EP1912841A1 - Combined vehicle braking system with hydraulically and electromechanically operated wheel brakes - Google Patents

Combined vehicle braking system with hydraulically and electromechanically operated wheel brakes

Info

Publication number
EP1912841A1
EP1912841A1 EP06764281A EP06764281A EP1912841A1 EP 1912841 A1 EP1912841 A1 EP 1912841A1 EP 06764281 A EP06764281 A EP 06764281A EP 06764281 A EP06764281 A EP 06764281A EP 1912841 A1 EP1912841 A1 EP 1912841A1
Authority
EP
European Patent Office
Prior art keywords
wheel brakes
control
electromechanically
pedal travel
travel sensor
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Withdrawn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
EP06764281A
Other languages
German (de)
French (fr)
Inventor
Andreas Heise
Matthias Marcks
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 EP1912841A1 publication Critical patent/EP1912841A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
    • B60T8/267—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means for hybrid systems with different kind of brakes on different axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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
    • B60T13/74—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 electrical assistance or drive
    • B60T13/741—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 electrical assistance or drive acting on an ultimate actuator

Definitions

  • the present invention relates to a combined vehicle brake system, in particular for motor vehicles, with hydraulically or electromechanically actuated wheel brakes on a first axis and with electromechanically operable wheel brakes on a second axis, wherein the electromechanically actuated wheel brakes in accordance with the braking request in the first axis and / or in accordance with of output signals of a pedal travel sensor, which determines the actuation path of a brake pedal, can be actuated, and wherein the electromechanically actuatable wheel brakes comprise a parking brake device, which can be controlled by means of a control element.
  • Such a combined vehicle brake system is known for example from EP 1 175 322 Bl.
  • a first brake circuit and a second brake circuit are each associated with a front wheel brake device while a third brake circuit has electric actuators.
  • These electromechanical wheel brake units are controlled either directly by a driver request detection or by the brake pressure of the front axle.
  • a parking brake is provided, which acts on the electromechanical rear wheel Radbremshimen.
  • the prior art vehicle brake system thus performs two separate lines, one line for the driver's request and another line for the parking brake, to the rear wheel-wheel brake units, which is relatively expensive.
  • the present invention is therefore an object of the invention to improve a combined vehicle brake system of the type mentioned in that the structure and in particular the power consumption is reduced.
  • the output signals the pedal travel sensor and the control signals of the control element are transmitted so that they are distinguishable from the control and regulation units.
  • the pedal travel sensor is designed as a redundant potentiometer or redundant analog value transmitter whose output signals are recoded into two opposing voltage values.
  • the output signals are recoded into complementary current values.
  • the signal obtained is compared with the signal of the other control unit.
  • control and regulating units perform a monitoring of the signal line, which supplies the output signals of the pedal travel sensor and the control signals of the control element to the electromechanically actuated wheel brakes on the second axis to wire breakage and / or short circuit.
  • FIG. 1 is a circuit diagram of the vehicle brake system according to the invention with hydraulically and electromechanically actuated wheel brakes.
  • FIG. 2 shows a circuit diagram of a first embodiment of the invention. tion with a pedal travel potentiometer, which supplies a voltage as an output signal and
  • Fig. 3 is a circuit diagram of a second embodiment of the invention with a pedal travel sensor, which impresses a current.
  • the vehicle brake system according to the invention comprises, on the one hand, hydraulically actuable wheel brakes 1 and, on the other hand, electromechanically actuatable wheel brakes 2.
  • the hydraulically actuated wheel brakes 1 are arranged on a first axis of the motor vehicle, the front axle, and are acted upon by means of a pedal-operated vacuum brake booster 4 with a downstream master cylinder 5 with hydraulic pressure medium.
  • the hydraulically actuated wheel brakes 1 are connected with the interposition of intake valves 8 via a hydraulic line 6 to the master cylinder 5.
  • the controlled pressure medium is discharged via outlet valves 7 into a pressureless pressure medium reservoir 9.
  • a plurality of pressure sensors 10 are provided to determine the hydraulic pressure applied and to carry out control operations, such as anti-lock regulations.
  • electromechanically actuated wheel brakes 2 are arranged on a second axis, the rear axle of the motor vehicle, which can be actuated in accordance with the hydraulic pressure applied in the hydraulically actuated wheel brakes 1.
  • the pressure introduced into the hydraulically actuated wheel brakes 1 is detected with the aid of the pressure sensors 10. telt.
  • the electromechanically actuatable wheel brakes 2 are actuated at the rear axle, ie taking into account a brake force distribution function between the front and rear axles, an application force of the electromechanically actuatable wheel brakes 2 is set.
  • the electromechanically actuated wheel brakes 2 in accordance with the actuation path of the brake pedal 3, which means according to the desire of the driver to be controlled.
  • the actuation path of the brake pedal 3 is determined by means of a pedal travel sensor 11.
  • the control of the electromechanically actuated wheel brakes 2 is made decentralized by two electronic control units 15, which are each associated with an electromechanically actuated wheel brake 2.
  • the electromechanically actuatable wheel brakes 2 have a parking brake device 12, with which the wheel brakes can be locked in the clamped state in order to carry out a parking brake.
  • the parking brake device 12 can be controlled by means of a control element 13.
  • the control element 13 is designed as a button and has three switch positions for the commands “clamping”, “neutral” and “release”, wherein only the middle neutral position represents a stable switching position.
