EP1603784A1 - Method for controlling the braking system of a motor vehicle - Google Patents

Method for controlling the braking system of a motor vehicle

Info

Publication number
EP1603784A1
EP1603784A1 EP04718965A EP04718965A EP1603784A1 EP 1603784 A1 EP1603784 A1 EP 1603784A1 EP 04718965 A EP04718965 A EP 04718965A EP 04718965 A EP04718965 A EP 04718965A EP 1603784 A1 EP1603784 A1 EP 1603784A1
Authority
EP
European Patent Office
Prior art keywords
generator
brake
braking
braking torque
deceleration
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Withdrawn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
EP04718965A
Other languages
German (de)
French (fr)
Inventor
Norbert Ehmer
Jochen FÜHRER
René HUTH
Andreas Emmerich
Yasser Dayoub
Alfred Eckert
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 EP1603784A1 publication Critical patent/EP1603784A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60T2270/60—Regenerative braking
    • B60T2270/602—ABS features related thereto
    • 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
    • B60T2270/60—Regenerative braking
    • B60T2270/603—ASR features related thereto
    • 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
    • B60T2270/60—Regenerative braking
    • B60T2270/613—ESP features related thereto
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for controlling a
  • Brake system of a motor vehicle in particular for the control of a regenerative brake system with a number of friction brakes and an electrical generator for a motor vehicle. It also relates to a software module for controlling the process.
  • motor vehicles with a regenerative braking system generally have various types of brakes, which are also called brake actuators.
  • hydraulic friction brakes as are known from ordinary motor vehicles, and an electrically regenerative brake are used.
  • the brake pressure for the friction brakes is applied via a brake pressure generating means or via the brake pedal movement.
  • the electro-regenerative brake is generally designed as an electric generator, via which at least part of the total braking power is applied.
  • the electrical energy obtained is fed into or back into a storage medium such as an on-board battery and reused for driving the motor vehicle via a suitable drive.
  • Regenerative braking systems can be implemented as so-called serial regenerative concepts, in which the proportion of braking torque that is generated by the generator is possible. is high.
  • parallel or so-called drag torque-based regenerative concepts are also known, in which the braking torque is distributed to the brake actuators in predetermined ratios.
  • delay components both of the generator and of the friction brakes, are usually present in all operating states.
  • Mixed concepts of these two braking concepts are also known. It is common to all systems that at least some areas of the braking torque to be applied are braked simultaneously with several brake actuators, so that the total deceleration is composed of the deceleration components of the brake actuators.
  • brake-by-wire brake systems are known in serial regenerative brake systems.
  • the braking energy is generally divided into portions of the friction brakes and portions of the electric generator that are generated by the target brake mor ⁇ ent, the state of charge of the battery and especially the operating range and other special properties of the generator is dependent.
  • the brake pressure is built up independently of the hydraulic influence of the brake pedal because of the brake energy distribution.
  • the brake pressure is built up as a function of the position of the brake pedal.
  • the position of the brake pedal with or without auxiliary energy, builds up the pressure of a brake medium which is absorbed by the friction brake.
  • the pedal position thus corresponds to the braking behavior of the motor vehicle.
  • Exceptions may be the use of electronic security systems, such as the electrical stability program (ESP), can include independent brake pressure build-up, regardless of the brake pedal position.
  • ESP electrical stability program
  • a “brake-by-wire” brake system is associated with a high outlay and costs.
  • the invention is therefore based on the object of specifying a method for controlling a brake system which has an electrically controllable generator and a number of friction brakes, so that a high level of braking comfort can be achieved with a simple brake system. Furthermore, a software module that is particularly suitable for carrying out the method is to be specified.
  • this object is achieved according to the invention in that the total deceleration in a parallel design is composed of deceleration components of the friction brakes and of the generator, the target braking torque of the generator being determined by determining an overall target deceleration and the generator being controlled via this target braking torque.
  • the invention is based on the consideration that in a parallel braking method or braking system, in which the braking torque in a parallel design is composed of a generator braking torque and braking torque of friction brakes, an acceptable pedal feeling is established.
  • the method should not cause the brake pressure to build up actively, so that there is no effect on the brake pedal.
  • a braking request is therefore converted into the hydraulic brake medium pressure of the friction brakes and the braking torque resulting from a comparison with the braking request is superimposed on the generator.
  • the brake pedal corresponds to the braking behavior of the motor vehicle, since the total deceleration corresponds to the brake pressure of the hydraulic friction brake.
  • the friction brake pressure in turn corresponds to the position of the brake pedal, because, for example, when increasing the braking torque, correspondingly more hydraulic fluid is pressed from the brake pedal to the friction brakes.
  • the total target deceleration is determined for controlling the generator via a corresponding target braking torque.
  • the target deceleration component of the generator can then be determined via the deceleration component of the friction brakes and the generator can be controlled via this or via the resulting generator target braking torque.
  • the braking torque of the generator is advantageously limited by a maximum braking torque in a selected speed range. This also ensures that the braking torque component of the friction brakes is still large enough in this speed range, so that the brake pedal position corresponds as closely as possible to the braking behavior of the motor vehicle.
  • the range between 10 and 50 km / h is expediently selected as the speed range.
  • the maximum braking torque for the generator is preferably the torque that corresponds to a contribution of the generator to the total deceleration of approximately 0.15 g.
