DE102015010400A1 - Active level braking device for a vehicle, and method for an active level braking device - Google Patents

Abstract

The invention relates to a brake device (1) with active level control for a vehicle (10), comprising: a) a hydraulic system (1.1) with a line system (1.2) for the hydraulic transmission of fluid pressures from an actuatable sensor (1.3) to the wheel brake cylinders (2 ), b) a control unit (3) with ABS function for controlling the hydraulic fluid pressures in the individual wheel brake cylinders (2), c) an interface (4) to communicate with an actively operating active level control system (5) to the D) a plurality of force sensors (6, 6.1, 6.2) acting on the vehicle axles (7, 7.1, 7.2) and / or vehicle wheels (8, 8.1, 8.2) To detect forces (FG, FGes1, FGes2) in the vertical direction (Rv), and e) a computing system (1.4) for detecting and / or determining the current center of gravity (FS) of the vehicle (10), f) for braking distance optimization, in Meaning of a short braking distance, i) a Bremswegoptimieru ng is achieved by j) by means of control of the level control system (5) of the center of gravity (FS) of the vehicle (10) is changed according to a defined default.

Description

Field of the invention

The invention relates to a braking device with active level control for a vehicle, as well as a method for a brake device with active level control, to obtain an optimized braking deceleration of a vehicle using an active suspension control, wherein optimizing the braking deceleration (also) a braking distance optimization, in terms of ( if possible) short braking distance, to understand, or in this possible optimum braking performance is achieved in order to obtain during a braking process improved traction (total liability sum / friction force of all 4 wheels).

For road safety, the braking performance of a vehicle is crucial, as the length of the braking distance is often decisive for whether a rear-end collision occurs or not. Often values of less than or equal to one meter play a decisive role here.

For optimum braking performance / braking results, it is very important that both the front and rear brakes function optimally so that the deceleration energy can be optimally transmitted to the road with all the wheels.

In addition to the vehicle weight distribution or weight distribution on the vehicle axles, the center of gravity of the vehicle plays an important role, since it is a dynamic process in this braking, in addition to the usual vertical forces, in addition also vertical forces originating from the braking process (off the braking action) on the individual axles, or wheels act, resulting in each case as a result of a resultant force. These resulting in a braking operation (deceleration) on the vehicle forces cause the vehicle performs a pitching motion, or relatively considered as a result of the braking operation on the front wheels a greater force and force change acts as the rear wheels.

Since in a braking operation on the front wheels due to physical laws a larger force acts as on the rear wheels, viewed at the front relative to the rear axle in relation, correspondingly more braking energy can be reduced, since at the front wheels usually a higher adhesion (static friction) between wheels (Tires) and road surface can be achieved, as at the rear wheels.

In order to achieve optimum braking in practice, these aforementioned physical laws are already taken into account in the development (construction) of a vehicle by z. B. the center of gravity of a vehicle as low as possible and the distances between the center of gravity to the two axes (front and rear axles) are, if possible, in a predetermined ratio, so that the forces in a braking operation according to desired specifications in a vorgebaren ratio (force distribution) to each other, can be transmitted according to the roadway.

Example for clarification:

• ⇒ Der Bremsvorgang verläuft nicht optimal
• ⇒ Die Hinterräder müss(t)en mehr Kräfte auf die Fahrbahn bringen
• ⇒ Dynamische Kraftverlagerung auf die Hinterachse
• ⇒ Durch eine dynamische Kraftverlagerung auf die Hinterachse, kann die Summe der gesamten an allen 4 Rädern wirkenden Bremskräfte erhöht werden, da die Bremswirkung an den Hinterrädern mehr Kraft auf die Fahrbahn bringt, und die Bremswirkung an den Vorderrädern konstant bleibt, da an den Vorderrädern das Maximum bereits erreicht war und nachwievor gegeben ist.

If the force acting on the front wheels compared to the rear wheels is too great, this causes in a very strong braking that the front wheels can not absorb the force and start to slip (lose grip / lose adhesion) and / or. The ABS function is active, whereas on the rear wheels reserves would be available to absorb more forces.

• ⇒ The braking process is not optimal
• ⇒ The rear wheels have to put more forces on the road
• ⇒ Dynamic force displacement on the rear axle
• By dynamically shifting the power to the rear axle, the sum of the total braking forces acting on all 4 wheels can be increased, because the braking effect on the rear wheels puts more force on the road surface and the braking effect on the front wheels remains constant, because of the front wheels Maximum has already been reached and is still given.

In other words:

It makes perfect sense to reduce the braking force acting on the front wheels to the benefit of the rear wheels (at the latest) whenever maximum friction (static friction) between the wheels (tires) and the road has already been reached on the front wheels.

However, these physical laws already considered in the development (construction) of a vehicle are subject to certain limitations in practice, or can only be used to a limited extent in practice with an optimum result, since the abovementioned physical laws are theoretical specifications which is in practice, for. B. by loading in the trunk, occupancy by passengers, level of the tank, ...) are more or less strongly influenced. This issue has been discussed for some time, as can be seen from the The following cited prior art can be seen.

From the Scriptures DE 198 25 278 A1 is a generic brake control system disclosed for motor vehicles, which in this document input next to a detailed description of the prior art, also be required by law requirements are addressed - for example, from which delay overbraking the rear wheels is allowed.

• a) Fahrzeuge mit günstiger Achslastverteilung,
• b) niedrigem Schwerpunkt, und
• c) langem Radstand

bisher in der Regel eine Festabstimmung Besaßen, die so ausgelegt sein musste, dass unter ungünstigsten Randbedingungen die gesetzlichen Anforderungen ohne Zusatzmaßnahmen erfüllt werden. Wie aus dieser Schrift weiter hervorgeht, wird es als nachteilig bei einer derartigen Festabstimmung betrachtet, dass bei beladenem Fahrzeug und hohen Verzögerungen die Hinterräder noch weit von der Kraftschlussgrenze entfernt sind, wenn die Vorderräder bereits blockieren, wobei auf diese Weise u. U. deutlich an Bremsweg verschenkt wird.It is also noted in this document to the prior art that

• a) vehicles with favorable axle load distribution,
• b) low center of gravity, and
• c) long wheelbase

So far, as a rule, had a vote, which had to be designed so that under unfavorable conditions the legal requirements are met without additional measures. As is further apparent from this document, it is considered disadvantageous in such a fixed vote that when the vehicle is laden and high delays, the rear wheels are still far from the frictional limit when the front wheels are already blocking, in this way u. U. clearly given away on braking distance.

As can be seen from the document further, therefore, the braking force distributions are increasingly designed in the direction of higher braking force on the rear wheels even with these vehicles, with such a brake force distribution in vehicles with front-wheel drive (high front axle load), off-road vehicles (high center of gravity) and vans (high payload) is generally necessary.

