DE102014200071A1 - Brake system for a motor vehicle - Google Patents

Brake system for a motor vehicle

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Publication number
DE102014200071A1
DE102014200071A1 DE201410200071 DE102014200071A DE102014200071A1 DE 102014200071 A1 DE102014200071 A1 DE 102014200071A1 DE 201410200071 DE201410200071 DE 201410200071 DE 102014200071 A DE102014200071 A DE 102014200071A DE 102014200071 A1 DE102014200071 A1 DE 102014200071A1
Authority
DE
Germany
Prior art keywords
control unit
supply device
pressure
brake system
valve
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.)
Pending
Application number
DE201410200071
Other languages
German (de)
Inventor
Josko Kurbasa
Hans-Jörg Feigel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co oHG
Original Assignee
Continental Teves AG and Co oHG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to DE102013203736 priority Critical
Priority to DE102013203736.8 priority
Application filed by Continental Teves AG and Co oHG filed Critical Continental Teves AG and Co oHG
Priority to DE201410200071 priority patent/DE102014200071A1/en
Publication of DE102014200071A1 publication Critical patent/DE102014200071A1/en
Application status is Pending legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/34Arrangements 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
    • B60T8/40Arrangements 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
    • B60T8/4072Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081Systems with stroke simulating devices for driver input
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T2270/00Further aspects of brake control systems not otherwise provided for
    • B60T2270/40Failsafe aspects of brake control systems
    • B60T2270/413Plausibility monitoring, cross check, redundancy
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T2270/00Further aspects of brake control systems not otherwise provided for
    • B60T2270/40Failsafe aspects of brake control systems
    • B60T2270/414Power supply failure
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/321Arrangements 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 deceleration

Abstract

Brake system for a motor vehicle, in particular having an autonomous driving function, which is connected to a brake master cylinder (1), which is connected to wheel brakes (8a-8d) of the motor vehicle, in particular separable, a first electrically controllable pressure supply device (5) , which is connectable to the wheel brakes, a pressure control valve assembly (6a-6d, 7a-7d, 23a, 23b, 26a, 26b), a first electronic control unit (12) for controlling (205, 206) of the first pressure-supplying device and the Pressure control valve arrangement, a second electrically controllable pressure supply device (100) by means of which a brake pressure to the wheel brakes can be built up, and a second electronic control unit (101) for controlling (305) of the second pressure supply device comprises, wherein at least a first electrical power supply means (215 ) and a second electrical power supply device g (216) are provided, wherein the first and the second control unit (12, 101) each of the first power supply means (215) and the second power supply means (216) can be supplied with electrical energy.

