EP1044124A1 - Travel dynamic control system and method for operating a travel dynamic control system - Google Patents

Travel dynamic control system and method for operating a travel dynamic control system

Info

Publication number
EP1044124A1
EP1044124A1 EP98966680A EP98966680A EP1044124A1 EP 1044124 A1 EP1044124 A1 EP 1044124A1 EP 98966680 A EP98966680 A EP 98966680A EP 98966680 A EP98966680 A EP 98966680A EP 1044124 A1 EP1044124 A1 EP 1044124A1
Authority
EP
European Patent Office
Prior art keywords
control system
driving
vacuum brake
brake booster
control unit
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.)
Withdrawn
Application number
EP98966680A
Other languages
German (de)
French (fr)
Inventor
Peter Rieth
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 claimed from DE19843221A external-priority patent/DE19843221B4/en
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1044124A1 publication Critical patent/EP1044124A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B60T8/3265—Hydraulic systems with control of the booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
    • B60T8/4854—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control pneumatic boosters

Definitions

  • the invention relates to a driving dynamics control system for regulating the driving behavior of a motor vehicle in the driving dynamics limit area and a method for operating such a driving dynamics control system.
  • a driving dynamics control system is a control system in the brake system and / or in the drive train that is intended to prevent a vehicle from breaking away laterally.
  • This control system is intended to control the three degrees of freedom of the vehicle in the plane (longitudinal, transverse and
  • vehicle dynamics control systems have an active vacuum brake booster that can be actuated both electrically and mechanically.
  • a vehicle dynamics limit range can be determined by means of vehicle dynamics sensors, a fictitious vehicle dynamics brake request being determined in order to avoid the vehicle breaking out, and the vehicle wheels individually according to the latter be slowed down. This targeted braking ensures that the vehicle follows a lane even on slippery ground, which lane essentially corresponds to the course of the steering angle.
  • ABS anti-lock hydraulic motor vehicle brake system
  • DE 196 45 338.0 This motor vehicle brake system has a double-circuit brake pressure sensor and is provided with a diagonal brake circuit division. An electrically actuable hydraulic valve for wheel-specific regulation of the brake pressure is provided on each wheel. It is a two-circuit, low-cost brake system, which mainly uses hydraulic pumps or hydraulic pumps without the use of special low-pressure accumulators equipped with separate inputs for the rear and front wheel connection, which are separated from the front wheel brakes when a certain filling level is reached can be operated.
  • Pumpless controlled brake systems of this type are characterized by comparatively low manufacturing costs in connection with an anti-lock control system that is in most cases quite sufficient.
  • These motor vehicle brake systems can be provided with an active booster, an electrically actuated vacuum brake booster, which expands the brake system to form a combined anti-lock protection and drive control system.
  • Such an active booster is always used when a certain brake pressure is to be applied to the wheel brakes even without the driver operating the brake system or regardless of the pedal force exerted by the driver.
  • Anti-lock hydraulic motor vehicle brake systems differ from vehicle dynamics control systems in that they have no devices for determining a vehicle dynamics limit range and no devices for determining the fictitious vehicle dynamics brake request.
  • Known vehicle dynamics control systems are complex and complex in comparison to these simple anti-lock hydraulic motor vehicle brake systems, since they have to correctly implement both the driver brake request and the vehicle dynamics brake request, which can occur simultaneously in some situations, into individual braking of the wheels.
  • the driving dynamics control system for regulating the driving behavior of a motor vehicle in the dynamic range of the vehicle has a brake pressure transmitter which consists of a master cylinder and a vacuum brake booster, the vacuum brake booster being designed as an active vacuum brake booster which can be actuated mechanically and electrically via a brake pedal is. Furthermore, the driving dynamics control system has a hydraulic control unit which provides a hydraulic connection between the master cylinder and a plurality of wheel brakes and a hydraulic connection between the wheel brakes and a low-pressure accumulator. The hydraulic connections to the individual wheel brakes are each provided with an electrically controllable valve which is controlled by an electrical control unit.
  • a low-pressure accumulator means that no feed pump is required to discharge the hydraulic medium from the wheel brakes.
  • the design of the hydraulic control unit can be kept very simple.
  • the negative pressure brake booster is provided with a force sensor for detecting the pedal force. This combination consisting of the active
  • the vacuum brake booster, the force sensor and the pumpless hydraulic control unit despite their simple design, allow the driving behavior of a motor vehicle to be regulated in the dynamic range of the vehicle.
