EP1339582A1 - Procedes de commande d'un systeme de freinage electro-hydraulique - Google Patents

Procedes de commande d'un systeme de freinage electro-hydraulique

Info

Publication number
EP1339582A1
EP1339582A1 EP01989509A EP01989509A EP1339582A1 EP 1339582 A1 EP1339582 A1 EP 1339582A1 EP 01989509 A EP01989509 A EP 01989509A EP 01989509 A EP01989509 A EP 01989509A EP 1339582 A1 EP1339582 A1 EP 1339582A1
Authority
EP
European Patent Office
Prior art keywords
brake
pressure
wheel
wheel brake
wheel brakes
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Withdrawn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
EP01989509A
Other languages
German (de)
English (en)
Inventor
Bernhard Giers
Stefan STÖLZL
Robert Schmidt
Ralf Junge
Lothar Spornitz
Andreas Klein
Thorsten Ullrich
Georg Fachinger
Andreas Kohl
Timo Gurzawski
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
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1339582A1 publication Critical patent/EP1339582A1/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Withdrawn legal-status Critical Current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
    • B60T8/88—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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60T8/34—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
    • B60T8/3655—Continuously controlled electromagnetic valves
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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 controlling an electrohydraulic brake system for motor vehicles, which can be controlled in a "brake-by-wire" operating mode both by the vehicle driver and independently of the vehicle driver, and in which, in the event of an error, different types of relapse modes are initiated depending on the type of error.
  • a braking request is converted into target wheel brake pressures for the individual wheel brakes and the wheel brake pressure is adjusted to the target wheel brake pressure taking into account a measured wheel brake pressure and pressure sensors are provided for determining the wheel brake pressures.
  • Such a method is e.g. B. from DE 198 07 369 AI known.
  • fallback operating modes are proposed which are initiated in particular in the event of serious faults in the brake system, in the event of a fault in the brake request detection or in the event of a fault which only affects one wheel of a vehicle axle.
  • further errors are conceivable which are not taken into account when implementing the previously known method.
  • this object is achieved in that in the event of a failure of a valve caused by a mechanical error, which causes the wheel brake pressure in a controls the wheel axle assigned to the tool axle, or in the event of a failure of a pressure sensor which is assigned to a wheel brake of a vehicle axle, the brake pressure control on this vehicle axle when the pressure compensation valve (balance valve), which is connected between the wheel brakes of the vehicle axle, is open by means of an inlet valve and an outlet valve or by means of the pressure sensor, which is assigned to the other wheel brake of the vehicle axle, takes place in the "brake-by-wire" operating mode, while the brake pressure control on the other vehicle axle is continued unchanged in the "brake-by-wire” operating mode.
  • the sensor error causing the failure must be clearly assignable to the pressure sensor.
  • the inlet and outlet valves are preferably designed as electromagnetically actuated, normally closed proportional valves which remain closed when the electrical control fails.
  • a second method according to the invention which is particularly suitable for controlling a brake system which has an auxiliary pressure source consisting of a hydraulic pump and a high-pressure accumulator, provides that in the event of a failure of the high-pressure accumulator, the build-up of the wheel brake pressure on all wheel brakes takes place exclusively by the hydraulic pump ,
  • a third method according to the invention which is also suitable for controlling a brake system which has an auxiliary pressure source consisting of a hydraulic pump and a high-pressure accumulator, it is provided that in the event of a failure of the hydraulic pump, the build-up of the wheel brake pressure on all wheel brakes exclusively through the high-pressure accumulator he follows .
  • a fourth method according to the invention which is suitable for controlling a brake system which has a master brake cylinder which can be actuated by means of a brake pedal and to which the wheel brakes are connected with the interposition of at least one isolating valve, consists in the brake pressure control being activated if the isolating valve assigned to the rear axle fails the front axle is continued unchanged in the “brake-by-wire” operating mode, while the wheel brakes assigned to the rear axle are connected to the master brake cylinder.
  • a fifth method according to the invention which is also suitable for controlling a brake system which has a master brake cylinder which can be actuated by means of a brake pedal, to which the wheel brakes are connected with the interposition of at least one isolating valve, consists in that. in the event of a failure of the isolating valve assigned to the front axle, the brake pressure control in a first wheel brake of one vehicle axle and in the diagonally opposite wheel brake of the other vehicle axle is continued in the operating mode "brake-by-wire" with both closed pressure compensation valves connected between the wheel brakes of the two vehicle axles while the other diagonally opposite wheel brakes are connected to the master brake cylinder.
