EP2229303A1 - Système de freinage et procédé de fonctionnement d'un système de freinage - Google Patents

Système de freinage et procédé de fonctionnement d'un système de freinage

Info

Publication number
EP2229303A1
EP2229303A1 EP08870017A EP08870017A EP2229303A1 EP 2229303 A1 EP2229303 A1 EP 2229303A1 EP 08870017 A EP08870017 A EP 08870017A EP 08870017 A EP08870017 A EP 08870017A EP 2229303 A1 EP2229303 A1 EP 2229303A1
Authority
EP
European Patent Office
Prior art keywords
brake
wheel
pump
valve
cylinder
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Withdrawn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
EP08870017A
Other languages
German (de)
English (en)
Inventor
Gebhard Wuerth
Volker Mehl
Matthias Leiblein
Werner Quirant
Michael Kunz
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2229303A1 publication Critical patent/EP2229303A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4054—Control of the pump unit involving the delivery pressure control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4063—Control of the pump unit involving the direction of fluid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/50—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5087—Pressure release using restrictions
    • B60T8/5093—Pressure release using restrictions in hydraulic brake systems

Definitions

  • the present invention relates to a brake system for a motor vehicle. Furthermore, the present invention relates to a method for operating a brake system for a motor vehicle.
  • the vehicle In a recuperative braking, the vehicle is under a regenerative operation of a
  • Electric motor braked As a rule, the electric drive motor of the vehicle is operated as a generator.
  • the electrical energy obtained in this way is stored in a memory.
  • the stored energy is later used to accelerate the vehicle.
  • recuperation described here a power loss occurring in a conventional braking process is reduced. In this way, energy consumption and / or exhaust emission of an often braking vehicle can be reduced.
  • a designed for recuperative braking vehicle is often referred to as a hybrid vehicle.
  • recuperative braking should not affect the braking distance.
  • the recuperative braking process places additional demands on a conventional, friction-based braking system of the vehicle.
  • the recuperative brake is not available. In this case, therefore, the entire braking torque must be applied via the conventional brake, that is, via the friction brakes on the wheels.
  • the recuperative braking method requires a predetermined minimum speed of the vehicle.
  • An exclusive use of the generator-operated electric motor does not guarantee braking torques with which the vehicle can be braked to a standstill. If a predetermined total braking torque is to be maintained constant until the vehicle is at a standstill, then the conventional braking system in the low speed range must compensate for the lost braking effect of the recuperative brake by means of a higher braking torque.
  • the hydraulic braking force is to be reduced in order to achieve the highest possible degree of recuperation. For example, should be shown again after switching operations, the decoupled generator as a recuperative brake, so that the braking effect is shifted in the direction of the recuperative brake. This requires a reduction of the conventional friction brake, so that the predetermined total braking torque is maintained constant.
  • brake-by-wire brake systems for example EHB systems
  • EHB systems brake-by-wire brake systems
  • veneering processes take place completely unnoticed by the driver during deceleration of the vehicle equipped with it.
  • brake-by-wire brake system requires a complex electronics and is therefore expensive.
  • the invention provides a braking system for a vehicle having the features of claim 1 and a method for controlling a braking system for a vehicle having the features of claim 10.
  • the first brake circuit comprises at least the first wheel brake cylinder.
  • the first brake circuit may have at least one further wheel brake cylinder which is associated with at least one further wheel.
  • the present invention is based on the recognition that it is advantageous for blending a recuperative brake and a conventional friction brake when a first brake circuit of a brake system can be decoupled from the master cylinder. In this case, the driver no longer controls the first brake circuit directly via the brake pedal and the master cylinder. After this Uncoupling the first brake circuit from the master brake cylinder, it is additionally advantageous to dispose of a possibility to control the at least one first wheel brake cylinder of the first brake circuit in a second manner in which the blending can be taken into account.
  • the invention is also based on the recognition of how the possibilities described in the upper paragraph can be realized in a cost-effective manner.
  • a changeover valve is arranged between the master cylinder and the first wheel brake cylinder, which is designed as a separating valve.
  • an already existing component can be used to carry out the invention. This reduces costs and reduces the installation space for the brake system according to the invention.