As a solution is in the writing DE 198 25 278 A1 proposed an implementation in which the rear-axle brake is separated from the direct driver intervention, so that no operative connection between the rear axle and the brake pedal brake consists. The brake pressure at the wheel brake of the rear axle brake circuit is therefore exclusively by an auxiliary brake circuit, z. B. in the form of a hydraulic unit applied.

From the Scriptures DE 41 12 388 A1 discloses a braking force control apparatus for a vehicle in which the rear axle braking pressure is controlled during braking so that the slowest rear wheel by a predetermined small value .DELTA.vs slower than the fastest front wheel, thereby achieving an optimal brake force distribution.

As from the Scriptures DE 41 12 388 A1 Further, the brake force distribution of a conventional vehicle refers to the relationship between front and rear Achsbremskraft, this ratio can not be influenced by the driver, since he brakes both axles with a brake pedal, so that in the design of the vehicle brakes the brake force distribution quite must be specifically determined.

Furthermore, the document discloses DE 41 12 388 A1 Furthermore, the aim of an ideal braking force distribution is that on the one hand, the front and rear axle are equally strong (based on the dynamic axle loads) slow down, and on the other that when cornering the distribution is to be chosen so that a neutral driving behavior is reached, in which case the goal of the neutral driving behavior is superior to the goal of equal deceleration.

• a) statische Gewichtsverteilung und Schwerpunktlage (beim jeweiligen Beladungszustand),
• b) Fahrzeuglängsverzögerung,
• c) Fahrzeugquerbeschleunigung,
• d) Motorschleppmoment,
• e) Steigung/Gefälle,

wobei bei der konventionellen Bremsenabstimmung die Bremskraftverteilung unabhängig von diesen Faktoren ist, da diese aus einem festen Verhältnis zwischen vorn und hinten besteht und dadurch realisiert wird, dass vorn und hinten derselbe Hydraulikdruck auf unterschiedlich große Bremsen wirkt, wobei darüber hinaus die Bremskraftverteilung entsprechend den gesetzlichen Vorschriften so gewählt wird, dass möglichst die Hinterachse nicht vor der Vorderachse zum Blockieren kommt.As from the Scriptures DE 41 12 388 A1 Further, the ideal braking force distribution between front and rear depends on the following factors:

• a) static weight distribution and center of gravity (for the respective load condition),
• b) vehicle longitudinal deceleration,
• c) vehicle lateral acceleration,
• d) engine drag torque,
• e) slope,

wherein in the conventional brake tuning, the braking force distribution is independent of these factors, since this consists of a fixed relationship between front and rear and is realized by the front and rear, the same hydraulic pressure acts on different sized brakes, and in addition the brake force distribution according to legal requirements is chosen so that if possible the rear axle does not come in front of the front axle to block.

A disadvantage of this above-mentioned solution can be considered that although a braking force distribution in the direction of higher braking force on the rear wheels is done by, for example, the front and rear brake circuits are driven with different pressures or different sizes of brakes, which in these solutions but the physically possible limits are not exhausted, or the above-mentioned "load-dependent" influencing factors are not taken into account actively, or in these solutions, no significant active influence on the dynamic focus of the vehicle is exercised.

The object of the invention can therefore be seen to provide a braking device and a method for such a braking device, which does not have the aforementioned disadvantages as far as possible, or largely considered / eliminated "negative" influencing factors, so that in practice approximately / directionally the Braking results can be achieved, which can be obtained by theoretical principles / physical laws.

Since, as already stated, and as explained in more detail in the following figures, the center of gravity of the vehicle plays a decisive role for an optimal braking process / braking distance, so that according to the invention the center of gravity of a vehicle is influenced under the different operating conditions such that the center of gravity is always in the range that the forces resulting from braking (F _Static & F _Dynamic ) are distributed to the front wheels and rear wheels according to a desired ratio specification (balacing of the forces).

This object is achieved with a brake system according to claim 1, which also has the corresponding features, or with a method according to claim 3, which has the corresponding features.

• a) neben dem Abstand des Fahrzeugschwerpunktes gegenüber der Fahrbahn,
• b) auch der Nickwinkel des Fahrzeuges gegenüber der Fahrbahn

hierbei eine maßgebliche Rolle spielen/einen maßgeblichen Einfluss haben, um ein Optimum an Bremswirkung zu erzielen, wobei unter Optimierung der/Bremswirkung/Bremsverzögerung (auch) eine Bremswegoptimierung, im Sinne eines (möglichst) kurzen Bremsweges, zu verstehen ist, bzw. bei dieser möglichst ein Optimum an Bremsleistung erzielt wird, um während eines Bremsvorganges eine verbesserte Bodenhaftung (Bodenhaftungssumme/Reibkraftsumme/Haftreibungssumme aller 4 Räder) zu erlangen.Since the resulting from a braking dynamic forces, are dependent on the braking force itself as such, it is in the inventive solution to a highly dynamic process, which can be influenced by means of dynamic change of the vehicle's center of gravity

• a) in addition to the distance of the center of gravity of the vehicle from the road,
• b) also the pitch angle of the vehicle relative to the road

play a decisive role / have a significant influence in order to achieve optimum braking effect, with optimization of / braking / braking deceleration (also) a braking distance optimization, in terms of a (possible) short braking distance to understand, or at this Optimum braking performance is achieved in order to achieve improved traction during a braking process (total load / coefficient of friction / total static friction of all 4 wheels).

According to the invention, it is therefore further proposed that during a braking operation (simultaneously / in parallel) the center of gravity including the pitch angle of the vehicle is correspondingly changed, taking into account the given starting situation and the braking process, by including the components (eg air spring damper). an active chassis on the vehicle center of gravity and / or pitch angle is influenced.

• a) ein Hydrauliksystem mit einem Leitungssystem zur hydraulischen Übertragung von Fluiddrücken von einem betätigbaren Geber (insbesondere Bremspedal) zu den Radbremszylindern,
• b) einem Steuergerät mit ABS-Funktion zur Steuerung der hydraulischen Fluiddrücke in den einzelnen Radbremszylindern,
• c) einer Schnittstelle, um mit einer in Wirkverbindung stehenden aktiven Niveauregelungsanlage zu kommunizieren, um das Niveau (a, α) des Fahrzeugs zu steuern,
• d) mehrere Kraftsensoren, um die auf die Fahrzeugachsen und/oder Fahrzeugräder wirkenden Kräfte in vertikaler Richtung zu erfassen, und
• e) ein Rechensystem zur Erfassung und/oder Bestimmung des aktuellen Schwerpunktes des Fahrzeuges,

wobei

• f) zur Bremswegoptimierung, im Sinne eines kurzen Bremsweges,
• g) eine Bremswegoptimierung dadurch erzielt wird, indem
• h) mittels Steuerung der Niveauregelungsanlage der Schwerpunkt des Fahrzeuges gemäß einer definierten Vorgabe verändert wird.