  • the torque of an electric generator rises steeply at low speeds, in particular between 10 and 20 km / h. If the braking torque is limited from 10 km / h, the braking torque of the generator is smoothed when the jump point changes.
  • sudden changes in braking torque of the generator at the edge regions of the speed range are preferably smoothed out in order to avoid a negative effect on the braking behavior.
  • the generator is advantageously operated as soon as there is no positive acceleration of the motor vehicle.
  • the driver therefore perceives the deceleration effect of the generator as an additional engine brake, and braking due to the friction of the engine can also be carried out.
  • the generator is preferably given the torque that corresponds to a contribution of the generator to the total deceleration of approximately 0.1 g.
  • this is expediently determined via a displacement sensor of the brake pedal of the brake system.
  • the brake pressure which is present at the brake pedal when the brake pedal is in a certain position and which can also be used to determine the total target braking torque this is preferably determined via a pressure sensor which is positioned on the hydraulic line of the brake system leading to a friction brake.
  • Additional signals can also be used to determine the total target braking torque.
  • Signals that are available in the braking system are advantageously used.
  • signals can be used to control security systems such as ABS (anti-lock braking system), ESP (electronic stability program) or ASC (anti-slip control) can be used and are available in the braking system.
  • ABS anti-lock braking system
  • ESP electronic stability program
  • ASC anti-slip control
  • a brake system is expediently controlled using a method described above via a software module.
  • An electrically controlled brake system can also be expanded with such a software module.
  • a software module is preferably part of a braking system of a motor vehicle.
  • the advantages achieved by the invention are, in particular, the possibility of controlling a regenerative braking system in such a way that comfortable braking comfort is achieved, the deceleration behavior of the motor vehicle corresponding to the position of the brake pedal.
  • Another advantage of the invention is that the outlay for implementing the brake system described is comparatively low. All that is required is a suitable software module to control the braking system. The brake system controlled with a software module therefore has a very favorable cost-benefit ratio.
  • Another advantage is that electrically controllable braking systems can be retrofitted with the software module. Both regenerative braking systems and conventional brake systems with friction brakes and an additional electrical generator.
  • Figure 1 shows the basic circuit diagram of a brake system (1)
  • Figure 2 shows a braking process, with proportional braking torques of the generator (4) and friction brakes (2) depending on the time.
  • FIG. 1 shows a basic circuit diagram of a brake system 1 for a motor vehicle.
  • the braking system 1 is a regenerative braking system 1 which, in addition to the 4 friction brakes 2, also has an electrical generator 4 for generating electrical energy.
  • the brake pressure required for the friction brakes 2 is applied to the master brake cylinder 8 via the brake pedal 6 and the brake booster 7.
  • Brake master B is pressed from master brake cylinder 8 via hydraulic lines 10 to friction brakes 2.
  • the master brake cylinder 2 is designed for a suitable delivery capacity as a tandem master cylinder.
  • the brake system 1 is designed for a high level of braking comfort in that the movement of the brake pedal 6 corresponds to the braking behavior of the motor vehicle.
  • the brake system 1 is designed as a parallel regenerative brake system 1.
  • the total deceleration of the motor vehicle during a braking process is composed of deceleration components from generator 4 and friction brakes 2.
  • the brake system 1 has a software module 12 which specifies a setpoint braking torque for the generator 4. This is calculated from the total target deceleration
  • the brake pedal travel or the position of the brake pedal 6 and the brake fluid pressure of the brake fluid B in the hydraulic lines 10 are used as input variables.
  • the brake pedal eg is determined with the displacement sensor 24, which is positioned on the brake pedal 6, while the brake medium pressure is measured with the pressure sensor 26 on the hydraulic line 10.
  • FIG. 2 therefore shows a braking process with proportional braking torques of generator 4 and friction brakes 2 as a function of time.
  • the braking process assumes an output speed of 100 km / h.
  • Line 1 represents the braking request or the target total deceleration, which the driver enters via the brake pedal 6.
  • the braking setpoint deceleration initially increases linearly when the brake pedal 6 is depressed, remains constant over the braking process and is linearly reduced again to zero at the end by releasing the brake pedal 6.
  • both the braking torque of the generator 4 and that of the friction brakes 2 increases linearly, the braking torque portion of the generator 4 being 40% (line 2) and that of the friction brakes 60% (line 3) when the maximum total deceleration is reached.
  • the available braking torque of the generator 4 increases.
  • the braking torque is limited by the software module to a braking torque that corresponds to a proportional deceleration of the motor vehicle via the generator 4 of approximately 0.15 g.
  • the increase up to this maximum braking torque of the generator 4 to a share of 50% of the total braking torque is regulated in a linearly increasing manner.
  • the braking torque share of the friction brakes also drops to 50%.
  • the brake pedal 6 is released, the braking torque components of both the friction brakes and that of the generator drop linearly to zero.

Abstract

The invention relates to a method for controlling a braking system (1) comprising an electrically controllable generator (4) and a number of friction brakes (2), in such a way that the braking comfort is increased. To this end, the total deceleration consists of a parallel configuration of deceleration parts of the friction brakes (2) and the generator (4), the nominal braking torque of the generator (4) being determined by the determination of a total nominal deceleration, and the generator (4) being controlled by means of said nominal braking torque.