Description

  • The invention relates to a brake system according to the preamble of claim 1.
  • In automotive engineering, brake-by-wire brake systems are becoming increasingly widespread. Such brake systems often include an actuatable by the vehicle master cylinder an electrically controllable pressure supply device by means of which in the operating mode "brake-by-wire" takes place an actuation of the wheel brakes or the master cylinder.
  • In the DE 10 2011 081 461 A1 a brake system for motor vehicles is disclosed which comprises a brake pedal operable master cylinder which is separably connected to wheel brakes of the motor vehicle, connectable to the wheel brakes electrically controllable pressure supply device, a pressure control valve assembly and an electrically controllable auxiliary pressure supply device. The pressure supply device and the pressure regulating valve arrangement is associated with a first electronic unit, while the additional pressure supply device comprises a separate, second electronic unit. By means of the additional pressure supply device, the primary piston of the master cylinder is actuated, ie, the auxiliary pressure supply device is connected upstream of the master cylinder and causes a brake booster of an initiated via the brake pedal by the driver operating force. The brake system does not meet the safety requirements for autonomous driving.
  • It is an object of the present invention to provide a brake system with which the safety requirements of autonomous driving are met.
  • This object is achieved by a brake system according to claim 1.
  • The invention is based on the idea that the brake system comprises a first electronic control and regulation unit for controlling a first pressure supply device and a second electronic control unit for controlling a second pressure supply device, wherein the first and the second pressure supply device independently brake pressures to the wheel brakes and that at least a first electrical power supply device and a second electrical power supply device are provided, wherein the first and the second control and regulation unit can be supplied with electrical energy respectively from the first power supply device and the second power supply device.
  • The invention offers the advantage that an increase in the availability of the autonomous braking function (i.e., the driver performing a braking operation without the brake pedal being depressed) is achieved to sufficient values.
  • The pressure regulating valve arrangement preferably serves to regulate and / or control a wheel brake pressure applied to a wheel brake.
  • Preferably, the motor vehicle has an autonomous driving function, wherein the functions for realizing autonomous driving are integrated into the second control unit. The integration of the controller for autonomous driving in the second control unit of the second pressure-providing device offers the advantage of an overall higher availability at lower costs. In particular, the second control unit of the brake system has a sufficient power supply. Furthermore, a communication connection between the first and second control unit of the brake system is usually already provided, which can now also be used for the autonomous driving function.
  • At least part of the functions for realizing autonomous driving are preferably additionally integrated into the first control and regulation unit in order to be able to maintain at least temporary functions of autonomous driving in the event of a fault in the second control and regulation unit.
  • For carrying out the autonomous driving, the second control and regulation unit is preferably connectable to a control device of a steering system of the motor vehicle, or the second control and regulation unit provides control signals for controlling a steering system of the motor vehicle. In addition, the second control unit is preferably connectable to a control unit of a drive motor of the motor vehicle or the second control unit provides control signals for controlling a drive motor of the motor vehicle.
  • The second control unit is / are preferably at least one signal supplied to an environment sensor and / or a signal of a rotation rate sensor. From the signals, e.g. a determination of the vehicle speed and / or the vehicle acceleration possible, which are used to control the brake system, the steering and / or the drive motor.
  • In the first and in the second control unit is preferably a means provided by means of which the power supply can be switched from the one power supply device to the other power supply device.
  • To further increase the availability of a sufficient energy supply, the first control unit comprises at least a first and a second electrical connection element, wherein the connection elements are arranged separately. In this case, the first control and regulation unit is particularly preferably connected via the first connection element to the first energy supply device and via the second connection element to the second electrical energy supply device. Thus, even in the case of a defect on one of the connecting elements, a power supply of the first control and regulating unit is ensured.
  • According to one embodiment of the invention, the second pressure supply device is associated with at least one electrically operable valve, which is to actuate the construction of a brake pressure to the wheel brakes by means of the second pressure supply device. In this case, the valve can be actuated independently of one another by means of the first control unit and by means of the second control unit. As a result, even if the first control unit fails, the second control unit can actuate the valve in order to carry out a build-up of a brake pressure by means of the second pressure supply device. Particularly preferably, the valve for establishing a brake pressure by means of the second pressure supply device to close.
  • For independent control by the first and second control and regulating unit, the valve spool of the valve preferably comprises two windings. Thus, by means of the first control and regulating unit, the one turn can be energized to actuate the valve and the other turn to energize the valve by means of the second control unit.
  • For controlling the valve by the second control and regulating unit, the signals for actuating the valve are preferably transmitted via a signal connection from the second control unit to the first control unit. Particularly preferably, the signal connection is designed exclusively for transmitting the signals for actuating the valve. The signal connection is advantageously provided in addition to a connection via a data bus from the second to the first control unit.
  • The valve is preferably arranged in a hydraulic connection between a pressure chamber of the master cylinder and a pressure medium reservoir.