The braking device with active level control for a vehicle has at least the following components or functional units:

• a) a hydraulic system with a line system for the hydraulic transmission of fluid pressures from an operable transmitter (in particular brake pedal) to the wheel brake cylinders,
• b) a control unit with ABS function for controlling the hydraulic fluid pressures in the individual wheel brake cylinders,
• c) an interface to communicate with an operatively active level control system to control the level (a, α) of the vehicle,
• d) a plurality of force sensors to detect the forces acting on the vehicle axles and / or vehicle wheels in the vertical direction, and
• e) a computing system for detecting and / or determining the current center of gravity of the vehicle,

in which

• f) for braking distance optimization, in the sense of a short braking distance,
• g) a Bremswegoptimierung is achieved by
• h) by means of the control of the level control system, the center of gravity of the vehicle is changed according to a defined specification.

• a) Der Begriff „Niveau (a, α)” wird sowohl beim Abstandes (a) des Fahrzeugschwerpunktes gegenüber der Fahrbahn, wie auch beim Nickwinkels (α) des Fahrzeuges (10) gegenüber der Fahrbahn verwendet.
• b) Der Begriff „Schwerpunkt” umfasst (steht für) sowohl den statischen Schwerpunkt, wie auch den dynamischen Schwerpunkt eines Fahrzeugs.
• c) Der Begriff „Niveauregelungsanlage” umfasst auch die nicht explizit in der Beschreibung aufgeführten Komponenten, welche zur Regelung des Fahrzeugniveaus erforderlich sind, bzw. aus dem Stand der Technik hierzu bekannt sind.
• d) Der Begriff „Steuergerät mit ABS-Funktion” umfasst auch die nicht explizit in der Beschreibung aufgeführten Komponenten, welche zur Funktionalität einer ABS-Funktion erforderlich sind, bzw. aus dem Stand der Technik hierzu bekannt sind.
• e) Der Begriff „Rechensystem zur Erfassung und/oder Bestimmung des aktuellen Schwerpunktes des Fahrzeuges” umfasst auch die nicht explizit in der Beschreibung aufgeführten Komponenten, welche zur Datenauswertung, sowie im weitesten Sinne zur Datenerfassung und Schwerpunktermittlung erforderlich sind, bzw. aus dem Stand der Technik hierzu bekannt sind.
• f) Der Begriff „Dämpfer” wird im Sinne von Stoßdämpfer bzw. Federbein verwendet und umfasst auch die nicht explizit in der Beschreibung aufgeführten Komponenten, welche zwischen dem Fahrzeugrad, via Fahrzeugradaufhängung zur Fahrzeugkarosserie für ein aktives Fahrwerk erforderlich sind, bzw. aus dem Stand der Technik hierzu bekannt sind.
• g) Der Begriff „Radbremszylinder” steht stellvertretend für bzw. umfasst ein Radbremssystem (z. B. bestehend aus Bremsscheibe, Bremsbacken, Bremszylinder, ...), welches als Einheit mittels des enthaltenden Radbremszylinders angesteuert wird.

Illustratively, for clarity of understanding of the invention, it should be noted that in the light of the invention, the following terms are to be regarded generally and may have a multiple as well as a comprehensive meaning, as shown by the following terms, for example:

• a) The term "level (a, α)" is used both at the distance (a) of the center of gravity of the vehicle from the road, and at the pitch angle (α) of the vehicle ( 10 ) used opposite the roadway.
• b) The term "center of gravity" includes (stands for) both the static center of gravity and the dynamic center of gravity of a vehicle.
• c) The term "level control system" also includes the components not explicitly mentioned in the description, which are required for controlling the vehicle level, or are known from the prior art for this purpose.
• d) The term "control unit with ABS function" also includes the components not explicitly mentioned in the description, which are required for the functionality of an ABS function, or are known from the prior art for this purpose.
• e) The term "computer system for detecting and / or determining the current center of gravity of the vehicle" also includes the components not explicitly mentioned in the description, which are used for data evaluation, and in the broadest sense for data collection and Center of gravity are required, or are known from the prior art.
• f) The term "damper" is used in the sense of shock absorber or strut and also includes the components not explicitly mentioned in the description, which are required between the vehicle, via vehicle suspension to the vehicle body for an active chassis, or from the prior Technique for this are known.
• g) The term "wheel brake cylinder" is representative of or includes a wheel brake system (eg consisting of brake disc, brake shoes, brake cylinder, ...), which is controlled as a unit by means of the containing wheel brake cylinder.

In an advantageous embodiment of the invention in a braking operation by means of the level control system of the center of gravity of the vehicle is variable such that thereby acting on the vehicle axles and / or vehicle wheels forces are changed in the vertical direction.

• a) die Federwege der vorderen Dämpfer aus- oder eingefahren werden, und/oder
• b) die Federwege der hinteren Dämpfer aus- oder eingefahren werden, und/oder
• c) die Federwege der vorderen und hinteren Dämpfer gleichläufig aus- oder eingefahren werden, und/oder
• d) die Federwege der vorderen und hinteren Dämpfer gegenläufig aus- oder eingefahren werden, um

dadurch das Niveau (a, α) des Fahrzeuges entsprechend den vorgegebenen bzw. ermittelten Werten anzupassen, um oben genannte Veränderung bzw. Anpassung des (dynamischen) Schwerpunktes des Fahrzeugs in der gewünschten Form zu erlangen.In an advantageous embodiment of the invention, the (dynamic) center of gravity of the vehicle is changed in type by the level control

• a) the spring travel of the front damper off or retracted, and / or
• b) the suspension travel of the rear dampers are extended or retracted, and / or
• c) the spring travel of the front and rear dampers are extended or retracted in the same direction, and / or
• d) the spring travel of the front and rear damper in opposite directions or retracted to

thereby adjusting the vehicle's level (a, α) in accordance with the predetermined or determined values, in order to obtain the aforementioned change or adaptation of the (dynamic) center of gravity of the vehicle in the desired form.

In an advantageous embodiment of the invention, the pitch angle (α) of the vehicle is changed by extending or retracting the damper.

• a) des Abstandes (a) des Fahrzeugschwerpunktes gegenüber der Fahrbahn, wie auch
• b) des Nickwinkels (α) des Fahrzeuges gegenüber der Fahrbahn,

bewirkt.In a further advantageous embodiment of the invention, via the level control system for controlling the (dynamic) center of gravity, both a change

• a) the distance (a) of the vehicle center of gravity with respect to the road, as well
• b) the pitch angle (α) of the vehicle relative to the roadway,

causes.