  • such a vehicle dynamic limit range can be determined, in which case a vehicle dynamics brake request is determined, the vacuum brake booster is actuated electrically and the valves are controlled by the electrical control unit in accordance with the vehicle dynamics brake request such that a lateral breaking of the vehicle is prevented.
  • a driver brake request can be determined by the force sensor for detecting the pedal force.
  • the driver's brake request is evaluated in a type of "brake by wire” mode by the electrical control unit and, since the vacuum brake booster has already been actuated, is transmitted to the wheel brakes only by targeted individual control of the valves.
  • the transition from a normal braking mode to the "brake by wire" mode during the driving dynamics control process avoids complex systems in the area of the vacuum brake booster, which allow simultaneous handling of a driving dynamics brake request as well as a driver braking request.
  • the vacuum brake booster is preferably fully actuated during the driving dynamics control process, so that the full control capacity is available for braking the wheels.
  • the brake pressure transmitter, the electronic control unit and the valves of the hydraulic control unit and the low-pressure accumulator are integrated in one unit, so that only the hydraulic lines to the individual wheel brakes and the electrical lines to the individual sensors are installed when installed in a vehicle have to.
  • This integration into a structural unit is made possible by the simple design according to the invention.
  • the driving dynamics control system according to the invention is very simple and therefore inexpensive, which is why it can also be used economically in small motor vehicles. •
  • a force sensor 10 is provided on the vacuum brake force booster 3 for recording the pedal force applied to the brake pedal 9. Furthermore, the vacuum brake booster 3 has a pedal actuation detection switch 11 and a displacement sensor 12 for detecting the actuation path of the vacuum brake booster 3.
  • the displacement sensor 12 can detect the path covered by the membrane of the vacuum booster 3 or its piston rod or by the piston of the tandem master cylinder 2.
  • the electrically actuable valve 8, the force sensor 10, the pedal actuation detection switch 11 and the displacement sensor 12 are electrically connected to the electrical control unit ECU.
  • the wheel brakes of the right front wheel VR and the left rear wheel HL are connected to the brake circuits I, and the wheel brakes of the other two wheels VL, HR are connected to the brake circuits II.
  • the pressure medium supply lines 13a, 13b of the two brake circuits I, II coming from the tandem master cylinder 2 are each branched to the wheel brakes 4 - 7 by means of branch lines, an electromechanical 2/2-way valve 14 - 17 being arranged in each of the branch lines.
  • check valves 18-21 are arranged, which allow a pressure medium return to the tandem master cylinder 2 regardless of the valve position.
  • Branch lines of pressure medium return lines 23a, 23b of the two brake circuits I, II open at the areas of the pressure medium supply lines 13a, 13b between the 2/2-way valve in 14-17 and the wheel brakes 4-7.
  • the pressure medium return lines 23a, 23b each form a pressure medium path of the wheel brakes 4-7 to a low-pressure accumulator 24.
  • An electromechanical 2/2-way valve 25-28 is arranged in each of the branch lines of the pressure medium return lines 23a, 23b.
  • the valves 14-17, 25-28 are electrical with the electrical
  • the emergency situation is determined and the vacuum brake booster 3 is actuated by the electrical control unit ECU via the electromagnetic valve 8 in addition to the pedal actuation. As a result, braking is increased with an increased braking force in the emergency situation.
  • the driving dynamics control system can be provided with a traction control system which is known per se, only a corresponding control program having to be implemented in the electrical control unit ECU.

Abstract

The invention relates to a travel dynamic control system regulating the road performance of a motor vehicle with respect to a travel dynamic stability limit. The inventive system consists of a brake pressure sensor with a master cylinder (2) and a vacuum brake booster (3). The vacuum brake booster (3) is embodied as an active vacuum brake booster (3) which can be actuated both electrically and mechanically by means of a brake pedal (9) and which is provided with a force sensor (10) to detect pedal force. The inventive system also comprises a hydraulic control unit (HCU) enabling a hydraulic connection between the master cylinder (2) and several wheel brakes (4-7) in addition to a hydraulic connection between the wheel brakes (4-7) and a low-pressure store (24), whereby the hydraulic connections to the individual wheel brakes (4-7) are respectively provided with an electrically controlled valve (14-17, 25-28). The inventive system further comprises an electric control unit (ECU) which controls said valves (14-17, 25-28). The invention is easy and economical to produce. It enables the wheel brakes (4-7) to be controlled without causing the vehicle to swerve to the side.