  • According to a preferred embodiment of the brake system, the master brake cylinder, the first pressure supply device, the pressure regulating valve arrangement and the valve are arranged in a hydraulic module. Particularly preferably, a pedal travel simulator is arranged in the module. This arrangement has the advantage that all electrically actuated components which are to be controlled in a fault-free normal operating mode of the brake system, are arranged in a single module.
  • Preferably, the second control unit and the second pressure supply device are arranged in a separate module. Particularly preferably, this assembly does not comprise a valve.
  • For the safe transmission of data relating to the autonomous driving or autonomous braking of the second control unit to the first control unit and vice versa, in particular for transmitting a desired braking value in the error-free normal mode, are preferably the first and the second control and Control unit each connected to a first data bus and a second data bus or connected.
  • Preferably, a pressure chamber of the master cylinder is connected or connectable via a hydraulic connection with a pressure fluid reservoir and the pressure output port of the second pressure supply device connected to the hydraulic connection or connectable. Thus, the pressure chamber of the master cylinder, and thus the wheel brakes, can be pressurized by the second pressure supply device.
  • The pressure output connection of the second pressure supply device can preferably be brought into hydraulic connection with a pressure space of the master brake cylinder via a radial bore formed in a piston of the master brake cylinder.
  • The brake system preferably comprises a pedal travel simulator, which conveys a pleasant brake pedal feel to the vehicle driver in a "brake-by-wire" mode and which can be switched on and off by means of a simulator release valve. Particularly preferably, the simulator release valve can only be controlled by the first control and regulation unit. The pedal travel simulator is very particularly preferably designed hydraulically and connected or connectable to a pressure chamber of the master cylinder.
  • The pressure regulating valve arrangement preferably comprises a first group of electrically operable valves for setting wheel-specific brake pressures and a second group of electrically actuatable valves for separating or connecting the wheel brakes to the master brake cylinder or to the first pressure supply device.
  • According to a preferred embodiment of the brake system according to the invention, the pressure regulating valve arrangement can only be controlled by the first control and regulation unit.
  • Preferably, the first group of valves comprises a normally open inlet valve and a normally closed outlet valve per wheel brake.
  • Preferably, the wheel brakes are arranged in two brake circuits. The second group of valves preferably comprises one brake circuit each, advantageously normally open, separating valve for separating the master cylinder from the wheel brakes of the brake circuit and a, preferably normally closed, Zuschaltventil for separating the first pressure supply means of the wheel brakes of the brake circuit.
  • Preferably, the first pressure supply device is formed by a cylinder-piston arrangement whose piston can be actuated by an electromechanical actuator.
  • Further preferred embodiments of the invention will become apparent from the subclaims and the following description with reference to figures.
  • It show schematically
  • 1 An embodiment of a brake system according to the invention,
  • 2 an exemplary first control unit of a brake system according to the invention, and
  • 3 an exemplary second control unit of a brake system according to the invention.
  • In 1 an embodiment of a brake system according to the invention for motor vehicles is shown schematically. The brake system essentially comprises one by means of an actuating or brake pedal 1 actuated master cylinder 2 , one with the master cylinder 2 co-acting pedal travel simulator (simulation device) 3 , a master cylinder 2 assigned, under atmospheric pressure medium reservoir 4 , a first electrically controllable pressure supply device 5 , an electrically controllable pressure control valve assembly, a first electronic control and regulation unit 12 and a second electrically controllable pressure supply device 100 with a second electronic control unit 101 ,
  • The pressure regulating valve arrangement comprises, for example, per wheel brake 8a - 8d a motor vehicle, not shown, an inlet valve 6a - 6d and an exhaust valve 7a - 7d , the hydraulically interconnected in pairs via center ports and to the wheel brakes 8a - 8d are connected. The inlet connections of the inlet valves 6a - 6d be by means of brake circuit supply lines 13a . 13b supplied with pressures that are derived in a "brake-by-wire" mode (in error-free normal operation) from a brake system pressure in one to a pressure chamber 37 the first electrically controllable pressure supply device 5 connected system pressure line 38 is present. The inlet valves 6a - 6d is one to each of the brake circuit supply lines 13a . 13b opening check valve 9a - 9d connected in parallel. In a fallback mode, the brake circuit supply lines become 13a . 13b via hydraulic lines 22a . 22b with the pressures of the pressure chambers 17 . 18 of the master cylinder 2 applied. The outlet connections of the outlet valves 7a - 7d are via a return line 14 with the pressure medium reservoir 4 connected.
  • The master cylinder 2 points in a housing 21 two pistons arranged one behind the other 15 . 16 on, the hydraulic pressure chambers 17 . 18 limit that together with the pistons 15 . 16 form a dual-circuit master cylinder or a tandem master cylinder. The pressure chambers 17 . 18 on the one hand over into the piston 15 . 16 formed radial bores and corresponding pressure equalization lines 41a . 41b with the pressure medium reservoir 4 in conjunction, these being due to a relative movement of the pistons 17 . 18 in the case 21 can be shut off, and on the other hand by means of the hydraulic lines 22a . 22b with the already mentioned brake circuit supply lines 13a . 13b in connection, via which the intake valves 6a - 6d to the master cylinder 2 connected.
  • In the the pressure equalization connection 10 of the pressure chamber 17 with the pressure medium reservoir 4 connecting pressure equalization line 41a is a valve arrangement for shutting off the connection between the pressure equalization connection 10 and the pressure fluid reservoir 4 intended. The valve arrangement is, for example, by a parallel connection of a normally open (SO) diagnosis valve 28 with a pressure fluid reservoir 4 closing check valve 27 educated.
