EP2094544A2 - Parking brake device - Google Patents

Parking brake device

Info

Publication number
EP2094544A2
EP2094544A2 EP07821625A EP07821625A EP2094544A2 EP 2094544 A2 EP2094544 A2 EP 2094544A2 EP 07821625 A EP07821625 A EP 07821625A EP 07821625 A EP07821625 A EP 07821625A EP 2094544 A2 EP2094544 A2 EP 2094544A2
Authority
EP
European Patent Office
Prior art keywords
parking brake
angle
path
brake device
control unit
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Withdrawn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
EP07821625A
Other languages
German (de)
French (fr)
Inventor
Richard Schneider
Franz Brandl
Giampietro Brustolin
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.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AT17962006A external-priority patent/AT502237B1/en
Priority claimed from AT0206506A external-priority patent/AT502912B1/en
Application filed by AVL List GmbH filed Critical AVL List GmbH
Priority to EP10168727A priority Critical patent/EP2230501B1/en
Publication of EP2094544A2 publication Critical patent/EP2094544A2/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • B60T7/085—Brake-action initiating means for personal initiation hand actuated by electrical means, e.g. travel, force sensors
    • 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
    • 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
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/12—Testing internal-combustion engines by monitoring vibrations
    • 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
    • B60L2240/30—Parking brake position
    • 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
    • B60L2250/24—Driver interactions by lever actuation
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions

Definitions

  • the invention relates to a parking brake device, in particular hand brake device, for a vehicle with at least one electric machine in a drive train and at least one electrical energy storage, with an actuating lever which is connected via a preferably formed by a rope or a rod transmission means with at least one parking brake. Furthermore, the invention relates to a method for recovering the braking energy during a braking operation of a vehicle. Furthermore, the invention relates to a method for acoustic quality control and analysis of an acoustic signature of an internal combustion engine.
  • the parking brakes of a vehicle must be able to bring a vehicle to a halt in case of failure of the service brake as a gradual operated auxiliary brakes. Regionally different, this function is also used by default for braking, preferably to bring the vehicle to a halt from low speeds in front of a traffic light or in traffic jams.
  • Systems for recovering braking energy typically respond to actuation of the service brake and may then direct a portion of the braking energy into a reservoir.
  • Such systems are known for example from WO 00/58121 Al or JP 2002-283986 Al.
  • acoustic quality control of internal combustion engines at the end of production is usually by subjective listening to the airborne sound radiation of an internal combustion engine at different operating conditions (hot and cold tests) on engine-internal error (too big games, missing parts, etc.) closed.
  • the subjective interception can also be replaced by metrological analysis of airborne sound, engine vibrations or other signals, such as the oil pressure curve.
  • acoustically poor, but fully functional flawless internal combustion engines can be separated from acoustically "good” internal combustion engines by means of these methods.
  • Acoustic "bad” internal combustion engines have, for example, a rough engine noise or a gear rattle or the like. In some cases, these processes require a large number of operating states in order to be able to separate "good” from “bad” or “incorrect” from "not defective". Sometimes these are Nevertheless, the procedure is not sufficiently meaningful to be able to make meaningful statements.
  • the object of the invention is to avoid these disadvantages and to enable a recovery of the braking energy when the parking brake is actuated.
  • a further object of the invention is to avoid these disadvantages and to enable an acoustic and reliable quality control in the simplest possible way.
  • this is achieved in that at least one associated with an electrical control unit travel or rotation angle sensor for detecting the path or rotation angle of the actuating lever is provided, via the control unit, the electric machine can be operated as a generator and an electric braking torque to the drive train can be applied , and wherein preferably the control unit is connected to at least one sensor for detecting the driving speed.
  • control unit is connected to at least one measuring device for detecting the state of charge of the electrical storage.
  • the method according to the invention for recovering the braking energy when the parking brake is actuated provides that the electric machine is operated as a generator from a defined first path or angle of the actuating lever of the parking brake device and an electrical braking torque is generated in the drive train by the electric machine, wherein preferably a mechanical, hydraulic or pneumatic parking brake can be activated from a defined second path or angle of the actuating lever, and wherein preferably the second path or angle is greater than the first path or angle.
  • the electric braking torque is generated only when the speed of the vehicle exceeds a defined threshold.
  • a further embodiment of the invention provides that the electrical braking torque is generated only when the state of charge of the electrical memory falls below a defined threshold.
  • the acoustic response of the internal combustion engine is temporarily increased by changing the excitation by means of an electronic control unit, wherein the combustion in at least one cylinder to increase the acoustic response is switched off.
  • the combustion in at least one cylinder to increase the acoustic response is switched off.
  • a group of cylinders is switched off. The shutdown of the combustion can be done by preventing the fuel injection and / or by suppressing the ignition.
