EP2406112A1 - Système de freinage, procédé pour faire fonctionner un système de freinage et procédé de fabrication pour un système de freinage - Google Patents

Système de freinage, procédé pour faire fonctionner un système de freinage et procédé de fabrication pour un système de freinage

Info

Publication number
EP2406112A1
EP2406112A1 EP10700973A EP10700973A EP2406112A1 EP 2406112 A1 EP2406112 A1 EP 2406112A1 EP 10700973 A EP10700973 A EP 10700973A EP 10700973 A EP10700973 A EP 10700973A EP 2406112 A1 EP2406112 A1 EP 2406112A1
Authority
EP
European Patent Office
Prior art keywords
brake
wheel
cylinder
pressure signal
brake 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Withdrawn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
EP10700973A
Other languages
German (de)
English (en)
Inventor
Michael Kunz
Matthias Leiblein
Werner Quirant
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 EP2406112A1 publication Critical patent/EP2406112A1/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Withdrawn legal-status Critical Current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
    • B60T8/40—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
    • B60T8/48—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

Definitions

  • the present invention relates to a braking system for a vehicle.
  • the invention relates to methods for operating a brake system for a vehicle.
  • the invention relates to a production method for a brake system for a vehicle.
  • a brake input element arranged in a vehicle for example a brake pedal, is coupled to a brake booster.
  • the brake booster is designed, for example, to amplify a braking force exerted by a driver on the brake input element and then to forward the amplified braking force to a master brake cylinder.
  • the master cylinder then outputs an amplified pressure signal to the wheel brake cylinders for braking wheels of the vehicle.
  • the brake booster allows the driver to decelerate the vehicle by operating the brake input member with less effort.
  • a brake booster for boosting a braking force applied to the brake input member by the driver is a vacuum booster.
  • the vacuum supply of the vacuum booster usually takes place by an internal combustion engine of the vehicle.
  • Another possibility for a vacuum supply can be realized by attaching an additional electric or mechanical vacuum pump to the brake booster.
  • a vacuum provided by one of these possibilities can be used for brake boosting.
  • the invention provides a braking system for a vehicle having the features of claim 1, a method for operating a braking system for a vehicle having the features of claims 7, 8 and 9, and a method of producing a braking system for a vehicle having the features of claim 10.
  • the present invention is based on the recognition that the onset of a conventional brake booster, such as a vacuum booster, can be bypassed by providing as hydraulic gain, a boost pressure signal which is generated via a Hydraulikag- gregat the brake system, at least one wheel brake cylinder of the brake system.
  • a conventional brake booster such as a vacuum booster
  • boost pressure signal which is generated via a Hydraulikag- gregat the brake system, at least one wheel brake cylinder of the brake system.
  • the brake system according to the invention and the corresponding methods are particularly advantageous for electric vehicles which do not have an internal combustion engine. Especially in small electric vehicles with a comparatively low weight, the present invention has an advantageous effect.
  • the vehicles are for inserting the braking system according to the invention and for applying the corresponding Drive equipped with an ESP functionality (Electronic Stability Program).
  • ESP functionality Electronic Stability Program
  • the senor and / or control device is designed to set a preferred total braking torque, taking into account the operation of the brake input element and / or provided information of an on-board environmental sensor.
  • the sensor and / or control device can additionally be designed to provide a braking torque difference between the preferred overall braking torque and at least one recuperative braking torque of a recuperative
  • a great advantage of the brake system according to the invention and the corresponding method is thus the veneering ability of hydraulic and recuperative (electric) braking torques.
  • braking systems can be used, in which at least one axle can be decoupled from the actuating unit or from the master brake cylinder.
  • the at least one decoupled axis can be actuated by-wire and therefore allows the modulation of braking torques without noticeable pedal reactions.
  • the by-wire axis can be coupled back to the master cylinder in certain situations.
  • the sensor and / or control device and the recuperative braking device may be subunits of the brake system.
  • the brake system may comprise a second brake circuit having at least one arranged on a second wheel second wheel brake cylinder, wherein the second wheel brake cylinder is coupled to the master cylinder, that the output from the master cylinder unamplified pressure signal to the second wheel brake cylinder is forwarded, and wherein the second wheel brake cylinder is designed to exert a second brake torque corresponding to the unamplified pressure signal to the second wheel.
  • the sensor and / or control device may additionally be designed to determine the braking torque difference between the preferred total braking torque and a sum of the recuperative braking torque and the second braking torque.