Description

Verfahren zur Steuerung eines BremsSystems eines KraftfahrzeugesMethod for controlling a brake system of a motor vehicle
Die Erfindung betrifft ein Verfahren zur Steuerung einesThe invention relates to a method for controlling a
Bremssystems eines Kraftfahrzeuges, insbesondere für die Steuerung eines regenerativen Bremssystems mit einer Anzahl von Reibbremsen und einem elektrischen Generator für ein Kraftfahrzeug. Sie betrifft weiterhin ein Softwaremodul für die Steuerung des Verfahrens .Brake system of a motor vehicle, in particular for the control of a regenerative brake system with a number of friction brakes and an electrical generator for a motor vehicle. It also relates to a software module for controlling the process.
Der Zweck von regenerativen Bremssystemen bei Kraftfahrzeugen besteht darin zumindest einen Teil der beim Bremsen aufgebrachten Energie im Fahrzeug zu speichern und für den Antrieb des Fahrzeuges wiederzuverwenden . Dadurch kann der E- nergieverbrauch des Fahrzeuges insgesamt gesenkt, der Wirkungsgrad erhöht und der Betrieb damit wirtschaftlicher gestaltet werden. Kraftfahrzeuge mit einem regenerativen Bremssystem weisen dazu in der Regel verschiene Arten von Bremsen auf, die auch Bremsaktuatoren genannt werden.The purpose of regenerative braking systems in motor vehicles is to store at least part of the energy applied during braking in the vehicle and to reuse it for driving the vehicle. As a result, the overall energy consumption of the vehicle can be reduced, the efficiency increased and the operation can thus be made more economical. For this purpose, motor vehicles with a regenerative braking system generally have various types of brakes, which are also called brake actuators.
Dabei werden in der Regel hydraulische Reibbremsen, wie sie aus gewöhnlichen Kraftfahrzeugen bekannt sind, und eine e- lektrisch-regenerative Bremse eingesetzt. Der Bremsdruck für die Reibbremsen wird wie bei konventionellen Reibbremsen ü- ber ein Bremsdruckerzeugungsmittel bzw. über die Bremspedalbewegung aufgebracht. Die elektrisch-regenerative Bremse ist in der Regel als elektrischer Generator ausgebildet über den zumindest ein Teil der gesamten Bremsleistung aufgebracht wird. Die gewonnene elektrische Energie wird in ein Speichermedium wie beispielsweise eine Bordbatterie ein- bzw. zurückgespeist und für den Antrieb des Kraftfahrzeuges über einen geeigneten Antrieb wiederverwendet .As a rule, hydraulic friction brakes, as are known from ordinary motor vehicles, and an electrically regenerative brake are used. As with conventional friction brakes, the brake pressure for the friction brakes is applied via a brake pressure generating means or via the brake pedal movement. The electro-regenerative brake is generally designed as an electric generator, via which at least part of the total braking power is applied. The electrical energy obtained is fed into or back into a storage medium such as an on-board battery and reused for driving the motor vehicle via a suitable drive.
Regenerative Bremssysteme können als sogenannte serielle regenerative Konzepte ausgeführt werden, bei denen der Anteil des Bremsmomentes , der vom Generator aufgebracht wird, mög- liehst hoch ist. Dagegen sind auch parallele oder sogenannte Schleppmoment-basierte regenerative Konzepte bekannt, bei denen das Bremsmoment auf die Bre saktuatoren in vorbestimmten Verhältnissen aufgeteilt wird. Bei derartigen parallelen Bremssystemen sind üblicherweise in allen Betriebszuständen Verzögerungsanteile, sowohl des Generators als auch der Reibbremsen, vorhanden. Weiterhin sind Mischkonzepte dieser beiden Bremskonzepte bekannt. Allen Systemen gemeinsam ist, dass zumindest in einigen Bereichen des aufzubringenden Bremsmomentes mit mehreren Bremsaktuatoren gleichzeitig gebremst wird, so dass sich die Gesamtverzögerung aus den Verzögerungsanteilen der Bremsaktuatoren zusammensetzt.Regenerative braking systems can be implemented as so-called serial regenerative concepts, in which the proportion of braking torque that is generated by the generator is possible. is high. In contrast, parallel or so-called drag torque-based regenerative concepts are also known, in which the braking torque is distributed to the brake actuators in predetermined ratios. With parallel brake systems of this type, delay components, both of the generator and of the friction brakes, are usually present in all operating states. Mixed concepts of these two braking concepts are also known. It is common to all systems that at least some areas of the braking torque to be applied are braked simultaneously with several brake actuators, so that the total deceleration is composed of the deceleration components of the brake actuators.
Grundsätzlich sind bei seriellen regenerativen Bremssystemen sogenannte „brake-by-wire" Bremssysteme bekannt. Bei „brake- by-wire"- Bremssystemen wird im allgemeinen eine Aufteilung der Bremsenergie in Anteile der Reibbremsen und in Anteile des elektrischen Generators vorgenommen, die vom Sollbrems- morαent, dem Ladezustand der Batterie und besonders dem Betriebsbereich und anderen speziellen Eigenschaften des Generators abhängig ist. Bei „brake-by-wire"-Bremssystemen wird der Bremsdruck, wegen der Bremsenergieaufteilung, daher unabhängig vom hydraulischen Einfluss des Bremspedals aufgebaut.Basically, so-called “brake-by-wire” brake systems are known in serial regenerative brake systems. In “brake-by-wire” brake systems, the braking energy is generally divided into portions of the friction brakes and portions of the electric generator that are generated by the target brake morαent, the state of charge of the battery and especially the operating range and other special properties of the generator is dependent. In "brake-by-wire" brake systems, the brake pressure is built up independently of the hydraulic influence of the brake pedal because of the brake energy distribution.