  • a storage chamber can be formed in a simple manner so that it has a storage volume at a side facing the first pump in an idle state.
  • a braking medium flow in the at least one first wheel brake cylinder of the first brake circuit can be controlled so that the at least one wheel brake cylinder of the first brake circuit upon receipt of a control signal provided the desired braking torque to the at least one wheel of the first brake circuit exerts.
  • the brake system according to the invention can be referred to as a brake-by-wire brake system for only one wheel axle.
  • the rear axle is operated by-wire.
  • this solution represents a comfortable and cost-effective option.
  • the front axle by-wire can be operated.
  • the braking system is therefore also suitable for vehicles operated by the front axle.
  • the present invention also offers advantages in vehicles with conventional drive and brake lines.
  • the present invention facilitates a lateral acceleration-dependent braking force distribution in which the braking force on the front wheels and / or on the rear wheels is divided according to the contact forces occurring when driving around a curve.
  • Input signal can be evaluated, for example, a determined by means of a sensor lateral acceleration. In this way, the exploited coefficient of friction of the at least two wheels can be adjusted. This allows a more stable braking of the vehicle in turns.
  • Another application for the present invention is dynamic cornering braking, wherein the braking force exerted on a curve-inside wheel is increased. This causes a more dynamic driving behavior.
  • the first Radauslassventil is adjustable in a closed state, an open state and in at least one intermediate state between the closed state and the open state.
  • the Radauslassventil be a continuously adjustable valve.
  • the Radauslassventils driving the first wheel brake cylinder for blending the recuperative braking torque, a transverse acceleration-dependent braking force distribution, a dynamic cornering braking and / or an increase in the braking force on the rear axle.
  • the brake system comprises a second brake circuit with a second wheel brake cylinder arranged on a second wheel, which is coupled to the master brake cylinder such that the pressure signal can be forwarded from the master brake cylinder to the second wheel brake cylinder and which is designed to correspond to the pressure signal To exert force on the second wheel.
  • the brake system according to the invention can thus have at least two brake circuits.
  • the second brake circuit still have at least one other wheel.
  • the second brake circuit has a second changeover valve with a bypass line arranged parallel to the second changeover valve with a check valve.
  • the hydraulic Connection between the master cylinder and the second wheel brake cylinder is thus secured against failure or blocking of the second switching valve.
  • the second brake circuit may have a second pump, which is arranged together with the first pump of the first brake circuit on a shaft, wherein the first and the second pump can be driven by a motor.
  • a second motor which would require additional space within the brake system can be saved.
  • the motor can be operated in a first direction of rotation and in a second direction of rotation, wherein a first coupling element arranged between the motor and the first pump is designed such that the first pump is operated in the first and in the second mode when the motor is operated Direction of rotation is driven, and arranged between the motor and the second pump second coupling element is configured such that the second pump is driven in operating the motor in the first direction of rotation and is decoupled from the motor in an operating of the motor in the second direction of rotation , In this way, a forced co-operation of the second pump when driving the first pump by means of the motor can be prevented.
  • the second brake circuit is switchable into a first state and into a second state, which are configured such that a drive of the second pump of the second brake circuit connected to the first state causes a pressure change on the second wheel brake cylinder and drives the second brake circuit second pump of the second brake circuit connected in the first state causes a circulating current of the braking medium in the second brake circuit.
  • This can be realized, for example, by the second brake circuit disposed between the second changeover valve and the second pump check valve and a parallel to the second
  • Fig. 1 shows a circuit diagram of a first embodiment of the brake system
  • Fig. 2 shows a circuit diagram of a second embodiment of the brake system
  • Fig. 3 shows a circuit diagram of a third embodiment of the brake system.
  • Fig. 1 shows a circuit diagram of a first embodiment of the brake system.
  • the brake system shown in Fig. 1 is exemplified as a two-piston system.
  • the brake system includes a front brake circuit 10 for braking the front wheels 12a and 12b and a rear brake circuit 14 for braking the rear wheels 16a and 16b.
  • the illustrated example is not limited to this division of the wheels 12a, 12b, 16a and 16b.