  • the present invention now provides that the output signals of the pedal travel sensor 11 are applied via a signal line 14 to the control element 13, wherein the signal line 14 is further led to the attached to the electromechanically actuated wheel brakes 2 control and regulating units 15 and the commands of Operating element 13 transmits.
  • both the source Signals of the pedal travel sensor 11 and the control signals of the control element 13 via the same signal line 14 fed to the electromechanically actuated wheel brakes 2. It is therefore a combined signal input.
  • the signal input is used to transmit the information from the control element 13 and at the same time to transmit the information about the position of the brake pedal 3. Due to the double use of the signal line to each control unit 15 on the wheel results as a side effect nor the monitoring of the signal line 14 itself on wire break and short circuit.
  • the plausibility of the signals is ensured by a redundant design of the pedal travel sensor 11 and the operating element 13, wherein in each case an information only one control and regulating unit 15 is supplied to the wheel.
  • the control and regulation unit 15 communicate with each other via a serial data bus, which is not shown in Fig. 1. Information about the just mentioned output signals of the pedal travel sensor 11 and of the control element 13 are also exchanged via this data bus and made plausible with the respective other.
  • the control and regulation units 15 thus carry out a plausibility check of the signals obtained by comparing the signal obtained with the signal of the other control and regulation unit 15.
  • the pedal travel sensor 11 is formed as a potentiometer, which supplies a voltage as an output signal.
  • the output signal of the pedal travel sensor 11 and the output signal of the operating element 13 are transmitted via the same signal line 14 to the two control and regulating units 15.
  • the control units 15 are labeled ECU- right and ECU-left, where ECU for Electronic Control unit is and the location information provides information about whether it is the control unit 15 on the left or right rear wheel of the motor vehicle.
  • both control units 15 communicate with each other via a serial data bus 16.
  • the state of ignition of the motor vehicle is applied to a line labeled IGN for "Ignition.” is.
  • the pedal travel information is recoded into two opposing voltages which, for example, move between 1/3 KL30 potential and 2/3 KL30 potential. These voltages are looped through the control element 13 in neutral position to the control and regulating units 15 and evaluated there analogously.
  • ground and KL30 potential are very low impedance connected to the control and regulating units 15. Even with potential offsets between the individual elements is still distinguishable due to the impedance test described below, whether it is a pedal travel information or control information.
  • Each control unit 15 may perform an impedance test by alternately loading the signal to ground and KL30.
  • a pedal travel sensor 11 is used with complementary current outputs.
  • the current values output by the pedal travel sensor 11 are also passed through the operating element 13.
  • the control element 13 in Fig. 3 still has a third switching level, which can be read by another controller.
  • a so-called I / V converter in the current mode of the pedal travel sensor 11, a current-proportional voltage signal is supplied to the A / D converter 17, and the voltage on the signal lines is maintained approximately at KL30 / 2. If the operating element 13 is actuated, the nominal conversion range of the combined I / V converter is undershot or exceeded and the corresponding voltage at the input is converted into logic signals which indicate an actuation of the operating element 13.
  • Both versions have in common that information about the way of the brake pedal 3 are only available when the control element 13 is not actuated.
  • This lack of information is functional but no restriction, since the pedal travel information is irrelevant when the control element 13 is operated when the motor vehicle is stationary: the motor vehicle is already standing and is being held at the current brake pressure.
  • an actuation of the operating element 13 while driving is an emergency braking situation and the braking is then controlled solely via the operating element 13.
  • the lack of information just described functionally means no restriction.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

The invention relates to a combined braking system, in particular, for motor vehicles, with hydraulically-operated wheel brakes on a first axle and electromechanically-operated wheel brakes on a second axle, the electromechanically-operated brakes being operated according to the controlled hydraulic pressure in the hydraulically-operated wheel brakes and/or according to output signals of a pedal travel sensor, recording the operating travel of a brake pedal and the electromechanically-operated wheel brakes comprise a parking brake device which may be controlled by means of an operating element. According to the invention, the number of signal lines may be reduced by supplying both the output signals from the pedal travel sensor (11) and the control signals from the operating element (13) over the same signal line (14) to the electromechanically-operated wheel brakes (2) on the second axle. By means of the above simple embodiment, merely one line needs installing for two signals.

Description

Kombinierte Fahrzeugbremsanlage mit hydraulisch und elekt- romechanisch betätigbaren RadbremsenCombined vehicle brake system with hydraulically and electro-mechanically actuated wheel brakes
Die vorliegende Erfindung betrifft eine kombinierte Fahrzeugbremsanlage, insbesondere für Kraftfahrzeuge, mit hydraulisch oder elektromechanisch betätigbaren Radbremsen an einer ersten Achse und mit elektromechanisch betätigbaren Radbremsen an einer zweiten Achse, wobei die elektromechanisch betätigbaren Radbremsen nach Maßgabe der Bremsanforderung in der ersten Achse und/oder nach Maßgabe von Ausgangssignalen eines Pedalwegsensors, der den Betätigungsweg eines Bremspedals ermittelt, betätigbar sind, und wobei die elektromechanisch betätigbaren Radbremsen eine Feststellbremsvorrichtung umfassen, die mit Hilfe eines Bedienelementes ansteuerbar ist.The present invention relates to a combined vehicle brake system, in particular for motor vehicles, with hydraulically or electromechanically actuated wheel brakes on a first axis and with electromechanically operable wheel brakes on a second axis, wherein the electromechanically actuated wheel brakes in accordance with the braking request in the first axis and / or in accordance with of output signals of a pedal travel sensor, which determines the actuation path of a brake pedal, can be actuated, and wherein the electromechanically actuatable wheel brakes comprise a parking brake device, which can be controlled by means of a control element.