  • The pressure chambers 17 . 18 take unspecified return springs on which the pistons 15 . 16 with unoperated master cylinder 2 position in a starting position. A piston rod 24 couples the pivoting movement of the brake pedal 1 due to a pedal operation with the translational movement of the first (master cylinder) piston 15 , whose actuating travel of a preferably redundantly designed displacement sensor 25 is detected. As a result, the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents a braking request of a driver.
  • In the to the pressure chambers 17 . 18 connected line sections 22a . 22b is ever a separating valve 23a . 23b arranged, which is designed as ever an electrically actuated, preferably normally open (SO) valve. Through the isolation valves 23a . 23b can the hydraulic connection between the pressure chambers 17 . 18 and the brake circuit supply lines 13a . 13b be shut off. One to the line section 22b connected pressure sensor 20 detects the in the pressure room 18 by a displacement of the second piston 16 built up pressure.
  • According to the embodiment, the wheel brakes 8a and 8b assigned to the left front wheel (FL) and the right front wheel (FR) and are connected to the first brake circuit I ( 13a ) connected. The wheel brakes 8c and 8d are assigned to the right rear wheel (RR) and the left rear wheel (RL) and to the second brake circuit II ( 13b ) connected. Other brake circuit partitions are conceivable.
  • According to the example, the brake system (not in 1 shown) at least at the wheel brakes 8c . 8d the rear wheels RR and RL each have an electrically actuated Parkbremsaktuator for performing a parking or parking brake. The parking brake actuator can be embodied, for example, in the form of an electromechanical brake which can exert a braking force by means of an electric motor.
  • pedal travel 3 is hydraulic to the master cylinder 2 coupled and essentially comprises a simulator chamber 29 , a simulator spring chamber 30 and one the two chambers 29 . 30 mutually separating simulator piston 31 , simulator piston 31 is supported by a simulator spring chamber 30 arranged elastic element on the housing 21 from. The simulator chamber 29 is by means of an electrically actuated simulator release valve 32 with the first pressure chamber 17 of the tandem master cylinder 2 connectable. When preset with a pedal force and activated simulator release valve 32 flows pressure medium from the master cylinder pressure chamber 17 into the simulator chamber 29 , A hydraulic antiparallel to the simulator release valve 32 arranged check valve 34 allows independent of the switching state of the simulator enable valve 32 a largely unhindered backflow of the pressure medium from the simulator chamber 29 to the master cylinder pressure chamber 17 ,
  • The first electrically controllable pressure supply device 5 is designed as a hydraulic cylinder-piston assembly or a single-circuit electrohydraulic actuator whose piston 36 from a schematically indicated electric motor 35 can be actuated with the interposition of a rotation-translation gear also shown schematically. The piston 36 limits a pressure chamber 37 to which the system pressure line 38 connected. System pressure line 38 is in each case via an electrically actuated, advantageously closed normally closed Zuschaltventil 26a . 26b with the brake circuit supply lines 13a . 13b connectable. A suction of pressure medium in the pressure chamber 37 is by a return of the piston 36 with closed connection valves 26a . 26b possible by pressure fluid from the pressure fluid reservoir 4 over a line 41c with a designed as in the flow direction to the actuator check valve trained Nachsaugventil 52 in the actuator pressure chamber 37 can flow.
  • To detect a position / position of the piston 36 the first pressure supply device 5 characteristic size is a sensor 44 present, for example, as one of the detection of the rotor position of the electric motor 35 serving rotor position sensor is executed. Other sensors are also conceivable, eg a displacement sensor for detecting the position / position of the piston 36 , Based on the position / position of the piston 36 characteristic size is a determination of that of the pressure-providing device 5 dispensed or recorded pressure medium volume possible.
  • For detecting the pressure supply device 5 generated brake system pressure is a preferably redundant executed pressure sensor 19 intended.
  • The first electronic control unit 12 is preferably used to control the pressure supply device 5 , the separating valves 23a . 23b , the on-off valves 26a . 26b , the simulator release valve 32 and the intake and exhaust valves 6a - 6d . 7a - 7d ,
  • Master Cylinder 2 , Pedal travel simulator 3 , Pressure supply device 5 , Valves 6a - 6d . 9a - 9d . 7a - 7d . 23a . 23b . 26a . 26b . 27 . 28 . 32 . 34 . 52 and the sensors 19 . 20 . 25 are preferred as a hydraulic module 50 formed, which with the first control unit 12 hereinafter also referred to as integrated braking system.
  • The brake system further comprises a second electrically controllable pressure supply device 100 and a second electronic control unit 101 which, by way of example, is a stand-alone module (ADM: Autonomous Driving Module) 51 are executed.
  • With the help of the pressure supply device 100 can engage the master cylinder 2 in addition to the first pressure supply device 5 , Pressure on the wheel brakes 8a - 8d being constructed.
  • By way of example, the pressure output port is 120 the second pressure supply device 100 via the pressure compensation line 41a to the pressure equalization connection (pressure medium reservoir connection, reservoir connection) 10 of the pressure chamber 17 of the master cylinder 2 connected. The suction connection 121 the pressure supply device 100 is according to the example with the pressure medium reservoir 4 connected. Advantageously, the suction port is directly, ie without the interposition of a valve, with the pressure medium reservoir 4 connected. Another hydraulic connection of the second pressure supply device 100 or the module 51 to the hydraulic module 50 the integrated braking system is conceivable.
  • The module 51 is advantageously on the integrated braking system 50 . 12 arranged, if a short hydraulic connection to the integrated brake system, eg for a rapid pressure build-up, is desired. module 51 However, it can also by the integrated braking system 50 . 12 be located away.
  • Advantageously, the pressure supply device comprises 100 a pump 102 with an electric motor 103 for pressure generation. Such pumps have long been known as return pumps in conventional brake systems.
  • The control units 12 and 101 are connected to each other via at least one communication, data or signal connection, this is in 1 schematically through a connection 109 indicated, it may be, for example, a data bus. The control unit transmits this information 12 to the control unit 101 preferably a status signal indicating whether the first pressure providing device 5 or the integrated braking system is functional. Furthermore, the control unit transmits 101 to the control unit 12 the control signals for the operation of the brake system in the case of autonomous braking in the context of autonomous driving.
