EP1301383A1 - Procede et systeme de freinage permettant de commander le processus de freinage dans un vehicule automobile - Google Patents

Procede et systeme de freinage permettant de commander le processus de freinage dans un vehicule automobile

Info

Publication number
EP1301383A1
EP1301383A1 EP01953139A EP01953139A EP1301383A1 EP 1301383 A1 EP1301383 A1 EP 1301383A1 EP 01953139 A EP01953139 A EP 01953139A EP 01953139 A EP01953139 A EP 01953139A EP 1301383 A1 EP1301383 A1 EP 1301383A1
Authority
EP
European Patent Office
Prior art keywords
wheel
brake
control
slip
braking
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Withdrawn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
EP01953139A
Other languages
German (de)
English (en)
Inventor
Armin Arnold
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.)
Chassis Brakes International Technologies Pty Ltd
Original Assignee
Pacifica Group Technologies Pty Ltd
Siemens AG
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
Application filed by Pacifica Group Technologies Pty Ltd, Siemens AG filed Critical Pacifica Group Technologies Pty Ltd
Publication of EP1301383A1 publication Critical patent/EP1301383A1/fr
Withdrawn legal-status Critical Current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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
    • B60T8/17636—Microprocessor-based 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve

Definitions

  • the invention relates to a method for regulating the braking process in a motor vehicle and a brake system operating according to such a method.
  • brake actuation signals are converted into wheel brake pressures, the wheel speeds of at least some of the wheels are transmitted to a control device, a wheel slip is calculated by the control device from the wheel speeds, and a predetermined value for the wheel slip is set.
  • the brake actuation signals are generated either by actuation of the brake pedal by the driver or by a control unit for regulating the driving dynamics or stability.
  • Known anti-lock braking systems (for example EP 0 644 836 B1) regulate the braking pressure of the individual wheels of a motor vehicle in such a way that the wheels are prevented from locking when braking and thus the steerability of the motor vehicle is maintained by applying the wheel braking pressure to the respective grip of the tire adapt to the road surface.
  • This adjustment takes place in that, with the help of brake pressure control valves, the occurrence of inadmissibly high slip causes the brake pressure acting on the individual wheels to be reduced and increased intermittently, and thus discontinuously.
  • EMB systems electromotive brake systems
  • Such braking systems also In addition, the considerable outlay for master brake cylinders, brake pressure lines, etc. of conventional brake systems is greatly reduced or avoided entirely.
  • Wheel of a vehicle which determines a slip actual value and a first manipulated variable in accordance with a comparison between the slip actual value and a slip setpoint for controlling a brake pressure for the wheel, the first manipulated variable also being determined in accordance with the behavior over time of the speed of one or more wheels of the vehicle (DE 199 26 672 AI).
  • the method determines a minimum control variable, compares a control variable determined by a control with the minimum control variable and calculates the control variable with earlier and / or later control variables to a new control variable if the control variable is smaller than the minimum control variable.
  • an anti-lock control system for a vehicle wheel in which the wheel speed and the brake pressure are determined and with the aid of a reference speed slip actual values are formed which are used to regulate the brake pressure on the wheel brake (DE 40 34 814 AI).
  • Control phases and brake pressure control phases alternate, and during the control phases the friction coefficient is continuously determined from the brake pressure and the wheel deceleration. In these phases, the maximum value of the coefficient of friction and additionally the slip value when the maximum coefficient of friction is reached are determined.
  • a slightly smaller target slip value is formed from the slip value, which is given to a slip control as the target slip value in the following control phase.
  • a switch is made to brake pressure control during the control phases beyond a predetermined value, during which a reduced brake pressure is set. After the slip has dropped below the value, an increased brake pressure is applied. and the slip control is activated with the new desired slip if the slip becomes less than a limit value.
  • a vehicle dynamics control system which is also known, has a superordinate vehicle dynamics computer which is followed by a brake controller (DE 43 05 155 AI). This has a channel for regulating the yaw rate to a target value and a channel for limiting the float angle.
  • the computer specifies the setpoint and the limit value and determines which channel is effective based on the driving situation.
  • Both channels generate a control signal, which is routed via a control amplifier with proportional and differential components.
  • a control signal is formed from the resulting signal components, which is used to control the brake pressure on the wheel brakes, the current driving situation in both cases being classified into one of several classes and this classification also being used to determine the wheels on which the brake pressure is controlled ,
  • the invention is based on the object of providing a brake control method and a brake system which, even in the case of EMB systems, enable problem-free control of motor vehicle wheels to predetermined longitudinal slip values, as are desirable, for example, in driving dynamics control. According to the invention, this object is achieved by a method according to saying 1 and a brake system according to claim 6 solved. Appropriate developments of the invention are laid down in the subclaims.
  • the specified value for the wheel slip is set by means of a P control and a set brake pressure which is set in parallel (additionally on loan).
  • Figure 1 shows an electric brake system according to the invention
  • Figure 2 shows the course of the static friction coefficient
  • FIG. 3 shows the course of the coefficient of static friction of a motor vehicle wheel on a road in the transverse direction as a function of longitudinal slip
  • FIG. 4 measurement results of a first variant of the control method according to the invention
  • FIG. 5 measurement results of a second variant of the control method according to the invention
  • FIG. 6 shows a flow chart of a program processed by the control unit of the brake system according to FIG. 1.
  • a brake system 1 for a motor vehicle MV with four wheels 2 includes four brakes 3, each having a brake disc 4 and an actuating device in the form of a wheel brake actuator 5, also referred to below as an actuator.
  • the actuators 5 are each attached to an associated brake caliper 6. They each contain a pressure sensor, not shown. Near the rigid with the wheel 2 connected brake disc 4, a wheel speed sensor 7 is arranged.
  • a central electronic control unit 8 contains a first computer 9, which controls the basic braking function, and a second computer 10, which controls additional braking functions, such as ABS, vehicle dynamics control, etc.
  • the control unit 8 is connected to the sensors and actuators mentioned by signal and control lines 11, which are indicated in the drawing by a dashed line.
  • a steering wheel 12 has a steering angle sensor, the signals of which are transmitted to the control unit 8 via signal lines 16.
  • a brake pedal 14 has one or more sensors, for example displacement and pressure sensors, which are also connected to the control unit 8 by one of the signal lines 16. These sensors are not shown since they are generally known and would make the drawing confusing.