  • the evaluation of the acoustic response is carried out by metrological analysis of at least one indicative signal, preferably the airborne sound, the engine vibrations and / or the oil pressure curve.
  • the method according to the invention utilizes the electronic control (ECU) commonly found in today's vehicle engines to generate acoustic excitation phenomena that are not present in normal engine operation, since the acoustic response to manufacturing errors or disturbing engine noise (acoustically poor Engines) directly from the excitation by mechanical and combustion pressure-related processes in the internal combustion engine depends.
  • ECU electronice control
  • the acoustic excitation of the internal combustion engine is in each case massively changed and can be adapted in a targeted manner to the respective acoustic phenomenon to be detected (for example fault or acoustically poor engine noise).
  • Errors or acoustically bad engine noise can thus be detected much more clearly and efficiently, as well as in a shorter time.
  • FIGS. Show it : 1 shows a parking brake device according to the invention a schematic representation.
  • FIGS. 4 to 7 show various parameters as a function of the angle of rotation of the handbrake.
  • the actuating lever 1 is shown schematically designed as a hand brake device parking brake device 30.
  • the actuating lever 1 is rotatably mounted about a rotation axis 2, to which a sensor 3 is mounted, which can determine the rotational angle ⁇ of the actuating lever 1.
  • This sensor 3 is read by a control unit 4, in which the program for controlling the brake energy recovery is stored.
  • the control unit 4 acts via an inverter 5 on an electric machine 6, which is mechanically coupled to the wheels of the vehicle 7 via a drive train 10.
  • the device of the parking brake 8 is connected via a transmission means 9, for example a rope or a rod, with the actuating lever 1 of the hand brake device.
  • the actuating lever 1 has - starting from its rest position - a definable empty angle ⁇ 2 - ⁇ i, within which the mechanical parking brake has no effect.
  • the first angle ⁇ i is the angle at which the electric braking torque is activated. This first angle ⁇ i can also be zero.
  • the mechanical parking brake 8 responds. In the entire angular range, the exact position of the actuating lever 1 is measured by the sensor 3 and this size is forwarded to the control unit 4.
  • the voltage U Ba t of the electrical memory 11 and the vehicle speed a setpoint value for a braking torque to be applied by the electric machine 6 is calculated.
  • the sequence of the method for determining the angle of rotation ⁇ is shown schematically.
  • the current raw value ⁇ RA w of the angle ⁇ , as well as the previously occurred angle ⁇ M ⁇ n is read in steps 21, 22. It is constantly checked whether the current read raw value (X RAW is smaller than the previously occurred minimum angle value ⁇ M iN- Is the raw value ⁇ RA w smaller than the minimum angle value ⁇ M iN (case "Y"), then the minimum Angle value ⁇ M iN is set to the new value read in. The current angle value results as the difference between the read-in and the minimum angle value.
  • FIG. 3 describes the calculation of the braking power to be applied by the electric machine 6.
  • the algorithm is activated for an angle value ⁇ which is greater than an applicable value (X START -
  • the braking power P is calculated as the product of the parameters Pi, P 2 , P3, P 4 , which in turn are functions and qualitatively as in the The functions are stored as programmable and calibratable characteristic curves, whereby the parameter P 1 is a function of the angle ⁇ , the parameter P 2 is a function of the vehicle speed V FZG -
  • the parameter P 3 represents the Depending on the battery voltage U Ba t. This characteristic is set so that the braking power of the electric machine 6 is toregelt no later than the maximum allowed charge content SOC MAX , to avoid damage to the electrical storage 11.
  • the parameter P 4 allows a ramped use of the braking force as a function of time t to optimize drivability.
  • the calculated braking force or braking power P is then limited by a calibratable value P MAX .

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • General Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Testing Of Engines (AREA)
  • Braking Systems And Boosters (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a parking brake device (30), in particular handbrake device, for a vehicle having at least one electric machine (6) in a drive train (10) and at least one electric energy store (11), having an activation lever (1) which is connected to at least one parking brake (8) via a transmission means (9) which is preferably formed by means of a cable or a rod. In order to recover the braking energy, there is provision for at least one sensor (3) which is connected to an electric control unit to be provided for sensing the travel or rotary angle (α) of the activation lever (1), wherein the electric machine (6) can be operated as a generator by means of the control unit (4) and an electric braking torque can be applied to the drive train (10).