Eine derartige kombinierte Fahrzeugbremsanlage ist beispielsweise aus der EP 1 175 322 Bl bekannt. Bei der vorbekannten Fahrzeugbremsanlage ist ein erster Bremskreis und ein zweiter Bremskreis jeweils einer Vorderrad- Radbremseinrichtung zugeordnet während ein dritter Bremskreis elektrische Aktuatoren aufweist. Angesteuert werden diese elektromechanischen Radbremseinheiten entweder direkt durch eine Fahrerwunscherfassung oder über den Bremsdruck der Vorderachse. Ferner ist eine Feststellbremse vorgesehen, welche auf die elektromechanischen Hinterrad- Radbremseinheiten wirkt. Die vorbekannte Fahrzeugbremsanlage führt also zwei separate Leitungen, eine Leitung für den Fahrerwunsch und eine weitere Leitung für die Feststellbremse, an die Hinterrad-Radbremseinheiten, was relativ aufwändig ist. Außerdem ist aus der US 2004/0135432 Al eine kombinierte Fahrzeugbremsanlage mit hydraulisch betätigbaren Radbremsen an der Vorderachse und mit elektromechanisch betätigbaren Radbremsen an der Hinterachse bekannt. Bei der vorbekannten Fahrzeugbremsanlage ist in einem weiteren Notbremskreis eine Feststellbremse angeordnet, über eine separate, elektrisch isolierte Leitung mit den Hinterachs-Radbremsen verbunden ist, was ebenfalls relativ aufwendig ist.Such a combined vehicle brake system is known for example from EP 1 175 322 Bl. In the previously known vehicle brake system, a first brake circuit and a second brake circuit are each associated with a front wheel brake device while a third brake circuit has electric actuators. These electromechanical wheel brake units are controlled either directly by a driver request detection or by the brake pressure of the front axle. Furthermore, a parking brake is provided, which acts on the electromechanical rear wheel Radbremseinheiten. The prior art vehicle brake system thus performs two separate lines, one line for the driver's request and another line for the parking brake, to the rear wheel-wheel brake units, which is relatively expensive. In addition, from US 2004/0135432 Al a combined vehicle brake system with hydraulically actuated wheel brakes on the front and with electromechanically actuated wheel brakes on the rear axle known. In the known vehicle brake system, a parking brake is arranged in a further emergency brake circuit, is connected via a separate, electrically insulated line with the rear wheel brakes, which is also relatively expensive.
Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde, eine kombinierte Fahrzeugbremsanlage der eingangs genannten Gattung dahingehend zu verbessern, dass deren Aufbau und insbesondere der Leitungsaufwand reduziert wird.The present invention is therefore an object of the invention to improve a combined vehicle brake system of the type mentioned in that the structure and in particular the power consumption is reduced.
Diese Aufgabe wird erfindungsgemäß durch eine Vorrichtung mit den Merkmalen des Anspruchs 1 gelöst. Dabei ist vorgesehen, dass sowohl die Ausgangssignale des Pedalwegsensors als auch die Ansteuersignale des Bedienelementes über dieselbe Signalleitung den elektromechanisch betätigbaren Radbremsen an der zweiten Achse zugeführt werden. Durch diese Maßnahme muss lediglich eine Leitung für zwei Signale gelegt werden.This object is achieved by a device having the features of claim 1. It is provided that both the output signals of the pedal travel sensor and the control signals of the control element via the same signal line the electromechanically actuated wheel brakes are supplied to the second axis. By this measure, only one line must be laid for two signals.
Weitere vorteilhafte Ausgestaltungen sind den Unteransprüchen entnehmbar. So ist in einer besonders vorteilhaften Weiterbildung des Erfindungsgegenstandes vorgesehen, dass den elektromechanisch betätigbaren Radbremsen jeweils eine eigene Steuer- und Regeleinheit zugeordnet ist und dass ein Datenbus zur Kommunikation zwischen den Steuer- und Regeleinheiten vorgesehen ist.Further advantageous embodiments are the dependent claims. Thus, it is provided in a particularly advantageous development of the subject invention that the electromechanically actuated wheel brakes each have their own control and regulation unit is assigned and that a data bus is provided for communication between the control and regulation units.
Bei einer besonders bevorzugten Ausführungsform des Erfindungsgegenstandes ist vorgesehen, dass die Ausgangssignale des Pedalwegsensors und die Ansteuersignale des Bedienelementes derart übertragen werden, dass sie von den Steuer- und Regeleinheiten unterscheidbar sind.In a particularly preferred embodiment of the subject invention, it is provided that the output signals the pedal travel sensor and the control signals of the control element are transmitted so that they are distinguishable from the control and regulation units.