In an advantageous embodiment of the invention, the level control system for controlling the (dynamic) center of gravity of the vehicle, before activation of the actuatable sensor (brake pedal) is driven to the vehicle center of gravity (a) and the vehicle pitch angle (α) to desired specifications (a , α). This pre-control (before the activation of the operable sensor) can be done, for example, whenever an in-vehicle environment detection system due to the analyzed trajectory and the traffic flow taking place (dynamics of road condition occupancy) diagnosed an imminent braking operation, and this by means of existing interfaces of the brake system / Control of the brake system signals (so-called pre-save vehicle brake systems). Likewise, a sudden reduction of the engine power requirement (gas path name via accelerator pedal) can be used for the above-mentioned pre-control, or be evaluated with, in the evaluation and resulting pre-control, the damper via the level control system preferably takes place in such a way the desired specifications (a, α) preferably correspond to the parameters which result in an optimized vehicle center of gravity (FS) as a result of the imminent braking force to be expected, taking into account the resultant vehicle pitch and other influencing parameters, then during the subsequently occurring braking process (thus during the If necessary, no readjustment or almost no readjustment is required in order to obtain or maintain the desired / desired dynamic vehicle center of gravity (a, α).

In an advantageous embodiment of the invention, the level control system for controlling the (dynamic) center of gravity of the vehicle is controlled online during the braking process as a control process to the vehicle center of gravity (a) and the vehicle pitch angle (α) to desired specifications (a, α) to keep. For this purpose, each attempt is / tries to keep the (dynamic) center of gravity of the vehicle which is influenced as a function of the strength of the braking process by means of an active control process for the duration of the braking operation on / according to the parameters of the desired specifications (a, α). This control process is equivalent to a highly dynamic process, or is imaged / realized by a highly dynamic process by detecting and evaluating the forces occurring on the vehicle axles or vehicle wheels in real time (real time) and by means of an active control process in real time Vehicle center of gravity (a) and vehicle pitch angle (α) through so-called "force balancing" is kept to the desired specifications (a, α). The implementation of an active control process in real time for holding the dynamic center of gravity (a, α) is therefore advantageous for obtaining an optimal braking operation / required because the forces occurring during braking on the static vehicle center of gravity have a dynamic influence, and by the Superposition of brake force-dependent forces, thus the static vehicle center of gravity is superimposed with dynamically acting forces, so that a dynamic center of gravity results, with each braking process taking into account the influencing factors each have a dependent optimal dynamic vehicle center of gravity (a, α), this it According to the invention, it must be ascertained and the current dynamic center of gravity set up in a timely manner using the level control system in accordance with the determined values, and it should be noted that it is important to note that the optimal dynamic S If necessary, the center of gravity can also change during the braking process and thus must be corrected during the braking process by means of the level control system (corresponds to a highly dynamic process).

In an advantageous embodiment of the invention, the rear dampers are retracted to increase the forces acting on the rear axle and / or rear wheels in a vertical direction in a braking operation, for which purpose the level control for controlling the vehicle's center of gravity is always driven at the latest if the ABS functionality is active on one of the front wheels. An active ABS functionality is always present when the wheels would start to block in a strong braking, and thus the maximum frictional force between the vehicle and the road would be exceeded, and to avoid the brake pressure in the corresponding wheel brake cylinder is slightly reduced, until the vehicle wheel begins to turn again.

As an alternative to retracting the rear dampers, the front dampers can be extended as an alternative, but it should be noted here that, as described above, although an identical pitch angle (α) of the vehicle relative to the roadway can be achieved, but the Distance (a) of the vehicle's center of gravity relative to the roadway slightly increased, and this parameter constellation must be taken into account in the control process to achieve the desired distribution of forces between the front and front wheels and rear axle or rear wheels (the so-called "power balancing").

In a further advantageous embodiment of the invention, the front dampers are retracted to increase in a braking operation acting on the front vehicle axle and / or front vehicle wheels forces in the vertical direction, the level control for controlling the vehicle's center of gravity is always driven at the latest if the ABS functionality (as explained above) becomes active on one of the rear wheels.

Again, there is the possibility that alternatively to retract the front damper, alternatively, the rear damper can be extended, but it should also be noted here that, as described above, although an identical pitch angle (α) of the vehicle relative to the road can be achieved, but with the distance (a) of the vehicle center of gravity increases slightly compared to the road, and this parameter constellation must be taken into account during the control process to the desired force distribution between the front axle or front wheels and rear axle or rear wheels (the so-called "force Balancing ").

• a) zwar keinen Einfluss beim „Kräfte-Balancing” hat, solange nur statische Kräfte auf die Achsen bzw. Fahrzeugräder wirken, aber
• b) immer dann einen Einfluss beim „Kräfte-Balancing” hat, wenn bei einem Bremsvorgang dynamisch wirkende Kräfte den statisch wirkenden Kräften überlagert werden, und somit als zusammengesetzte Gesamtkräfte auf die Achsen bzw. Fahrzeugräder wirken.

A consideration of these deviating parameter constellations in the so-called "force balancing" is therefore necessary because a higher vehicle center of gravity

• a) has no influence on "force balancing" as long as only static forces act on the axles or vehicle wheels, but
• b) always has an influence on the "force balancing" if, during a braking process, dynamically acting forces are superimposed on the statically acting forces, and thus act as composite total forces on the axles or vehicle wheels.

Further, the invention includes a vehicle having a braking device as described above and implementing corresponding procedures as described above.

Further advantages, features and possible applications of the present invention will become apparent from the following description in conjunction with those in the 1 to 4 illustrated embodiments. All described and / or illustrated features alone or in any combination form the subject matter of the present invention, also independent of their summary in the claims or their back references. It should also be noted that the invention is not limited to these embodiments. The same reference numerals designate the same or corresponding features. The features described in the examples can also be combined between the examples and realized independently of the specific example.

In the specification, claims, abstract and accompanying drawings, the terms and associated reference numerals used in the list of reference numerals recited below are used.

The invention will now be described below with reference to several embodiments with the aid of 1 to 4 explained in more detail.

Brief description of the figures:

1 shows a representation of a vehicle with the essential components required for the inventive method.

The 2 shows a representation of a vehicle with the essential components required for the inventive method, in this example, the pitch angle α is equal to 0 degrees.

The 3 shows a representation of a vehicle based on the 2 In this example, the pitch angle α is not equal to 0 degrees.