Description

Feststellbremseinrichtung Parking brake device
Die Erfindung betrifft eine Feststellbremseinrichtung, insbesondere Handbremseinrichtung, für ein Fahrzeug mit zumindest einer elektrischen Maschine in einem Antriebsstrang und zumindest einem elektrischen Energiespeicher, mit einem Betätigungshebel, welcher über ein vorzugsweise durch ein Seil oder eine Stange gebildetes Übertragungsmittel mit zumindest einer Feststellbremse verbunden ist. Weiters betrifft die Erfindung ein Verfahren zur Rückgewinnung der Bremsenergie bei einem Bremsvorgang eines Fahrzeuges. Ferner betrifft die Erfindung ein Verfahren zur akustischen Qualitätskontrolle und zur Analyse einer akustischen Signatur einer Brennkraftmaschine.The invention relates to a parking brake device, in particular hand brake device, for a vehicle with at least one electric machine in a drive train and at least one electrical energy storage, with an actuating lever which is connected via a preferably formed by a rope or a rod transmission means with at least one parking brake. Furthermore, the invention relates to a method for recovering the braking energy during a braking operation of a vehicle. Furthermore, the invention relates to a method for acoustic quality control and analysis of an acoustic signature of an internal combustion engine.
Die Feststellbremsen eines Fahrzeuges müssen bei Ausfall der Betriebsbremse als abgestuft bedienbare Hilfsbremsen ein Fahrzeug zum Stehen bringen können. Regional verschieden wird diese Funktion auch standardmäßig zum Bremsen benutzt, vorzugsweise um aus geringen Geschwindigkeiten vor einer Ampel oder in Stausituationen das Fahrzeug zum Stillstand zu bringen.The parking brakes of a vehicle must be able to bring a vehicle to a halt in case of failure of the service brake as a gradual operated auxiliary brakes. Regionally different, this function is also used by default for braking, preferably to bring the vehicle to a halt from low speeds in front of a traffic light or in traffic jams.
Systeme zur Rückgewinnung von Bremsenergie reagieren üblicherweise auf eine Betätigung der Betriebsbremse und können dann einen Anteil der Bremsenergie in einen Speicher leiten. Derartige Systeme sind beispielsweise aus der WO 00/58121 Al oder der JP 2002-283986 Al bekannt.Systems for recovering braking energy typically respond to actuation of the service brake and may then direct a portion of the braking energy into a reservoir. Such systems are known for example from WO 00/58121 Al or JP 2002-283986 Al.
Wird das Fahrzeug mit einer Feststellbremse zum Stillstand gebracht, so können derzeitige Systeme zur Rückgewinnung der Bremsenergie nicht darauf reagieren, wodurch Energie verloren geht.If the vehicle is brought to a standstill with a parking brake, current systems for recovering the braking energy can not react to it, thereby losing energy.
In der akustischen Qualitätskontrolle von Brennkraftmaschinen am Ende der Fertigung wird normalerweise durch subjektives Abhören der Luftschallabstrahlung einer Brennkraftmaschine bei verschiedenen Betriebszuständen (Heiß- und Kalttests) auf motorinterne Fehler (zu große Spiele, fehlende Teile, etc.) geschlossen. Das subjektive Abhören kann auch durch messtechnische Analyse des Luftschalls, der Motorschwingungen oder anderer Signale, wie zum Beispiel des Öldruckverlaufs, ersetzt werden. Zusätzlich können mittels dieser Verfahren auch akustisch schlechte, aber voll funktionsfähige fehlerlose Brennkraftmaschinen von akustisch "guten" Brennkraftmaschinen getrennt werden. Akustisch "schlechte" Brennkraftmaschinen weisen beispielsweise ein raues Motorgeräusch oder ein Zahnradrasseln oder dergleichen auf. Für diese Verfahren sind teilweise eine große Anzahl von Betriebszuständen notwendig, um "gut" von "schlecht" oder "fehlerhaft" von "nicht fehlerhaft" trennen zu können. Manchmal sind diese Verfahren trotzdem zu wenig aussagekräftig, um überhaupt zielsichere Aussagen machen zu können.In the acoustic quality control of internal combustion engines at the end of production is usually by subjective listening to the airborne sound radiation of an internal combustion engine at different operating conditions (hot and cold tests) on engine-internal error (too big games, missing parts, etc.) closed. The subjective interception can also be replaced by metrological analysis of airborne sound, engine vibrations or other signals, such as the oil pressure curve. In addition, acoustically poor, but fully functional flawless internal combustion engines can be separated from acoustically "good" internal combustion engines by means of these methods. Acoustic "bad" internal combustion engines have, for example, a rough engine noise or a gear rattle or the like. In some cases, these processes require a large number of operating states in order to be able to separate "good" from "bad" or "incorrect" from "not defective". Sometimes these are Nevertheless, the procedure is not sufficiently meaningful to be able to make meaningful statements.
Aufgabe der Erfindung ist es, diese Nachteile zu vermeiden und eine Rückgewinnung der Bremsenergie bei Betätigung der Feststellbremse zu ermöglichen. Eine weitere Aufgabe der Erfindung ist es, diese Nachteile zu vermeiden und auf möglichst einfache Weise eine akustische und zuverlässige Qualitätskontrolle zu ermöglichen.The object of the invention is to avoid these disadvantages and to enable a recovery of the braking energy when the parking brake is actuated. A further object of the invention is to avoid these disadvantages and to enable an acoustic and reliable quality control in the simplest possible way.