Description

Fahrdynamikregelsystem und Verfahren zum Betreiben eines solchen FahrdynamikregelsystemsVehicle dynamics control system and method for operating such a vehicle dynamics control system
Die Erfindung betrifft ein Fahrdynamikregelsystem zum Regeln des Fahrverhaltens eines Kraftfahrzeuges im fahrdynamischen Grenzbereich und ein Verfahren zum Betreiben eines solchen Fahrdynamikregelsystems .The invention relates to a driving dynamics control system for regulating the driving behavior of a motor vehicle in the driving dynamics limit area and a method for operating such a driving dynamics control system.
Ein Fahrdynamikregelsystem ist ein Regelsystem im Bremssystem und/oder im Antriebsstrang, das das seitliche Ausbrechen eines Fahrzeuges verhindern soll. Dieses Regelsystem soll im fahrdynamischen Grenzbereich die drei Freiheitsgrade des Fahrzeuges in der Ebene (Längs-, Quer- undA driving dynamics control system is a control system in the brake system and / or in the drive train that is intended to prevent a vehicle from breaking away laterally. This control system is intended to control the three degrees of freedom of the vehicle in the plane (longitudinal, transverse and
Giergeschwindigkeit um die Hochachse) im Sinne eines an den Fahrerwunsch und die Fahrbahn angepaßten Fahrverhaltens beeinflussen. Derartige Fahrdynamikregelsysteme werden in Kraftfahrzeugen unter der Bezeichnung ESP eingesetzt und sind in der Fachliteratur, wie z. B. dem Kraftfahrtechnisches Taschenbuch/Bosch, 22. Auflage, Seiten 668ff ausführlich beschrieben.Yaw rate around the vertical axis) in the sense of a driving behavior adapted to the driver's wishes and the road. Such driving dynamics control systems are used in motor vehicles under the name ESP and are in the specialist literature, such as. B. the automotive paperback / Bosch, 22nd edition, pages 668ff described in detail.
Diese Fahrdynamikregelsysteme besitzen einen aktiven Unterdruckbremskraftverstarker, der sowohl elektrisch als auch mechanisch betätigbar ist. Mittels Fahrdynamiksensoren kann ein fahrdynamischer Grenzbereich festgestellt werden, wobei zur Vermeidung eines Ausbrechens des Fahrzeuges ein fiktiver Fahrdynamikbremswunsch ermittelt wird und nach dessen Maßgabe die Räder des Fahrzeuges individuell abgebremst werden. Durch dieses gezielte Abbremsen wird erreicht, daß das Fahrzeug selbst bei glatten Untergrund einer Fahrspur folgt, die im wesentlichen mit dem Lenkwinkelverlauf übereinstimmt.These vehicle dynamics control systems have an active vacuum brake booster that can be actuated both electrically and mechanically. A vehicle dynamics limit range can be determined by means of vehicle dynamics sensors, a fictitious vehicle dynamics brake request being determined in order to avoid the vehicle breaking out, and the vehicle wheels individually according to the latter be slowed down. This targeted braking ensures that the vehicle follows a lane even on slippery ground, which lane essentially corresponds to the course of the steering angle.
Ferner ist aus der DE 196 45 338.0 eine blockiergeschützte hydraulische Kraftfahrzeugbremsanlage (ABS) bekannt. Diese Kraftfahrzeugbremsanlage weist einen zweikreisigen Bremsdruckgeber auf und ist mit einer diagonalen Bremskreisaufteilung versehen. An jedem Rad ist ein elektrisch betätigbares Hydraulikventil zur radindividuellen Regelung des Bremsdruckes vorgesehen. Es handelt sich um eine zweikreisige, kostengünstige Bremsanlage, die vor allem durch die Verwendung besonderer, mit getrennten Eingängen für den Hinterrad- und Vorderradanschluß ausgerüsteter Niederdruckspeicher, die beim Erreichen eines bestimmten Füllgrades von den Vorderradbremsen abgetrennt werden, ohne Hydraulikpumpen auskommt bzw. ohne Hydraulikpumpen problemlos betrieben werden kann.Furthermore, an anti-lock hydraulic motor vehicle brake system (ABS) is known from DE 196 45 338.0. This motor vehicle brake system has a double-circuit brake pressure sensor and is provided with a diagonal brake circuit division. An electrically actuable hydraulic valve for wheel-specific regulation of the brake pressure is provided on each wheel. It is a two-circuit, low-cost brake system, which mainly uses hydraulic pumps or hydraulic pumps without the use of special low-pressure accumulators equipped with separate inputs for the rear and front wheel connection, which are separated from the front wheel brakes when a certain filling level is reached can be operated.