  • the invention also relates to a vehicle with a braking system according to the preceding paragraphs.
  • the vehicle is designed as an electric vehicle or as a hybrid vehicle.
  • Fig. 1 is a circuit diagram of an embodiment of the braking system for a vehicle.
  • FIG. 2 is a flowchart illustrating an embodiment of the manufacturing method.
  • Fig. 1 shows a circuit diagram of an embodiment of the braking system for a vehicle.
  • the brake system illustrated in FIG. 1 comprises a brake input element 10, which is designed for actuation by a driver for braking the vehicle with the brake system.
  • the brake input element 10 is, for example, a brake pedal.
  • the brake system is not limited to a brake input element 10 designed as a brake pedal. Instead, a braking request of the driver can also be detected by a differently configured brake input element 10.
  • a brake pressure and / or actuation path sensor 12 is arranged at the brake input element 10.
  • the brake pressure and / or actuation path sensor 12 is designed, for example, to detect a pressure exerted on the brake input element 10 by the driver.
  • the brake pressure and / or actuation path sensor 12 can also be designed to provide an actuation path around which the
  • Brake input element 10 is adjusted by an operation of the driver to determine.
  • the Brake pressure and / or actuation path sensor 12 may be, for example, a pedal travel sensor or a rod travel sensor. Other embodiments for the brake pressure and / or actuation path sensor 12 are possible. The evaluation of a set of the brake pressure and / or Betjanistsweg sensor 12 sensor signal will be discussed below.
  • the brake input element 10 is coupled to a master brake cylinder 14 such that a brake pressure and / or actuation travel signal, which corresponds to the actuation of the brake input element 10 by the driver, is forwarded to the master brake cylinder 14 without being amplified.
  • the brake pressure and / or actuation path signal corresponds, for example, to a pressure exerted on the brake input element 10.
  • the brake pressure and / or actuation path signal can correspond to an actuation path by which the brake input element 10 is adjusted by the driver.
  • the brake input element 10 is coupled to the master brake cylinder 14, for example via a sensor device or via a coupling element. Since suitable sensor devices and usable coupling elements are known from the prior art, will not be discussed further here.
  • a brake booster which is conventionally arranged between a brake input member 10 and a master cylinder 14, is not necessary.
  • the brake system does not include a vacuum booster.
  • Vacuum booster by an internal combustion engine and / or by an additional electric vacuum pump is thus particularly advantageous for electric vehicles which do not have an internal combustion engine.
  • master cylinder 14 is configured to output an unamplified pressure signal for a brake pressure and / or actuation path signal.
  • the master cylinder 14 is connected to a brake fluid reservoir 16, which can be filled via a filler neck 18.
  • the brake fluid reservoir 16 is a hydraulic and / or a brake fluid reservoir.
  • the brake system additionally comprises a non-decoupled brake circuit 20 for braking the wheels 22a and 22b formed as rear wheels and a decoupled brake circuit 24 for braking the wheels 26a and 26b formed as front wheels.
  • the illustrated example is not limited to this division of the wheels 22a, 22b, 26a and 26b.
  • the brake system is also applicable to an embodiment in which the wheels 22a and 22b are front wheels and the wheels 26a and 26b are rear wheels of a vehicle.
  • the wheels 22a and 22b and the wheels 26a and 26b may also be two pairs of wheels arranged on two different sides of a vehicle or diagonally on a vehicle.
  • the braking system illustrated in FIG. 1 is not limited to a number of four wheels 22a, 22b, 26a and 26b. Instead, the braking system can also 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 non-decoupled brake circuit 20.
  • the braking system is advantageous in the illustrated embodiment of the braking system to design the engine of the vehicle, for example an electric drive motor, such that the acceleration torque of the engine acts on the front wheels 26a and 26b.
  • the braking system is also applicable to a vehicle with a rear-wheel drive or an all-wheel drive, as the skilled person can recognize.
  • the non-decoupled brake circuit 20 is so designated because a training for decoupling of the master cylinder 14 of the non-decoupled brake circuit 20 is not necessary. Thus, eliminates the cost of a separator for decoupling the non-decoupled brake circuit 20 of the master cylinder 14. As one skilled in the art, however, recognizes the following explanations, the non-decoupled brake circuit 20 can also be designed decoupled. In this case, a decoupling of the non-decoupled brake circuit 20 from the master cylinder 14 is omitted in the execution of the method described below for operating the brake system.
  • a first supply line 28 leads to the non-decoupled brake circuit 20.