Erfindungsgemäß wird dies dadurch erreicht, dass zumindest ein mit einer elektrischen Steuereinheit verbundener Weg- oder Drehwinkel-Sensor zum Erfassen des Weges oder Drehwinkels des Betätigungshebels vorgesehen ist, wobei über die Steuereinheit die elektrische Maschine als Generator betreibbar und ein elektrisches Bremsmoment auf den Antriebsstrang aufbringbar ist, und wobei vorzugsweise die Steuereinheit mit zumindest einem Sensor zur Erfassung der Fahrgeschwindigkeit verbunden ist.According to the invention this is achieved in that at least one associated with an electrical control unit travel or rotation angle sensor for detecting the path or rotation angle of the actuating lever is provided, via the control unit, the electric machine can be operated as a generator and an electric braking torque to the drive train can be applied , and wherein preferably the control unit is connected to at least one sensor for detecting the driving speed.
Weiter kann vorgesehen sein, dass die Steuereinheit mit zumindest einer Messeinrichtung zur Erfassung des Ladezustandes des elektrischen Speichers verbunden ist.It can further be provided that the control unit is connected to at least one measuring device for detecting the state of charge of the electrical storage.
Das erfindungsgemäße Verfahren zur Rückgewinnung der Bremsenergie bei Betätigen der Feststellbremse sieht vor, dass ab einem definierten ersten Weg oder Winkel des Betätigungshebels der Feststellbremseinrichtung die elektrische Maschine generatorisch betrieben wird und durch die elektrische Maschine ein elektrisches Bremsmoment im Antriebsstrang erzeugt wird, wobei vorzugsweise eine mechanische, hydraulische oder pneumatische Feststellbremse ab einem definierten zweiten Weg oder Winkel des Betätigungshebels aktivierbar ist, und wobei vorzugsweise der zweite Weg oder Winkel größer ist als der erste Weg bzw. Winkel.The method according to the invention for recovering the braking energy when the parking brake is actuated provides that the electric machine is operated as a generator from a defined first path or angle of the actuating lever of the parking brake device and an electrical braking torque is generated in the drive train by the electric machine, wherein preferably a mechanical, hydraulic or pneumatic parking brake can be activated from a defined second path or angle of the actuating lever, and wherein preferably the second path or angle is greater than the first path or angle.
Im Rahmen der Erfindung kann weiters vorgesehen sein, dass das elektrische Bremsmoment nur dann erzeugt wird, wenn die Geschwindigkeit des Fahrzeuges einen definierten Schwellwert überschreitet.In the context of the invention may further be provided that the electric braking torque is generated only when the speed of the vehicle exceeds a defined threshold.
Eine weitere Ausgestaltung der Erfindung sieht vor, dass das elektrische Bremsmoment nur dann erzeugt wird, wenn der Ladezustand des elektrischen Speichers einen definierten Schwellwert unterschreitet.A further embodiment of the invention provides that the electrical braking torque is generated only when the state of charge of the electrical memory falls below a defined threshold.
Um eine Rückgewinnung der Bremsenergie zu ermöglichen ist vorgesehen, dass die akustische Antwort der Brennkraftmaschine durch Änderung der Anregung mittels einer elektronischen Steuereinheit temporär erhöht wird, wobei zur Erhöhung der akustischen Antwort die Verbrennung in zumindest einem Zylinder abgeschaltet wird. Vorzugsweise kann dabei vorgesehen sein, dass eine Gruppe von Zylindern abgeschaltet wird. Die Abschaltung der Verbrennung kann durch Unterbinden der Kraftstoffeinspritzung und/oder durch Unterbinden der Zündung erfolgen.In order to enable a recovery of the braking energy is provided that the acoustic response of the internal combustion engine is temporarily increased by changing the excitation by means of an electronic control unit, wherein the combustion in at least one cylinder to increase the acoustic response is switched off. Preferably, it can be provided that a group of cylinders is switched off. The shutdown of the combustion can be done by preventing the fuel injection and / or by suppressing the ignition.
Die Auswertung der akustischen Antwort erfolgt durch messtechnische Analyse zumindest eines indikativen Signals, vorzugsweise des Luftschalls, der Motorvibrationen und/oder des Öldruckverlaufs.The evaluation of the acoustic response is carried out by metrological analysis of at least one indicative signal, preferably the airborne sound, the engine vibrations and / or the oil pressure curve.