  • a sixth method of the type mentioned at the outset is that if there is a loss of pressure medium in one wheel brake assigned to the rear axle, both wheel brakes assigned to the rear axle are kept depressurized, while the brake pressure control in the wheel brakes assigned to the front axle is continued in the “brake-by-wire” operating mode .
  • a seventh method of the type mentioned at the outset in the event of a loss of pressure medium in one wheel brake assigned to the front axle in the first wheel brake of one vehicle axle and in the diagonally opposite wheel brake of the other vehicle axle in the case of both closed pressure compensation valves connected between the wheel brakes of the two vehicle axles the "Brake-by-wire" operating mode is continued, while the other diagonally opposite wheel brakes are kept depressurized.
  • Fig. 1 shows a preferred embodiment of an electrohydraulic brake system in which the inventive method can be used
  • the electrohydraulic brake system shown in FIG. 1 has a two-circuit master brake cylinder or tandem master cylinder 2 which can be actuated by means of an actuating pedal 1 and which interacts with a pedal travel simulator 3 and in which two pressure chambers are formed which are separate from one another and which have a pressureless pressure medium reservoir 4 in Connect.
  • the first pressure chamber (primary pressure chamber) is connected, for example, by means of a lockable first hydraulic line 5. se connected to the rear axle wheel brakes 9,10.
  • the line 5 is shut off by means of a first isolating valve 11, while an electromagnetically actuated, preferably normally open (SO) pressure compensation valve 13 is inserted into a line section 12 connected between the wheel brakes 9, 10, which enables brake-specific brake pressure control if required.
  • SO normally open
  • the second pressure chamber of the master brake cylinder 2, to which a pressure sensor 15 can be connected, can be connected to the other pair of wheel brakes 7, 8 assigned to the front axle via a second hydraulic line 6 which can be shut off by means of a second separating valve 14.
  • An electromagnetically actuated, preferably normally open (SO) pressure compensation valve 19 is again inserted in a line section 16 connected between the wheel brakes 7, 8.
  • a motor-pump unit 20 serving as an external pressure source is provided with a high-pressure accumulator 21, which in turn consists of a pump 23 driven by an electric motor 22 and a pressure relief valve 24 connected in parallel with the pump 23.
  • the suction side of the pump 23 is connected to the previously mentioned pressure medium reservoir 4 via a pressure relief valve 24.
  • the hydraulic pressure applied by the pump 23 is monitored by a pressure sensor (not shown) or determined by estimation.
  • a third hydraulic line 26 connects the high-pressure accumulator 21 to the input connections of two electromagnetically controllable, normally closed proportional valves 17, 18, which act as inlet valves for the wheel brakes 7 and 8 are connected upstream, and with the input connections of two further electromagnetically controllable, normally closed proportional valves 37, 38, which are connected upstream of the wheel brakes 10 and 9 as inlet valves.
  • the wheel brakes 7, 8 are each connected to a fourth hydraulic line via an electromagnetically controllable, normally closed proportional valve or outlet valve 27, 28 and the wheel brakes 9, 10 are each connected via an electromagnetically controllable, normally closed proportional valve or outlet valve 47, 48 29 connected, which on the other hand is connected to the unpressurized pressure medium reservoir 4.
  • the hydraulic pressure prevailing in the wheel brakes 7, 8 is determined with the aid of a pressure sensor 30, 31, while the hydraulic pressure prevailing in the wheel brakes 10, 9 is detected with the aid of a pressure sensor 40, 41.
  • the common control of the motor-pump unit 20 and the solenoid valves 11, 13, 14, 17, 18, 19, 27, 28 is used by an electronic control unit 32 which, as input signals, outputs the output signals of an actuation travel sensor 33 which interacts with the actuation pedal 1, and the one previously described mentioned pressure sensor 15 are supplied and enable a driver deceleration request detection.
  • an electronic control unit 32 which, as input signals, outputs the output signals of an actuation travel sensor 33 which interacts with the actuation pedal 1, and the one previously described mentioned pressure sensor 15 are supplied and enable a 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 for the driver's deceleration request.
  • the electronic control unit 32 is supplied with the output signals of the pressure sensors 30, 31, 40, 41 and the output signals corresponding to the speed of the vehicle from wheel sensors which are only indicated schematically, the wheel sensors assigned to the wheel brakes 10, 9 being given the reference symbols 34, 35 are.
  • the brake system shown in FIG. 1 operates as follows: When the driver steps on the brake pedal, he feels a path-dependent counterforce that is predetermined by the defined characteristic of the pedal simulator Sensing a braking request by means of the actuation travel sensor 33 and / or the pressure sensor 15, the isolating valves 11, 14 are closed and the wheel brakes 7 to 10 are separated from the master brake cylinder 2.