Bei konventionellen Bremssystemen dagegen, die nur eine Reibbremse aufweisen, wird der Bremsdruck in Abhängigkeit der Stellung des Bremspedals aufgebaut. Dabei wird über die Stellung des Bremspedals mit oder ohne Hilfsenergie der Druck eines Bremsmittels aufgebaut, das von der Reibbremse aufgenommen wird. Die Pedalstellung korrespondiert also mit dem Bremsverhalten des Kraftfahrzeuges . Ausnahmen können die Einsätze von elektronischen Sicherheitssystemen, wie des e- lektrischen Stabilitätsprogrammes (ESP) sein, die Einrich- tungen zum selbständigen Bremsdruckaufbau, unabhängig von der Bremspedalsstellung, umfassen können.In contrast, in conventional brake systems which have only one friction brake, the brake pressure is built up as a function of the position of the brake pedal. The position of the brake pedal, with or without auxiliary energy, builds up the pressure of a brake medium which is absorbed by the friction brake. The pedal position thus corresponds to the braking behavior of the motor vehicle. Exceptions may be the use of electronic security systems, such as the electrical stability program (ESP), can include independent brake pressure build-up, regardless of the brake pedal position.
Im Vergleich zu einem konventionellen Bremssystem ist ein „brake-by-wire"-Bremssystem mit einem hohem Aufwand und Kosten verbunden.In comparison to a conventional brake system, a “brake-by-wire” brake system is associated with a high outlay and costs.
Der Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren für die Steuerung eines Bremssystems, das einen elektrisch steuerbaren Generator und eine Anzahl von Reibbremsen aufweist, anzugeben, so dass sich ein hoher Bremskomfort mit einem einfachen Bremssystem erreichen lässt. Weiterhin soll ein zur Durchführung des Verfahrens besonders geeignetes Softwaremodul angegeben werden.The invention is therefore based on the object of specifying a method for controlling a brake system which has an electrically controllable generator and a number of friction brakes, so that a high level of braking comfort can be achieved with a simple brake system. Furthermore, a software module that is particularly suitable for carrying out the method is to be specified.
Bezüglich des Verfahrens wird diese Aufgabe erfindungsgemäß gelöst, indem sich die Gesamtverzögerung in paralleler Auslegung aus Verzögerungsanteilen der Reibbremsen und des Generators zusammensetzt, wobei das Sollbremsmoment des Generators über die Ermittlung einer Gesamtsollverzögerung ermittelt wird und der Generator über dieses Sollbremsmoment gesteuert wird.With regard to the method, this object is achieved according to the invention in that the total deceleration in a parallel design is composed of deceleration components of the friction brakes and of the generator, the target braking torque of the generator being determined by determining an overall target deceleration and the generator being controlled via this target braking torque.
Die Erfindung geht dabei von der Überlegung aus, dass bei einem parallelen Bremsverfahren bzw. Bremssystem, bei dem sich bei einem Bremsvorgang das Bremsmoment in paralleler Auslegung aus einem Generatorbremsmoment und Bremsmoment von Reibbremsen zusammensetzt, ein annehmbares Pedalgefühl einstellt. Dabei soll durch das Verfahren kein aktiver Brems- mitteldruckaufbau stattfinden, so dass keine Rückwirkung auf das Bremspedal eintritt. Ein Bremswunsch wird daher in hydraulischen Bremsmitteldruck der Reibbremsen umgesetzt und das sich aus einem Abgleich mit dem Bremswunsch resultierende Bremsmoment mit dem Generator überlagert . Die Stellung The invention is based on the consideration that in a parallel braking method or braking system, in which the braking torque in a parallel design is composed of a generator braking torque and braking torque of friction brakes, an acceptable pedal feeling is established. The method should not cause the brake pressure to build up actively, so that there is no effect on the brake pedal. A braking request is therefore converted into the hydraulic brake medium pressure of the friction brakes and the braking torque resulting from a comparison with the braking request is superimposed on the generator. The position
des Bremspedals korrespondiert dabei mit dem Bremsverhalten des Kraftfahrzeugs, da die Gesamtverzögerung mit dem Bremsdruck der hydraulischen Reibbremse korrespondiert. Der Reibbremsdruck wiederum korrespondiert mit der Stellung des Bremspedals, weil beispielsweise bei einer Bremsmomenterhöhung entsprechend mehr Hydraulikflüssigkeit vom Bremspedal zu den Reibbremsen gedrückt wird. Für eine Steuerung des Generators über ein entsprechendes Sollbremsmoment wird die Gesamtsollverzögerung ermittelt. Über den Verzögerungsanteil der Reibbremsen lässt sich dann der Sollverzögerungsanteil des Generators ermitteln und der Generator darüber bzw. über das sich ergebende Generatorsollbremsmoment steuern.the brake pedal corresponds to the braking behavior of the motor vehicle, since the total deceleration corresponds to the brake pressure of the hydraulic friction brake. The friction brake pressure in turn corresponds to the position of the brake pedal, because, for example, when increasing the braking torque, correspondingly more hydraulic fluid is pressed from the brake pedal to the friction brakes. The total target deceleration is determined for controlling the generator via a corresponding target braking torque. The target deceleration component of the generator can then be determined via the deceleration component of the friction brakes and the generator can be controlled via this or via the resulting generator target braking torque.