Das erfindungsgemäße Verfahren macht sich die bei heutigen Fahrzeugmotoren üblicherweise vorhandene elektronische Steuerung (ECU) zunute, um akustische Anregungsphänomene zu generieren, die im normalen Motorbetrieb nicht vorhanden sind, da die akustische Antwort auf Fehler in der Fertigung oder im Bezug auf störende Motorgeräusche (akustisch schlechte Motoren) direkt von der Anregung durch mechanische und verbrennungsdruckbedingte Vorgänge in der Brennkraftmaschine abhängt.The method according to the invention utilizes the electronic control (ECU) commonly found in today's vehicle engines to generate acoustic excitation phenomena that are not present in normal engine operation, since the acoustic response to manufacturing errors or disturbing engine noise (acoustically poor Engines) directly from the excitation by mechanical and combustion pressure-related processes in the internal combustion engine depends.
Durch die Abschaltung zumindest eines Zylinders oder mehrerer beliebiger Zylinder kann - je nach Betriebszustand - auf einfache Weise diese Anregung deutlich erhöht werden. Dadurch können viel einfacher und eindeutiger Fehler in der Fertigung oder akustisch schlechte Motoren mit einer geringen Anzahl von Betriebs- zuständen schneller erkannt werden. Der Vorteil dieses Verfahrens ist, dass sowohl eine weitaus eindeutigere Fehlererkennung, als auch eine Zeitersparnis im Testlauf erreicht werden kann.By switching off at least one cylinder or a plurality of arbitrary cylinders can - depending on the operating condition - in a simple way, this excitation can be significantly increased. As a result, much simpler and clearer manufacturing errors or acoustically poor engines with a low number of operating states can be detected more quickly. The advantage of this method is that both a much clearer error detection, as well as a time savings in the test run can be achieved.
Die Änderung und somit Erhöhung, sowie Anpassung der Anregung an die zu untersuchenden oder zu detektierenden Fehler oder Geräuschphänomene erfolgt somit mittels der elektronischen Steuereinheit, indem die Verbrennung während des Motorbetriebs in beliebigen Zylinder, bzw. in einer beliebigen Anzahl von Zylindern oder zu beliebigen Zeitpunkten weggeschaltet wird. Dies gelingt bei Dieselmotoren durch Unterbindung der Einspritzung und bei Otto-Motoren durch Unterbindung der Zündung mittels der elektronischen Steuereinheit.The change and thus increase, as well as adaptation of the excitation to be examined or detected errors or noise phenomena thus takes place by means of the electronic control unit by the combustion during engine operation in any cylinder, or in any number of cylinders or at arbitrary times switched off becomes. This is possible in diesel engines by suppressing the injection and in gasoline engines by suppressing the ignition by means of the electronic control unit.
Damit wird die akustische Anregung der Brennkraftmaschine jeweils massiv verändert und kann an das jeweilige zu detektierende akustische Phänomen (z.B. Fehler oder akustisch schlechtes Motorgeräusch) zielgerichtet angepasst werden.Thus, the acoustic excitation of the internal combustion engine is in each case massively changed and can be adapted in a targeted manner to the respective acoustic phenomenon to be detected (for example fault or acoustically poor engine noise).
Fehler oder akustisch schlechtes Motorgeräusch kann somit wesentlich deutlicher und effizienter, sowie in kürzerer Zeit erkannt werden.Errors or acoustically bad engine noise can thus be detected much more clearly and efficiently, as well as in a shorter time.
Die Erfindung wird im Folgenden anhand der Figuren näher erläutert. Es zeigen : Fig. 1 eine erfindungsgemäße Feststellbremseinrichtung einer schematischen Darstellung;The invention will be explained in more detail below with reference to FIGS. Show it : 1 shows a parking brake device according to the invention a schematic representation.
Fig. 2 ein Verfahren zur Bestimmung des Drehwinkels der Handbremse;2 shows a method for determining the angle of rotation of the parking brake;
Fig. 3 den Ablauf der Berechnung der durch die elektrische Maschine aufzubringenden Bremsleistung; und3 shows the sequence of calculating the braking power to be applied by the electric machine; and
Fig. 4 bis Fig. 7 verschiedene Parameter als Funktion des Drehwinkels der Handbremse.FIGS. 4 to 7 show various parameters as a function of the angle of rotation of the handbrake.
