can be described as a force simulation circuit.) The pressure control valve 50 may be a switching valve or a continuously controllable / continuously controllable valve. The drive device 12 is additionally designed to the pressure control valve 50 as the at least one further hydraulic component by means of a pressure control valve control signal 52 head for. In this way, by means of the pressure control valve 50 in the force simulation chamber 18 present Kraftsimulationskammer-pressure with high accuracy and can be easily adjusted. The pressure control valve 50 is also a cost-effective way to fine tune the power simulation chamber pressure. As a second target size are thus also a desired state of the pressure control valve 50 , a target opening duration of the pressure regulating valve 50 , a desired energization duration of the pressure regulating valve 50 and / or a desired current intensity of the pressure regulating valve 50 fixable.

Preferably runs parallel to the pressure control valve 50 a bypass line 54 with one in one direction from the second working chamber 32 to the brake fluid reservoir 42 locking check valve 56 , Thus, via the bypass line 54 Brake fluid from the brake fluid reservoir 42 into the force simulation chamber 18 be sucked without being on the second working chamber 32 a negative pressure is created. The with the pressure control valve 50 trained leadership 49 can be described as an actively shut-off return line.

Optional is a memory 58 to the force simulation chamber 18 , or the second working chamber 32 hydraulically connected. One in the store 58 held accumulator pressure helps especially at the beginning of a return promotion in the brake system the start of the engine 48 ,

In the brake system of 1 points the plunger 28 an improved return dynamics due to the memory 58 on. The memory 58 is rewritten as medium pressure storage. The memory 58 compensated in conjunction with the control valve 50 through the volume in the first storage chamber 30 in the brake circuit 16 lowered brake pressure by a pressure change in the force simulation chamber 18 ,

This in 1 schematically illustrated brake system also has shut-off valves 60 on, with the first working chamber 30 via a first shut-off valve 60 on the at least one brake circuit 16 and the second working chamber 32 via a second shut-off valve 60 to the force simulation chamber 18 and the pressure control valve 50 hydraulically connected. By using the shut-off valves 60 can be a gearbox with high efficiency for the plunger 28 be used. A volume shot of a plunger 28 with high transmission efficiency can by means of at least one shut-off valve 60 drastically reduced. Due to the high efficiency of the plunger 28 its drive can be reduced or its pressure-promoting capability can be improved. As an alternative to fitting the brake system with the shut-off valves 60 can the plunger 28 also be formed self-locking.

The braking system of 1 also includes a vacuum brake booster 62 , In a further preferred embodiment, the brake system comprises a hydraulic brake booster. The equipment of the brake system with a vacuum brake booster or a hydraulic brake booster is advantageous because such brake booster types are relatively inexpensive. (In the vacuum brake booster 62 For example, very cheap electric vacuum pumps can be used.) In addition, these types of brake booster eliminate the difficulties of an electromechanical brake booster in the ABS return flow case. In addition, both brake booster types have long been on the market, and therefore enjoy a good acceptance by the drivers. The use of an electromechanical brake booster, which is comparatively expensive and also new, is not necessary in the brake system described here. While conventionally the electromechanical brake booster is often used because of the good controllability of its amplifier power for power veneering, this function can be achieved by means of the advantageous control device 10 be executed.

Optionally, a sensor, such as a rod travel sensor and / or a pedal travel sensor, may also be included in the master cylinder 24 be integrated. A sensor signal provided by this, in particular a displacement sensor signal, can additionally be used for the veneering algorithm.

The control device 10 , the plunger 28 , the pressure control valve 50 , the memory 58 and / or the shut-off valves 60 can be used as a one-piece component, which acts as a smart actuator 64 is rewritable, be trained. This facilitates assembly of the components 28 . 50 . 58 and or 60 on a vehicle. As an alternative to using a smart actuator 64 can the components 28 . 50 . 58 and or 60 also be formed separately. As a further development, the smart actuator 64 also at least one pressure sensor 66 by means of which a sensor signal 68 to a brake system control 70 is dispensable.

The brake system control 70 , by means of which at least one further hydraulic component 72 the braking system (eg components of an ESP Hev) for setting a desired brake pressure in the wheel brake cylinders 74 is controllable (as by means of the arrow 76 is shown schematically), can in an advantageous development in the control device 10 be integrated. Alternatively, however, one may be separate from the brake system controller 70 trained control device 10 be used in the brake system.