Um das Generatorbremsmoment insbesondere nur in seinem Arbeitsbereich anzufordern und den Generator nicht zu überlasten, wird das Bremsmoment des Generators vorteilhafterweise in einem ausgewählten Geschwindigkeitsbereich von einem Maximalbremsmoment begrenzt. Außerdem wird dadurch gewährleistet, das der Bremsmomentanteil der Reibbremsen in diesem Geschwindigkeitsbereich noch groß genug ist, so dass die Bremspedalstellung möglichst gut dem Bremsverhalten des Kraftfahrzeugs entspricht.In order to request the generator braking torque in particular only in its working range and not to overload the generator, the braking torque of the generator is advantageously limited by a maximum braking torque in a selected speed range. This also ensures that the braking torque component of the friction brakes is still large enough in this speed range, so that the brake pedal position corresponds as closely as possible to the braking behavior of the motor vehicle.
Zweckmäßigerweise wird als Geschwindigkeitsbereich der Bereich zwischen 10 und 50 km/h ausgewählt. Als Maximalbremsmoment für den Generator wird vorzugsweise dasjenige Moment vorgegeben, das einem Beitrag des Generators zur Gesamtverzögerung von etwa 0,15 g entspricht. Im Allgemeinen steigt dabei das Drehmoment eines elektrischen Generators bei niedrigen Geschwindigkeiten, insbesondere zwischen 10 und 20 km/h, steil an. Bei einer Bremsmomentbeschränkung ab 10 km/h wird bei einem Übergang der Sprungstelle das Bremsmoment des Generators geglättet. The range between 10 and 50 km / h is expediently selected as the speed range. The maximum braking torque for the generator is preferably the torque that corresponds to a contribution of the generator to the total deceleration of approximately 0.15 g. In general, the torque of an electric generator rises steeply at low speeds, in particular between 10 and 20 km / h. If the braking torque is limited from 10 km / h, the braking torque of the generator is smoothed when the jump point changes.
Für einen fließenden Übergang der Bremsmomentsteuerung des Generators an den Rändern des Geschwindigkeitsbereiches, werden Bremsmomentsprünge des Generators an den Randbereichern des Geschwindigkeitsbereichs vorzugsweise geglättet, um eine negative Rückwirkung auf das Bremsverhalten zu vermeiden .For a smooth transition of the braking torque control of the generator at the edges of the speed range, sudden changes in braking torque of the generator at the edge regions of the speed range are preferably smoothed out in order to avoid a negative effect on the braking behavior.
Vorteihafterweise wird der Generator angesteuert betrieben, sobald keine positive Beschleunigung des Kraftfahrzeuges vorlieg . Der Fahrer empfindet die Verzögerungswirkung des Generators daher als zusätzliche Motorbremse, wobei eine Bremsung durch die Reibung des Motors zusätzlich durchgeführt werden kann.The generator is advantageously operated as soon as there is no positive acceleration of the motor vehicle. The driver therefore perceives the deceleration effect of the generator as an additional engine brake, and braking due to the friction of the engine can also be carried out.
Als geeignetes Bremsmoment wird dem Generator dabei vorzugsweise dasjenige Moment vorgegeben, das einem Beitrag des Generators zur Gesamtverzögerung von etwa 0,1 g entspricht.As a suitable braking torque, the generator is preferably given the torque that corresponds to a contribution of the generator to the total deceleration of approximately 0.1 g.
Für eine Ermittlung der Sollgesamtverzögerung wird diese zweckmäßigerweise über einen Weggeber des Bremspedals des Bremssystems ermittelt. Für eine Ermittlung des Bremsdrucks, der bei einer gewissen Bremspedalstellung am Bremspedal anliegt, der ebenfalls für eine Ermittlung des Gesamtsoll- bremsmoments verwendet werden kann, wird dieser vorzugsweise über einen Drucksensor der an zu einer Reibbremse führenden Hydraulikleitung des Bremssystems positioniert ist, ermittelt.To determine the target total deceleration, this is expediently determined via a displacement sensor of the brake pedal of the brake system. To determine the brake pressure which is present at the brake pedal when the brake pedal is in a certain position and which can also be used to determine the total target braking torque, this is preferably determined via a pressure sensor which is positioned on the hydraulic line of the brake system leading to a friction brake.
Für eine Ermittlung des Gesamtsollbremsmoments können dazu auch weitere Signale verwendet werden. Vorteilhafterweise werden Signale verwendet, die im Bremssystem zur Verfügung stehen. Dabei können insbesondere Signale verwendet werden die zur Steuerung von Sicherheitssystemen, wie ABS (Anti- Blockier-System) , ESP (Elektronisches-Stabilitäts-Programm) oder ASC (Anti-Schlupf-Regelung) genutzt werden und im Bremssystem vorhanden sind.Additional signals can also be used to determine the total target braking torque. Signals that are available in the braking system are advantageously used. In particular, signals can be used to control security systems such as ABS (anti-lock braking system), ESP (electronic stability program) or ASC (anti-slip control) can be used and are available in the braking system.