  • the example is also applicable to an embodiment in which the wheels 12a and 12b are rear wheels and the wheels 16a and 16b are front wheels of a vehicle.
  • the wheels 12a and 12b and the wheels 16a and 16b may also be 2 pairs of wheels arranged on two different sides of a vehicle or diagonally on a vehicle.
  • the braking system shown in Fig. 1 is not limited to the fixed number of four wheels 12a, 12b, 16a and 16b. Instead, the braking system can be extended to control a larger number of wheels. For example, the brake system then has at least two brake circuits, which correspond to the front brake circuit 10.
  • the brake system can be used not only for hybrid vehicles, but for any known type of motor vehicle. As explained below, even when driving with a vehicle that is not designed as a hybrid vehicle, situations arise in which an application of the braking system is advantageous.
  • the brake pedal 18 may include a pedal travel sensor, a booster diaphragm travel sensor, or a rod travel sensor to determine actuation of the brake pedal 18.
  • the brake system shown is not limited to the brake pedal 18 for inputting a braking request by a driver. Instead, a braking request of a driver can also be detected with other sensor elements, which are respectively connected to the front and / or the rear brake circuit 10 and 14.
  • the brake pedal 18 is coupled via a brake booster 20 to a master cylinder 22.
  • the master cylinder 22 is connected to a brake fluid reservoir 24, which can be filled via a filler neck 26.
  • the brake fluid reservoir 24 is a hydraulic and / or brake fluid reservoir.
  • a first supply line 28 leads to the front brake circuit 10 and a second supply line 30 to the rear brake circuit 14.
  • a pressure sensor 32 may be connected to the first supply line 28 .
  • a high-pressure switching valve 34 is connected via a branching point 33 and a switching valve 36 is connected to the supply line 28 via a branching point 35.
  • a brake fluid flow originating from the master brake cylinder 22 can flow in the front brake circuit 10 either via the high-pressure switching valve 34 and a pump 44 or via the switching valve 36 in the direction of the wheel brake cylinders 38a and 38b of the wheels 12a and 12b.
  • a bypass line with a check valve 40 is arranged.
  • the hydraulic connection between the master cylinder 22 and the wheel brake cylinders 38 a and 38 b which would otherwise be interrupted due to the malfunction, ensured by the bypass line to the check valve 40.
  • a controlled via the brake pedal 18 braking of the wheels 12a and 12b is also possible in case of failure and / or in a complete blockage of the switching valve 36.
  • a line 42 is connected, which has a branch point 43, which leads to a delivery side of a first pump 44.
  • the pump 44 is a single-piston pump or similar displacement element.
  • the first pump 44 may also be a multi-piston pump or a gear pump.
  • a line 46 leading away from the high-pressure switching valve 34 is connected to a line 48 which leads from the suction side of the pump 44 to a check valve 50.
  • a line 52 extends to a Radauslassventil 54b, which is associated with the wheel brake cylinder 38b.
  • a wheel outlet valve 54a assigned to the wheel brake cylinder 38a is likewise connected to the line 52.
  • a storage chamber 56 is also coupled to the conduit 52 via a branch point 55.
  • the line 42 leads from the switching valve 36 to a Radeinlassventil 58 a, which is associated with the wheel brake cylinder 38 a.
  • a Radeinlassventil 58 a which is associated with the wheel brake cylinder 38 a.
  • a wheel brake cylinder 38b associated Radeinlassventil 58b also connected to the line 42.
  • Parallel to the Radeinlassventilen 58a and 58b bypass lines with check valves 60a and 60b are arranged.
  • the wheel inlet valve 58a and the wheel brake cylinder 38a are connected to each other via a line 62a.
  • the Radauslassventil 54a is connected via a branch point 64a to the line 62a.
  • the wheel outlet valve 54b is also connected via a branch point 64b to a line 62a which is arranged between the wheel inlet valve 58b and the wheel brake cylinder 38b.
  • the valves 34, 36, 54a, 54b, 58a and 58b of the front brake circuit 10 may be formed as hydraulic valves.
  • the switching valve 36 and the Radeinlassventile 58a and 58b are designed as normally open valves and the high-pressure switching valve 34 and the Radauslassventile 54a and 54b as normally closed valves.
  • a driver-requested pressure build-up in the wheel brake cylinders 38a and 38b of the brake calipers is thus reliably ensured in the normal braking operation of the brake system 10. Accordingly, the pressure built up in the wheel brake cylinders 38a and 38b of the brake calipers can also be rapidly reduced again.
  • the supply line 30 also connects a high-pressure switching valve 66 and a switching valve 68 (via a branch point 65) to the master cylinder 22.
  • the switching valve 68 of the rear brake circuit 14 is formed as an isolation valve. At the switching valve 68, no bypass line is arranged with a check valve. Closing the switching valve 68 thus causes the rear brake circuit 14, in particular the wheel brake cylinders 69a and 69b of the wheels 16a and 16b, to be disconnected from the master brake cylinder 22.