  • a pressure builds up in the master brake cylinder 2, which results from the actuating force on the brake pedal 1.
  • the driver's braking request is calculated, for example, as a target deceleration or as a target braking force from the signals of the actuation travel sensor 33 and / or the pressure sensor 15.
  • the individual target wheel brake pressures are formed from this braking request , 37, 38, and 27, 28, 47, 48 by h adjusted their control.
  • the current pressures at the wheel pressure sensors are used for the target / actual comparison for each wheel brake 7-10.
  • the pressure compensation valves 13, 19 are closed and in each wheel brake the predetermined target pressure is adjusted to the target brake pressure by controlling the intake and exhaust valves in the sense of regulating the actual brake pressure.
  • the inlet valve is energized until the desired setpoint pressure in the wheel brake forms with the desired dynamics.
  • a pressure reduction is accordingly achieved by energizing the outlet valve, the pressure medium flowing back into the pressure medium reservoir 4 via the return line 29.
  • a control of the pump pe 23 takes place when the storage pressure in the high-pressure storage device 21 drops below a predetermined value.
  • the "black” rectangular symbols denote the wheel brakes which are actuated in the "brake-by-wire” operating mode
  • the “black and white” rectangular symbols denote the wheel brakes connected to the hydraulic pressure applied by the master brake cylinder 2 and the “white” rectangular symbols apply to the wheel brakes which are in the depressurized state.
  • the second type of control briefly explained in connection with FIG. 5 is initiated when either the motor-pump unit 20 or the high-pressure accumulator 21 fails.
  • brake pressure control in the “brake-by-wire” operating mode takes place on both vehicle axles exclusively with the pressure provided by the high-pressure accumulator 21 until its exhaustion.
  • brake pressure control is carried out in the “brake-by-wire” operating mode "performed on both vehicle axles with the pressure supplied by the pump 23.
  • Both types of control are assigned to a first fallback level or fallback operating mode.
  • a second fallback level or fallback operating mode which is indicated schematically in FIG. 6, relates to a failure of the isolating valve 11, which the wheel brakes assigned to the rear axle . 9, 10 separates from the first pressure chamber of the master brake cylinder 2.
  • the isolating valve 11 remains open, so that both rear axle brakes 9, 10 - with the pressure compensating valve 13 open - are acted upon by the pressure applied in the master brake cylinder 2.
  • the wheel brakes 7, 8 of the intact front axle are still operated in the “brake-by-wire” operating mode.
  • a third fallback mode or fallback operating mode which is indicated schematically in FIG. 7, relates to a failure of the isolating valve 14, which separates the wheel brakes 7, 8 assigned to the front axle from the second pressure chamber of the master brake cylinder 2 separates. If such an error is detected, during which the isolating valve 14 remains open, the pressure compensation valves 19, 13 are closed and the wheel brakes 7, 8 and 9, 10 are separated from one another. At the same time, the isolating valve 11 assigned to the rear axle is opened.
  • the pressure control valves 17, 18, 27, 28, 37, 38, 47, 48 are activated in such a way that the brake pressure control in a wheel brake 8 assigned to the front axle and in a wheel brake assigned to the rear axle, or in the wheel brake 8 diagonally opposite the wheel brake 8 is continued in the "brake-by-wire" mode, while the pressure control valves 17, 27, 37, 47 of the two other, diagonally opposite wheel brakes 7, 10 are closed, so that the wheel brakes 7, 10 with the pressure applied in the master cylinder 2
  • the connecting line drawn between the wheel brakes 7 and 10 represents the hydraulic connection that takes place within the master brake cylinder 2.
  • a fourth fallback level or fallback operating mode which is indicated schematically in FIG. 8, is activated when a loss of pressure medium is determined in a wheel brake 9 or 10 assigned to the rear axle.
  • the two wheel brakes 9, 10 are kept depressurized by actuating the exhaust valves 47, 48.
  • the pressure control in the wheel brakes 7, 8 assigned to the intact front axle is still carried out in the “brake-by-wire” operating mode.
  • a fifth fallback level or fallback operating mode is indicated schematically in FIG. 9 and is activated when a loss of pressure medium is determined in a wheel brake 7 or 8 assigned to the front axle. If such a mistake - left
  • the pressure compensation valves 19, 13 are closed and the wheel brakes 7, 8 and 9, 10 are separated from one another.
  • the pressure control valves 17, 18, 27, 28, 37, 38, 47, 48 are controlled such that the brake pressure control in a wheel brake assigned to the front axle, for example the wheel brake 8, and in a wheel brake assigned to the rear axle, for example that of the wheel brake 8 diagonally opposite wheel brake 9 is continued in the “brake-by-wire” operating mode, while the outlet valves 27, 48 of the two other, diagonally opposite wheel brakes 7, 10 are activated, so that the wheel brakes 7, 10 are kept depressurized can of course also be carried out in such a way that the wheel brakes 7, 10 are actuated in the “brake-by-wire” operating mode, while the wheel brakes 8, 9 are kept depressurized by actuating the associated exhaust valves 28, 47.