  • By way of example, the pressure delivery device becomes 100 from the control unit 101 triggered when the status signal of the first control unit 12 reports that the first pressure delivery device 5 not available.
  • With the help of the additional, independent pressure supply device 100 , in addition to the first pressure delivery device 5 Pressure in the wheel brakes 8a - 8d being constructed. To a pressure by means of the second pressure providing device 100 example, the diagnostic valve 28 closed and the electric motor 103 the pump 102 driven, giving a brake pressure in the lines 22a . 22b , and so in the wheel brakes 8a - 8d , is set.
  • The diagnosis valve 28 is by means of the second electronic control unit 101 controllable, what by the Ansteuerleitung 106 in 1 is indicated. Advantageously, the diagnostic valve 28 also from the second electronic control unit 101 supplied with electrical energy, eg electricity. The electric motor 103 the pressure supply device 100 is from the second control unit 101 via the control line 105 driven.
  • Control unit 101 includes the functions of a control unit for autonomous driving, a so-called ADM controller, which are used to control the necessary for autonomous driving components of the vehicle. In addition to the brake system, the steering and the internal combustion engine (drive motor) of the motor vehicle are preferably actuatable by the ADM controller. Control unit 101 For this purpose, for example, with at least one other control unit of the vehicle, for example with a control unit of the steering and a control unit of the internal combustion engine, connected. This is in 1 strongly schematic through the block 130 shown.
  • Control unit 101 processes as ADM controller the necessary sensor signals (eg an environment sensor 107 and / or a yaw rate sensor (reference numeral 309 in 3 ) and / or wheel speed sensors and / or a steering angle sensor) and calculates corresponding setpoints for the brake system, the steering and / or the internal combustion engine. About the BUS communication (reference number 212 . 213 in 3 ) has control unit 101 Access to the corresponding control units, eg the control unit 12 and the controllers 130 ,
  • The integration of the ADM controller into the control unit 101 the second pressure supply device 100 offers the following advantages:
    • • less wiring,
    • • higher overall availability and lower costs,
    • • lower need for plausibility, and
    • • Preparation for another integration step.
  • For carrying out an autonomous driving, and in particular for adjusting the second pressure-providing device 100 built-up pressure, is the control unit 101 via a communication connection 104 an actual deceleration signal or actual longitudinal acceleration signal a is supplied to the vehicle, via communication link 114 becomes the control unit 101 a target longitudinal acceleration signal or target deceleration signal a is supplied to the vehicle. The desired deceleration signal a should be able to be specified, for example, by a superordinate control unit of the vehicle, the actual deceleration signal a can be supplied eg from another control unit of the vehicle or can be obtained from the wheel speed sensors of the vehicle or, as in FIG 1 represented, from an environment sensor 107 be won.
  • In control unit 101 is, for example, is based on the deceleration signals a and a is to a target value P des is determined for the brake system pressure which the control and regulating unit 12 the integrated braking system is transmitted.
  • In the error-free normal mode of the brake system, when the first pressure supply device 5 is functional, is a pressurization of the wheel brakes 8a - 8d in autonomous driving by means of the first pressure supply device 5 carried out. Should be in autonomous driving a pressure build-up at the wheel brakes 8a - 8d by means of the first pressure supply device 5 because of an error is no longer possible, so will build up pressure on the wheel brakes 8a - 8d by means of the second pressure supply device 100 carried out. Thus, at least for a limited period in which the driver is not ready to operate the brake system, autonomous braking can continue to be performed.
  • 2 schematically shows an exemplary first electronic control unit 12 a brake system according to the invention. The exemplary architecture of the control unit 12 includes a first microcontroller (MCU) 201 with a multi-core operating system (MultiCore OS) 204 ,
  • A microcontroller in the sense of this description also means microprocessors, microcontroller systems and microprocessor systems which have at least one processor and can acquire and output signals via peripheral functions.
  • The first microcontroller 201 is to carry out known software functions 202 , which concern the electronic brake system (EBS SW), such as brake slip control function (ABS: Anti-lock Braking System), Electronic Stability Control (ESC), Traction Control System (TCS), etc., as well as by-wire specific software functions 203 ("By-wire" SW), such as for pressurizing by means of the first pressure supply device 5 , educated. The software functions 202 essentially relate to the control of the intake and exhaust valves 6a - 6d . 7a - 7d while the software features 203 essentially the control of the first pressure supply device 5 or the electric motor 35 and the isolating and connecting valves 23a . 23b . 26a . 26b , the simulator release valve 32 and the diagnostic valve 28 affect.
  • microcontroller 201 therefore includes means (engine control, engine control) 205 for controlling the motor 35 and means (valve control, valve control) 206 for controlling the valves of the integrated braking system 50 , ie the intake and exhaust valves 6a - 6d . 7a - 7d , the separating and connecting valves 23a . 23b . 26a . 26b , the simulator release valve 32 and the diagnostic valve 28 ,
  • microcontroller 201 is exemplary for performing software functions 207 , which relate to the activation of at least one electrically actuatable Parkbremsaktuators (IPB (Integrated Park Brake) Actuators) is formed. In addition to performing a parking brake (parking brake) Parkbremsaktuatoren can also be used to support a service braking. In a brake system with the wheel brakes 8b . 8d the rear wheels arranged Parkbremsaktuatoren these in an emergency by means of the control 207 from the microcontroller 201 actuated.
  • Optionally, a control of the / the parking brake actuators in addition by the microcontroller 301 the control unit 101 intended.
  • According to the example, the microcontroller 201 the signals of the pressure sensor 20 the pressure supply device 5 and the master cylinder pressure sensor 20 over a connection 209 as well as the signals of the displacement sensor 25 for detecting the brake pedal operation via a connection 210 fed.