4 shows a representation of the operation of the method according to the invention, or a theoretical consideration of the physical laws, as they reach the effect according to the invention.

Description of exemplary embodiments:

The 1 shows a schematic diagram of the braking device according to the invention ( 1 ), with its essential components (x), or interactively cooperating components (x). Like from the 1 can be seen, the vehicle ( 10 ) two front wheels ( 8.1 ) and two rear wheels ( 8.2 ), which show the two "vehicle axles" ( 7.1 . 7.2 ) "form". The two front vehicle wheels ( 8.1 ) are by means of dampers ( 9.1 ), which are representative of the strut-mechanical parts not shown in detail, with the body of the vehicle ( 10 ), wherein in the region of the front axle ( 7.1 ) or the front wheels ( 8.1 ) Force sensors ( 6.1 ) are placed to the front of the vehicle ( 7.1 ) and / or front vehicle wheels ( 8.1 ) acting forces (F _Ges1 ) to capture. Analogously, the two rear vehicle wheels ( 8.2 ) by means of dampers ( 9.2 ), which are representative of the strut-mechanical parts not shown in detail, with the body of the vehicle ( 10 ), whereas in the region of the rear axle ( 7.2 ) or the rear wheels ( 8.2 ) Force sensors ( 6.2 ) are mounted to the rear vehicle axle ( 7.2 ) and / or rear vehicle wheels ( 8.2 ) acting forces (F _Ges2 ) to capture. For the sake of clarity, the electrical signal lines / connecting lines (bus) or signal paths between the individual force sensors ( 6.1 . 6.2 ) to the associated control devices (x, 5.1 ) are not shown in detail, these lines / signal paths from the force sensors ( 6.1 . 6.2 ) directly to the control unit ( 5.1 ) of the level control system ( 5 ), or can lead indirectly via one or more further control devices not shown in detail (in particular in the case of an interface-based bus connection).

• a) Ein Hydrauliksystem (1.1) welches mit einem Leitungssystem (1.2) zur hydraulischen Übertragung von Fluiddrücken von einem betätigbaren Geber (1.3) (insbesondere Bremspedal) zu den Radbremszylindern (2) ausgebildet ist;
• b) Einem Steuergerät (3) mit ABS-Funktion zur Steuerung der hydraulischen Fluiddrücke in den einzelnen Radbremszylindern (2), angeordnet zwischen dem betätigbaren Geber (1.3) und dem Hydrauliksystem (1.1);
• c) Einer Schnittstelle (4), um mit einer in Wirkverbindung stehenden aktiven Niveauregelungsanlage (5, 5.1) zu kommunizieren, um das Niveau (a, α) des Fahrzeugs (10) entsprechend zu steuern, bzw. das Niveau (a, α) des Fahrzeuges (10) entsprechend den vorgegebenen bzw. ermittelten Werten anzupassen. Hierzu ist das Steuergerät (5.1) für die Dämpfer (9.1, 9.2) (welche vorzugsweise als Luftfeder-Dämpfer ausgeführt sind) mit einem (pneumatische und/oder elektrischen) Leitungssystem (5.2) mit den Dämpfern (9.1, 9.2) verbunden, um die Dämpfer (9.1, 9.2) entsprechend auszufahren (auszufedern/„verlängern”) oder einzufahren (einzufedern/„verkürzen”);
• d) Mehrere Kraftsensoren (6.1, 6.2), um die auf die Fahrzeugachsen (7.1, 7.2) und/oder Fahrzeugräder (8.1, 8.2) wirkenden Kräfte in vertikaler Richtung zu erfassen. Die Kraftsensoren (6.1, 6.2) können hierbei auch als Wegsensoren ausgebildet sein, bzw. als kombinierte Kraft-Weg-Sensoren ausgebildet sein; und
• e) Ein Rechensystem (1.4) zur Erfassung und/oder Bestimmung des aktuellen Schwerpunktes (FS) des Fahrzeuges (10), wobei das Rechensystem (1.4) mit dem Steuergerät (3) und der Niveauregelungsanlage (5, 5.1) datentechnisch in Wirkverbindung steht, um Informationen bzw. Steuervorgaben zum Betrieb der erfindungsgemäßen Bremsvorrichtung (1) auszutauschen. Zur Bestimmung des aktuellen Schwerpunktes (FS) des Fahrzeuges (10) kommen hierzu Verfahren zur Anwendung, welche beispielsweise aus dem Stand der Technik bekannt sind (wie z. B. aus der DE 10 2014 200 987 A1 ). Das Rechensystem (1.4) kann beispielsweise als integrierte Realisierung ausgeführt sein, und in einem im Fahrzeug (10) bereits vorhandenem Steuergerät (3, 5.1) integriert sein.

Like from the 1 is further apparent, the brake device ( 1 ) with active level control at least the following shown components or functional units:

• a) A hydraulic system ( 1.1 ) which with a line system ( 1.2 ) for the hydraulic transmission of fluid pressures from an operable transmitter ( 1.3 ) (in particular brake pedal) to the wheel brake cylinders ( 2 ) is trained;
• b) A control unit ( 3 ) with ABS function for controlling the hydraulic fluid pressures in the individual wheel brake cylinders ( 2 ) arranged between the operable encoder ( 1.3 ) and the hydraulic system ( 1.1 );
• c) an interface ( 4 ) to communicate with an actively operating active level control system ( 5 . 5.1 ) to communicate the level (a, α) of the vehicle ( 10 ) or the level (a, α) of the vehicle ( 10 ) according to the predetermined or determined values. For this purpose, the control unit ( 5.1 ) for the dampers ( 9.1 . 9.2 ) (which are preferably designed as air spring damper) with a (pneumatic and / or electrical) line system ( 5.2 ) with the dampers ( 9.1 . 9.2 ) connected to the damper ( 9.1 . 9.2 ) extend accordingly (rebound / "extend") or retract (sprung / "shorten");
• d) several force sensors ( 6.1 . 6.2 ) on the vehicle axles ( 7.1 . 7.2 ) and / or vehicle wheels ( 8.1 . 8.2 ) to detect acting forces in a vertical direction. The force sensors ( 6.1 . 6.2 ) can also be designed as displacement sensors, or be designed as a combined force-displacement sensors; and
• e) A computing system ( 1.4 ) for detecting and / or determining the current center of gravity (FS) of the vehicle ( 10 ), whereby the computing system ( 1.4 ) with the control unit ( 3 ) and the level control system ( 5 . 5.1 ) is operatively connected to information or control specifications for the operation of the braking device according to the invention ( 1 ). To determine the current center of gravity (FS) of the vehicle ( 10 For this purpose, methods are used which are known, for example, from the prior art (such as, for example, US Pat of the DE 10 2014 200 987 A1 ). The computing system ( 1.4 ) may be implemented, for example, as an integrated realization, and in an in-vehicle ( 10 ) already existing control device ( 3 . 5.1 ) be integrated.