Bei einer vorteilhaften Weiterbildung des Erfindungsgegenstandes ist vorgesehen, dass der Pedalwegsensor als redundantes Potentiometer oder redundanter Analogwertgeber ausgebildet ist, dessen Ausgangssignale in zwei gegenläufige Spannungswerte umkodiert werden. Bei einer alternativen Ausführungsform ist vorgesehen, dass die Ausgangssignale in komplementäre Stromwerte umkodiert werden.In an advantageous development of the subject invention, it is provided that the pedal travel sensor is designed as a redundant potentiometer or redundant analog value transmitter whose output signals are recoded into two opposing voltage values. In an alternative embodiment it is provided that the output signals are recoded into complementary current values.
Zur Durchführung einer Plausibilitätsprüfung der erhaltenen Signale wird das erhaltene Signal mit dem Signal der anderen Steuer- und Regeleinheit verglichen.To carry out a plausibility check of the signals obtained, the signal obtained is compared with the signal of the other control unit.
Bei einer besonders vorteilhaften Weiterbildung des Erfindungsgegenstandes ist vorgesehen, dass die Steuer- und Regeleinheiten eine Überwachung der Signalleitung, die die Ausgangssignale des Pedalwegsensors als auch die Ansteuersignale des Bedienelementes den elektromechanisch betätigbaren Radbremsen an der zweiten Achse zuführt, auf Drahtbruch und/oder Kurzschluss durchführen.In a particularly advantageous embodiment of the subject invention, it is provided that the control and regulating units perform a monitoring of the signal line, which supplies the output signals of the pedal travel sensor and the control signals of the control element to the electromechanically actuated wheel brakes on the second axis to wire breakage and / or short circuit.
Die Erfindung wird nachfolgend anhand zweier Ausführungsbeispiele im Zusammenhang mit der beiliegenden Zeichnung näher erläutert. In der Zeichnung zeigen:The invention will be explained in more detail with reference to two embodiments in conjunction with the accompanying drawings. In the drawing show:
Fig. 1 ein Schaltbild der erfindungsgemäßen Fahrzeugbremsanlage mit hydraulisch und elektromechanisch betätigbaren Radbremsen;1 is a circuit diagram of the vehicle brake system according to the invention with hydraulically and electromechanically actuated wheel brakes.
Fig. 2 ein Schaltplan einer ersten Ausführung der Erfin- dung mit einem Pedalwegpotentiometer, welches eine Spannung als Ausgangssignal liefert und2 shows a circuit diagram of a first embodiment of the invention. tion with a pedal travel potentiometer, which supplies a voltage as an output signal and
Fig. 3 ein Schaltplan einer zweiten Ausführung der Erfindung mit einem Pedalwegsensor, der einen Strom einprägt .Fig. 3 is a circuit diagram of a second embodiment of the invention with a pedal travel sensor, which impresses a current.
Ein Schaltplan der erfindungsgemäßen Fahrzeugbremsanlage ist in Fig. 1 dargestellt. Die erfindungsgemäße Fahrzeugbremsanlage weist einerseits hydraulisch betätigbare Radbremsen 1 und andererseits elektromechanisch betätigbare Radbremsen 2 aus. Die hydraulisch betätigbaren Radbremsen 1 sind an einer ersten Achse des Kraftfahrzeugs, der Vorderachse, angeordnet und werden mit Hilfe eines pedalbetätigten Vakuum-Bremskraftverstärker 4 mit nachgeschaltetem Hauptzylinder 5 mit hydraulischem Druckmittel beaufschlagt. Zu diesem Zweck sind die hydraulisch betätigbaren Radbremsen 1 unter Zwischenschaltung von Einlassventilen 8 über eine Hydraulikleitung 6 mit dem Hauptzylinder 5 verbunden. Bei einem Druckabbau wird das eingesteuerte Druckmittel ü- ber Auslassventile 7 in einen drucklosen Druckmittelvorratsbehälter 9 abgelassen. Zur Ermittlung des eingesteuerten hydraulischen Drucks und zur Durchführung von Regelvorgängen, wie etwa Blockierschutzregelungen, sind mehrere Drucksensoren 10 vorgesehen.A circuit diagram of the vehicle brake system according to the invention is shown in Fig. 1. The vehicle brake system according to the invention comprises, on the one hand, hydraulically actuable wheel brakes 1 and, on the other hand, electromechanically actuatable wheel brakes 2. The hydraulically actuated wheel brakes 1 are arranged on a first axis of the motor vehicle, the front axle, and are acted upon by means of a pedal-operated vacuum brake booster 4 with a downstream master cylinder 5 with hydraulic pressure medium. For this purpose, the hydraulically actuated wheel brakes 1 are connected with the interposition of intake valves 8 via a hydraulic line 6 to the master cylinder 5. When pressure is reduced, the controlled pressure medium is discharged via outlet valves 7 into a pressureless pressure medium reservoir 9. To determine the hydraulic pressure applied and to carry out control operations, such as anti-lock regulations, a plurality of pressure sensors 10 are provided.