Pumpenlose geregelte Bremsanlagen dieser Art zeichnen sich durch vergleichsweise geringe Herstellungskosten in Verbindung mit einer in den meisten Fällen durchaus ausreichenden Blockierschutzregelung aus.Pumpless controlled brake systems of this type are characterized by comparatively low manufacturing costs in connection with an anti-lock control system that is in most cases quite sufficient.
Diese Kraftfahrzeugbremsanlagen können mit einem aktiven Booster, einem elektrisch betätigbaren Unterdruckbremskraftverstarker, versehen sein, der die Bremsanlage zu einem kombinierten Blockierschutz- und Antriebsregelsystem erweitert. Ein solcher aktiver Booster gelangt immer dann zum Einsatz, wenn auch ohne Betätigung der Bremsanlage durch den Fahrer oder unabhängig von der von dem Fahrer ausgeübten Pedalkraft ein bestimmter Bremsdruck an den Radbremsen angelegt werden soll. Blockiergeschützte hydraulische Kraftfahrzeugbremsanlagen unterscheiden sich von Fahrdynamikregelsystemen dadurch, daß sie keine Einrichtungen zum Feststellen eines fahrdynamischen Grenzbereichs und keine Einrichtungen zum Ermitteln des fiktiven Fahrdynamikbremswunsches aufweisen. Bekannte Fahrdynamikregelsysteme sind im Vergleich zur diesen einfachen blockiergeschützten hydraulischen Kraftfahrzeugbremsanlagen aufwendig und kompliziert ausgebildet, da sie sowohl dem Fahrerbremswunsch als auch den Fahrdynamikbremswunsch, die in manchen Situationen gleichzeitig auftreten können, korrekt in eine individuelle Bremsung der Räder umsetzen müssen.These motor vehicle brake systems can be provided with an active booster, an electrically actuated vacuum brake booster, which expands the brake system to form a combined anti-lock protection and drive control system. Such an active booster is always used when a certain brake pressure is to be applied to the wheel brakes even without the driver operating the brake system or regardless of the pedal force exerted by the driver. Anti-lock hydraulic motor vehicle brake systems differ from vehicle dynamics control systems in that they have no devices for determining a vehicle dynamics limit range and no devices for determining the fictitious vehicle dynamics brake request. Known vehicle dynamics control systems are complex and complex in comparison to these simple anti-lock hydraulic motor vehicle brake systems, since they have to correctly implement both the driver brake request and the vehicle dynamics brake request, which can occur simultaneously in some situations, into individual braking of the wheels.
Der Erfindung liegt die Aufgabe zugrunde, ein Fahrdynamikregelsystem zum Regeln des Fahrverhaltens eines Kraftfahrzeuges im fahrdynamischen Grenzbereich zu schaffen, das einfach aufgebaut ist und dennoch zuverlässig arbeitet. Eine weitere Aufgabe der vorliegenden Erfindung ist es, ein Verfahren zum Betreiben eines solchen Fahrdynamikregelsystems zu schaffen.The invention has for its object to provide a driving dynamics control system for controlling the driving behavior of a motor vehicle in the driving dynamics limit range, which is simple in construction and yet works reliably. Another object of the present invention is to provide a method for operating such a vehicle dynamics control system.
Die Aufgabe wird durch ein Fahrdynamikregelsystem mit den Merkmalen des Anspruchs 1 bzw. durch ein Verfahren mit den Merkmalen des Anspruchs 10 gelöst. Vorteilhafter Ausgestaltung der Erfindung sind in den Unteransprüchen angegeben.The object is achieved by a driving dynamics control system with the features of claim 1 or by a method with the features of claim 10. An advantageous embodiment of the invention is specified in the subclaims.
