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
  • 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
  • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
• • 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
• • 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
  • B60T13/746—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 and mechanical transmission of the braking action
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
  • B60T17/18—Safety devices; Monitoring
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
  • B60T17/18—Safety devices; Monitoring
  • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
  • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake 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
  • B60T7/00—Brake-action initiating means
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
• • 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
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/06—Hill holder; Start aid systems on inclined road

Definitions

• the present invention relates to a braking management system and method of a motor vehicle equipped with an assisted parking brake (generally known by the abbreviation FPA) which authorizes the replacement of the brake pads of the assisted parking brake. .
• FPA assisted parking brake
• An automatically assisted parking brake is a significant advance over conventional motor vehicle hand brakes. Indeed, it becomes possible to tighten the rear brakes when stopping the vehicle in optimal conditions without the tightening is too important or too weak. It becomes possible to automatically release the clamping of the parking brake as soon as the driver wishes to advance the vehicle, for example as soon as the driver engages a gear ratio and accelerates enough to put the vehicle in motion.
• the parking brake can also be manually tightened by a control on the dashboard of the vehicle, actuable by the driver. In all cases, the automatic release of the parking brake is a hill start assistance.
• the brake management system can indeed in this case release the tightening as soon as the engine provides enough torque to advance the vehicle according to the slope determined by a sensor and taken into account by the on-board computer on the vehicle.
• this type of parking brake is capable of acting on one or more actuators which cooperate with clamps capable of exerting a clamping effect on a disc secured to a wheel by means of brake pads, so as to cause a braking effect. It is necessary to regularly change the brake pads which are wearing parts. Such a platen change operation is complex for some assisted parking brake systems is complex, because it requires the use of an expensive tool made available to the garage or dealer by the manufacturer. It is also possible to perform a complete disassembly of the actuator, which may nevertheless lead to difficulties in case of imprecise reassembly after changing the brake pads.
• the object of the present invention is to solve these difficulties and to propose a braking management system of a motor vehicle equipped with an assisted parking brake, as well as a corresponding implementation method by which the change of the brake pads brake can be done much easier and significantly cheaper.
• a braking management system of a motor vehicle equipped with an assisted parking brake with one or more brake actuators capable of acting on at least one wheel of the vehicle comprises means for loosening the brake actuators in response to a voluntary action of the driver of the vehicle.
• the voluntary action of the driver is materialized by two independent manual controls.
• one of the manual controls is a release control, the other control being a position of the accelerator pedal of the vehicle.
• the use of two independent commands makes it possible to ensure the reliability of the request of the driver and to avoid false information.
• the position of the accelerator pedal can be replaced by another suitable parameter.
• the loosening means comprise a release control module of the brake actuators receiving a brake pad change authorization signal as well as signals corresponding to the two independent manual controls.
• the system includes a vehicle immobilization detection module and a motor stop detection module upon request from the driver.
• the system may include a brake pad change enable condition determining module receiving signals from the vehicle immobilization detection module and the engine stop detection module upon request from the driver as well as status signals of the brake actuators and capable of transmitting an authorization signal.
• the vehicle immobilization detection module may include means for transmitting a signal indicative of immobilization of the vehicle depending on the state of the vehicle and the state of the engine power supply.
• the engine stop detection module at the request of the driver may comprise means for transmitting a signal characteristic of stopping the engine on request as a function of a manual stop control signal, of the actually stopped state of the engine. motor for a delay time and the status of the motor power supply.
• the system may further comprise a normal mode return module receiving a signal from the brake actuator release control module and capable, in response to a maximum driver clamp request, maintained during a delay time, to detect the presence of the brake pads.
• a method of managing the braking of a motor vehicle equipped with an assisted parking brake with one or more brake actuators capable of acting on at least one wheel of the vehicle in which one order automatically or at the request of the driver of the vehicle, the tightening of the parking brake, and the release of the brake actuators is commanded in response to two independent manual controls from the driver of the vehicle to allow replacement of the brake pads.
• one of the manual controls is a release control, the other control being a position of the accelerator pedal of the vehicle.
• FIG. 1 schematically represents the main elements of a braking management system of a motor vehicle according to the invention, comprising means for managing the change of the brake pads;
• Figure 2 schematically illustrates the structure of a detection module of a vehicle immobilization;
• FIG. 3 schematically illustrates the structure of a module for detecting an engine stop at the request of the driver;
• FIG. 4 schematically illustrates the structure of a module for determining the conditions of change of the brake pads;
• FIG. 5 schematically illustrates the structure of a control module for loosening the brake calipers;
• FIG. 6 schematically illustrates the structure of a module returning to the normal mode after changing the brake pads.