  • a line 70 extends to a Radeinlassventil 72b, which is associated with the wheel brake cylinder 69b.
  • a wheel inlet valve 72a associated with the wheel brake cylinder 69a is likewise coupled to the line 70 via a branching point 71.
  • Parallel to the wheel inlet valves 72a and 72b bypass lines with check valves 74a and 74b are arranged.
  • a delivery side of a pump 76 is connected to the conduit 70 via a branching point 75.
  • the pump 76 may be formed as a single-piston pump, as a pump with multiple pistons or as a gear pump.
  • a check valve 80 is connected to the suction side of the pump 76. From a branching point 81 of the conduit 78 disposed between the pump 76 and the check valve 80, a conduit 82 extends to the high pressure switching valve 66. On one of the conduit 78 On the opposite side of the check valve 80, a conduit 84 extends to a branching point 85 to which the wheel outlet valves 86a and 86b are connected.
  • the wheel outlet valves 86a and 86b are respectively switchable to a closed state, an open state, and at least one intermediate state between the closed state and the open state. In the intermediate state, the wheel outlet valve 86a or 86b is only partially opened.
  • the Radauslassventile 86a and 86b are designed as a continuously adjustable Radauslassventile.
  • wheel outlet valves can be used, which can be switched only in an open and in a closed state.
  • a storage chamber 88 is connected to the line 84.
  • the storage chamber 88 has a storage volume on a side facing the pump 76 in an idle state.
  • the storage volume is a brake fluid storage volume.
  • the storage chamber 88 thus provides a volume in its idle state, that is to say in the pressure-balanced state of the rear brake circuit 14.
  • the storage chamber 88 may include a storage path sensor and / or a storage path switch to securely detect the volume in the storage chamber 88 and to operate the storage chamber 88 accordingly. This is also called a volume estimation or a volume budget.
  • the storage chamber 56 can be chosen cost-effectively so that it does not provide any volume in the pressure-compensated state of the front brake circuit 10.
  • the wheel inlet valves 72a and 72b are each connected via lines 90a and 90b to one of the wheel brake cylinders 69a and 69b of the wheels 16a or 16b. Via a branching point 92a, the wheel outlet valve 86a is connected to the line 90a. Accordingly, the wheel outlet valve 86b is connected to the conduit 90b via a branch point 92b.
  • the valves 66, 68, 72a, 72b, 86a and 86b may be hydraulic valves.
  • the switching valve 68 and the wheel inlet valves 72a and 72b are normally open valves.
  • the high-pressure switching valve 66 and the Radauslassventile 86a and 86b are advantageously designed as normally closed valves.
  • the two pumps 44 and 76 are seated on a common shaft, which is operated by a motor 94.
  • the motor 94 may be configured to rotate in only one direction of rotation.
  • the storage chamber 88 is designed so that it allows a safe filling and / or emptying of the wheel brake cylinders 69a and 69b of the wheels 16a and 16b.
  • the filling of the wheel brake cylinders 69a and 69b with a brake fluid from the storage chamber 88 is possible in particular in a situation in which the wheel brake cylinders 69a and 69b are decoupled from the master cylinder 22 by means of the changeover valve 68. Accordingly, a subsequent emptying of the wheel brake cylinders 69a and 69b by means of the storage chamber 88 is possible.
  • the Radauslassventile 86a and 86b are designed so that even after a decoupling of the wheel brake cylinder 69a and 69b of the master cylinder 22 a prevailing at the wheel brake cylinders 69a and 69b pressure by the Radauslassventile 86a and 86b is controllable.
  • the wheel outlet valves 86a and 86b are designed so that they are closed, opened or adjustable in at least one partial opening state.
  • a current is supplied to the changeover valve 68 by a control device (not shown) and the changeover valve 68 is closed.
  • the master cylinder 22 is decoupled from the wheel brake cylinders 69a and 69b of the rear wheels 16a and 16b. This brakes the driver via the brake pedal 18 only in the front brake circuit 10 a.
  • the driver's braking request is detected by means of a sensor (not shown) and evaluated with respect to a desired total braking torque.
  • the brake pressure currently present at the wheels 12a and 12b is determined.
  • An evaluation device calculates the brake pressure difference between the desired total braking torque and the brake pressure present at the wheels 12a and 12b.
  • the pump 76 is controlled so that a volume corresponding to the brake pressure difference is transferred from the expanded volume of the storage chamber 88 into the wheel brake cylinders 69a and 69b of the wheels 16a and 16b.
  • the volume of the wheel brake cylinders 69a and 69b of the wheels 16a and 16b is discharged into the storage chamber 88 via the wheel outlet valves 86a and 86b.
  • the brake system shown in FIG. 1 can be used for recuperative braking.
  • the rear brake circuit 14 is connected to a functioning during the recuperative braking as a generator electric motor.