  • the motor vehicle MV is provided with a yaw rate sensor 18 and a lateral acceleration sensor 19, which are connected to the control unit 8 via signal lines 20. These last two sensors can be omitted in the event that the invention is only used in an ABS system.
  • the control unit 8 evaluates the signals received via the signal lines 11, 16 and 20 and then generates control signals for each of the brakes 3 of the motor vehicle MV in a manner to be described below.
  • ⁇ denotes the coefficient of static friction between the wheel and the road.
  • the curves shown show a maximum depending on the slip angle of the tire at around 10% slip. If this maximum is exceeded due to hard braking, the tire is operated on the unstable side of the ⁇ slip curve and the wheel locks (without immediate brake pressure reduction). A conventional ABS system would try to use the maximum if possible.
  • the cornering force can be reduced in a targeted manner by setting an even greater longitudinal slip.
  • brake pressure or braking force control is required, which works reliably in this slip area. Expressions such as brake pressure and braking force, brake application force and the like are equally important in the context of the invention, since their values on a wheel brake differ only by a constant factor.
  • a controller 21 contained in the computer 10 - and thus the control method according to the invention - has a P component (ie the controller 21 is designed as a proportional controller) and optionally also a D component (the controller 21 is also a differential controller).
  • the control deviation is not integrated, as is the case with a conventional I controller (integral controller). Instead of a complete waiver, a very low I component can optionally be retained. Through this waiver, the Control stability increased, since there is no I component phase-delayed by ⁇ / 2 compared to the control deviation.
  • Access to the brake actuation represents, it overlaps the control of the wheel slip, so to speak.
  • the setpoint pressure requirement can also be made dependent on other operating variables or measured values. Changes to it may be made continuously or discontinuously.
  • the value M mo ⁇ t ⁇ e ntan is preferably determined from the torque balance on the wheel.
  • the braking torque Bre ms r caused by the brake, the wheel accelerations ⁇ and the wheel inertia ⁇ are included in the equation.
  • the torque introduced by the drive and its proportionate inertia can also be included. In the simplest case, the equation is:
  • the calculated value M can currently a corresponding brake application force or brake pressure are assigned, which causes the value of M mornent exactly directed counter braking torque. If this pressure could be set without delay and infinitely precisely, the wheel would remain in its state without further speed changes.
  • the target pressure requirement is calculated as a substitute value instead of an I component.
  • the control deviation ⁇ is determined by forming the difference between the wheel speed v Ra and its target value:
  • a proportional-derivative controller short PD controller, which calculates a regulator setpoint pressure P R egier, which is calculated from the sum of P component and D component Pproportionai PDifferentxai:
  • the desired pressure ps o ii adjusted to the brake is determined as a sum of yaw Pmomentan and a controller setting p Re:
  • the instantaneous value of the pressure p m0 mentan is continuously approximately estimated or estimated here.
  • a correction pressure p correction is set in predetermined driving situations or tracked integratively. To do this, if a slip threshold is exceeded (for example 10%), a start value for the correction pressure Pcorrection_start is set by equating P correction_start with P momentary at this moment. Since ⁇ through a meaningful start value is set quickly:
  • the value is then tracked integratively when specified conditions are met.
  • the value should only be increased (or decreased) if the wheel turns too quickly (or too slowly) by a minimum amount ⁇ m ⁇ ndest and the current pressure setpoint would not be sufficient without taking the (only damping) D component into account slow down (or accelerate). Suitable conditions for this are given below in a mathematical representation.
  • Ki selectable factor
  • the instantaneous value of the pressure P moment is approximately determined or estimated here depending on the situation.
  • the measurement results of this variant B) can be seen in FIG. 5, which also shows the time course of the wheel speed, the reference speed, the actual braking pressure and the target braking pressure.
  • the D component is set to the same size in process variants A) and B).
  • the P component in variant A) is chosen to be somewhat smaller than in variant B), since the increase in the coefficient of friction curve is already compensated for by the feedback of the currently transmitted moments, i.e. the
  • the coefficient of friction curve is simultaneously “measured” and included in the target pressure.
  • the invention represents a brake system with penetration which works in parallel with a controller known per se, for example a PD controller, in order to carry out effective wheel slip control.
  • a controller known per se, for example a PD controller
  • suitable values for the grip are determined from the moment balance on the wheel.
  • the flow chart shown in FIG. 6 of a program executed by the control unit 8 of the brake system 1 has the following program steps:
  • control unit 8 The following sensor variables are evaluated in control unit 8: wheel speeds and brake pressures, possibly also steering angle, yaw rate and lateral acceleration.
  • step S2 The desired wheel speed and the control deviation are calculated.
  • step S3 You are asked whether the wheel should be braked. If the result is "yes”, step S4 follows, if the result is "no", then a jump follows to step S6.
  • step S4 A query is made as to whether the slip is greater than the maximum adhesion. If the result is "yes”, step S5 follows, if the result is "no”, then a jump to step S6 follows.
  • S5 The torque transmitted from the ground to the wheel is calculated from the moment balance on the wheel.
  • S6 A different control algorithm, in particular a time-dependent, for example an integrating, control algorithm is processed (explanation in this regard after the end of the program). Then there is a jump to step S9.
  • S7 A brake application force (actuating force) compensating the torque transmitted from the surface to the wheel is calculated.
  • S8 An additional brake application force, which has been determined by the PD controller 21, is added to this brake application force.
  • S9 The resulting target pressure values for the individual wheels are output to the associated wheel brake actuators.
  • the deviating control algorithm mentioned in step S6 can use a conventional ABS algorithm in the event that the wheel should not be braked. If, on the other hand, the wheel is to be braked, but is actually not or is no longer braked, the control algorithm in S6 ensures that the target pressure is increased rapidly in such a way that the wheel is braked as desired.
  • the setpoint pressure increase is calculated, for example, as a function of the elapsed time or the observed wheel behavior.
  • Known braking and ABS algorithms are generally time-dependent, whereas the method according to the invention also works in the over-braking phase without a time dependency. This completes a program run. The program is continuously processed again with every braking operation or every driving dynamics control. It provides optimized braking effects for different road surface conditions and, if necessary, effectively prevents the motor vehicle from breaking out or skidding in critical driving situations.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Regulating Braking Force (AREA)