• a brake management system of a motor vehicle equipped with an assisted parking brake comprises one or more brake actuators capable of acting on stirrups not shown in the figures, which themselves tighten brake pads against rotary members such as discs secured to the wheels of the vehicle.
• an assisted parking brake it is no longer particularly rear wheels of the vehicle on which acts the parking brake assisted.
• a brake management system is adapted to a motor vehicle, not shown in the figure, comprising an assisted parking brake (FPA).
• the vehicle comprises a power unit not shown in the figure, which may comprise a heat engine and one or more electrical machines, the operation of which is controlled by an electronic control unit, for example in the form of a control computer.
• motor not shown in the figures.
• Power supply means are also provided to operate the engine.
• the driver of the vehicle can thus put the ignition, that is to say electrically power the engine before starting the engine.
• the system comprises a module 1 for detecting the immobilization of the vehicle, a module 2 for detecting a stopping of the engine at the request of the driver, a module 3 for determining conditions for changing the brake pads and a module 4 for controlling the release of the brake calipers.
• FIG. 1 also shows an additional module 5 or normal mode return module, which acts as will be seen later, after the brake pads have been changed.
• the immobilization detection module 1 of the vehicle receives on its input 6 a signal corresponding to the speed V of the vehicle.
• the module 1 also receives on its input 7 a signal corresponding to the state BV of the gearbox, for example in the form of the engaged gear ratio.
• Module 1 also receives on its input 8 a "contact" signal corresponding to the power supply of the motor.
• the module 1 transmits on its output 9 a signal "immobilized vehicle" when the following conditions are satisfied: the signal corresponding to the speed of the vehicle V is valid and indicates a zero speed; the gear ratio engaged is different from neutral when the gearbox is a manual gearbox. In the case of an automatic gearbox, the engaged gear signal is different from the signal corresponding to the neutral or disengaged position. In this way, it is ensured that a speed is actually engaged, resulting in an effective immobilization of the vehicle. the signal corresponding to the power supply or "contact" signal is actually available on the input 8, which guarantees the availability of information concerning the vehicle speed V and the condition of the gearbox BV. As soon as one of its conditions is not satisfied, the vehicle is not considered as properly immobilized and the signal "immobilized vehicle" is not transmitted on the output 9 of the module 1.
• the module 2 receives on its input 10 a signal corresponding to a request to stop the engine from the driver of the vehicle. This is the case for example if the driver of the vehicle presses a button "stop" provided on the driving position of the vehicle, which allows the engine to stop via a parameter of the local control network (called CAN) while the engine is still running.
• the module 2 also receives on its input 1 1 a motor status signal corresponding to the state of the engine, which makes it possible to detect the actual stopping of the engine after a given time delay (for example between 10 and 20 seconds) according to the request to stop the engine.
• the module 2 also receives on its input 12 a signal corresponding to the electrical contact which ensures that the contact is removed.
• the module 2 delivers on its output 13 a signal "stop engine on request" which corresponds to an effective stop engine on request of the driver. This signal is not emitted by module 2 as long as the engine is running or when the engine is running again, or the information on the electrical contact is no longer available.
• the module 3 for determining the conditions of change of the brake pads first receives, on one of its inputs, the signal & stopping of the engine on request transmitted on the output 13 of the module 2. The module 3 also receives the immobilized vehicle signal transmitted on the output 9 of the module 1. Finally, the module 3 also receives as input information on the state of the brake actuators via the connection 14.
• the module 3 emits on its output 15 a brake pad change authorization signal when the following conditions are fulfilled: a motor stop on request of the driver has been detected by the module 3; and the vehicle is properly immobilized as detected by the module 1; -
• the parking brake assisted is loose and flawless, information that is transmitted by the signal State actuators.
• the detection of the effective stopping of the engine makes it possible to filter the cases where the engine stalled, which causes a zero speed for the vehicle. In this case, it may be that the electrical contact is set, a gear ratio is engaged, the engine is stopped and the parking brake is released, which could lead to an authorization to change the brake pads. brake without the driver being aware of it. Detecting the engine stop at the request of the driver avoids this situation.
• a brake caliper release control module 4 receives the change authorization signal transmitted on its output 15 by the module 3.
• the module 4 also receives on its input 16 a information on the loose state of the parking brake, and on its input 17 a signal corresponding to the position of the accelerator pedal (Pos Péd Accel).
• the module 4 emits on its output 18 a loosening signal when the following conditions are fulfilled: the change of the pads is authorized by the module 3; the control of the parking brake is inactive and then in the release position, which corresponds to the release signal transmitted on the input 16 of the module 4, and the driver acts on two independent manual controls, namely a release command transmitted on the input 16 and a press on the accelerator pedal for a time delay that can be for example between 10 and 20 seconds.