  • a not constant but known braking torque of the generator acts on the wheels 16a and 16b.
  • the brake pedal 18 can determine which total braking torque is desired by the driver.
  • the braking torques exerted on the wheels 12a and 12b by means of the conventional friction brake and by means of the recuperative brake on the wheels 16a and 16b can be determined.
  • the evaluation device can now calculate the braking torque difference between the total braking torque desired by the driver and the braking torques applied to the wheels 12a, 12b, 16a and 16b. This braking torque difference is then adjusted according to the procedure described above on the wheels 16a and 16b.
  • the veneering process described here is hardly noticed by the driver and thus does not affect the ride comfort.
  • recuperative brake generator is disposed on the vehicle's "by-wire" axis, however, the embodiment described herein is also applicable to a braking system in which the recuperative brake applies braking torque to a wheel that is not "by-wire.” "Brake circuit is assigned.
  • the adjustment of the brake pressure on the rear axle of the high-pressure switching valve 66 can take place.
  • a pressure control of the brake pressure on the rear axle is possible.
  • at least one pressure sensor is arranged in the region of at least one of the wheels 16a or 16b and / or in the rear axle circle.
  • a control device of the brake system can be designed so that the switching valve 68 of the rear brake circuit 14 is deliberately kept open in the event of a highly dynamic braking of the vehicle. In this way, a volume of the master cylinder 22 can be shifted with the dynamics dictated by the driver in the wheel brake cylinder 69a and 69b of the wheels 16a and 16b.
  • the pressure build-up dynamics at the wheels 16a and 16b is no longer dependent on the hydraulic operation of the pump 76 in this case.
  • the Anbrems dynamics is comparable to that of a conventional brake system. This ensures a quick response to a sudden braking request from a driver.
  • Fig. 2 shows a circuit diagram of a second embodiment of the brake system.
  • the brake system shown in FIG. 2 has the already described components 10 to 92 of the brake system explained with reference to FIG. 1.
  • the brake system of FIG. 2 includes a motor 100 which can rotate in two opposite directions of rotation.
  • the motor path of the motor 100 is thus designed so that a forward and reverse running of the motor 100 is possible.
  • the pump 44 is coupled to the motor 100 such that a freewheel is formed between the pump 44 and the motor 100.
  • the freewheel opens with a rotation of the motor 100 in its first direction of rotation.
  • the motor 100 is operated in its first direction of rotation, preferably in reverse operation.
  • the freewheel located between the pump 44 and the engine 100 opens and the pump 44 is decoupled from the engine 100.
  • the pump 44 is not active during this time. The actuation of the motor 100 in its first direction of rotation thus influences only the brake pressure present at the wheels 16a and 16b.
  • both pumps 44 and 76 are actuated at the same time.
  • the motor 100 is operated in its second direction of rotation, preferably in forward operation.
  • the second direction of rotation of the motor 100 is the reverse direction of the freewheel.
  • the two arranged on a common shaft pumps 44 and 76 are thus driven by the motor 100 at the same speed. In this way, in the case of a delivery request in both brake circuits 10 and 14, a pressure build-up and / or an ABS control in both brake circuits 10 and 14 is possible.
  • Fig. 3 shows a circuit diagram of a third embodiment of the brake system.
  • the brake system shown in Fig. 3 comprises the already described components 10 to 94 of the brake system of FIG.
  • the front brake circuit 10 of the brake system of FIG. 3 includes a further valve 110 which is connected to the conduit 46 via a conduit 112 and a branch point 111.
  • the valve 110 is coupled via a line 114 and the branch point 45 to an input of the pump 44.
  • the valve 110 is designed as a normally closed valve.
  • the brake system of FIG. 3 includes a check valve 118 in a conduit 116 which extends from the branch point 43 of the conduit 42 to the pump 44.
  • the valve 110 can be opened.
  • the pump 44 of the front brake circuit 10 is operated at the same speed as the pump 76 of the rear brake circuit 14, but promotes only in a circle due to the opening of the valve 110.
  • the front brake circuit 10 is thus switched to a state in which an operation of the pump 44 causes only a circular flow of the brake fluid in the front brake circuit 10.
  • a pressure build-up on the wheel brake cylinders 69a and 69b of the rear brake circuit 14 thus does not take place.
  • the forced co-actuation of the pump 44 can be pedal pulsations through
  • valve 110 will not be energized and will remain closed.
  • the operation of the pump 44 leads to a closing of the valve 110 to a brake pressure build-up on all wheels 12a, 12b, 16a and 16b.
  • a two-circuit pressure build-up and / or AB S controls are possible.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