In 1 are the brake circuits 16 and 44 only shown schematically. It is expressly noted that a variety of differently designed brake circuits 16 and 44 together with the control device 10 can be used in the brake system. In particular, the plunger can 28 with conventional brake circuits 16 and 44 be used without causing significant changes to the brake circuits 16 and 44 are to be trained. Software and communication side changes can be made so that a setpoint for a preferred position of the piston 34 depending on the regenerative recuperation potential and / or driving stability information. Optionally, the brake system for an X-brake circuit split and / or for a II brake circuit distribution (parallel brake circuit division) may be formed. The equipment of the brake system with the in 1 shown components causes no additional burden on a pump mechanism.

Below is the operation of the means of the control device 10 triggered brake system to be executed again. It should be noted that the corresponding functional sequences themselves can be carried out for blending a high generator braking torque of up to 0.3 g or more. The processes are in particular carried out when the generator braking torque, the level of the jump-in braking torque (or Springer braking torque of the respective brake booster 62 ) exceeds, for example, from 0.1 g. Typically, in this mode of operation, the driver is braked with the master cylinder during braking without a veneer 24 connected.

For blending a time-increasing generator braking torque can in such a situation, a pressure reduction in the at least one brake circuit 16 be executed. For the pressure reduction takes the first working chamber 30 the plunger 28 pressure-controlled and / or volume-controlled to a brake fluid volume. It rises by the movement of the piston 34 a pressure in the second working chamber 32 the plunger 28 , As a result, a volume of brake fluid is transferred to the reservoir 58 postponed. The memory 58 is preferably designed so that always more pressure on the memory 58 is created when it is dismantled in the brake system for a veneer. About the pressure control valve 50 can then / at the same time in the force simulation chamber 18 present force simulation chamber pressure can be adjusted so that a total force of the reaction force and the simulation force remains constant.

As long as the generator braking torque remains unchanged, in the at least one brake circuit 16 present pressure to be kept constant. This can be done, for example, by closing the pressure regulating valve 50 and / or the shut-off valves 60 be ensured. Also in the store 58 the pressure remains constant. The piston 34 in the plunger 28 will not be moved. The motor 48 the plunger 28 may be currentless.

As soon as the generator braking torque decreases in time, in the at least one brake circuit 16 present brake pressure can be increased. For such a pressure buildup promotes the plunger 28 pressure-controlled and / or volume-controlled, an additional brake fluid volume from the first working chamber 30 in the at least one brake circuit 16 back. It decreases by the movement of the piston 34 the plunger 28 the pressure in the second working chamber 32 from. Accordingly, the memory pressure in the memory also decreases 58 , This causes a decrease in the force simulation chamber pressure, and thus a decrease in the simulation force, which at least partially compensates for the increase in the counterforce. To prevent a negative pressure in the Kraftsimulationskreis, can over the bypass line 54 Brake fluid from the brake fluid reservoir 42 be sucked.

For switching off the means of the plunger 28 realized system can be designed as normally closed valves shut-off valves 60 remain de-energized. Thus, the piston 34 the plunger 28 even at high master cylinder pressures in the master cylinder 24 not moved. It therefore finds no unwanted volume absorption in the plunger even at high master cylinder pressures 28 instead of. Due to the double-sided filling of the plunger 28 need the shut-off valves 60 not be monitored. One can also rewrite that because of the double presence of the shut-off valves 60 a mechanical redundancy is ensured. The memory 58 is depressurized in this case. The pressure control valve 50 may be open when not energized.

If the driver enters the braking system in this state, then a brake fluid volume from the force simulation chamber 18 at the store 58 over into the brake fluid reservoir 42 postponed. Thus, the Kraftsimulationskreis provides no additional resistance in an actuation of the brake actuator 26 ,

The braking system also ensures a beneficial backup. When fitting the brake system with a vacuum brake booster 62 Depending on the volume of the vacuum booster 62 and an initial pressure in a vehicle power failure still braked several times.

For an ABS braking can be a part or the whole volume of the first working chamber 30 from the plunger 28 in the at least one brake circuit 16 be promoted back. By starting a return pump and the closing of at least one inlet valve high pressures can arise. Preferably, the shut-off valves 60 closed after the successful return promotion. Likewise, the pressure control valve 50 be opened in such a situation, possibly in memory 58 release remaining pressure. Furthermore, the vacuum brake booster 62 a portion of the master cylinder pressure in the master cylinder 24 derive to the driver's foot when the control point of the vacuum brake booster 62 is exceeded.

2 FIG. 12 is a flowchart for explaining an embodiment of the method of operating a recuperative braking system of a vehicle.

The method described below can be carried out, for example, by means of the braking system explained above. However, the feasibility of this method is not limited to the use of such a brake system, or to the use of the control device described above.