Wie Fig. 1 weiterhin entnehmbar ist, sind an einer zweiten Achse, der Hinterachse des Kraftfahrzeugs, elektromechanisch betätigbare Radbremsen 2 angeordnet, die nach Maßgabe des in den hydraulisch betätigbaren Radbremsen 1 eingesteuerten hydraulischen Drucks betätigbar sind. Wie bereits erwähnt wird der in die hydraulisch betätigbaren Radbremsen 1 eingesteuerte Druck mit Hilfe der Drucksensoren 10 ermit- telt. Auf Grundlage dieses Druckwertes werden die elektro- mechanisch betätigbaren Radbremsen 2 an der Hinterachse angesteuert, d.h. unter Berücksichtigung einer Bremskraftver- teilungsfunktion zwischen Vorder- und Hinterachse wird eine Zuspannkraft der elektromechanisch betätigbaren Radbremsen 2 eingestellt. Außerdem können die elektromechanisch betätigbaren Radbremsen 2 nach Maßgabe des Betätigungsweges des Bremspedals 3, das bedeutet gemäß dem Wunsch des Fahrzeugführers, angesteuert werden. Dazu wird der Betätigungsweg des Bremspedals 3 mit Hilfe eines Pedalwegsensors 11 ermittelt. Die Ansteuerung der elektromechanisch betätigbaren Radbremsen 2 wird dezentral durch zwei elektronische Steuer- und Regeleinheiten 15 vorgenommen, die je einer elektromechanisch betätigbaren Radbremse 2 zugeordnet sind.1 is further removed, electromechanically actuated wheel brakes 2 are arranged on a second axis, the rear axle of the motor vehicle, which can be actuated in accordance with the hydraulic pressure applied in the hydraulically actuated wheel brakes 1. As already mentioned, the pressure introduced into the hydraulically actuated wheel brakes 1 is detected with the aid of the pressure sensors 10. telt. On the basis of this pressure value, the electromechanically actuatable wheel brakes 2 are actuated at the rear axle, ie taking into account a brake force distribution function between the front and rear axles, an application force of the electromechanically actuatable wheel brakes 2 is set. In addition, the electromechanically actuated wheel brakes 2 in accordance with the actuation path of the brake pedal 3, which means according to the desire of the driver to be controlled. For this purpose, the actuation path of the brake pedal 3 is determined by means of a pedal travel sensor 11. The control of the electromechanically actuated wheel brakes 2 is made decentralized by two electronic control units 15, which are each associated with an electromechanically actuated wheel brake 2.
Wie in Fig.l lediglich schematisch angedeutet ist, weisen die elektromechanisch betätigbaren Radbremsen 2 eine Feststellbremsvorrichtung 12 auf, mit der die Radbremsen zur Durchführung einer Feststellbremsung im zugespannten Zustand verriegelbar sind. Die Feststellbremsvorrichtung 12 ist mit Hilfe eines Bedienelementes 13 ansteuerbar. Das Bedienelement 13 ist als Taster ausgebildet und weist drei Schaltstellungen für die Befehle „Spannen", „Neutral" und „Lösen" auf, wobei lediglich die mittlere Neutralstellung eine stabile Schaltstellung darstellt.As is indicated only schematically in FIG. 1, the electromechanically actuatable wheel brakes 2 have a parking brake device 12, with which the wheel brakes can be locked in the clamped state in order to carry out a parking brake. The parking brake device 12 can be controlled by means of a control element 13. The control element 13 is designed as a button and has three switch positions for the commands "clamping", "neutral" and "release", wherein only the middle neutral position represents a stable switching position.
Die vorliegende Erfindung sieht nun vor, dass die Ausgangssignale des Pedalwegsensors 11 über eine Signalleitung 14 auf das Bedienelement 13 gegeben werden, wobei die Signalleitung 14 weiter zu den an den elektromechanisch betätigbaren Radbremsen 2 angebrachten Steuer- und Regeleinheiten 15 geführt wird und auch die Befehle des Bedienelementes 13 überträgt. Mit anderen Worten werden sowohl die Ausgangs- Signale des Pedalwegsensors 11 als auch die Ansteuersignale des Bedienelementes 13 über dieselbe Signalleitung 14 den elektromechanisch betätigbaren Radbremsen 2 zugeführt. Es handelt sich also um einen kombinierten Signaleingang. Der Signaleingang dient zur Übermittlung der Information von dem Bedienelement 13 und gleichzeitig zur Übermittlung der Information über die Stellung des Bremspedals 3. Durch die doppelte Nutzung der Signalleitung zu jeder Steuer- und Regeleinheit 15 am Rad ergibt sich als Nebeneffekt noch die Überwachung der Signalleitung 14 selber auf Drahtbruch und Kurzschluss. Die Plausibilität der Signale wird durch eine redundante Ausführung des Pedalwegsensors 11 und des Bedienelementes 13 gewährleistet, wobei jeweils eine Information nur einer Steuer- und Regeleinheit 15 am Rad zugeführt wird. Die Steuer- und Regeleinheit 15 kommunizieren untereinander über einen seriellen Datenbus, der in Fig. 1 nicht dargestellt ist. Über diesen Datenbus werden auch Informationen über die eben erwähnten Ausgangssignale des Pedalwegsensors 11 und des Bedienelementes 13 ausgetauscht und diese mit dem jeweils anderen plausibilisiert . Die Steuer- und Regeleinheiten 15 führen also eine Plausibilitätsprü- fung der erhaltenen Signale durch, indem das erhaltene Signal mit dem Signal der anderen Steuer- und Regeleinheit 15 verglichen wird.The present invention now provides that the output signals of the pedal travel sensor 11 are applied via a signal line 14 to the control element 13, wherein the signal line 14 is further led to the attached to the electromechanically actuated wheel brakes 2 control and regulating units 15 and the commands of Operating element 13 transmits. In other words, both the source Signals of the pedal travel sensor 11 and the control signals of the control element 13 via the same signal line 14 fed to the electromechanically actuated wheel brakes 2. It is therefore a combined signal input. The signal input is used to transmit the information from the control element 13 and at the same time to transmit the information about the position of the brake pedal 3. Due to the double use of the signal line to each control unit 15 on the wheel results as a side effect nor the monitoring of the signal line 14 itself on wire break and short circuit. The plausibility of the signals is ensured by a redundant design of the pedal travel sensor 11 and the operating element 13, wherein in each case an information only one control and regulating unit 15 is supplied to the wheel. The control and regulation unit 15 communicate with each other via a serial data bus, which is not shown in Fig. 1. Information about the just mentioned output signals of the pedal travel sensor 11 and of the control element 13 are also exchanged via this data bus and made plausible with the respective other. The control and regulation units 15 thus carry out a plausibility check of the signals obtained by comparing the signal obtained with the signal of the other control and regulation unit 15.
