EP1339581A1 - Procede d'utilisation d'un systeme d'actionnement de freins a regulation electronique - Google Patents

Procede d'utilisation d'un systeme d'actionnement de freins a regulation electronique

Info

Publication number
EP1339581A1
EP1339581A1 EP01997429A EP01997429A EP1339581A1 EP 1339581 A1 EP1339581 A1 EP 1339581A1 EP 01997429 A EP01997429 A EP 01997429A EP 01997429 A EP01997429 A EP 01997429A EP 1339581 A1 EP1339581 A1 EP 1339581A1
Authority
EP
European Patent Office
Prior art keywords
wheel brakes
pressure
wheel
brake
hydraulic
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Withdrawn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
EP01997429A
Other languages
German (de)
English (en)
Inventor
Bernhard Giers
Ralf Junge
Andreas Klein
Robert Schmidt
Stefan STÖLZL
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 DE10147194A external-priority patent/DE10147194A1/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1339581A1 publication Critical patent/EP1339581A1/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Withdrawn legal-status Critical Current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
    • B60T8/32—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
    • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/348—4 Channel 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B60T8/94—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the invention relates to a method for operating an electronically controllable brake actuation system for motor vehicles, with a pressureless pressure medium reservoir, with at least one pressure source that can be controlled by means of an electronic control unit, the pressure of which can be applied to the vehicle's wheel brakes, with a device for detecting a driver's deceleration request and with means for detection a fault condition, as well as with valve devices upstream of the wheel brakes, which connect the wheel brakes either to the pressure source or to the pressure medium reservoir, an electrohydraulic normal actuation mode and a hydraulic fallback level being provided for a fault condition.
  • An electronically controllable brake actuation system is known, for example, from the specialist article "Electrohydraulic Brake System - The First Approach to Brake-By -ire Technology", SAE Paper 960991. Because a vehicle driver in electrohydraulic brake actuation systems (EMS) is decoupled from the generation of the braking force and the braking request is implemented to a certain extent “by wire ⁇ ”, a setpoint generator with a simulator is used, which simulates the pedal feel as a result of actuation, comparable to the reaction of a conventional braking system.
  • the setpoint device also has a master cylinder, which allows hydraulic emergency braking operation in the event of defective electronics by means of direct actuation of the wheel brakes (so-called hydraulic fallback level).
  • isolation valves are closed to block direct hydraulic grip of the master cylinder in the direction of the wheel brakes. While the brake pressure build-up is initiated electrohydraulically, the driver of the vehicle experiences a reaction force as a result of a volume shift into the simulator that corresponds to the actuation movement.
  • a method for controlling an electrohydraulic brake system with different, individually coordinated emergency brake operating states is evident from DE 198 07 366 AI. After detection and localization of certain faults, a system part shutdown takes place, which is individually matched to the detected fault condition. If the EMS function of a particular one If the wheel is disturbed, 3-wheel EMS operation takes place, with only the malfunctioning vehicle wheel being braked hydraulically in muscle power mode. In order to counter a tendency to skid of a vehicle braked in this way, an additional yaw torque limitation is proposed. Depending on the fault and system status, the brake actuation system changes into different fallback levels and brings about a gradual adjustment of the system functionalities.
  • This object is achieved according to the invention in that when a driver deceleration request is recognized and when an error state is detected, a first, predetermined fallback level with a paired actuation of wheel brakes on different axles is provided.
  • the invention is associated with the advantage that the hardware expenditure required for data processing can be reduced because a predetermined default fallback level is provided. An error localization or individually tailored fallback level is not brought about. The amount of data to be processed per unit of time is reduced.
  • a first pair of wheel brakes is actuated electro-hydraulically, drastically, and that a second pair of wheel brakes is actuated exclusively hydraulically, in the first fallback level, a direct connection between a master cylinder and the wheel brakes, and by a hydraulic The wheel brakes of one axle are separated.
  • This hybrid actuation methodology compared to a complete system shutdown (hydraulic fallback level on all four wheels), enables the vehicle to improve its deceleration behavior. This is because, in addition to servo support, the electrohydraulic actuation mode enables, for example, better compensation of imported gas components.
  • the pressure medium volume in the master cylinder is fully available in the fault state for the pressure increase in the two other, purely hydraulically actuated, wheel brakes and can be used to generate correspondingly increased braking forces. Because the hydraulic behavior of two wheel brakes changes the pedal behavior in the sense of increased actuation forces, the driver experiences a motivation to repair the braking system, which is not the case with a 3-wheel EMS.
  • a right wheel brake of a front axle is bundled electrohydraulically actuated with a left wheel brake of a rear axle
  • a left wheel brake of a front axle is hydraulically actuated bundled with a right wheel brake of a rear axle.
  • a reverse assignment is also conceivable.
  • a second fallback level with only hydraulic actuation of all wheel brakes is provided, the wheel brakes for the hydraulic actuation being bundled by axles, a direct connection being made between the master cylinder and the wheel brakes, and hydraulic pressure compensation between the wheel brakes of one axle is present.
  • the second fallback level always occurs when the first fallback level is insufficient, for example in the event of a complete breakdown of the electrical system.
  • a pressure compensation valve is provided for the pressure compensation between the wheel brakes of an axle, which is controlled in the second fall-back level in an electroless open position.
  • the pressure compensation valve thus automatically falls, as it were, into the state of the second hydraulic fallback level.