In a method step S1, a first setpoint value is defined with respect to a brake fluid volume to be transferred by means of at least one hydraulic component of the brake system between at least one brake circuit of the brake system and a storage volume. The determination of the first setpoint value takes place taking into account an actual variable with respect to a generator braking torque currently exerted by means of at least one electric motor of the brake system. Examples of the actual size are already given above.

In a further method step S2, the at least one hydraulic component is controlled in such a way that the brake fluid volume corresponding to the specified first setpoint quantity is transferred between the at least one brake circuit and the storage volume. The method steps S1 and S2 thus realize the advantages of the volume veneering described above.

In addition, the method comprises a method step S3 with a setting of a second desired value with respect to a force simulation chamber pressure to be set by means of the at least one hydraulic component and / or at least one further hydraulic component of the brake system in a force simulation chamber taking into account the actual size and / or the first target size. The method step S3 can be carried out before, during or after the method step S1. The numbering of method steps S1 and S3 does not specify a time sequence for their execution.

In a further method step S4, the at least one hydraulic component and / or the at least one further hydraulic component of the brake system are controlled (as the respective at least one hydraulic component) in such a way that the force simulation chamber pressure in the force simulation chamber is set in accordance with the second desired value , In this way, it is possible to ensure that, in addition to a counterforce caused by a master brake cylinder pressure present in at least one chamber of a master brake cylinder of the brake system, a simulation force caused by the force simulation chamber pressure in the force simulation chamber is exerted on a brake actuation element of the brake system. The advantageous power veneering can thus be carried out by means of the method described here.

In a preferred embodiment of the method, a plunger having a first working chamber as the storage volume, a second working chamber and an adjustable piston arranged between the first working chamber and the second working chamber, the first working chamber is hydraulically connected to the at least one brake circuit and the second working chamber hydraulically is connected to the power simulation chamber, as the at least one hydraulic component is controlled. This is done in such a way that the brake fluid volume corresponding to the predetermined first target quantity is transferred between the at least one brake circuit and the first working chamber and a corresponding brake fluid volume is forced out of the second working chamber or sucked into the second working chamber. Thus, the cost effective and advantageous plunger can also be used to carry out the method.

Also, by performing the method, volume blinding and power blending can be performed without using an electro-mechanical brake booster. In addition, the method described here according to the above embodiments can be further developed.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• DE 102010001941 A1 [0002]

Claims (12)