Das erfindungsgemäße Fahrdynamikregelsystem zum Regeln des Fahrverhaltens eines Kraftfahrzeuges im fahrdynamischen Grenzbereich weist einen Bremsdruckgeber auf, der aus einem Hauptzylinder und einem Unterdruckbremskraftverstarker besteht, wobei der Unterdruckbremskraftverstarker als aktiver Unterdruckbremskraftverstarker ausgebildet ist, der sowohl über ein Bremspedal mechanisch als auch elektrisch betätigbar ist. Ferner weist das Fahrdynamikregelsystem eine hydraulische Steuereinheit auf, die eine hydraulische Verbindung zwischen dem Hauptzylinder und mehreren Radbremsen und eine hydraulische Verbindung zwischen den Radbremsen und einem Niederdruck-speicher vorsieht. Die hydraulischen Verbindungen zu den einzelnen Radbremsen sind jeweils mit einem elektrisch ansteuerbaren Ventil versehen, die von einer elektrischen Steuereinheit angesteuert werden.The driving dynamics control system according to the invention for regulating the driving behavior of a motor vehicle in the dynamic range of the vehicle has a brake pressure transmitter which consists of a master cylinder and a vacuum brake booster, the vacuum brake booster being designed as an active vacuum brake booster which can be actuated mechanically and electrically via a brake pedal is. Furthermore, the driving dynamics control system has a hydraulic control unit which provides a hydraulic connection between the master cylinder and a plurality of wheel brakes and a hydraulic connection between the wheel brakes and a low-pressure accumulator. The hydraulic connections to the individual wheel brakes are each provided with an electrically controllable valve which is controlled by an electrical control unit.
Durch das Vorsehen eines Niederdruckspeichers ist keine Förderpumpe zum Abführen des Hydraulikmediums von den Radbremsen notwendig. Hierdurch kann die Ausgestaltung der hydraulischen Steuereinheit sehr einfach gehalten werden. Erfindungsgemäß ist der Unterdruckbremskraftverstarker mit einem Kraftsensor zum Erfassen der Pedalkraft versehen. Diese Kombination bestehend aus dem aktivenThe provision of a low-pressure accumulator means that no feed pump is required to discharge the hydraulic medium from the wheel brakes. As a result, the design of the hydraulic control unit can be kept very simple. According to the negative pressure brake booster is provided with a force sensor for detecting the pedal force. This combination consisting of the active
Unterdruckbremskraftverstarker, dem Kraftsensor und der pumpenlosen hydraulischen Steuereinheit erlaubt trotz ihrer einfachen Ausgestaltung ein Regeln des Fahrverhaltens eines Kraftfahrzeuges im fahrdynamischen Grenzbereich.The vacuum brake booster, the force sensor and the pumpless hydraulic control unit, despite their simple design, allow the driving behavior of a motor vehicle to be regulated in the dynamic range of the vehicle.
Gemäß dem Verfahren zum Betreiben eines solchen Fahrdynamikregelsystems nach Anspruch 10 kann ein solcher fahrdynamischer Grenzbereich festgestellt werden, wobei dann ein Fahrdynamikbremswunsch ermittelt wird, der Unterdruckbrems-kraftverstärker elektrisch betätigt wird und die Ventile derart von der elektrischen Steuereinheit nach Maßgabe des Fahrdynamikbremswunsches angesteuert werden, daß ein seitliches Ausbrechen des Fahrzeuges verhindert wird. Unabhängig von diesem Fahrdynamikregelvorgang kann durch den Kraftsensor zum Erfassen der Pedalkraft ein Fahrerbremswunsch festgestellt werden. Während des Fahrdynamikregelvorganges wird der Fahrerbremswunsch in einem Art "brake by Wire"-Modus von der elektrischen Steuereinheit ausgewertet und, da der Unterdruckbremskraftver-stärker bereits betätigt ist, lediglich durch ein gezieltes individuelles Ansteuern der Ventile auf die Radbremsen übertragen. Durch den Übergang von einem normalen Bremsmodus in den "brake by Wire"-Modus während des Fahrdynamikregelvorganges werden aufwendige Systeme im Bereich des Unterdruckbremskraftverstärkers vermieden, die eine gleichzeitige Behandlung eines Fahrdynamikbremswunsches als auch eines Fahrerbremswunsches erlauben.According to the method for operating such a vehicle dynamics control system according to claim 10, such a vehicle dynamic limit range can be determined, in which case a vehicle dynamics brake request is determined, the vacuum brake booster is actuated electrically and the valves are controlled by the electrical control unit in accordance with the vehicle dynamics brake request such that a lateral breaking of the vehicle is prevented. Regardless of this driving dynamics control process, a driver brake request can be determined by the force sensor for detecting the pedal force. During the driving dynamics control process, the driver's brake request is evaluated in a type of "brake by wire" mode by the electrical control unit and, since the vacuum brake booster has already been actuated, is transmitted to the wheel brakes only by targeted individual control of the valves. The transition from a normal braking mode to the "brake by wire" mode during the driving dynamics control process avoids complex systems in the area of the vacuum brake booster, which allow simultaneous handling of a driving dynamics brake request as well as a driver braking request.