  • a second supply line 30 connects the Hauptbremszy- cylinder 14 with the decoupled brake circuit 24.
  • a pressure sensor 32 may be connected to the advantageous operation below yet will be received.
  • a high-pressure switching valve 34 is connected via a branching point 33 and a switching valve 36 is connected to the first supply line 28 via a branching point 35.
  • a brake fluid flow originating from the master brake cylinder 14 can, as an unamplified pressure signal in the non-decoupled brake circuit 20, optionally via the high-pressure switching valve 34 and at least one pump 44 or via the
  • a bypass line with a check valve 40 is arranged.
  • the hydraulic connection between the master cylinder 14 and the wheel brake cylinders 38 a and 38 b which would otherwise be interrupted due to the malfunction of the switching valve 36, ensured by the bypass line with the check valve 40.
  • a line 42 is connected, which has a branch point 43 which leads to a delivery side of the at least one pump 44 of the non-decoupled brake circuit 20.
  • the at least one pump 44 is a one-piston pump or a similarly designed displacement element.
  • the at least one pump 44 may also be a pump with a plurality of pistons or a gear pump.
  • a plurality of pumps 44 may be inserted in the non-decoupled brake circuit 20. The embodiment described here is not limited to a specific number of pumps 44.
  • 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 at least one 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 line 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 wheel inlet valve 58b assigned to the wheel brake cylinder 38 is likewise connected to the line 42.
  • 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 branching point 64b to a line 62b, 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 non-decoupled brake circuit 20 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 Radauslassventil 54a and 54b as normally closed valves.
  • the wheel brake cylinders 38a and 38b are thus coupled to the master cylinder 14 so that the unamplified pressure signal output by the master cylinder 14 can be forwarded to the wheel brake cylinders 38a and 38b.
  • the two wheel brake cylinders 38a and 38b are designed to exert a force corresponding to the unamplified pressure signal and the associated wheels 22a and 22b to decelerate the vehicle.
  • the driver thus has the opportunity to brake directly into the non-decoupled brake circuit 20.
  • a driver-requested pressure build-up in the wheel brake cylinders 38a and 38b of the brake calipers is therefore reliably ensured in the normal braking operation of the brake system. Accordingly, the pressure of the brake calipers built up in the wheel brake cylinders 38a and 38b can be rapidly reduced again.
  • the isolation valve 66 of the decoupled brake circuit 24 has no bypass line with a check valve. Closing of the isolation valve 66 thus causes a decoupling of the decoupled brake circuit 24, in particular the wheel brake cylinders 68a and 68b of the wheels 26a and 26b, of the master cylinder 14.
  • the isolation valve 66 thus fulfills the function of a switchable in at least one open mode and in a closed mode Separating device, via which the two wheel brake cylinders 68a and 68b are coupled to the master cylinder 14, that the output from the master cylinder 14 unamplified pressure signal via the switched into the at least one open mode isolation valve 66 to the wheel brake cylinders 68a and 68b can be forwarded and forwarding the unreinforced Pressure signal to the wheel brake cylinders 68a and 68b by closing the isolation valve 66 can be prevented.
  • the brake system described herein is not limited to forming the separator as a separator valve 66. Since further embodiments of a suitable separator of the prior art are known, will not be discussed further here.
  • a conduit 70 extends to a Radeinlassventil 72b, which is associated with the wheel brake cylinder 68b.
  • a wheel inlet valve 72a associated with the wheel brake cylinder 68a is also coupled to the conduit 70 via a branch point 71.
  • bypass lines are provided with check valves 74a and 74b.
  • a delivery side of at least one pump 76 of the decoupled brake circuit 24 is connected to the line 70 via a branching point 75.
  • the at least one pump 76 may be formed as a single-piston pump, as a pump with a plurality of pistons or as a gear pump.
  • a plurality of pumps 76 may be inserted in the decoupled brake circuit 24. The embodiment shown here is not limited to a specific number of pumps 76.
  • a PCR valve 80 Pressure Control Valve 80 is coupled via a line 78.
  • the PCR valve 80 and the at least one pump 76 together form a hydraulic unit, whose function will be discussed in more detail below.
  • the PCR valve 80 is connected via a line 82 to the brake fluid reservoir 16. Via the line 82 and the PCR valve 80, a volume of the braking medium can thus be quickly provided to the delivery side of the at least one pump 76.