La présente invention concerne un système de freinage pour un véhicule comprenant un maître-cylindre de frein (22), conçu pour détecter un actionnement d'un élément d'engagement de frein (18) et fournir un signal de pression correspondant à l'actionnement de l'élément d'engagement de frein (18), ainsi qu'un premier circuit de freinage (14) comprenant un premier cylindre de frein de roue (69a, 69b), conçu pour exercer sur une première roue (16a, 16b) une force correspondant au signal de pression, une première valve d'inversion (68), conçue en tant que valve d'isolement et placée entre le maître-cylindre de frein (22) et le premier cylindre de frein de roue (69a, 69b), une première pompe (76) et une chambre d'accumulation (88), la chambre d'accumulation (88) présentant, au repos, un volume d'accumulation sur un côté se trouvant en vis-à-vis de la première pompe (76), ainsi qu'une première valve d'évacuation (86a, 86b), associée à la première roue (16a, 16b) et conçue pour réguler un flux de fluide de frein entre le premier cylindre de frein de roue (69a, 69b) et la chambre d'accumulation (88). L'invention concerne également un procédé de commande d'un système de freinage correspondant.
EP08870017A 2008-01-09 2008-11-13 Système de freinage et procédé de fonctionnement d'un système de freinage Withdrawn EP2229303A1 (fr)

Applications Claiming Priority (2)

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DE102008003664.1A DE102008003664B4 (de) 2008-01-09 2008-01-09 Bremssystem und Verfahren zum Betreiben eines Bremssystems
PCT/EP2008/065439 WO2009086974A1 (fr) 2008-01-09 2008-11-13 Système de freinage et procédé de fonctionnement d'un système de freinage

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EP2229303A1 true EP2229303A1 (fr) 2010-09-22

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EP (1) EP2229303A1 (fr)
JP (1) JP5259732B2 (fr)
KR (1) KR101550081B1 (fr)
CN (1) CN101909956B (fr)
DE (1) DE102008003664B4 (fr)
WO (1) WO2009086974A1 (fr)

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DE102008003664B4 (de) 2023-03-23
JP2011508701A (ja) 2011-03-17
CN101909956B (zh) 2014-08-20
JP5259732B2 (ja) 2013-08-07
WO2009086974A1 (fr) 2009-07-16
KR101550081B1 (ko) 2015-09-03
CN101909956A (zh) 2010-12-08
KR20100099722A (ko) 2010-09-13
US20100276239A1 (en) 2010-11-04
DE102008003664A1 (de) 2009-07-16
WO2009086974A8 (fr) 2010-05-14

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