Abstract

Selon la présente invention, un glissement de roue est calculé par un système de commande (8) à partir de vitesses de roue enregistrées par des capteurs (6) de vitesse de roue. Une valeur prédéfinie en matière de glissement de roue est réglée par une commande proportionnelle. Parallèlement à cela, une pression de freinage de consigne est déterminée pour les freins (3) sur roue, laquelle pression de freinage est définie par le système de commande (8) sur la base du couple aux roues instantané (M¿momentan?) transféré au sol par la roue (2).
EP01953139A 2000-07-18 2001-07-04 Procede et systeme de freinage permettant de commander le processus de freinage dans un vehicule automobile Withdrawn EP1301383A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10034873A DE10034873B4 (de) 2000-07-18 2000-07-18 Verfahren und Bremsanlage zum Regeln des Bremsvorgangs bei einem Kraftfahrzeug
DE10034873 2000-07-18
PCT/DE2001/002475 WO2002006102A1 (fr) 2000-07-18 2001-07-04 Procede et systeme de freinage permettant de commander le processus de freinage dans un vehicule automobile

Publications (1)

Publication Number Publication Date
EP1301383A1 true EP1301383A1 (fr) 2003-04-16

Family

ID=7649302

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01953139A Withdrawn EP1301383A1 (fr) 2000-07-18 2001-07-04 Procede et systeme de freinage permettant de commander le processus de freinage dans un vehicule automobile

Country Status (4)

Country Link
US (1) US6783194B2 (fr)
EP (1) EP1301383A1 (fr)
DE (1) DE10034873B4 (fr)
WO (1) WO2002006102A1 (fr)

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Also Published As

Publication number Publication date
WO2002006102A1 (fr) 2002-01-24
DE10034873A1 (de) 2002-02-07
US6783194B2 (en) 2004-08-31
DE10034873B4 (de) 2005-10-13
US20030107265A1 (en) 2003-06-12

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