  • a wheel outlet valve 86a assigned to the wheel brake cylinder 68a is connected to the suction side of the at least pump 76 of the decoupled brake circuit 24.
  • a wheel outlet valve 86b assigned to the wheel brake cylinder 68b is additionally connected to the line 84.
  • a further branch point 87 connects the line 84 to a first end of a line 88 whose second end is connected to the line 82 via a branching point 89.
  • the two wheel outlet valves 86a and 86b are thus connected to the brake medium connected to the reservoir 16, wherein the PCR valve 80 and the at least one pump 76 of the decoupled brake circuit 24 are bridged.
  • the Radeinlassventile 72a and 72b are connected via lines 90a and 90b each with their associated wheel brake cylinder 68a or 68b. 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. Via the branching point 92b, a further pressure sensor 94 assigned to the decoupled brake circuit 24 can also be connected to the line 90b.
  • the valves 66, 72a, 72b, 80, 86a and 86b may be hydraulic valves.
  • the isolation valve 66 and the wheel inlet valves 72a and 72b are normally open valves.
  • the Radauslassventile 86a and 86b are advantageously designed as normally closed valves.
  • the at least two pumps 44 and 76 of the two brake circuits 20 and 24 are seated on a common shaft, which is operated via a motor 96.
  • the two wheel brake cylinders 68a and 68b can be easily decoupled from the master brake cylinder 14 by closing the isolation valve 66.
  • a passage from the master cylinder 14 to the wheel brake cylinders 68a and 68b is no longer possible with a closed separating valve 66.
  • access to the two wheel brake cylinders 68a and 68b in accordance with a conventional modulation system is possible. If desired, the driver can thus brakes directly into the decoupled brake circuit 24 by actuating the brake actuation element 10.
  • an unamplified pressure signal which corresponds to the actuation of the brake input element 10 by the driver, is provided to the two wheel brake cylinders 68a and 68b.
  • the two wheel brake cylinders 68a and 68b are designed, after providing the unamplified pressure signal, to exert a force corresponding to the unamplified pressure signal on the wheels 26a and 26b associated therewith for braking the vehicle.
  • the decoupled brake circuit 24 can therefore be operated in two different operating modes: In a first operating mode, an unamplified braking force can be exerted on the wheels 26a and 26b assigned to the decoupled brake circuit 24 in accordance with an actuation of the brake input element 10. This is done by switching the isolation valve 66 to the open mode so that the unamplified pressure signal from the master cylinder 14 is forwarded to the wheel cylinders 68a and 68b and thus an unamplified force corresponding to the unamplified pressure signal is applied to the associated wheels 26a and 26b.
  • a second operating mode preferably in accordance with an actuation of the brake input element 10, an increased braking force is exerted on the wheels 26a and 26b of the decoupled brake circuit 24.
  • the isolation valve 66 is switched to the closed mode. In this way, the forwarding of the unamplified pressure signal to the two wheel brake cylinders 68a and 68b is prevented.
  • the hydraulic unit formed by the PCR valve 80 and the at least one pump 76 of the decoupled brake circuit 24 is controlled so that, preferably generates a boost pressure signal corresponding to the brake pressure and / or braking distance signal and a desired gain factor, and is forwarded to the wheel brake cylinders 68a and 68b.
  • the wheel brake cylinders 68a and 68b apply an amplified force corresponding to the boost pressure signal to the wheels 26a and 26b.
  • the present invention is not limited to a boost pressure signal that is greater than the unamplified pressure signal or that corresponds to the unamplified pressure signal.
  • the boost pressure signal may also be less than the unamplified pressure signal.
  • the boost pressure signal corresponds to the brake pressure and / or brake travel signal and a predetermined damping factor. Further examples of a boost pressure signal under the unamplified pressure signal will be suggested to one skilled in the art from the following paragraphs.
  • the brake pressure and / or actuation travel sensor 12 can exert the pressure exerted by the driver on the brake input element 10
  • valves 34, 36, 54a, 54b, 58a, 58b, 66, 72a, 72b, 86a and 86b are de-energized.
  • both brake circuits 20 and 24 are coupled to the master brake cylinder 14 so that an unamplified pressure signal can be quickly forwarded to the wheel brake cylinders 38a, 38b, 68a and 68b.
  • the hydraulic unit with the components 76 and 80 is not operated.
  • a brake pressure and / or Betsch Trent- signal is provided directly and unreinforced to the master cylinder 14.