Vorzugsweise wird während des Fahrdynamikregelvorganges der Unterdruckbremskraftverstarker voll angesteuert, so daß die volle Regelkapazität zum Bremsen der Räder zu Verfügung steht.The vacuum brake booster is preferably fully actuated during the driving dynamics control process, so that the full control capacity is available for braking the wheels.
In einer bevorzugen Ausführungsform sind der Bremsdruckgeber, die elektronische Steuereinheit und die Ventile der hydraulischen Steuereinheit und der Niederdruckspeicher in einer Baueinheit integriert, so daß beim Einbau in ein Fahrzeug lediglich die hydraulischen Leitungen zu den einzelnen Radbremsen und die elektrischen Leitungen zu den einzelnen Sensoren verlegt werden müssen. Diese Integration zu einer Baueinheit wird durch die erfindungsgemäße einfache Ausgestaltung ermöglicht.In a preferred embodiment, the brake pressure transmitter, the electronic control unit and the valves of the hydraulic control unit and the low-pressure accumulator are integrated in one unit, so that only the hydraulic lines to the individual wheel brakes and the electrical lines to the individual sensors are installed when installed in a vehicle have to. This integration into a structural unit is made possible by the simple design according to the invention.
Das erfindungsgemäße Fahrdynamikregelsystem ist sehr einfach und damit kostengünstig aufgebaut, weshalb es auch bei kleinen Kraftfahrzeugen wirtschaftlich sinnvoll eingesetzt werden kann. •The driving dynamics control system according to the invention is very simple and therefore inexpensive, which is why it can also be used economically in small motor vehicles. •
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Am Unterdruckbremskraftverstarker 3 ist ein Kraftsensor 10 zum Aufnehmen der am Bremspedal 9 anliegenden Pedalkraft vorgesehen. Ferner weist der Unterdruckbremskraftverstarker 3 einen Pedalbetätigungs-Erkennungs-Schalter 11 und einen Wegsensor 12 zum Erfassen des Betätigungsweges des Unterdruckbremskraftverstarker 3 auf. Der Wegsensor 12 kann den von der Membran des Unterdruckverstärkers 3 oder dessen Kolbenstange oder den vom Kolben des Tandem-Hauptzylinders 2 zurückgelegten Weg detektieren. Das elektrisch betätigbare Ventil 8, der Kraftsensor 10, der Pedalbetätigungs- Erkennungs-Schalter 11 und der Wegsensor 12 sind elektrisch mit der elektrischen Steuereinheit ECU verbunden.A force sensor 10 is provided on the vacuum brake force booster 3 for recording the pedal force applied to the brake pedal 9. Furthermore, the vacuum brake booster 3 has a pedal actuation detection switch 11 and a displacement sensor 12 for detecting the actuation path of the vacuum brake booster 3. The displacement sensor 12 can detect the path covered by the membrane of the vacuum booster 3 or its piston rod or by the piston of the tandem master cylinder 2. The electrically actuable valve 8, the force sensor 10, the pedal actuation detection switch 11 and the displacement sensor 12 are electrically connected to the electrical control unit ECU.
An den Bremskreise I sind die Radbremsen des rechten Vorderrades VR und des linken Hinterrades HL, an den Bremskreise II die Radbremsen der beiden anderen Räder VL, HR angeschlossen. Die von dem Tandem-Hauptzylinder 2 kommenden Druckmittelzufuhrleitungen 13a, 13b der beiden Bremskreise I, II sind jeweils mittels Zweigleitungen zu den Radbremsen 4 - 7 verzweigt, wobei in den Zweigleitungen jeweils ein elektromechanisches 2/2-Wegeventil 14 - 17 angeordnet ist. Parallel zu den 2/2-Wegeventilen 14 - 17 sind jeweils Rückschlagventile 18 - 21 angeordnet, die unabhängig von der Ventilstellung einen Druckmittelrückfluß zum Tandem- Hauptzylinder 2 erlauben. An den Bereichen der Druckmittelzufuhrleitungen 13a, 13b zwischen den 2/2-Wegeventil in 14-17 und den Radbremsen 4-7 münden jeweils Verzweigungsleitungen von Druckmittelrückflußleitungen 23a, 23b der beiden Bremskreise I, II. Die Druckmittelrückflußleitungen 23a, 23b bilden jeweils einen Druckmittelweg von den Radbremsen 4 - 7 zu einem Niederdruckspeicher 24. In den Verzweigungsleitungen der Druckmittelrückflußleitungen 23a, 23b ist jeweils ein elektromechanisches 2/2-Wegeventil 25 - 28 angeordnet. Die Ventile 14 - 17, 25 - 28 sind elektrisch mit der elektrischen