In Fig. 1 ist schematisch der Betätigungshebel 1 einer als Handbremseinrichtung ausgebildeten Feststellbremseinrichtung 30 dargestellt. Der Betätigungshebel 1 ist um eine Drehachse 2 drehbar gelagert, an der ein Sensor 3 angebracht ist, der den Drehwinkel α des Betätigungshebels 1 feststellen kann. Dieser Sensor 3 wird von einem Steuergerät 4 ausgelesen, in dem das Programm zur Steuerung der Bremsenergierückgewinnung abgelegt ist. Das Steuergerät 4 wirkt über einen Umrichter 5 auf eine elektrische Maschine 6, die mit den Rädern des Fahrzeuges 7 über einen Antriebsstrang 10 mechanisch gekoppelt ist. Die Einrichtung der Feststellbremse 8 ist über ein Übertragungsmittel 9, beispielsweise ein Seil oder eine Stange, mit dem Betätigungshebel 1 der Handbremseinrichtung verbunden.In Fig. 1, the actuating lever 1 is shown schematically designed as a hand brake device parking brake device 30. The actuating lever 1 is rotatably mounted about a rotation axis 2, to which a sensor 3 is mounted, which can determine the rotational angle α of the actuating lever 1. This sensor 3 is read by a control unit 4, in which the program for controlling the brake energy recovery is stored. The control unit 4 acts via an inverter 5 on an electric machine 6, which is mechanically coupled to the wheels of the vehicle 7 via a drive train 10. The device of the parking brake 8 is connected via a transmission means 9, for example a rope or a rod, with the actuating lever 1 of the hand brake device.
Der Betätigungshebel 1 hat - ausgehend von seiner Ruhelage - einen definierbaren Leerwinkel α2 - αi, innerhalb dem die mechanische Feststellbremse keine Wirkung hat. Dabei ist der erste Winkel αi derjenige Winkel, bei dem das elektrische Bremsmoment aktiviert wird. Dieser erste Winkel αi kann auch null sein. Beim zweiten Winkel α2 spricht die mechanische Feststellbremse 8 an. Im gesamten Winkelbereich wird die genaue Stellung des Betätigungshebels 1 vom Sensor 3 vermessen und diese Größe an das Steuergerät 4 weitergeleitet. In Abhängigkeit des Drehwinkels α, der Spannung UBat des elektrischen Speichers 11 und der Fahrzeuggeschwindigkeit wird ein Sollwert für ein durch die elektrische Maschine 6 aufzubringendes Bremsmoment errechnet.The actuating lever 1 has - starting from its rest position - a definable empty angle α 2 - αi, within which the mechanical parking brake has no effect. In this case, the first angle αi is the angle at which the electric braking torque is activated. This first angle αi can also be zero. At the second angle α 2 , the mechanical parking brake 8 responds. In the entire angular range, the exact position of the actuating lever 1 is measured by the sensor 3 and this size is forwarded to the control unit 4. Depending on the angle of rotation α, the voltage U Ba t of the electrical memory 11 and the vehicle speed, a setpoint value for a braking torque to be applied by the electric machine 6 is calculated.
In Fig. 2 ist der Ablauf des Verfahrens zur Bestimmung des Drehwinkels α schematisch dargestellt. Nach Einschalten der Zündung 20 wird in Schritten 21, 22 der aktuelle Rohwert αRAw des Winkels α, sowie der bisher aufgetretene Winkel αMιn eingelesen. Dabei wird stetig überprüft, ob der aktuelle eingelesene Rohwert (XRAW kleiner ist als der bisher aufgetretene minimale Winkelwert αMiN- Ist der Rohwert αRAw kleiner als der minimale Winkelwert αMiN (Fall "Y"), so wird der minimale Winkelwert αMiN auf den neu eingelesenen Wert gesetzt. Der aktuelle Winkelwert ergibt sich als Differenz zwischen dem eingelesenen und dem minimalen Winkelwert. Die Fig. 3 beschreibt die Berechnung der durch die elektrische Maschine 6 aufzubringenden Bremsleistung. Der Algorithmus wird für einen Winkelwert α aktiviert, der größer ist, als ein applizierbarer Wert (XSTART- Die Bremsleistung P errechnet sich als Produkt der Parameter Pi, P2, P3, P4, die ihrerseits Funktionen sind und qualitativ so wie in den Fig. 4 bis 7 dargestellt ist, aufgebaut sind. Die Funktionen sind als programmierbare und kalibrierbare Kennlinien abgelegt. Dabei ist der Parameter P1 eine Funktion des Winkels α, der Parameter P2 eine Funktion der Fahrzeuggeschwindigkeit VFZG- Der Parameter P3 stellt die Abhängigkeit von der Batteriespannung UBat dar. Diese Kennlinie ist so einzustellen, dass die Bremsleistung der elektrischen Maschine 6 spätestens bei maximal erlaubtem Ladungsinhalt SOCMAX abgeregelt ist, um eine Schädigung des elektrischen Speichers 11 zu vermeiden.2, the sequence of the method for determining the angle of rotation α is shown schematically. After switching on the ignition 20, the current raw value α RA w of the angle α, as well as the previously occurred angle α Mιn is read in steps 21, 22. It is constantly checked whether the current read raw value (X RAW is smaller than the previously occurred minimum angle value α M iN- Is the raw value α RA w smaller than the minimum angle value α M iN (case "Y"), then the minimum Angle value α M iN is set to the new value read in. The current angle value results as the difference between the read-in and the minimum angle value. FIG. 3 describes the calculation of the braking power to be applied by the electric machine 6. The algorithm is activated for an angle value α which is greater than an applicable value (X START - The braking power P is calculated as the product of the parameters Pi, P 2 , P3, P 4 , which in turn are functions and qualitatively as in the The functions are stored as programmable and calibratable characteristic curves, whereby the parameter P 1 is a function of the angle α, the parameter P 2 is a function of the vehicle speed V FZG - The parameter P 3 represents the Depending on the battery voltage U Ba t. This characteristic is set so that the braking power of the electric machine 6 is abgeregelt no later than the maximum allowed charge content SOC MAX , to avoid damage to the electrical storage 11.