  • Fig. 1 shows a brake actuation system in the second fallback level (currentless switching positions of all valve devices),
  • Fig. 2 shows a brake actuation system as in Fig. 1 but in the first fallback level.
  • An electronically controllable brake actuation system u - includes a two-circuit master cylinder or tandem master cylinder 2 which can be actuated by means of an actuation pedal 1, which cooperates with a simulator 3 and has two separate pressure chambers which are connected to a pressureless pressure medium reservoir 4.
  • Wheel brakes 6, 7 assigned to the front axle, for example, are connected to a first pressure chamber by means of a lockable first hydraulic line 5, into which a pressure sensor Si is inserted.
  • the wheel brakes of the front axle and the wheel brakes of the rear axle are in the second fall level shown in ;
  • a separate brake circuit can be operated in bundles.
  • the line 5 is shut off for an electrohydraulic normal braking process by means of a first isolating valve 8, while an electromagnetically actuated, preferably normally open (SO) pressure compensating valve 10 is inserted in a line section 9 connected between the wheel brakes 6, 7, which, when closed, has a wheel-specific brake pressure control allows.
  • the second pressure chamber of the master brake cylinder 2 can be connected via a second hydraulic line 12, which can be shut off by means of a second separating valve 11, to a pair of wheel brakes 13, 14 assigned to the rear axle.
  • An electromagnetically operable, preferably normally open (SO) pressure compensation valve 16 is inserted in a line section 15 connected between the wheel brakes 13, 14.
  • the circuit structure and the function of the rear axle brake circuit is identical to that of the front axle circuit explained in the above description.
  • a motor-pump unit serving as a pressure source 20 is provided with a high-pressure accumulator 21, which in turn consists of a pump 23 driven by an electric motor 22, preferably with a plurality of conveying devices connected in parallel, and one of the pump 23 parallel pressure relief valve 24 exists.
  • the suction side of the pump 23 is connected to the pressure medium reservoir 4 mentioned via a check valve.
  • the hydraulic pressure applied by the pump 23 can be monitored by a pressure sensor S 2 .
  • a third hydraulic line 25 connects the high-pressure accumulator 21 to the input connections of two electromagnetically controllable, normally closed 2/2-way valves 17, 18, which are connected upstream of the wheel brakes 6 and 7 as inlet valves.
  • the wheel brakes 6, 7 are each connected via an electromagnetically controllable, normally closed 2/2-way valve or outlet valve 26, 27 to a fourth hydraulic line 28, which on the other hand is connected to the unpressurized pressure medium reservoir 4.
  • the in The hydraulic pressure prevailing in the wheel brakes 6, 7 is determined with the aid of one pressure sensor 29, 30 each.
  • For the wheel brakes 13, 14 of the rear axle, four 2/2 way valves 19, 35; 36, 37 are provided as inlet and outlet valves, which need not be explained in more detail.
  • ECU electronice control unit 31
  • actuation travel sensor 32 which interacts with the actuation pedal 1 and the pressure sensor Si mentioned are supplied and enable driver deceleration request detection.
  • other means for example a force sensor that senses the actuating force on the actuating pedal 1, can also be used to detect the driver's deceleration request.
  • the output signals of the pressure sensors 29, 30 and the output signals of wheel sensors 33, 34 which are only indicated schematically, are supplied to the electronic control unit 31 as further input variables.
  • a fault condition of the brake actuation system can be recognized in the ECU.
  • the error conditions and the methodology for recognizing them can be of a wide variety of types. As an example, reference is made to the disclosure content of DE 100 60 225 AI at this point.
  • a first drop-down level that is logically arranged in front of the second fall-back level is provided, which allows a paired actuation of wheel brakes 6, 7, 13, 14 of different axles without precise error localization is required.
  • the wheel brakes 6, 7, 13, 14 are actuated in pairs, in different ways, in that one pair of wheel brakes 7, 14 is still operated electro-hydraulically and the other pair of wheel brakes 6, 13 is actuated directly hydraulically. This is done by controlling the isolating valves 8, 11 in the open state and the pressure compensation valves 10, 16 in the closed state.
  • the wheel brakes 6, 13 arranged diagonally to one another in the direction of travel front left wheel with right rear wheel brake
  • Regulated actuation of the other pair of wheel brakes 7.14 takes place in an electro-hydraulic way by controlled opening and closing of 2/2 directional valves 18, 19, 27, 37 and a pressurization as a result of high-pressure accumulator 21 or pump 23.
  • hybrid brake actuation takes place through the use of purely hydraulic means and through the simultaneous use of electro-hydraulic means, these means being evenly distributed over the number of wheel brakes, so that the effort for operating the brake actuation system is reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé d'utilisation d'un système d'actionnement de freins automobile à régulation électronique. Ledit système est composé d'un réservoir de liquide hydraulique dépressurisé (4), d'une source de pression (20) pouvant être commandée par une unité de commande électronique (31), les freins de roue (6, 7; 13, 14) du véhicule pouvant être soumis à la pression de ladite source, d'un dispositif (2, 32, S1) destiné à reconnaître la décélération souhaitée par le conducteur, ainsi que d'éléments soupapes (8, 10, 11, 16, 17, 18, 26, 27) placés en amont des freins de roue (6, 7; 13, 14). Selon l'invention, les freins de roue (6, 7; 13, 14) peuvent être reliés à la source de pression (20) ou au réservoir de liquide hydraulique dépressurisé (4). L'invention vise à simplifier le fonctionnement dudit système d'actionnement de freins après détection d'erreur. A cet effet, on met en oeuvre un premier plan de secours prédéterminé avec actionnement couplé par paires de freins de roue (6, 13; 7, 14, ou 6, 14; 7, 13) d'essieux différents.
EP01997429A 2000-11-21 2001-10-26 Procede d'utilisation d'un systeme d'actionnement de freins a regulation electronique Withdrawn EP1339581A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10057815 2000-11-21
DE10057815 2000-11-21
DE10147194A DE10147194A1 (de) 2000-11-21 2001-09-25 Verfahren zum Betreiben eines elektronisch regelbaren Bremsbetätigungssystems
DE10147194 2001-09-25
PCT/EP2001/012383 WO2002042137A1 (fr) 2000-11-21 2001-10-26 Procede d'utilisation d'un systeme d'actionnement de freins a regulation electronique