  • the master brake cylinder 14 generates an unamplified pressure signal which corresponds to the unamplified brake pressure and / or actuation travel signal and which is provided to the wheel brake cylinders 38a and 38b of the non-decoupled brake circuit 29. This brakes the driver via the brake actuator 10 directly into the non-decoupled brake circuit 20 a.
  • the wheel brake cylinders 38a and 38b then apply, via their associated wheels 22a and 22b, an unamplified partial braking torque corresponding to the unamplified pressure signal to the vehicle.
  • the non-amplified partial braking torque exerted via the non-decoupled brake circuit 20 can be determined, for example, by means of the pressure sensor 32.
  • the wheel brake cylinders 38a and 38b of the non-decoupled brake circuit 20 and the master cylinder 14 are designed so that the direct braking in the non-decoupled brake circuit 20 for the driver is associated with a favorable pedal feel.
  • the master cylinder 14 is designed for a relatively small diameter of the master cylinder piston.
  • the brake pressure and / or the actuation travel can be detected by the brake pressure and / or actuation path sensor 12.
  • the brake pressure and / or actuation path Sensor 12 detected brake pressure and / or actuation travel, an advantageous overall braking torque can be determined by which the vehicle, for example, at the request of the driver to be braked. In order to determine the advantageous overall braking torque, it is also possible to take account of information provided by an environmental sensor (not shown).
  • a (not outlined) sensor and / or control device is designed to determine a difference between the provided total braking torque and the partial braking torque. Thereafter, a boost pressure control signal which corresponds to the detected difference is set. Simultaneously or subsequently, the isolation valve 66 is closed. The wheel brake cylinders 68a and 68b of the decoupled brake circuit 24 are thus decoupled from the master brake cylinder 14. The at least one pump 76 and the PCR valve 80 of the decoupled brake circuit 24 are driven by outputting the boost pressure control signal so that the boost pressure signal is generated and provided to the two wheel brake cylinders 68a and 68b. Thus, the two wheel brake cylinders 68a and 68b exert on the wheels 26a and 26b a boost braking torque, which in combination with the un-boosted partial braking torque results in the desired total braking torque.
  • the boost braking torque can be selected to be comparatively large, so that even in the case of by-wire application, a braking distance predetermined by the driver via the actuation of the brake input element 10 with a comparatively low force is maintained.
  • Software parameters can also be used to set a desired braking delay or to compensate for an occurring delay in the case of by-wire application. In the following, it is explained by way of example how the braking system shown in FIG. 1 can be used for recuperative braking:
  • the vehicle is braked under generator operation of an electric motor.
  • the generator-operated electric motor acts as a recuperative braking device.
  • the electrical energy obtained in this way can be stored in a memory and used at a later time, preferably for accelerating the vehicle. In this way, power consumption and / or exhaust emission of the vehicle can be reduced.
  • the method described is not limited to a recuperative braking by the generator operation of the electric motor. Instead, the method is also applicable to other Rekuperationsmethoden, such as a deceleration with a hydraulic motor, a recovery of braking energy in a pressure accumulator and / or a pneumatic braking.
  • recuperative braking device should preferably not affect the braking distance.
  • a recuperative braking process makes additional demands on a brake system in certain situations.
  • the recuperative braking device is not available.
  • the recuperative braking method requires an existing minimum speed of the vehicle. With a full energy storage and / or braking of the vehicle below the minimum speed, the entire braking torque must therefore be applied via the wheel brake cylinders 38a, 38b, 68a and 68b arranged on the wheels 22a, 22b, 26a and 26b in order to achieve a constant braking path which is as short as possible observed.
  • the braking force exerted by the wheel brake cylinders 38a, 38b, 68a and / or 68b should be withdrawn in order to achieve the highest possible degree of recuperation.
  • blending a cost effective and easily executable manner for blending the recuperative braking device and the wheel brake cylinder 38a, 38b, 68a and / or 68b will be described.
  • the recuperative braking device is located on the "by-wire axis" of the vehicle.
  • the decoupled brake circuit 24 is connected to an electric motor acting as a generator during recuperative braking, which is referred to below as a recuperative brake device.
  • a recuperative brake device During recuperative braking, therefore, a non-constant but detectable recuperative braking torque of the recuperative braking device acts on the wheels 26a and 26b.
  • the embodiment described here is also applicable to a braking system in which the recuperative braking device exerts a braking torque on a wheel, which is not assigned to the by-wire brake circuit.