Bei der in Fig. 2 dargestellten, ersten Ausführungsform ist der Pedalwegsensor 11 als Potentiometer ausgebildet, welches eine Spannung als Ausgangssignal liefert. Wie bereits erwähnt wird das Ausgangssignal des Pedalwegsensors 11 und das Ausgangssignal des Bedienelements 13 über dieselbe Signalleitung 14 an die beiden Steuer- und Regeleinheiten 15 übertragen. Die Steuer- und Regeleinheiten 15 sind mit ECU- rechts und ECU-links bezeichnet, wobei ECU für Electronic Control Unit steht und die Ortsangabe Aufschluss darüber gibt, ob es sich um die Steuer- und Regeleinheit 15 am linken oder rechten Hinterrad des Kraftfahrzeugs handelt. Wie bereits erwähnt stehen beide Steuer- und Regeleinheiten 15 über einen seriellen Datenbus 16 miteinander in Verbindung. Außerdem weisen sie jeweils einen A/D-Wandler 17 auf. In Fig. 2 sind außerdem die Versorgungsleitung, die mit KL30 gekennzeichnet ist und das Massepotential, das mit GND für „Ground" bezeichnet ist, dargestellt. Der Zustand der Zündung des Kraftfahrzeuges liegt an einer Leitung an, die mit IGN für „Ignition" gekennzeichnet ist.In the first embodiment shown in Fig. 2, the pedal travel sensor 11 is formed as a potentiometer, which supplies a voltage as an output signal. As already mentioned, the output signal of the pedal travel sensor 11 and the output signal of the operating element 13 are transmitted via the same signal line 14 to the two control and regulating units 15. The control units 15 are labeled ECU- right and ECU-left, where ECU for Electronic Control unit is and the location information provides information about whether it is the control unit 15 on the left or right rear wheel of the motor vehicle. As already mentioned, both control units 15 communicate with each other via a serial data bus 16. In addition, they each have an A / D converter 17. Also shown in Fig. 2 is the supply line labeled KL30 and the ground potential labeled GND for "Ground." The state of ignition of the motor vehicle is applied to a line labeled IGN for "Ignition." is.
Bei der ersten Ausführung gemäß Fig. 2 wird die Pedalweg- Information in zwei gegenläufige Spannungen umkodiert, die sich beispielsweise zwischen 1/3 KL30-Potential und 2/3 KL30-Potential bewegen. Diese Spannungen werden durch das Bedienelement 13 in Neutralstellung zu den Steuer- und Regeleinheiten 15 durchgeschleift und dort analog ausgewertet. Im Falle der Betätigung des Bedienelementes 13 werden Masse- und KL30-Potential sehr niederohmig auf die Steuer- und Regeleinheiten 15 geschaltet. Auch bei Potentialversätzen zwischen den einzelnen Elementen ist aufgrund des nachfolgend beschriebenen Impedanztests immer noch unterscheidbar, ob es sich um eine Pedalweginformation oder Bedienelementinformation handelt. Jede Steuer- und Regeleinheit 15 kann einen Impedanztest durchführen, indem das Signal wechselweise nach Masse und KL30 belastet wird. Aus dem sich einstellenden Potentialsprung kann auf Betätigung des Bedienelements 13 im niederohmigen Bereich oder auf ein Ausgangssignal des Pedalwegsensors 11 im hochohmigen Bereich geschlossen werden. Erst, wenn alle Informationen zusammen passen, wird das entsprechende Kommando ausgeführt. Bei der in Fig. 2 dargestellten, zweiten Ausführung wird ein Pedalwegsensor 11 mit komplementären Stromausgängen verwendet. Die vom Pedalwegsensor 11 ausgegebenen Stromwerte werden ebenso durch das Bedienelement 13 hindurchgeleitet. Das Bedienelement 13 in Fig. 3 weist noch eine dritte Schaltebene auf, die durch ein weiteres Steuergerät gelesen werden kann. Durch einen kombinierten Wandler, einen sogenannten I/U -^ U-Wandler, wird in der Strombetriebsart des Pedalwegsensors 11 dem A/D-Wandler 17 ein stromproportionales Spannungssignal geliefert und die Spannung an den Signalleitungen ungefähr auf KL30/2 gehalten. Wird das Bedienelement 13 betätigt, so wird der nominale Wandlungsbereich des kombinierten I/U -^ U-Wandlers unter- oder überschritten und die entsprechende Spannung am Eingang wird in logische Signale umgesetzt, die eine Betätigung des Bedienelementes 13 anzeigen.In the first embodiment according to FIG. 2, the pedal travel information is recoded into two opposing voltages which, for example, move between 1/3 KL30 potential and 2/3 KL30 potential. These voltages are looped through the control element 13 in neutral position to the control and regulating units 15 and evaluated there analogously. In the case of actuation of the control element 13 ground and KL30 potential are very low impedance connected to the control and regulating units 15. Even with potential offsets between the individual elements is still distinguishable due to the impedance test described below, whether it is a pedal travel information or control information. Each control unit 15 may perform an impedance test by alternately loading the signal to ground and KL30. From the self-adjusting potential jump can be closed in the high-impedance range on actuation of the control element 13 in the low-resistance range or to an output signal of the pedal travel sensor 11. Only when all the information matches is the corresponding command executed. In the second embodiment shown in Fig. 2, a pedal travel sensor 11 is used with complementary current outputs. The current values output by the pedal travel sensor 11 are also passed through the operating element 13. The control element 13 in Fig. 3 still has a third switching level, which can be read by another controller. By a combined converter, a so-called I / V converter, in the current mode of the pedal travel sensor 11, a current-proportional voltage signal is supplied to the A / D converter 17, and the voltage on the signal lines is maintained approximately at KL30 / 2. If the operating element 13 is actuated, the nominal conversion range of the combined I / V converter is undershot or exceeded and the corresponding voltage at the input is converted into logic signals which indicate an actuation of the operating element 13.