For braking distance optimization / optimization of the braking distance, in the sense of (as short as possible) braking distance, by means of control / the control unit ( 5.1 ) of the level control system ( 5 ) of the center of gravity (FS) (height (a) incl. pitch angle (α) of the vehicle ( 10 ) according to a defined or determined in real-time specification changed, the specifications on the basis of various parameters (such as braking force, current focus of possibly situational / load-dependent must be adjusted, occurring / detected forces on the axles or wheels, ...) be determined. To relieve the computing power of the computing system ( 1.4 ) can be used to determine multi-dimensional stored in the system parameter tables (with), based on this and the current parameters of the input variables, the required for optimum braking output parameters (control variables for the damper) can be removed.

In addition, it should be added that the dampers ( 9.1 . 9.2 ) for level control system ( 5 ), which are preferably designed as air spring damper ( 9.1 . 9.2 ), in another embodiment as an active damper ( 9.1 . 9.2 ) to map the desired functionality of the level setting.

• a) Luftfedern
• b) einen Kompressor mit einem Kompressor-Eingang und einem Kompressor-Ausgang,
• c) Druckluftleitungen,
• d) einen Atmosphäreneinlass,
• e) einen Atmosphärenauslass,
• f) wobei mit Hilfe des Kompressors über den Atmosphäreneinlass Druckluft in jede Luftfeder überführbar ist.

An influence on the level of a vehicle with the help of an active level control is for example from the Scriptures DE 10 2004 057 575 A1 refer to. In this document, a level control system for a motor vehicle is described, by means of which a vehicle body is sprung against at least one vehicle axle, wherein the level control contains at least the following components:

• a) Air springs
• b) a compressor with a compressor input and a compressor output,
• c) compressed air lines,
• d) an atmosphere inlet,
• e) an atmosphere outlet,
• f) with the aid of the compressor via the atmosphere inlet compressed air in each air spring can be transferred.

From the further writing DE 10 2005 029 694 A1 is similar to this discloses a vehicle with damper devices, in which case it is discussed in the prior art that is trying in practice, the driving behavior of vehicles, taking into account a desired ride comfort and a required driving safety by appropriate configuration of the chassis and by a corresponding torsionally executed body optimally adjust the vehicle to counteract the forces acting on the vehicle during operation of the vehicle and the resulting vehicle movements in the desired manner, the driving dynamics is considered in the interpretation of the aforementioned vehicle assemblies, which are a sub-field of technical mechanics or represents the vehicle dynamics and which deals with the forces acting on a vehicle and the resulting vehicle movements, the driving dynamics itself basically in the longitudinal dynamics, the lateral dynamics and the Vertical dynamics of a vehicle is divided.

As from the Scriptures DE 10 2005 029 694 A1 In addition, the dynamic wheel load, the drive and braking forces and the friction properties of the road are listed as influencing factors, depending on the position of the center of gravity, the point of application of the wind forces, the construction of the suspension and the tire characteristics are the driving characteristics, the together with the driver's steering reactions to the driving behavior, the driving direction when driving straight ahead and the driving stability when cornering.

As from the Scriptures DE 10 2005 029 694 A1 Further disclosed are active suspension systems, which are formed with variable-length actuators in the field suspension of a vehicle, for example, as an active electro-hydraulic suspension system designed to keep the vehicle body in all driving situations at the same level, for this purpose to the level control in each strut vertically adjustable Hydraulic cylinders are arranged.

The 2 shows a representation of a vehicle ( 10 ) with the essential components of the braking device required for the method according to the invention ( 1 ), in which example the pitch angle (α) is equal to 0 degrees.

The 2 shows the vehicle ( 10 ) with a front wheel ( 8.1 ) and a rear wheel ( 8.2 ), whereby the wheels ( 8.1 . 8.2 ) in the area of the vehicle axles ( 7.1 . 7.2 ) are located. The front wheel ( 8.1 ) is the front axle ( 7.1 ), which is designed as air-suspension front axle, and the rear wheel ( 8.2 ) is the rear axle ( 7.2 ) assigned, which is designed as air-suspension rear axle.

As the 2 shows, between the chassis elements of the chassis axles ( 7.1 . 7.2 ) and the vehicle body Air bellows / dampers ( 9.1 . 9.2 ) arranged to control their actual level to a predetermined target level, which are vented via not shown in detail as switching valves designed level control valves and / or vented. Replacement (greatly simplified) is (only) a control unit ( 5.0 ), which is used for ventilating and bleeding the air bellows / damper ( 9.1 . 9.2 ), technically with lines / a line system ( 5.2 ) with the air bellows / dampers ( 9.1 . 9.2 ) connected is.

Like from the 2 can be taken further, is here assumed or shown with the dashed auxiliary line (s) that the vehicle ( 10 ) no inclination or a pitch angle (α) of 0 degrees (ie no pitch angle) to the road to be driven ( 11 ) having. For this purpose, the dashed line is parallel (with the distance x) extending to the road to be traveled ( 11 ).

Like from the 2 can be seen further, the vehicle ( 10 ) a weight, with this the vehicle ( 10 ) with a static weight force (F _GSt ) in the vertical direction (R _v ) on the road surface ( 11 ) acts.

Like from the 2 it can be seen further, the brake device ( 1 ) a hydraulic system ( 1.1 ), which with lines / with a line system ( 1.2 ) with the wheel brake cylinders ( 2 ) is connected to the controller ( 3 ) via the hydraulic system ( 1.1 ) and the line system ( 1.2 ) on the wheel brake cylinders ( 2 ) A brake pressure corresponding to a brake specification can be applied.

Furthermore, from the 2 the center of gravity of the vehicle (FS) / the vehicle center of gravity (FS) (approximately in the middle of the vehicle), which 11 ) has a distance (a).

The 3 shows a representation of a vehicle based on the 2 In this example, the pitch angle (α) is not equal to 0 degrees.