Für eine geeignete Steuerung und Implementierung des Verfahrens in ein Bremssystem wird ein Bremssystem zweckmaßiger- weise m t einem oben beschriebenen Verfahren über ein Softwaremodul gesteuert. Dabei kann ein elektrisch gesteuertes Bremssystem auch mit einem derartigen Softwaremodul erweitert werden.For a suitable control and implementation of the method in a brake system, a brake system is expediently controlled using a method described above via a software module. An electrically controlled brake system can also be expanded with such a software module.
Vorzugsweise ist ein Softwaremodul Bestandteil eines Bremssystems eines Kraftfahrzeuges .A software module is preferably part of a braking system of a motor vehicle.
Die mit der Erfindung erzielten Vorteile bestehen insbesondere in der Möglichkeit ein regeneratives Bremssystem derart zu steuern, dass sich ein komfortabler Bremskomfort einstellt, wobei das Verzogerungsverhalten des Kraftfahrzeuges mit der Stellung des Bremspedals korrespondiert. Ein weiterer Vorteil der Erfindung ist, dass der Aufwand für die Realisierung des beschriebenen Bremssystems vergleichsweise gering ist. So wird lediglich ein geeignetes Softwaremodul zur Steuerung des Bremssystems benotigt. Das mit einem Software-Modul gesteuerte Bremssystem weist daher ein sehr gunstiges Kosten-Nutzen Verhältnis auf.The advantages achieved by the invention are, in particular, the possibility of controlling a regenerative braking system in such a way that comfortable braking comfort is achieved, the deceleration behavior of the motor vehicle corresponding to the position of the brake pedal. Another advantage of the invention is that the outlay for implementing the brake system described is comparatively low. All that is required is a suitable software module to control the braking system. The brake system controlled with a software module therefore has a very favorable cost-benefit ratio.
Der vergleichsweise geringe Aufwand an zusatzlichen Bremssystemkomponenten, die zur Steuerung des Bremssystems benotigt werden und einfache Steuerungsvorgange ermöglichen ebenfalls eine hohe Zuverlässigkeit des Bremssystems.The comparatively low expenditure on additional brake system components that are required to control the brake system and simple control processes also enable the brake system to be highly reliable.
Ein weiterer Vorteil ist, dass elektrisch steuerbare Bremssysteme mit dem Software-Modul nachgerustet werden können. Dabei kommen sowohl regenerative Bremssysteme als auch kon- ventionelle Bremssysteme mit Reibbremsen und einem zusätzlichen elektrischen Generator in Betracht.Another advantage is that electrically controllable braking systems can be retrofitted with the software module. Both regenerative braking systems and conventional brake systems with friction brakes and an additional electrical generator.
Ein Ausführungsbeispiel wird anhand der Figuren 1 bis 2 erläutert. Darin zeigtAn embodiment is explained with reference to Figures 1 to 2. In it shows
Figur 1 den Prinzipschaltplan eines Bremssystems (1) undFigure 1 shows the basic circuit diagram of a brake system (1) and
Figur 2 einen Bremsvorgang, mit anteiligen Bremsmomenten von Generator (4) und Reibbremsen (2) in Abhängigkeit der Zeit.Figure 2 shows a braking process, with proportional braking torques of the generator (4) and friction brakes (2) depending on the time.
In Figur 1 ist ein Prinzipschaltplan eines Bremssystems 1 für ein Kraftfahrzeug dargestellt. Bei dem Bremssystem 1 handelt es sich um ein regeneratives Bremssystem 1, das neben den 4 Reibbremsen 2 auch einen elektrischen Generator 4 zur Erzeugung von elektrischer Energie aufweist. Der für die Reibbremsen 2 benötigte Bremsdruck wird über das Bremspedal 6 und den Bremskraftverstärker 7 mit dem HauptbremsZylinder 8 aufgebracht. Dabei wird vom HauptbremsZylinder 8 Bremsmittel B über die Hydraulikleitungen 10 zu den Reibbremsen 2 gedrückt. Der Hauptbremszylinder 2 ist für eine geeignete Förderleistung als Tandemhauptzylinder ausgelegt.FIG. 1 shows a basic circuit diagram of a brake system 1 for a motor vehicle. The braking system 1 is a regenerative braking system 1 which, in addition to the 4 friction brakes 2, also has an electrical generator 4 for generating electrical energy. The brake pressure required for the friction brakes 2 is applied to the master brake cylinder 8 via the brake pedal 6 and the brake booster 7. Brake master B is pressed from master brake cylinder 8 via hydraulic lines 10 to friction brakes 2. The master brake cylinder 2 is designed for a suitable delivery capacity as a tandem master cylinder.