  • According to the example is the microcontroller 201 a power control unit 211 associated, for example, an error detection logic (failsafe logic) for the microcontroller 201 and valve driver stages for the intake and exhaust valves 6a - 6d . 7a - 7d , the isolation and connection valves 23a . 23b . 26a . 26b , the simulator release valve 32 and the diagnostic valve 28 includes. The first power control unit 211 be over connection 214 the signals of the wheel speed sensor WSS (Wheel Speed Sensor) supplied to all wheels of the motor vehicle, so that these the first microcontroller 201 be available.
  • The supply of the control unit 12 with electrical energy is preferably redundant. All electrical components of the control unit 12 may be from a first electrical power supply (power source) 215 or a second electrical energy supply device (energy source) 216 be supplied with electrical energy.
  • According to the example, the control unit comprises 12 a first electrical connection element 208 , which is also referred to as a system connector (system connector), and a second electrical connector 218 , which is also referred to as power connector (Power Connector).
  • For example, the control unit becomes 12 over the first connection element 208 with the first energy source 215 and via the second connection element 218 with the second energy source 216 connected.
  • Advantageously, a switching device 217 provided with the control unit 12 optionally supplied by the first or the second energy source.
  • For connection of the control unit 12 the brake system to the other vehicle control units, and also the control unit 101 , is microcontroller 201 with a first data bus 212 (for example in accordance with a FlexRay bus ®) and a second data bus 213 (according to a CAN bus) connected. Other bus systems, eg two CAN buses, are also conceivable.
  • According to the embodiment of the control unit 12 are the first and the second data bus 212 . 213 over the first connection element 208 (System connector) with the control unit 12 connected.
  • About in the second connection element 218 arranged connection 220 receives the control unit 12 or the microcontroller 201 In addition, the information about the control of the diagnostic valve 28 (Diagnostic valve control, Diag Valve Control) from the control unit 101 (Diag Valve Control 306 ). The commands of the control unit 101 for controlling the diagnosis valve 28 So you can use the data buses 212 . 213 or about the connection 220 to the control unit 12 be transmitted.
  • 3 schematically shows an exemplary second electronic control unit 101 , This includes a second microcontroller (MCU) 301 with a multi-core operating system 304 (MultiCore OS).
  • The in microcontroller 301 performed software functions 302 , which concern the electronic brake system (EBS SW), essentially relate to the control of the electric motor 103 the second pressure supply device 100 , The execution of eg a brake slip control function (ABS: Anti-lock Braking System), and thus a control of the intake and exhaust valves 6a - 6d . 7a - 7d , is in microcontroller 301 not provided according to the example.
  • As mentioned above, the software functions (ADM domain) 303 , which autonomous driving and the control of other, for autonomous driving necessary components, such as the steering concern, completely in the microcontroller 301 the control unit 101 integrated. The software functions 303 relate with respect to the brake system, especially the control of the second pressure supply device 100 (of the motor-pump unit 102 . 103 ) and the diagnostic valve 28 ,
  • Optionally, at least some of the software functions relating to autonomous driving and the activation of further components required for autonomous driving are additionally included in the microcontroller 201 the control unit 12 integrated braking system (ADM 221 ).
  • To build up pressure by means of the pressure supply device 100 To perform, includes microcontroller 201 Medium (DC Motor Control, DC Motor Control) 305 for controlling the motor of the second pressure supply device 100 as well as means (diagnostic valve control, DiagValve Control) 306 for controlling the diagnosis valve of the integrated brake system. The control signals for the diagnostic valve 28 are, as mentioned above, to the control unit 12 transmitted.
  • The diagnosis valve 28 So it's from the first microcontroller 201 and from the second microcontroller 301 controllable. So that the valve is independent of the microcontrollers 201 and 301 can be actuated comprises the valve spool of the diagnostic valve 28 two turns. Conceivable are two galvanically isolated windings and an economy circuit.
  • The other valves 6a - 6d . 7a - 7d . 23a . 23b . 26a . 26b . 32 are, for example, only from the first microcontroller 201 controllable. In case of error of the first microcontroller 201 can do so without pressing the brake pedal 1 by the driver at least a basic braking by means of the pressure supply device 100 be performed.
  • microcontroller 301 is with a power control unit 311 connected, this example, an error detection logic (failsafe logic) for microcontroller 301 and the and motor control of the motor 103 includes.
  • microcontroller 301 According to the example, the signals of a yaw rate sensor (YAW sensor) 309 fed.
  • In case of failure of the first microcontroller 201 an actuation of the brake pedal 1 by the driver by means of the second pressure supply device 100 be able to support the microcontroller 301 Optionally, the signals at least one, in particular independent, sensor for detecting the driver's braking request, for example, an angle sensor on the brake pedal supplied (not in 3 shown).
  • The supply of the control unit 101 with electrical energy is preferably redundant. All electrical components of the control unit 101 can from the first electrical power supply device 215 or the second electrical power supply device 216 be supplied with electrical energy. Advantageously, a switching device 217 provided with the control unit 101 optionally supplied by the first or the second energy source.
  • According to the example, the control unit comprises 12 only one electrical connection element 308 , which is also referred to as a system connector (system connector, system connector).
  • The control unit 12 is via the connection element 308 with the energy source 215 . 216 connected.
  • microcontroller 301 is over the system connector 308 with the first and the second data bus 212 . 213 connected.
  • The overall architecture includes two separate processor systems 201 . 301 , each in a control unit 12 respectively. 101 are arranged, each subsystem of the architecture 201 . 205 . 206 ; 301 . 305 . 306 autonomous braking (without the brake pedal being depressed by the driver), thereby achieving sufficient autonomous autopilot autonomous pressure build-up in the wheel brakes.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 102011081461 A1 [0003]