Like from the 3 is apparent, is the pitch angle (α) of the vehicle ( 10 ) not equal to 0 degrees, as indicated by the auxiliary line (s) in reference to a parallel to the road surface ( 11 ) is shown (the auxiliary line n is not parallel to the road 11 ). The change in the pitch angle (α) of the vehicle ( 10 ) is done in this example by the rear dampers ( 9.2 ) opposite the stand 2 (by filling) something to be extended, whereby the center of gravity (FS) of the vehicle moves slightly upwards and the distance (a '), or the center of gravity (FS) of the vehicle relative to the 2 something is increased. This increase in the center of gravity (FS) of the vehicle ( 10 ), as in the 4 shown in more detail that takes place during a braking process, a force-balancing, in this the front axle ( 7.1 ) or front wheels ( 8.1 ) is slightly increased (compared to an identical braking operation in this, the vehicle a center of gravity according to 2 since increasing the center of gravity (FS) of the vehicle ( 10 ), the braking force at the vehicle center of gravity dynamically acting rotational forces of the vehicle, as a result of the vectorial power decomposition, the forces acting on the road surface forces on the front axle (relatively considered) are increased in favor of the rear axle, so that as a result, the braking force with which rear vehicle wheels ( 8.2 ) on the roadway ( 11 ) can be transmitted, something degrades itself.

4 shows a representation of the operation of the method according to the invention, or a theoretical consideration of the physical laws, as they reach the effect according to the invention.

Like in the 4a . 4b and 4c represented symbolically as "resulting result", the influencing takes place by means of components not shown in detail (eg air spring damper) of an active chassis on the vehicle's center of gravity (inclusive) pitch angle, in the examples according to FIG 4b and 4c As already mentioned above, in an advantageous embodiment of the invention, the influencing by means of the components (eg air spring damper) of an active chassis, takes place dynamically during the braking process, thus the spring travel of the rear dampers or the rear dampers Changes in the braking force (braking request by the driver) can be taken into account online and dynamically adjusted.

• a) mittels im Bereich der Federbeine angebrachten Sensoren direkt erfasst werden, und/oder
• b) mittels eines (Delta-)Nickwinkelsensors indirekt erfasst werden, und/oder
• c) mittels einer Fahrzeuggeschwindigkeit und einer Bremsdruckanforderung indirekt erfasst werden, und/oder
• d) mittels einer Fahrzeuggeschwindigkeit und ermittelte Fahrzeugverzögerungsgeschwindigkeit indirekt ermittelt werden, um daraus den momentanen Fahrzeugschwerpunkt und Nickwinkel (unter Berücksichtigung des Fahrzeugeigengewichtes sowie der zusätzlichen „Lastverteilung”) mittels
• e) Berechnung, und/oder
• f) im System hinterlegten (mehrdimensionalen) Berechnungstabellen,

bestimmt wird,
und als Ergebnis davon,
eine Verschiebung des Fahrzeugschwerpunktes (incl. Nickwinkel), bzw. Verhältnisses der auf die Vorderräder und Hinterräder bei einem Bremsvorgang wirkenden resultierenden Kräfte zu bewirken, indem

• e) der Federweg der vorderen Dämpfer aus- oder eingefahren wird, und/oder
• f) der Federweg der hinteren Dämpfer aus- oder eingefahren wird, und/oder
• g) der Federweg der vorderen und hinteren Dämpfer gleichläufig aus- oder eingefahren wird, und/oder
• g) der Federweg der vorderen und hinteren Dämpfer gegenläufig aus- oder eingefahren wird.

In an advantageous embodiment of the invention in this case the dynamic influence takes place by the currently occurring vertical forces acting on the wheels

• a) are detected directly by means mounted in the region of the struts sensors, and / or
• b) are detected indirectly by means of a (delta) pitch angle sensor, and / or
• c) indirectly detected by means of a vehicle speed and a braking pressure request, and / or
• d) are determined indirectly by means of a vehicle speed and determined vehicle deceleration speed in order to calculate the instantaneous center of gravity of the vehicle and the pitch angle (taking into account the vehicle center of gravity) Own vehicle weight and the additional "load distribution") by means of
• e) calculation, and / or
• f) (multidimensional) calculation tables stored in the system,

it is determined
and as a result,
to cause a shift of the vehicle center of gravity (incl. pitch angle), or ratio of the resulting forces acting on the front wheels and rear wheels during a braking operation by

• e) the travel of the front damper off or retracted, and / or
• f) the travel of the rear damper off or retracted, and / or
• g) the spring travel of the front and rear damper in the same direction off or retracted, and / or
• g) the spring travel of the front and rear damper in opposite directions or retracted.

Like from the three 4a . 4b and 4c It can also be seen that these figures are used to illustrate how the force of the vehicle on the front wheels changes with respect to the rear wheels (not to scale, only to explain the physical laws which are specifically used according to the invention).

The 4a shows a stationary vehicle with a mass of 1000 kg. In this case, let it be assumed that the vehicle is "symmetrical" so that a static weight force (F _GSt ) of 0.5 × 1000 kg · g acts on each vehicle _axle .

The 4b shows the same vehicle as 4a Assuming that the vehicle is decelerated, and as a result of the deceleration, the vehicle makes a pitching movement forward. The pitching motion is in this case such that the vehicle center of gravity (S) is above the "vehicle pivot point, and consequently the dynamic force resulting from the braking process has an x-component and a y-component, and superimposes itself to the weight force of the vehicle the overlay on the front axle in the same direction (both forces in the direction of the road) acts, and the superposition on the rear axle opposite / acts in the opposite direction, so that the force on the front wheels compared to the rear wheels changed accordingly (enlarged).

For understanding, it should be added that the in the 4b and 4c shown pitch angle, both by the extension / Ausferdern the rear damper via the leveling system, or by the braking itself can occur, in the end a combination of which gives the actual actual pitch angle (α).

The 4c shows the same vehicle as the 4a and 4b Assuming that the vehicle's center of gravity (loading or design-related) is slightly higher, and the braking / the strength of the braking process in the two 4b and 4c is identical. Like from the 4c can be seen further, the vehicle leads in this case to the 4b a stronger pitching motion, because the resulting dynamic force, compared to the 4b a reduced x-component and in particular an increased y-component, wherein the two y-components acting on the vehicle axles in opposite directions, and thus the force on the front wheels is further increased, and is further reduced to the rear wheels.

As the 4x show, with the vehicle's center of gravity (FS), the forces acting on the front wheels and rear wheels during a braking operation can variably be changed by the vehicle center of gravity (FS) including the pitch angle (α) correspondingly (by means of the vehicle level control (FIG. 5 )) is actively changed.

Annotation:

In the light of the invention, the term "vehicle center of gravity" (FS) is to be understood as the center of gravity of the vehicle, the pitch angle being included therein (since the functional realization according to the invention uses both the center of gravity of the vehicle and the pitch angle of the vehicle for "distribution of forces".

The change in the center of gravity (FS) in the height (a) and the pitch angle (α) takes place with a corresponding control of the components (eg air spring damper) of an active chassis.

The proposed solution according to the invention represents a good application example for the air spring damper systems used in the future, since the targeted use of the air spring damper systems, the braking distance of the vehicle can be optimized (and only one, or only a few meters - in a comparison with other vehicles in traffic counts every inch!).