Der Parameter P4 erlaubt einen rampenförmigen Einsatz der Bremskraft in Abhängigkeit der Zeit t zu Optimierung der Fahrbarkeit.The parameter P 4 allows a ramped use of the braking force as a function of time t to optimize drivability.
Die errechnete Bremskraft bzw. Bremsleistung P wird danach über einen kalibrierbaren Wert PMAX begrenzt. The calculated braking force or braking power P is then limited by a calibratable value P MAX .

Claims

PATENTANSPRÜCHE
1. Feststellbremseinrichtung (30), insbesondere Handbremseinrichtung, für ein Fahrzeug mit zumindest einer elektrischen Maschine (6) in einem Antriebsstrang (10) und zumindest einem elektrischen Energiespeicher (11), mit einem Betätigungshebel (1), welcher über ein vorzugsweise durch ein Seil oder eine Stange gebildetes Übertragungsmittel (9) mit zumindest einer Feststellbremse (8) verbunden ist, dadurch gekennzeichnet, dass zumindest ein mit einer elektrischen Steuereinheit verbundener Weg- oder Drehwinkel-Sensor (3) zum Erfassen des Weges oder Drehwinkels (α) des Betätigungshebels (1) vorgesehen ist, wobei über die Steuereinheit (4) die elektrische Maschine (6) als Generator betreibbar und ein elektrisches Bremsmoment auf den Antriebsstrang (10) aufbringbar ist.First parking brake device (30), in particular hand brake device, for a vehicle with at least one electric machine (6) in a drive train (10) and at least one electrical energy store (11), with an actuating lever (1), which via a preferably by a rope or a rod formed transmission means (9) with at least one parking brake (8) is connected, characterized in that at least one connected to an electrical control unit displacement or rotation angle sensor (3) for detecting the path or angle of rotation (α) of the actuating lever ( 1) is provided, via the control unit (4) the electric machine (6) can be operated as a generator and an electric braking torque to the drive train (10) can be applied.
2. Feststellbremseinrichtung (30) nach Anspruch 1, dadurch gekennzeichnet, dass die Steuereinheit (4) mit zumindest einem Sensor (12) zur Erfassung der Fahrgeschwindigkeit verbunden ist.2. Parking brake device (30) according to claim 1, characterized in that the control unit (4) is connected to at least one sensor (12) for detecting the driving speed.
3. Feststellbremseinrichtung (30) nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Steuereinheit mit zumindest einer Messeinrichtung (13) zur Erfassung des Ladezustandes des elektrischen Speichers (11) verbunden ist.3. parking brake device (30) according to claim 1 or 2, characterized in that the control unit is connected to at least one measuring device (13) for detecting the state of charge of the electrical memory (11).
4. Feststellbremseinrichtung (30) nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das elektrische Bremsmoment bei Überschreiten eines definierten ersten Weges oder Winkels (αi) des Betätigungshebels (1) aktivierbar ist.4. parking brake device (30) according to one of claims 1 to 3, characterized in that the electric braking torque when exceeding a defined first path or angle (αi) of the actuating lever (1) can be activated.
5. Feststellbremseinrichtung (30) nach Anspruch 4, dadurch gekennzeichnet, dass eine mechanische, hydraulische oder pneumatische Feststellbremse (8) ab einem definierten zweiten Weg oder Winkel (α2) des Betätigungshebels (1) aktivierbar ist, wobei vorzugsweise der zweite Weg oder Winkel (α2) größer ist als der erste Weg oder Winkel (αi).5. Parking brake device (30) according to claim 4, characterized in that a mechanical, hydraulic or pneumatic parking brake (8) from a defined second path or angle (α 2 ) of the actuating lever (1) can be activated, preferably the second path or angle (α 2 ) is greater than the first path or angle (αi).