Beide Ausführungen haben gemeinsam, dass Informationen über den Weg des Bremspedals 3 nur dann zur Verfügung stehen, wenn das Bedienelement 13 nicht betätigt wird. Dieser Informationsmangel ist funktional jedoch keine Einschränkung, da die Pedalweginformation bei der Betätigung des Bedienelementes 13 im Stillstand des Kraftfahrzeuges irrelevant ist: Das Kraftfahrzeug steht bereits und wird mit dem aktuellen Bremsdruck gehalten. Bei einer Betätigung des Bedienelementes 13 während der Fahrt handelt es sich dagegen um eine Notbremssituation und die Bremsung wird dann alleine über das Bedienelement 13 gesteuert. Auch in diesem Fall bedeutet der eben beschriebene Informationsmangel funktional keine Einschränkung.Both versions have in common that information about the way of the brake pedal 3 are only available when the control element 13 is not actuated. This lack of information is functional but no restriction, since the pedal travel information is irrelevant when the control element 13 is operated when the motor vehicle is stationary: the motor vehicle is already standing and is being held at the current brake pressure. On the other hand, an actuation of the operating element 13 while driving is an emergency braking situation and the braking is then controlled solely via the operating element 13. Even in this case, the lack of information just described functionally means no restriction.
Durch die anhand von Fig. 2 und 3 beschriebenen Anordnungen werden ein Sensorelement und ein Bedienelement, die jeweils nur zeitlich nacheinander benötigt werden, so kombiniert, dass die Summe der nötigen Signalleitungen minimal wird. Die technischen Vorteile der beschriebenen Ausführungen liegen in der Einfachheit der Anordnung und der Tatsache, dass zu jeder Steuer- und Regeleinheit 15 am Rad nur eine Signalleitung 14 für zwei Signale gelegt werden muss. By the arrangements described with reference to FIGS. 2 and 3, a sensor element and a control element, respectively only needed in time, so combined that the sum of the necessary signal lines is minimal. The technical advantages of the described embodiments lie in the simplicity of the arrangement and the fact that only one signal line 14 has to be connected to each control unit 15 on the wheel for two signals.
BezugszeichenlisteLIST OF REFERENCE NUMBERS
1 hydraulisch betätigbare Radbremsen1 hydraulically operated wheel brakes
2 elektromechanisch betätigbare Radbremsen2 electromechanically actuated wheel brakes
3 Bremspedal3 brake pedal
4 Bremskraftverstärker4 brake booster
5 Hauptzylinder5 master cylinders
6 hydraulische Leitung6 hydraulic line
7 Auslassventile7 exhaust valves
8 Einlassventile8 intake valves
9 Druckmittelvorratsbehälter9 pressure medium reservoir
10 Drucksensor10 pressure sensor
11 Pedalwegsensor11 pedal travel sensor
12 Feststellbremsvorrichtung12 Parking brake device
13 Bedienelement13 control element
14 Signalleitung14 signal line
15 Steuer- und Regeleinheit15 control unit
16 Datenbus16 data bus
17 A/D-Wandler17 A / D converter
18 Wandler 18 transducers

Claims

Patentansprüche claims
1. Kombinierte Fahrzeugbremsanlage, insbesondere für Kraftfahrzeuge, mit elektromechanisch oder hydraulisch betätigbaren Radbremsen (1) an einer ersten Achse und mit elektromechanisch betätigbaren Radbremsen (2) an einer zweiten Achse, wobei die elektromechanisch betätigbaren Radbremsen (2) nach Maßgabe der an den Radbremsen (1) eingesteuerten Bremsanforderung bzw. daraus abgeleiteter Daten über einen Fahrzeugbus (z.B. CAN) und/oder nach Maßgabe von Ausgangssignalen eines Pedalwegsensors (11) , der den Betätigungsweg eines Bremspedals (3) ermittelt, betätigbar sind, und wobei die elektromechanisch betätigbaren Radbremsen (2) eine Feststellbremsvorrichtung (12) umfassen, die mit Hilfe eines Bedienelementes (13) ansteuerbar ist, dadurch gekennzeichnet, dass sowohl die Ausgangssignale mindestens eines Pedalwegsensors (11) als auch die Ansteuersignale des Bedienelementes (13) über dieselbe Signalleitung (14) den elektromechanisch betätigbaren Radbremsen (2) an der zweiten Achse zugeführt werden.1. A combined vehicle brake system, in particular for motor vehicles, with electromechanically or hydraulically actuated wheel brakes (1) on a first axis and with electromechanically actuable wheel brakes (2) on a second axis, wherein the electromechanically actuated wheel brakes (2) in accordance with the at the wheel brakes ( 1) controlled braking request or derived therefrom data via a vehicle bus (eg CAN) and / or in accordance with output signals of a pedal travel sensor (11), which determines the actuation of a brake pedal (3), actuated, and wherein the electromechanically actuated wheel brakes (2 ) comprise a parking brake device (12), which is controllable by means of a control element (13), characterized in that both the output signals of at least one pedal travel sensor (11) and the control signals of the control element (13) via the same signal line (14) electromechanically operable Wheel brakes (2) on the second axle be supplied.