LIST OF REFERENCE NUMBERS

1

Brake device / braking system

1.1

Hydraulic system (for ABS functionality)

1.2

line system

1.3

operable encoder

1.4

computing system

2

Wheel brake cylinders (including wheel brake device not shown in detail)

3

Control unit with ABS function

4

interface

5

Level control system

5.1

Control unit for dampers ( 9 . 9.1 . 9.2 )

5.2

line system

6

Force sensor (s) (possibly combined with / designed as displacement sensors)

6.1

Force sensor (s) on the front axle

6.2

Force sensor (s) on the rear axle

7

Vehicle axle / n

7.1

front vehicle axle

7.2

rear vehicle axle

8th

Vehicle / vehicle wheels

8.1

front vehicle wheel / front vehicle wheels

8.2

rear vehicle wheel / rear vehicle wheels

9

Damper / shock absorber

9.1

front dampers (preferably designed as air spring dampers)

9.2

Rear dampers (preferably designed as air spring dampers)

10

vehicle

11

roadway

a

Level of the height of the center of gravity of the vehicle relative to the roadway

α

Level of the pitch angle of the vehicle relative to the roadway

FG

weight force

F _Ges1

Total power in vertical direction on the front axle / wheels

F _Ges2

Total force in vertical direction on the rear axle / wheels

F _B

braking force

F _Bx

Braking force acting in a horizontal direction

F _By

Braking force acting in the vertical direction

FS

Vehicle focus / center of gravity / center of gravity of the vehicle

fw

travel

R _v

Vertical direction

n

ledger line

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 19825278 A1 [0010, 0013]
• DE 4112388 A1 [0014, 0015, 0016, 0017]
• DE 102014200987 A1 [0046]
• DE 102004057575 A1 [0049]
• DE 102005029694 A1 [0050, 0051, 0052]

Claims (10)

Brake device ( 1 ) with active level control for a vehicle ( 10 ), comprising: a) a hydraulic system ( 1.1 ) with a line system ( 1.2 ) for the hydraulic transmission of fluid pressures from an operable transmitter ( 1.3 ) to the wheel brake cylinders ( 2 ), b) a control unit ( 3 ) with ABS function for controlling the hydraulic fluid pressures in the individual wheel brake cylinders ( 2 ), c) an interface ( 4 ) to communicate with an actively operating active level control system ( 5 ) to communicate the level (a, α) of the vehicle ( 10 ), d) several force sensors ( 6 . 6.1 . 6.2 ) on the vehicle axles ( 7 . 7.1 . 7.2 ) and / or vehicle wheels ( 8th . 8.1 . 8.2 ) acting forces (F _G , F _Ges1 , F _Ges2 ) in the vertical direction (R _v ) to capture, and e) a computing system ( 1.4 ) for detecting and / or determining the current center of gravity (FS) of the vehicle ( 10 ), characterized in that f) for braking distance optimization, in the sense of a short braking distance, g) a braking distance optimization is achieved by h) by means of control of the level control system ( 5 ) of the center of gravity (FS) of the vehicle ( 10 ) is changed according to a defined specification. Brake device ( 1 ) according to claim 1, characterized in that during a braking operation by means of the level control system ( 5 ) of the center of gravity (FS) of the vehicle (FS) 10 ) is changeable in such a way that on the vehicle axles ( 7 . 7.1 . 7.2 ) and / or vehicle wheels ( 8th . 8.1 . 8.2 ) acting forces (F _G , F _Ges1 , F _Ges2 ) in the vertical direction (R _v ) to be changed. Method for controlling a braking device ( 1 ) according to claim 1 and / or 2, characterized in that the level control system ( 5 ) for controlling the center of gravity (FS) of the vehicle ( 10 ) such that a) the spring travel (Fw) of the front damper ( 9.1 ) or retracted, and / or b) the spring travel (Fw) of the rear damper ( 9.2 ) and / or c) the spring travel (Fw) of the front ( 9.1 ) and rear ( 9.2 ) Dampers are extended or retracted in the same direction, and / or d) the spring travel (Fw) of the front ( 9.1 ) and rear ( 9.2 ) Damper in opposite directions extend or retract. Method for controlling a braking device ( 1 ) according to one of claims 1 to 3, characterized in that by the extended or retracted the damper ( 9.1 . 9.2 ) the pitch angle (α) of the vehicle ( 10 ) is changed. Method for controlling a braking device ( 1 ) according to one of claims 1 to 4, characterized in that the level control system ( 5 ) for controlling the center of gravity FS), both a change a) of the distance (a) of the vehicle center of gravity (FS) from the roadway ( 11 ), as well as b) the pitch angle (α) of the vehicle ( 10 ) opposite the carriageway ( 11 ), causes. Method for controlling a braking device ( 1 ) according to one of claims 1 to 5, characterized in that the level control system ( 5 ) for controlling the center of gravity (FS) of the vehicle ( 10 ), before activation of the operable encoder ( 1.3 ) is controlled in order to set the vehicle center of gravity (FS) from the height (a) and the vehicle pitch angle (α) to desired specifications (a, α), Method for controlling a braking device ( 1 ) according to claim 6, characterized in that the desired specifications (a, α) preferably correspond to the parameters, which due to the upcoming expected braking operation strength, taking into account the resulting vehicle pitch and other influencing parameters, then in the subsequent braking process approximately an optimized vehicle center of gravity (FS) results. Method for controlling a braking device ( 1 ) according to one of claims 1 to 7, characterized in that the level control system ( 5 ) for controlling the center of gravity (FS) of the vehicle ( 10 ), is controlled online during the braking process as a control process to keep the vehicle center of gravity (FS) of the height (a) and the vehicle pitch angle (α) to desired specifications (a, α). Method for controlling a braking device ( 1 ) according to one of claims 1 to 8, characterized in that the rear dampers ( 9.2 ) are retracted to the rear vehicle axle during a braking operation ( 7.2 ) and / or rear vehicle wheels ( 8.2 ) to increase acting forces (F _Ges2 ) in the vertical direction (R _v ), wherein the level control for controlling the vehicle center of gravity (FS) is driven at the latest whenever at one of the front wheels ( 8.1 ) the ABS functionality becomes active. Method for controlling a braking device ( 1 ) according to one of claims 1 to 8, characterized in that the front dampers ( 9.1 ) are retracted to the on the front vehicle axle during a braking operation ( 7.1 ) and / or front vehicle wheels ( 8.1 ) acting forces (F _Ges1 ) in the vertical direction (R _v ), wherein the level control for controlling the vehicle's center of gravity (FS) is driven at the latest whenever at one of the rear wheels ( 8.2 ) the ABS functionality becomes active.

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