Publications (1)

Publication Number Publication Date
EP1339581A1 true EP1339581A1 (fr) 2003-09-03

Family

ID=26007733

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01997429A Withdrawn EP1339581A1 (fr) 2000-11-21 2001-10-26 Procede d'utilisation d'un systeme d'actionnement de freins a regulation electronique

Country Status (3)

Country Link
EP (1) EP1339581A1 (fr)
JP (1) JP2004514582A (fr)
WO (1) WO2002042137A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20030055319A (ko) * 2000-11-27 2003-07-02 콘티넨탈 테베스 아게 운트 코. 오하게 전기 유압식 브레이크 시스템의 제어 방법
JP2005532215A (ja) * 2002-07-05 2005-10-27 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト 複雑で安全上重要な全体システムの機能を保証または維持する方法
DE10316750A1 (de) * 2003-04-10 2004-10-28 Continental Teves Ag & Co. Ohg Hydraulische Fahrzeugbremsanlage

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2835173B2 (ja) * 1990-11-13 1998-12-14 本田技研工業株式会社 車両のブレーキ制御装置
JP3915197B2 (ja) * 1997-07-10 2007-05-16 トヨタ自動車株式会社 車輌のブレーキ装置
JP3893679B2 (ja) * 1997-08-07 2007-03-14 日産自動車株式会社 車両用ブレーキ制御装置
DE19807366A1 (de) 1998-02-21 1999-08-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Bremsanlage
DE19807369A1 (de) * 1998-02-21 1999-08-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Bremsanlage
GB2344178B (en) * 1998-11-27 2003-03-26 Lucas Ind Plc Detection and identification of pressure-sensor faults in electro-hydraulic (EHB) braking systems
DE10060225A1 (de) * 2000-03-27 2001-10-31 Continental Teves Ag & Co Ohg Verfahren zur Überwachung der Notbremsfähigkeit einer elektrohydraulischen Bremsanlage
EP1268251B1 (fr) * 2000-03-27 2005-11-02 Continental Teves AG & Co. oHG Procede pour surveiller l'aptitude au freinage d'urgence d'un systeme de freinage electrohydraulique

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0242137A1 *

Also Published As

Publication number Publication date
JP2004514582A (ja) 2004-05-20
WO2002042137A1 (fr) 2002-05-30

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