Das Bremssystem 1 ist für einen hohen Bremskomfort ausgelegt, indem die Bewegung des Bremspedals 6 mit dem Bremsverhalten des Kraftfahrzeuges korrespondiert. Dafür ist das Bremssystem 1 als paralleles regeneratives Bremssystem 1 ausgelegt. Dabei setzt sich die Gesamtverzögerung des Kraftfahrzeugs bei einem Bremsvorgang aus Verzögerungsanteilen von Generator 4 und Reibbremsen 2 zusammen. Um dabei den Generator 4 entsprechend anzusteuern, weist das Bremssystem 1 ein Softwaremodul 12 auf, das dem Generator 4 ein Sollbremsmoment vorgibt. Dieses wird aus der Gesamtsollverzöge- The brake system 1 is designed for a high level of braking comfort in that the movement of the brake pedal 6 corresponds to the braking behavior of the motor vehicle. For this purpose, the brake system 1 is designed as a parallel regenerative brake system 1. The total deceleration of the motor vehicle during a braking process is composed of deceleration components from generator 4 and friction brakes 2. In order to control the generator 4 accordingly, the brake system 1 has a software module 12 which specifies a setpoint braking torque for the generator 4. This is calculated from the total target deceleration
rung und dem Verzögerungsanteil der Reibbremsen 2 mit dem Softwaremodul 12 ermittelt. Als Eingangsgrößen werden dabei der Bremspedalweg bzw. die Stellung des Bremspedals 6 und der Bremsmitteldruck des Bremsmittels B in den Hydraulikleitungen 10 herangezogen. Der Bremspedal eg wird mit dem Weggeber 24, der am Bremspedal 6 positioniert ist ermittelt, während der Bremsmitteldruck mit dem Drucksensor 26 an der Hydraulikleitung 10 gemessen wird.tion and the deceleration component of the friction brakes 2 with the software module 12. The brake pedal travel or the position of the brake pedal 6 and the brake fluid pressure of the brake fluid B in the hydraulic lines 10 are used as input variables. The brake pedal eg is determined with the displacement sensor 24, which is positioned on the brake pedal 6, while the brake medium pressure is measured with the pressure sensor 26 on the hydraulic line 10.
Die Steuerung des Bremssystems 1 wird an einem Bremsvorgang näher erläutert. In Figur 2 ist daher ein Bremsvorgang, mit anteiligen Bremsmomenten von Generator 4 und Reibbremsen 2 in Abhängigkeit der Zeit dargestellt . Bei dem Bremsvorgang wird von einer Ausgangsgeschwindigkeit von 100 km/h ausgegangen. Linie 1 stellt dabei den Bremswunsch bzw. die Sollgesamtverzögerung dar, die der Fahrer über das Bremspedal 6 eingibt. Dabei steigt die Bremssollverzögerung zunächst beim Treten des Bremspedals 6 linear an, bleibt über den Bremsvorgang konstant und wird am Ende durch Lösen des Bremspedals 6 wieder linear auf null verringert.The control of the brake system 1 is explained in more detail using a braking process. FIG. 2 therefore shows a braking process with proportional braking torques of generator 4 and friction brakes 2 as a function of time. The braking process assumes an output speed of 100 km / h. Line 1 represents the braking request or the target total deceleration, which the driver enters via the brake pedal 6. The braking setpoint deceleration initially increases linearly when the brake pedal 6 is depressed, remains constant over the braking process and is linearly reduced again to zero at the end by releasing the brake pedal 6.
Vor Beginn des Bremsvorgangs wird das Kraftfahrzeug, während keine Beschleunigung vorliegt, bereits mit demjenigen Bremsmoment, das einer Verzögerung des Kraftfahrzeuges von 0,1 der entspricht, vom Generator 4 verzögert, was vom Fahrer als Motorbremse empfunden wird. Diese Verzögerung geht aus Figur 2 nicht hervor.Before the start of the braking process, the motor vehicle is already decelerated by the generator 4 with no braking torque that corresponds to a deceleration of the motor vehicle of 0.1, which is perceived by the driver as an engine brake. This delay is not apparent from Figure 2.
Beim Treten des Bremspedals 6 steigt sowohl das Bremsmoment des Generators 4 als auch das der Reibbremsen 2 linear an, wobei beim Erreichen der maximalen Gesamtverzögerung der Bremsmomentanteil des Generators 4 40 % (Linie 2 ) und das der Reibbremsen 60 % (Linie 3) beträgt. Bei einem Erreichen von 60 km/h steigt das verfügbare Bremsmoment des Generators 4 an. Das Bremsmoment wird jedoch von dem Softwaremodul auf ein Bremsmoment begrenzt, das einer anteiligen Verzögerung des Kraftfahrzeuges über den Generator 4 von etwa 0,15 g entspricht. Der Anstieg bis zu diesem Maximalbremsmoment des Generators 4 auf einen Anteil von 50 % am Gesamtbremsmoment wird linear ansteigend geregelt. Gleichzeitig sinkt der Bremsmomentanteil der Reibbremsen e- benfalls auf 50 % ab. Beim Lösen des Bremspedals 6 fallen die Bremsmomentanteile sowohl der Reibbremsen als auch der des Generators linear auf null zurück. When the brake pedal 6 is depressed, both the braking torque of the generator 4 and that of the friction brakes 2 increases linearly, the braking torque portion of the generator 4 being 40% (line 2) and that of the friction brakes 60% (line 3) when the maximum total deceleration is reached. When 60 km / h is reached, the available braking torque of the generator 4 increases. However, the braking torque is limited by the software module to a braking torque that corresponds to a proportional deceleration of the motor vehicle via the generator 4 of approximately 0.15 g. The increase up to this maximum braking torque of the generator 4 to a share of 50% of the total braking torque is regulated in a linearly increasing manner. At the same time, the braking torque share of the friction brakes also drops to 50%. When the brake pedal 6 is released, the braking torque components of both the friction brakes and that of the generator drop linearly to zero.