6. Verfahren zur Rückgewinnung der Bremsenergie bei einem Bremsvorgang eines Fahrzeuges, mit einer Feststellbremseinrichtung (30) nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass ab einem definierten ersten Weg oder Winkel (αi) des Betätigungshebels (1) der Feststellbremseinrichtung (30) die elektrische Maschine (6) generatorisch betrieben wird und durch die elektrische Maschine (6) ein elektrisches Bremsmoment im Antriebsstrang (10) erzeugt wird. 6. A method for recovering the braking energy during a braking operation of a vehicle, with a parking brake device (30) according to one of claims 1 to 5, characterized in that from a defined first path or angle (αi) of the actuating lever (1) of the parking brake device (30 ) the electric machine (6) is operated as a generator and by the electric machine (6) an electrical braking torque in the drive train (10) is generated.
7. Verfahren nach Anspruch 6, dadurch gekennzeichnet, dass ab einem definierten zweiten Weg oder Winkel (α2) des Betätigungshebels (1) eine mechanische, hydraulische oder pneumatische Feststellbremse (8) aktiviert wird, wobei vorzugsweise der zweite Weg oder Winkel (α2) größer ist als der erste Weg oder Winkel (αi).7. The method according to claim 6, characterized in that from a defined second path or angle (α 2 ) of the actuating lever (1) a mechanical, hydraulic or pneumatic parking brake (8) is activated, preferably the second path or angle (α 2 ) is greater than the first path or angle (αi).
8. Verfahren nach Anspruch 6 oder 7, dadurch gekennzeichnet, dass das elektrische Bremsmoment nur dann erzeugt wird, wenn die Geschwindigkeit des Fahrzeuges einen definierten Schwellwert überschreitet.8. The method according to claim 6 or 7, characterized in that the electrical braking torque is generated only when the speed of the vehicle exceeds a defined threshold.
9. Verfahren nach einem der Ansprüche 6 bis 8, dadurch gekennzeichnet, dass das elektrische Bremsmoment nur dann erzeugt wird, wenn der Ladezustand des elektrischen Speichers (11) einen definierten Schwellwert unterschreitet.9. The method according to any one of claims 6 to 8, characterized in that the electrical braking torque is generated only when the state of charge of the electrical memory (11) falls below a defined threshold.
10. Verfahren zur akustischen Qualitätskontrolle und zur Analyse einer akustischen Signatur einer Brennkraftmaschine, dadurch gekennzeichnet, dass die akustische Antwort der Brennkraftmaschine durch Änderung der Anregung mittels einer elektronischen Steuereinheit temporär erhöht wird, wobei zur Erhöhung der akustischen Antwort die Verbrennung in zumindest einem Zylinder abgeschaltet wird.10. A method for acoustic quality control and analysis of an acoustic signature of an internal combustion engine, characterized in that the acoustic response of the internal combustion engine is temporarily increased by changing the excitation by means of an electronic control unit, wherein the combustion in at least one cylinder is turned off to increase the acoustic response ,
11. Verfahren nach Anspruch 10, dadurch gekennzeichnet, dass eine Gruppe von Zylindern abgeschaltet wird.11. The method according to claim 10, characterized in that a group of cylinders is switched off.
12. Verfahren nach Anspruch 11 oder 12, dadurch gekennzeichnet, dass die Abschaltung der Verbrennung durch Unterbinden der Kraftstoffeinspritzung und/oder durch Unterbinden der Zündung erfolgt.12. The method according to claim 11 or 12, characterized in that the shutdown of the combustion by inhibiting the fuel injection and / or by inhibiting the ignition takes place.
13. Verfahren nach einem der Ansprüche 10 bis 13, dadurch gekennzeichnet, dass der Zeitpunkt und die Dauer der Zylinderabschaltung in Abhängigkeit des zu detektierenden akustischen Phänomens gewählt wird.13. The method according to any one of claims 10 to 13, characterized in that the time and the duration of the cylinder deactivation in dependence of the acoustic phenomenon to be detected is selected.
14. Verfahren nach einem der Ansprüche 10 bis 14, dadurch gekennzeichnet, dass die akustische Antwort durch messtechnische Analysen zumindest eines indikativen Signals, vorzugsweise des Luftschalls, der Motorvibrationen und/oder des Öldruckverlaufs, ausgewertet wird. 14. The method according to any one of claims 10 to 14, characterized in that the acoustic response by metrological analyzes of at least one indicative signal, preferably the airborne sound, the engine vibrations and / or the oil pressure curve, is evaluated.
EP07821625A 2006-10-24 2007-10-22 Parking brake device Withdrawn EP2094544A2 (en)

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AT17962006A AT502237B1 (en) 2006-10-24 2006-10-24 PARKING BRAKE DEVICE
AT0206506A AT502912B1 (en) 2006-12-14 2006-12-14 METHOD OF ACOUSTIC QUALITY CONTROL
PCT/EP2007/061261 WO2008049798A2 (en) 2006-10-24 2007-10-22 Parking brake device

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