Claims (15)

  1. Brake system for a motor vehicle, in particular with an autonomous driving function, which • one by means of a brake pedal ( 1 ) operable master cylinder ( 2 ) equipped with wheel brakes ( 8a - 8d ) of the motor vehicle, in particular separable, is connected, • a first electrically controllable pressure supply device ( 5 ), which is connectable to the wheel brakes, • a pressure regulating valve arrangement ( 6a - 6d . 7a - 7d . 23a . 23b . 26a . 26b ), • a first electronic control unit ( 12 ) for activation ( 205 . 206 ) the first pressure supply device and the pressure regulating valve arrangement, a second electrically controllable pressure supply device ( 100 ), by means of which a brake pressure on the wheel brakes can be built up, and • a second electronic control unit ( 101 ) for activation ( 305 ) of the second pressure supply device, characterized in that at least one first electrical energy supply device ( 215 ) and a second electrical power supply device ( 216 ) are provided, wherein the first and the second control unit ( 12 . 101 ) each of the first power supply device ( 215 ) and the second power supply device ( 216 ) can be supplied with electrical energy.
  2. Brake system according to claim 1, characterized in that the motor vehicle has an autonomous driving function, wherein the functions for implementing autonomous driving in the second control unit are integrated ( 303 ).
  3. Brake system according to claim 2, characterized in that at least part of the functions for implementing autonomous driving are additionally integrated into the first control unit ( 221 ).
  4. Brake system according to one of claims 1 to 3, characterized in that the second control unit ( 101 ) • with a control unit ( 130 ) is connectable or connected to a steering of the motor vehicle or provides control signals for controlling a steering of the motor vehicle, and with a control device ( 130 ) is connectable or connected to a drive motor of the motor vehicle or provides control signals for driving a drive motor of the motor vehicle.
  5. Brake system according to one of claims 1 to 4, characterized in that the second control unit a signal of an environment sensor ( 107 ) and / or a signal of a rotation rate sensor is supplied.
  6. Brake system according to one of claims 1 to 5, characterized in that in the first and in the second control unit ( 12 . 101 ) a means ( 217 ) is provided, by means of which the power supply from the one power supply device ( 215 . 216 ) to the other power supply device ( 216 . 215 ) is switchable.
  7. Brake system according to one of claims 1 to 6, characterized in that the first control unit ( 12 ) at least a first and a second electrical connection element ( 208 . 218 ), wherein the connection elements are arranged separately.
  8. Brake system according to claim 7, characterized in that the first control unit ( 12 ) via the first connection element ( 208 ) with the first energy supply device ( 215 ) and via the second connecting element ( 218 ) with the second electrical power supply device ( 216 ) is connectable.
  9. Brake system according to one of claims 1 to 8, characterized in that the second pressure supply device ( 100 ) at least one electrically operable valve ( 28 ), which is to be used to build up a brake pressure at the wheel brakes by means of the second pressure supply device, in particular to close, wherein the valve ( 28 ) independently of each other by means of the first control unit ( 206 ) and by means of the second control unit ( 306 ) is operable.
  10. Brake system according to claim 9, characterized in that the valve spool of the valve ( 28 ) for independent activation ( 206 . 306 ) by the first and second control unit ( 12 . 101 ) comprises two turns.
  11. Brake system according to claim 9 or 10, characterized in that signals for actuating the valve via a signal connection ( 306 . 220 ), which is designed in particular exclusively for the transmission of the signals for actuating the valve, by the second control unit ( 101 ) to the first control unit ( 12 ) are transferable.
  12. Brake system according to one of claims 9 to 11, characterized in that the valve ( 28 ) in a hydraulic connection ( 41a ) between a pressure chamber ( 17 ) of the master cylinder and a pressure fluid reservoir ( 4 ) is arranged.
  13. Brake system according to one of claims 9 to 12, characterized in that the master brake cylinder, the first pressure supply device, the pressure regulating valve arrangement and the valve in a hydraulic module ( 50 ) are arranged.
  14. Brake system according to one of claims 1 to 13, characterized in that the second control unit ( 101 ) and the second pressure supply device ( 100 ) in a separate assembly ( 51 ) are arranged, in which in particular no valve is arranged.
  15. Brake system according to one of claims 1 to 14, characterized in that the first and the second control unit ( 12 . 101 ) each with a first data bus ( 212 ) and a second data bus ( 213 ) are connectable.
DE201410200071 2013-03-05 2014-01-08 Brake system for a motor vehicle Pending DE102014200071A1 (en)