The wheel brakes of the right front wheel VR and the left rear wheel HL are connected to the brake circuits I, and the wheel brakes of the other two wheels VL, HR are connected to the brake circuits II. The pressure medium supply lines 13a, 13b of the two brake circuits I, II coming from the tandem master cylinder 2 are each branched to the wheel brakes 4 - 7 by means of branch lines, an electromechanical 2/2-way valve 14 - 17 being arranged in each of the branch lines. In parallel to the 2/2-way valves 14-17, check valves 18-21 are arranged, which allow a pressure medium return to the tandem master cylinder 2 regardless of the valve position. Branch lines of pressure medium return lines 23a, 23b of the two brake circuits I, II open at the areas of the pressure medium supply lines 13a, 13b between the 2/2-way valve in 14-17 and the wheel brakes 4-7. The pressure medium return lines 23a, 23b each form a pressure medium path of the wheel brakes 4-7 to a low-pressure accumulator 24. An electromechanical 2/2-way valve 25-28 is arranged in each of the branch lines of the pressure medium return lines 23a, 23b. The valves 14-17, 25-28 are electrical with the electrical
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vorbestimmter Änderung verändert, so wird die Notfallsituation festgestellt und der Unterdruckbremskraftverstarker 3 zusätzlich zur Pedalbetätigung von der elektrischen Steuereinheit ECU über das elektromagnetischen Ventil 8 betätigt. Hierdurch wird in der Notfallsituation mit einer erhöhten Bremskraft gebremst.If the predetermined change is changed, the emergency situation is determined and the vacuum brake booster 3 is actuated by the electrical control unit ECU via the electromagnetic valve 8 in addition to the pedal actuation. As a result, braking is increased with an increased braking force in the emergency situation.
Ferner kann das erfindungsgemäße Fahrdynamikregelsystem mit einer an sich bekannten Antriebsschlupfregelung versehen werden, wobei lediglich ein entsprechendes Steuerprogramm in der elektrischen Steuereinheit ECU implementiert werden muß. Furthermore, the driving dynamics control system according to the invention can be provided with a traction control system which is known per se, only a corresponding control program having to be implemented in the electrical control unit ECU.

Claims

Patentansprüche claims
1. Fahrdynamikregelsystem zum Regeln des Fahrverhaltens eines Kraftfahrzeuges im fahrdynamischen Grenzbereich mit einem Bremsdruckgeber ( 1 ) , der einen Hauptzylinder (2) und einen Unterdruckbremskraftverstarker (3) aufweist, wobei der Unterdruckbremskraftverstarker als aktiver Unterdruckbremskraftverstarker (3) ausgebildet ist, der sowohl über ein Bremspedal (9) mechanisch als auch elektrisch betätigbar ist, und mit einem Kraftsensor (10) zum Erfassen der Pedalkraft versehen ist, einer hydraulischen Steuereinheit (HCU), die eine hydraulische Verbindung zwischen dem Hauptzylinder (2) und mehreren Radbremsen (4 - 7) und eine hydraulische Verbindung zwischen den Radbremsen (4 - 7) und einem Niederdruckspeicher (24) vorsieht, wobei die hydraulischen Verbindungen zu den einzelnen Radbremsen (4 - 7) jeweils mit einem elektrisch ansteuerbaren Ventil (14 - 17, 25 - 28) versehen sind, und einer elektrischen Steuereinheit (ECU) zum Ansteuern der Ventile (14 - 17, 25 - 28).1. Driving dynamics control system for regulating the driving behavior of a motor vehicle in the driving dynamic limit range with a brake pressure sensor (1) which has a master cylinder (2) and a vacuum brake booster (3), the vacuum brake booster being designed as an active vacuum brake booster (3), which is designed both via a brake pedal (9) can be actuated mechanically as well as electrically, and is provided with a force sensor (10) for detecting the pedal force, a hydraulic control unit (HCU) which establishes a hydraulic connection between the master cylinder (2) and several wheel brakes (4-7) and provides a hydraulic connection between the wheel brakes (4-7) and a low-pressure accumulator (24), the hydraulic connections to the individual wheel brakes (4-7) each being provided with an electrically controllable valve (14-17, 25-28), and an electrical control unit (ECU) for controlling the valves (14-17, 25-28).