Landscapes

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

Abstract

Procédés de commande d'un système de freinage électro-hydraulique représentant des modes de fonctionnement de freinage d'urgence qui sont introduits lors de différentes défaillances, par exemple de la défaillance, provoquée par une panne mécanique, de l'une des soupapes de régulation de pression (17, 18, 37, 38 / 27, 28, 47, 48), d'un capteur de pression (30, 31, 40, 41) servant à la détermination des pressions de freinage de roue, d'un réservoir (21) pour fluide sous haute pression servant de source de pression auxiliaire ou d'une pompe (23) coopérant avec ledit réservoir (21), d'une soupape de séparation (19, 13) fermant les liaisons entre les freins (7 - 10) de roue et un cylindre auxiliaire ou maître-cylindre (2) de frein, ainsi que lors de la perte de fluide sous pression dans l'un des freins (7, 8 ; 9, 10) de roue associé à l'essieu avant ou à l'essieu arrière.
EP01989509A 2000-11-27 2001-11-23 Procedes de commande d'un systeme de freinage electro-hydraulique Withdrawn EP1339582A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10058797 2000-11-27
DE10058797 2000-11-27
PCT/EP2001/013672 WO2002042138A1 (fr) 2000-11-27 2001-11-23 Procedes de commande d'un systeme de freinage electro-hydraulique

Publications (1)

Publication Number Publication Date
EP1339582A1 true EP1339582A1 (fr) 2003-09-03

Family

ID=7664799

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01989509A Withdrawn EP1339582A1 (fr) 2000-11-27 2001-11-23 Procedes de commande d'un systeme de freinage electro-hydraulique

Country Status (10)

Country Link
US (1) US20040075337A1 (fr)
EP (1) EP1339582A1 (fr)
JP (1) JP2004520988A (fr)
KR (1) KR20030055319A (fr)
CN (1) CN1478027A (fr)
BR (1) BR0115637A (fr)
CZ (1) CZ20031472A3 (fr)
DE (1) DE10195046D2 (fr)
PL (1) PL365369A1 (fr)
WO (1) WO2002042138A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102004027508A1 (de) * 2004-06-04 2005-12-22 Robert Bosch Gmbh Hydraulische Bremsanlage und Verfahren zur Beeinflussung einer hydraulischen Bremsanlage
DE102005017958A1 (de) * 2004-10-15 2006-04-27 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
JP4841884B2 (ja) 2005-07-19 2011-12-21 日立オートモティブシステムズ株式会社 ブレーキユニット
DE102006022734A1 (de) * 2005-08-15 2007-02-22 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zum Betrieb einer hydraulischen Fahrzeugbremsanlage
JP4297109B2 (ja) * 2005-12-09 2009-07-15 トヨタ自動車株式会社 車両制動装置
KR20110011939A (ko) * 2009-07-29 2011-02-09 주식회사 만도 전자제어 유압제동 시스템
CN101791978B (zh) * 2010-03-26 2013-05-08 重庆长安汽车股份有限公司 一种混合动力汽车制动力补偿方法
KR101415210B1 (ko) * 2010-05-12 2014-08-06 주식회사 만도 유압 제동시스템
DE102011081461A1 (de) * 2010-08-30 2012-03-01 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
JP5614267B2 (ja) * 2010-12-01 2014-10-29 トヨタ自動車株式会社 液圧ブレーキシステム
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US20040075337A1 (en) 2004-04-22
PL365369A1 (en) 2004-12-27
CZ20031472A3 (cs) 2004-10-13
KR20030055319A (ko) 2003-07-02
DE10195046D2 (de) 2003-10-30
WO2002042138A1 (fr) 2002-05-30
BR0115637A (pt) 2003-09-23
JP2004520988A (ja) 2004-07-15
CN1478027A (zh) 2004-02-25

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