Control device ( 10 ) for a recuperative braking system of a vehicle, comprising: a driving device ( 12 ), which is designed taking into account a provided actual size ( 14 ) with respect to a currently exerted by at least one electric motor of the brake system generator braking torque a first target size with respect to a means of at least one hydraulic component ( 28 ) of the brake system between at least one brake circuit ( 16 ) of the brake system and a storage volume ( 30 ) of the braking system to be transferred to the brake fluid volume, and the at least one hydraulic component ( 28 ) in such a way that the brake fluid volume corresponding to the specified first target value is controlled by means of the at least one actuated hydraulic component ( 28 ) between the at least one brake circuit ( 16 ) and the storage volume ( 30 ) is transferable; characterized in that the driving device ( 12 ) is additionally designed, a second setpoint variable with respect to one by means of the at least one hydraulic component and / or at least one further hydraulic component ( 50 ) of the brake system in a force simulation chamber ( 18 ) to be set in consideration of the actual size and / or the first setpoint size, and the respective at least one hydraulic component ( 50 ) in such a way that the force simulation chamber pressure in the force simulation chamber ( 18 ) by means of the respective at least one hydraulic component ( 50 ) is adjustable according to the second target size, so that in addition to one in at least one chamber ( 20 . 22 ) of a master cylinder ( 24 ) of the brake system present master cylinder pressure caused counterforce yet another by the force simulation chamber pressure in the force simulation chamber ( 18 ) caused simulation force on a brake actuator ( 26 ) of the brake system is exercisable. Control device ( 10 ) according to claim 1, wherein the drive device ( 12 ) is designed to be a plunger ( 28 ) with a first working chamber ( 30 ) as the storage volume ( 30 ), a second working chamber ( 32 ) and one between the first working chamber ( 30 ) and the second working chamber ( 32 ) arranged adjustable piston ( 34 ), whose first working chamber ( 30 ) hydraulically on the at least one brake circuit ( 16 ) and its second working chamber ( 32 ) hydraulically to the force simulation chamber ( 18 ) is connected as the at least one hydraulic component ( 28 ) in such a way that the brake fluid volume corresponding to the specified first setpoint value is between the at least one brake circuit (FIG. 16 ) and the first working chamber ( 30 ) is transferable and a corresponding volume of brake fluid from the second working chamber ( 32 ) or into the second working chamber ( 32 ) is sucked. Control device ( 10 ) according to claim 2, wherein the drive device ( 12 ) is additionally adapted to a pressure regulating valve ( 50 ), via which the second working chamber ( 32 ) hydraulically to a brake fluid reservoir ( 42 ) is connected as the at least one further hydraulic component ( 50 ) head for. Recuperative braking system for a vehicle for interacting with the control device ( 10 ) according to claim 2 or 3, comprising: a master cylinder ( 24 ); at least one at least one chamber ( 20 . 22 ) of the master cylinder ( 24 ) connected brake circuit ( 16 ); one internally or externally from the master cylinder ( 24 ) arranged force simulation chamber ( 18 ), to which a brake actuation element ( 26 ) can be arranged or arranged such that, in addition to one in the at least one chamber ( 20 . 22 ) of the master cylinder ( 24 ) present counterforce still caused by a Kraftsimulationskammer-pressure in the power simulation chamber simulation force on the brake actuator ( 26 ) is exercisable; and a plunger ( 28 ) with a first working chamber ( 30 ), a second working chamber ( 32 ) and one between the first working chamber ( 30 ) and the second working chamber ( 32 ) arranged adjustable piston ( 34 ), whose first working chamber ( 30 ) hydraulically on the at least one brake circuit ( 16 ) and its second working chamber ( 32 ) hydraulically to the force simulation chamber ( 18 ) is attached. A recuperative braking system according to claim 4, wherein the plunger ( 28 ) is self-locking. A recuperative braking system according to claim 4 or 5, wherein the second working chamber ( 32 ) additionally via a pressure regulating valve ( 50 ) hydraulically to a brake fluid reservoir ( 42 ) is attached. Recuperative braking system according to claim 6, wherein parallel to the pressure regulating valve ( 50 ) a bypass line ( 54 ) with one in a direction from the second working chamber ( 32 ) to the brake fluid reservoir ( 42 ) blocking check valve ( 56 ) runs. A recuperative braking system according to any one of claims 4 to 7, wherein a reservoir ( 58 ) to the Force simulation chamber ( 18 ) is hydraulically connected. A recuperative braking system according to any one of claims 4 to 8, wherein the recuperative braking system includes a vacuum brake booster (10). 62 ) and / or comprises a hydraulic brake booster. A recuperative braking system according to any one of claims 4 to 9, wherein the recuperative braking system is a control device ( 10 ) according to claim 2 or 3. Method for operating a recuperative braking system of a vehicle, comprising the steps of: defining a first setpoint value with respect to one by means of at least one hydraulic component ( 28 ) of the brake system between at least one brake circuit ( 16 ) of the brake system and a storage volume ( 30 ) to be transferred brake fluid volume taking into account an actual size ( 14 ) with respect to a currently applied by at least one electric motor of the brake system generator braking torque (S1); and driving the at least one hydraulic component ( 28 ) in such a way that the brake fluid volume corresponding to the specified first target variable is connected between the at least one brake circuit ( 16 ) and the storage volume ( 30 ) is transferred (S2); characterized by the step of: defining a second desired quantity with respect to one by means of the at least one hydraulic component and / or at least one further hydraulic component ( 50 ) of the brake system in a force simulation chamber ( 18 ) to be set force simulation chamber pressure taking into account the actual size and / or the first target size (S3); and driving the respective at least one hydraulic component ( 50 ) such that the force simulation chamber pressure in the force simulation chamber ( 18 ) is set in accordance with the second setpoint such that in addition to one in at least one chamber ( 20 . 22 ) of a master cylinder ( 24 ) of the brake system present master cylinder pressure caused counterforce yet another by the force simulation chamber pressure in the force simulation chamber ( 18 ) caused simulation force on a brake actuator ( 26 ) of the brake system is exerted (S4). A method according to claim 11, wherein a plunger ( 28 ) with a first working chamber ( 30 ) as the storage volume ( 30 ), a second working chamber ( 32 ) and one between the first working chamber ( 30 ) and the second working chamber ( 32 ) arranged adjustable piston whose first working chamber ( 30 ) hydraulically on the at least one brake circuit ( 16 ) and its second working chamber ( 32 ) hydraulically to the force simulation chamber ( 18 ) is connected as the at least one hydraulic component ( 28 ) is controlled in such a way that the brake fluid volume corresponding to the predetermined first target variable is distributed between the at least one brake circuit (FIG. 16 ) and the first working chamber ( 30 ) is transferred and a corresponding volume of brake fluid from the second working chamber ( 32 ) or into the second working chamber ( 32 ) is sucked.

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