• the module 4 detects that the control of the parking brake is previously inactive, so as to avoid a control brake pad change unwanted by the driver.
• the release control command signal issued on the output 18 of the module 4 is fed to the actuators 19 of the brake calipers so as to cause their loosening, which makes it easy to change the brake pads.
• a "fault" is recorded in the computer that manages all the functions that have just been explained. This defect makes it possible to deactivate the automatic parking brake automatisms and, for example, to display an alarm message on the vehicle dashboard during the operation of changing the brake pads.
• the module 5 return to normal mode allows to put the parking brake in normal operating mode after the end of brake pad changing operations.
• FIG. 2 illustrates a possible embodiment of the immobilized vehicle detection module referenced 1 in FIG. 1.
• the module illustrated in FIG. 2 emits a "immobilized vehicle" signal at the end of a series of logic tests corresponding to FIG. certain conditions which relate to the input parameters which are in the example illustrated in the number of five, namely:
• V which corresponds to the speed of the vehicle as measured by a sensor not shown in the figure
• - V Valid which is a parameter reflecting the fact that the speed signal of the vehicle is valid, that is to say, actually corresponds to at the speed of the vehicle, the transmission of the parameter V being done correctly for example by the CAN network
• - Engaged Rapp is a parameter representing the state of the gearbox and, more particularly, the fact that a transmission ratio is actually engaged
• Alim Confirm is a parameter representing the confirmation of the status of the power supply of the motor appearing on the local control network (CAN network)
• Alim Confirm Valid is a parameter which translates the validated character of the preceding parameter, ie ie the absence of malfunction in the CAN network.
• the first logical tests that are carried out relate to the speed of the vehicle. We check first in the comparison block
• the validity of the speed parameter V is checked.
• the valid parameter V is brought to the second input of the logic block 22. If these two inputs actually correspond to a stationary vehicle, this state being valid, a logic signal appears at the output of the AND block 22 and is brought to one of the inputs of an output block
• the AND block 23 further receives on its other inputs the parameter
• the AND block 23 transmits on its output 9 the immobilized vehicle signal. If, on the contrary, one of the input conditions of the AND block 23 is not satisfied, the vehicle is no longer considered to be correctly immobilized and the immobilized vehicle signal is not transmitted at the output of the AND block 23.
• FIG. 3 illustrates a possible embodiment for the engine stop detection module 2 at the request of the driver illustrated in FIG. 1.
• This module performs various logical tests based on information concerning the driver's willingness to stop. the engine, the actual condition of the engine and the state of the power supply of the engine. This information is symbolized by parameters that are:
• Req Off is a parameter that corresponds to a request from the driver to stop the engine.
• the corresponding signal results for example in the detection of a support on a button "stop" by the driver in a situation where the engine is running,
• Req Stop Valid is a parameter that translates the valid character of the preceding parameter, ie the absence of malfunction in the CAN network
• State M corresponds to the state of the motor
• M status Valid is a parameter that indicates that the motor status signal is valid in the absence of malfunction of the CAN network or the computer
• - Alim Confirm is the parameter already indicated, representing the confirmation of the status of the motor power supply
• Valid Confirm Alim is the parameter that translates the valid character of the previous parameter.
• Req Stop-Valid are brought to two inputs of an AND block 24.
• the state of the motor is checked by comparing the parameter State M with a value indicated by the reference Stop M.
• the comparison block 25 transmits on its corresponding output 26 at one of the inputs of the AND block 24, a signal when the engine is not stopped, a situation in which the parameter
• the block ET 24 also receives on one of its inputs the parameter_M_Valid_State so as to verify that the state of the engine provided by the CAN network is correct. A signal is therefore emitted by the AND block 24 as soon as a request is made to stop the engine coming from the driver in a situation where the engine is still running. This signal, transmitted on the output 27 of the AND block 24, is brought to a delay block 28, which defines a duration indicated in the figure by the reference Tempo 1. At the output of the delay block 28, a passage block 29 emits a signal when his The input signal changes from the zero value to the value 1.
• a block NO 30 connected to the output of the passage block 29 outputs a signal which is fed to one of the inputs of the output block AND 31.
• the AND block 3 1 receives on a second of its inputs a signal coming from a block of passage 32 which receives as input the output of the AND block 24, and which sends a signal when the output signal of the AND block 24 passes from the value 1 to the value zero.
• the combination of these different means makes it possible to detect the effective stopping of the engine after a duration defined by the value Tempol which can be for example between 5 and 20 seconds, and which follows the driver's request to stop engine.
• a comparison block 33 receives on its two inputs the parameter corresponding to the state of the motor State M and the value Stop M. This comparison block sends a signal on its output when the parameter State M is equal to the value Stop M, which corresponds to an effective stop of the engine.