Priority Applications (3)

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DE102013203736 2013-03-05
DE102013203736.8 2013-03-05
DE201410200071 DE102014200071A1 (en) 2013-03-05 2014-01-08 Brake system for a motor vehicle

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DE201410200071 DE102014200071A1 (en) 2013-03-05 2014-01-08 Brake system for a motor vehicle
PCT/EP2014/053172 WO2014135370A1 (en) 2013-03-05 2014-02-19 Brake system for a motor vehicle

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DE102014225957A1 (en) * 2014-12-16 2016-06-16 Continental Teves Ag & Co. Ohg Brake control device and brake system for vehicles
WO2016128172A1 (en) * 2015-02-10 2016-08-18 Robert Bosch Gmbh Control device and method for operating a brake system of a vehicle
WO2018149613A1 (en) * 2017-02-14 2018-08-23 Wabco Europe Bvba Method and vehicle control appliance for an autonomous vehicle and vehicle
WO2019025173A1 (en) * 2017-07-31 2019-02-07 HELLA GmbH & Co. KGaA Control system for a motor vehicle, motor vehicle, method for controlling a motor vehicle, computer program product, and computer-readable medium

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US10189456B2 (en) * 2016-12-27 2019-01-29 Robert Bosch Gmbh Vehicle brake system and method of operating
JP2018188110A (en) * 2017-05-11 2018-11-29 トヨタ自動車株式会社 Vehicle brake system

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DE102011081463A1 (en) * 2010-08-30 2012-03-01 Continental Teves Ag & Co. Ohg Brake assembly for motor cars, has closed valve arranged in hydraulic line connecting pressure supply device with wheel brakes, and open valve arranged in hydraulic line connecting master brake cylinder with wheel brakes
DE102012205862A1 (en) * 2011-04-19 2012-10-25 Continental Teves Ag & Co. Ohg Brake system for motor vehicles and method for operating a brake system
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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014218645A1 (en) 2013-09-17 2015-03-19 Continental Teves Ag & Co. Ohg Method for detecting a fault or wear of a component of a motor vehicle
DE102014225957A1 (en) * 2014-12-16 2016-06-16 Continental Teves Ag & Co. Ohg Brake control device and brake system for vehicles
WO2016128172A1 (en) * 2015-02-10 2016-08-18 Robert Bosch Gmbh Control device and method for operating a brake system of a vehicle
CN107206993A (en) * 2015-02-10 2017-09-26 罗伯特·博世有限公司 Control device and method for the brakes of running vehicle
US20180022335A1 (en) * 2015-02-10 2018-01-25 Robert Bosch Gmbh Control device and method for operating a brake system of a vehicle
US10556577B2 (en) 2015-02-10 2020-02-11 Robert Bosch Gmbh Control device and method for operating a brake system of a vehicle
WO2018149613A1 (en) * 2017-02-14 2018-08-23 Wabco Europe Bvba Method and vehicle control appliance for an autonomous vehicle and vehicle
WO2019025173A1 (en) * 2017-07-31 2019-02-07 HELLA GmbH & Co. KGaA Control system for a motor vehicle, motor vehicle, method for controlling a motor vehicle, computer program product, and computer-readable medium

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