2. Fahrdynamikregelsystem nach Anspruch 1, dadurch gekennzeichnet, daß der Unterdruckbremskraftverstarker (3) mit einem Wegsensor (12) zum Erfassen der Unterdruckbremskraftverstärkerbetätigung versehen ist. Fahrdynamikregelsystem nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Unterdruckbremskraftverstarker (3) mit einem Pedalbetätigungs-Erkennungs-Schalter (11) versehen ist.2. Driving dynamics control system according to claim 1, characterized in that the vacuum brake booster (3) is provided with a displacement sensor (12) for detecting the vacuum brake booster actuation. Driving dynamics control system according to claim 1 or 2, characterized in that the vacuum brake booster (3) is provided with a pedal actuation detection switch (11).
Fahrdynamikregelsystem nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß das Fahrdynamikregelsystem einen oder mehrere Fahrdynamiksensoren (29 - 35) aufweist, die mit der elektrischen Steuereinheit (ECU) verbunden sind, um nach Maßgabe der von den Fahrdynamiksensoren (29 - 35) ermittelten Werten im fahrdynamischen Grenzbereich die Ventile (14 - 17, 25 - 28) anzusteuern.Vehicle dynamics control system according to one of Claims 1 to 3, characterized in that the vehicle dynamics control system has one or more vehicle dynamics sensors (29 - 35) which are connected to the electrical control unit (ECU) in order to determine those determined by the vehicle dynamics sensors (29 - 35) Values in the dynamic driving range to control the valves (14 - 17, 25 - 28).
Fahrdynamikregelsystem nach Anspruch 4, dadurch gekennzeichnet, daß die Fahrdynamiksensoren einen Querbeschleunigungssensor (29),Vehicle dynamics control system according to claim 4, characterized in that the vehicle dynamics sensors include a lateral acceleration sensor (29),
Giergeschwindigkeitssensor (30), einen Lenkwinkelsensor (31) und/oder einen oder mehrere Raddrehzahlsensoren (32 - 35) umfassen.Yaw rate sensor (30), a steering angle sensor (31) and / or one or more wheel speed sensors (32 - 35).
Fahrdynamikregelsystem nach Anspruch 5, dadurch gekennzeichnet, daß an jedem mit einer Radbremse (4 - 7) versehenen Rad ein Raddrehzahlsensor (32 - 35) angeordnet ist.Driving dynamics control system according to claim 5, characterized in that a wheel speed sensor (32 - 35) is arranged on each wheel provided with a wheel brake (4-7).
Fahrdynamikregelsystem nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß der Kraftsensor (10) mit der elektronischen Steuereinheit (ECU) verbunden ist, wobei die elektronische Steuereinheit (ECU) derart ausgebildet ist, daß in einem fahrdynamischen Grenzbereich der Unterdruckbremskraftverstarker (3) elektrisch betätigt *\ ». XJ XJ XI r-- r- Φ G oo - — * •H SH rö - ε O G H XJ CO 3 © G oo cn J 4-> Φ cn XJ ü •H •«. -PDriving dynamics control system according to one of Claims 1 to 6, characterized in that the force sensor (10) is connected to the electronic control unit (ECU), the electronic control unit (ECU) being designed in such a way that the vacuum brake force booster (3) is electrically operated in a driving dynamic limit range operated * \ ». XJ XJ XI r-- r- Φ G oo - - * • H SH rö - ε OGH XJ CO 3 © G oo cn J 4-> Φ cn XJ ü • H • «. -P
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EP98966680A 1998-01-07 1998-12-28 Travel dynamic control system and method for operating a travel dynamic control system Withdrawn EP1044124A1 (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19800228 1998-01-07
DE19800228 1998-01-07
DE19843221 1998-09-22
DE19843221A DE19843221B4 (en) 1998-01-07 1998-09-22 Vehicle dynamics control system and method for operating such a vehicle dynamics control system
PCT/EP1998/008479 WO1999035018A1 (en) 1998-01-07 1998-12-28 Travel dynamic control system and method for operating a travel dynamic control system

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JP4881807B2 (en) * 2007-07-27 2012-02-22 日立オートモティブシステムズ株式会社 Hydraulic brake device
CN102490617B (en) * 2011-11-14 2014-04-09 江苏大学 Hybrid braking system with active auxiliary braking function and control method
CN103832419A (en) * 2012-11-26 2014-06-04 博世汽车部件(苏州)有限公司 Vehicle hydraulic braking system

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DE4208496C1 (en) * 1992-03-17 1993-08-05 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De
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