• the output of the comparison block 33 is fed to one of the inputs of the output block AND 31.
• the valid M status parameter is also brought to one of the inputs of the AND block 31.
• the parameter Alim Confirm which corresponds to the power supply of the motor, is brought to the input of a block NO 34, which emits on its output a signal when the motor is not supplied with electric current. This signal is fed to one of the inputs of the output block AND 31.
• the Valid Confirm Alim parameter is also brought to one of the inputs of the AND output block 31.
• the AND block 31 is thus capable of emitting a "motor stop on request" signal when the following conditions are satisfied: detection of a request from the driver stopping the vehicle while the engine is still running, then detecting the stop motor after a time defined by the Tempol value after the engine has actually been stopped and the electrical contact is in the OFF position.
• FIG. 4 illustrates a possible embodiment of the module 3 for determining the platelet change conditions, which can be seen in FIG. 1.
• the module illustrated in FIG. 4 emits a signal
• Motor stop on request is the signal emitted by the module 2 whose structure is for example that which is illustrated in FIG. 3,
• Immobilized vehicle is the signal emitted by the module 1 whose structure is for example that illustrated in FIG.
• State Act l is the state of a first parking brake actuator
• State_Act2 is the state of a second parking brake actuator, - Act l broken corresponds to a malfunction of the first actuator,
• Act2_cassé corresponds to a malfunction of the second actuator.
• a signal is sent to the input of a delay block 36 which receives a specified timeout value.
• Tempo2 in FIG. 4.
• the respective output signals of the passage block 35 and of the delay block 36 are fed to two inputs of an output block ET 37.
• the value of the delay time Tempo2 may, for example, be set between 2 and 5 minutes.
• the immobilized vehicle signal is also fed to one of the inputs of the AND block 37.
• the pad change is then allowed for a limited period of time defined by the Tempo2 value, as long as the vehicle is properly immobilized (immobilized vehicle signal) and as long as the parking brake is indeed released and without any defect.
• FIG. 5 illustrates a possible embodiment for the stirrup release control module referenced 4 in FIG.
• An output block AND 44 receives on one of its inputs the Change Authorization signal from the module 3 whose structure is for example that illustrated in Figure 4.
• a first manual control is materialized by the parameter Driver Request. When this parameter changes from the zero value to the value 1 as indicated in the change block 45, a signal is transmitted on one of the inputs of the AND block 44.
• a sensor parameter Ped corresponds to a position signal of the accelerator pedal of the vehicle detected by a sensor.
• This parameter is compared in block 46 with a threshold noted Seuil_Capteur in FIG. 5.
• a signal is output at the output of the comparison block 46 and brought to the input of a delay block 47 which has a delay time noted Tempo3 in Figure 5.
• the output signal of the delay block 47 is brought to the one of the inputs of the AND block 44.
• the AND block 44 also receives, on another of its inputs, the output signal of the comparison block 46.
• the release output signal which is emitted at the output of the AND block 44 and which makes it possible to control a complete loosening of the brake calipers of the parking brake is issued when the following conditions are met: the change of the pads is authorized (Change control signal issued by block 3), the parking brake control is first inactive and then goes into the release position at the request of the driver (parameter Driver Request in Figure 5), the driver maintains the manual control of the parking brake in the release position and simultaneously depresses the accelerator pedal for a time corresponding to the value of Tempo3, which may be for example chosen between 5 and 20 seconds.
• FIG. 6 illustrates a possible embodiment for the normal mode return module referenced in FIG. 1.
• the Loosening signal that is emitted by the module 4, whose structure is for example that illustrated in FIG. at the input of an AND block 48, capable of transmitting on its output a signal written Fault which is brought to different blocks including a block 49 which allows the recording of the fault in the computer, a block 50 which makes it possible to deactivate the assisted parking brake and its various automatic devices, and finally an alert block 51 which makes it possible to display a warning light on the control panel. edge of the vehicle until the driver has tightened the parking brake.
• a Max Tightening parameter is used which is brought to the input of a delay block 52 whose delay time is defined by the value Tempo3 noted in FIG. 6. This value can be for example between 2 and 5 seconds.
• the delay block 52 sends a signal on its output which is fed to the input of a block NO 53, connected to one of the inputs of the AND block 48.
• the driver requests a maximum clamping of the brake for a duration at least equal to the value tempo3
• the signal Fault that appeared during the platelet change operation at the output of the AND block 48 disappears, so that the block 54 for detecting the presence of the platelets of The brake is activated by a signal from the block NO 55 connected to the output of the block ET 48.

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

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• 2008
  • 2008-09-05 FR FR0855989A patent/FR2935658B1/fr active Active
• 2009
  • 2009-08-04 EP EP09740435A patent/EP2328786A2/de not_active Withdrawn
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