2. Kombinierte Fahrzeugbremsanlage nach Anspruch 1, dadurch gekennzeichnet, dass den elektromechanisch betätigbaren Radbremsen (2) jeweils eine eigene Steuer- und Regeleinheit (15) zugeordnet ist und dass ein Datenbus (16) zur Kommunikation zwischen den Steuer- und Regeleinheiten (15) vorgesehen ist.2. Combined vehicle brake system according to claim 1, characterized in that the electromechanically actuated wheel brakes (2) each have their own control and regulation unit (15) is assigned and that a data bus (16) for communication between the control and regulation units (15) is.
3. Kombinierte Fahrzeugbremsanlage nach Anspruch 2, dadurch gekennzeichnet, dass die Ausgangssignale des Pedalwegsensors (11) und die Ansteuersignale des Bedien- elementes (13) derart übertragen werden, dass sie von den Steuer- und Regeleinheiten (15) unterscheidbar sind.3. Combined vehicle brake system according to claim 2, characterized in that the output signals of the pedal travel sensor (11) and the control signals of the operating element (13) are transmitted in such a way that they are distinguishable from the control and regulation units (15).
4. Kombinierte Fahrzeugbremsanlage nach Anspruch 3, dadurch gekennzeichnet, dass der Pedalwegsensor (11) als Potentiometer oder Analogwertgeber ausgebildet ist, dessen Ausgangssignale in zwei gegenläufige Spannungswerte umkodiert werden.4. Combined vehicle brake system according to claim 3, characterized in that the pedal travel sensor (11) is designed as a potentiometer or analog value transmitter whose output signals are transcoded into two opposing voltage values.
5. Kombinierte Fahrzeugbremsanlage nach Anspruch 3, dadurch gekennzeichnet, dass der Pedalwegsensor (11) als Potentiometer oder Analogwertgeber ausgebildet ist, dessen Ausgangssignale in komplementäre Stromwerte umkodiert werden.5. Combined vehicle brake system according to claim 3, characterized in that the pedal travel sensor (11) is designed as a potentiometer or analog value transmitter whose output signals are recoded into complementary current values.
6. Kombinierte Fahrzeugbremsanlage nach einem der Ansprüche 2 bis 5, dadurch gekennzeichnet, dass die Steuer- und Regeleinheiten (15) eine Plausibilitätsprüfung der erhaltenen Signale durchführen, indem das erhaltene Signal mit dem Signal der anderen Steuer- und Regeleinheit (15) verglichen wird.6. Combined vehicle brake system according to one of claims 2 to 5, characterized in that the control and regulation units (15) perform a plausibility check of the signals obtained by the obtained signal with the signal of the other control and regulation unit (15) is compared.
7. Kombinierte Fahrzeugbremsanlage nach einem der Ansprüche 2 bis 6, dadurch gekennzeichnet, dass die Steuer- und Regeleinheiten (15) eine Überwachung der Signalleitung, die die Ausgangssignale des Pedalwegsensors (11) als auch die Ansteuersignale des Bedienelementes (13) den elektromechanisch betätigbaren Radbremsen (2) an der zweiten Achse zuführt, auf Drahtbruch und/oder Kurzschluss durchführen. 7. Combined vehicle brake system according to one of claims 2 to 6, characterized in that the control and regulating units (15) monitoring the signal line, the output signals of the pedal travel sensor (11) and the control signals of the operating element (13) the electromechanically actuated wheel brakes (2) feeds on the second axis, for wire breakage and / or short circuit.
EP06764281A 2005-08-02 2006-08-01 Combined vehicle braking system with hydraulically and electromechanically operated wheel brakes Withdrawn EP1912841A1 (en)

Applications Claiming Priority (3)

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DE102005036237 2005-08-02
DE102006035913A DE102006035913A1 (en) 2005-08-02 2006-07-31 Combined vehicle brake system with hydraulically and electromechanically actuated wheel brakes
PCT/EP2006/064908 WO2007014952A1 (en) 2005-08-02 2006-08-01 Combined vehicle braking system with hydraulically and electromechanically operated wheel brakes

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