BezugsseichenlisteBezugsseichenliste
1 Bremssystem1 braking system
2 Reibbremse2 friction brake
4 Generator4 generator
6 Bremspedal6 brake pedal
7 Bremskraftverstärker7 brake booster
8 Hauptbremszylinder8 master brake cylinders
10 Hydraulikleitung10 hydraulic line
12 Softwaremodul12 software module
24 Weggeber24 displacement sensors
26 Drucksensor26 pressure sensor
Bremsmittel braking means

Claims

Patentansprüche claims
1. Verfahren zur Steuerung eines Bremssystems (1) eines Kraftfahrzeuges, das in paralleler Auslegung einen elektrischen steuerbaren Generator (4) und eine Anzahl von hydraulischen Reibbremsen (2) aufweist, wobei das Sollbremsmoment des Generators (4) über die Ermittlung einer Gesamtsollverzögerung ermittelt wird und der Generator (4) über dieses Sollbremsmoment gesteuert wird.1. A method for controlling a brake system (1) of a motor vehicle, which in parallel design has an electrically controllable generator (4) and a number of hydraulic friction brakes (2), the target braking torque of the generator (4) being determined by determining an overall target deceleration and the generator (4) is controlled via this target braking torque.
2. Verfahren nach Anspruch 1, wobei das Bremsmoment des Generators (4) in einem ausgewählten Geschwindigkeitsbereich von einem Maximalbremsmoment begrenzt wird.2. The method according to claim 1, wherein the braking torque of the generator (4) is limited in a selected speed range by a maximum braking torque.
3. Verfahren nach Anspruch 2, wobei als Geschwindigkeitsbereich der Bereich zwischen 10 und 50 km/h gewählt wird.3. The method of claim 2, wherein the range between 10 and 50 km / h is selected as the speed range.
4. Verfahren nach Anspruch 2, bei dem als Maximalbremsmoment für den Generator (4) dasjenige Moment vorgegeben wird, das einem Beitrag des Generators (4) zur Gesamtverzögerung von etwa 0,15 g entspricht.4. The method according to claim 2, in which the maximum braking torque for the generator (4) is that torque which corresponds to a contribution of the generator (4) to the total deceleration of approximately 0.15 g.
5. Verfahren nach einem der Ansprüche 2 bis 4, wobei Bremsmomentsprünge des Generators (4) an den Randbereichern des Geschwindigkeitsbereichs geglättet werden .5. The method according to any one of claims 2 to 4, wherein sudden changes in braking torque of the generator (4) are smoothed at the edge regions of the speed range.
6. Verfahren nach einem der Ansprüche 1 bis 5, wobei der Generator (4) angesteuert betrieben wird, sobald keine positive Beschleunigung des Kraftfahrzeuges vorliegt. 6. The method according to any one of claims 1 to 5, wherein the generator (4) is operated in a controlled manner as soon as there is no positive acceleration of the motor vehicle.
7. Verfahren nach Anspruch 6, bei dem für den Generator7. The method according to claim 6, in which for the generator
(4), wenn keine positive Beschleunigung des Kraftfahrzeuges vorliegt, dem Generator (4) dasjenige Moment vorgegeben wird, das einem Beitrag des Generators (4) zur Gesamtverzögerung von etwa 0,1 g entspricht.(4) if there is no positive acceleration of the motor vehicle, the generator (4) is given that torque which corresponds to a contribution of the generator (4) to the total deceleration of approximately 0.1 g.
8. Verfahren nach einem der Ansprüche 1 bis 7, bei dem eine Sollgesamtverzögerung über einen Weggeber (24) des Bremspedals (6) des Bremssystems (1) ermittelt wird.8. The method according to any one of claims 1 to 7, in which a target total deceleration is determined via a displacement sensor (24) of the brake pedal (6) of the brake system (1).
9. Verfahren nach einem der Ansprüche 1 bis 8, bei dem eine Sollgesamtverzögerung über einen Drucksensor (26) , der an zu einer Reibbremse (2) führenden Hydraulikleitung (10) positioniert ist, ermittelt wird.9. The method according to any one of claims 1 to 8, wherein a target total deceleration is determined via a pressure sensor (26) which is positioned on the hydraulic line (10) leading to a friction brake (2).
10. Verfahren nach einem der Ansprüche 1 bis 9, bei dem zur Ermittlung der Sollgesamtverzögerung Signale verwendet werden, die dem Bremssystem (1) zur Verfügung stehen.10. The method according to any one of claims 1 to 9, in which signals are used to determine the target total deceleration, which are available to the braking system (1).
11. Softwaremodul (12), das ein regeneratives Bremssystem (1) mit einem Verfahren nach einem der Ansprüche 1 bis 10 steuert.11. Software module (12) that controls a regenerative braking system (1) with a method according to one of claims 1 to 10.
12. Softwaremodul (12) nach Anspruch 11, das Bestandteil , eines Bremssystems (1) eines Kraftfahrzeuges ist. 12. Software module (12) according to claim 11, which is part of a brake system (1) of a motor vehicle.
EP04718965A 2003-03-12 2004-03-10 Method for controlling the braking system of a motor vehicle Withdrawn EP1603784A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10311129 2003-03-12
DE10311129 2003-03-12
PCT/EP2004/050279 WO2004080774A1 (en) 2003-03-12 2004-03-10 Method for controlling the braking system of a motor vehicle

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US (1) US20060220452A1 (en)
EP (1) EP1603784A1 (en)
JP (1) JP2006520177A (en)
DE (1) DE112004000388D2 (en)
WO (1) WO2004080774A1 (en)

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US20060220452A1 (en) 2006-10-05
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JP2006520177A (en) 2006-08-31

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