  • the sensor and evaluation device can be designed such that a brake torque difference between the total braking torque desired by the driver and a sum of the unamplified partial braking torque and the recuperative braking torque is calculated. Subsequently, a determination and generation of a brake pressure difference corresponding to the boost pressure signal and providing the boost pressure signal to the wheel brake cylinders 68a and 68b by the hydraulic unit with the components 76 and 80.
  • a consideration of regeneratively generated recuperative braking torque is provided in setting the boost pressure signal.
  • the braking torque difference is thus adjusted according to the procedure described above on the wheels 26a and 26b. Effectively, this means that the pressure on the wheels 26a and 26b is reduced by a pressure corresponding to the recuperative braking torque. In this way, it is ensured that the total braking torque predetermined by the driver is maintained.
  • the individual process steps of the veneering process correspond to the method described above.
  • the pedal feel remains unaffected by the veneering process, since the wheels 26a and 26b of the decoupled brake circuit 24 are not coupled to the master cylinder 14. At the same time a good pedal feel is ensured by the direct braking in the non-decoupled brake circuit 20.
  • the method described here leads to very high overall efficiency of the brake system. For example, can be increased by the energy fed back via the generator, the route from the battery and the battery for the same route less, cheaper and easier to run.
  • an increased free travel is formed in the master cylinder 14.
  • no hydraulic braking torque is built up on the wheels 22a and 22b.
  • the larger Lehrweg does not lead to a changed pedal feel or deceleration behavior, since the actuation travel and / or the brake pressure can also be detected in the Leerweg Anlagen.
  • a control device of the brake system can be designed so that closing of the isolation valve 66 is at least delayed in the event of rapid deceleration. In this way, a comparatively high pressure build-up dynamics is ensured in the fast deceleration. As a result, the full pressure build-up dynamics determined by the driver by actuating the brake actuating element 10 arrive at the wheel brake cylinders 68a and 68b of the decoupled brake circuit 24. The volume displacement may eventually lead to an extended actuating travel of the brake input element 10, which, however, is acceptable due to its low expression.
  • ABS antilock braking system, antilock braking system
  • ASR traction control system
  • ESP electronic stability program
  • the brake system shown in Fig. 1 is formed on an electric vehicle.
  • the brake system can be used advantageously not only for an electric vehicle or a hybrid vehicle, but for any known vehicle type.
  • the illustrated brake system has a positive effect on comparatively small vehicles with a comparatively low weight.
  • FIG. 2 is a flow chart illustrating an embodiment of the manufacturing method.
  • a brake input element is coupled to a master brake cylinder such that, during operation of the brake system, a brake pressure or actuation travel signal input to the brake input element by a driver of the vehicle is provided to the master brake cylinder without being amplified and the master brake cylinder is provided with brake pressure. and / or Betchanistsweg signal corresponding unamplified pressure signal outputs.
  • brake pressure boosters such as, for example, a vacuum booster, and a device for supplying a vacuum, for example an internal combustion engine or an electric vacuum pump, can be saved via method step S1.
  • a first brake circuit with a switchable in at least one open mode and a closed mode separator and at least one arranged on a first wheel first wheel brake cylinder is coupled in a method step S2 to the master cylinder so that the output from the master cylinder unstressed pressure signal on the in the at least one open mode switched separator is forwarded to the first wheel brake cylinder.
  • the coupling of the first brake circuit is carried out so that a forwarding of the unamplified pressure signal to the first wheel brake cylinder is prevented by the switched into the closed mode separator.
  • a second brake circuit with at least one second wheel brake cylinder arranged on a second wheel is coupled to the master brake cylinder such that the unamplified pressure signal output by the master brake cylinder is forwarded to the second wheel brake cylinder and the second wheel brake cylinder transmits the unamplified pressure signal exerts appropriate force on the second wheel. If no second brake circuit is desired, the method step S3 can be omitted.
  • a hydraulic unit is coupled to the wheel brake cylinder (process step S4).
  • the hydraulic unit is designed to output a boost pressure signal in consideration of a control signal provided by an onboard sensor and / or control device.
  • the hydraulic unit is coupled to the second wheel brake cylinder in such a way that the output boost pressure signal is forwarded to the second wheel brake cylinder and a force corresponding to the boost pressure signal is also exerted on the second wheel.
  • the numbering S1 to S4 of the described method steps do not specify a time sequence for carrying out the method steps S1 to S4. Likewise, at least two of the method steps S1 to S4 can be carried out simultaneously.

Landscapes

  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de freinage pour un véhicule comprenant un maître-cylindre de freinage (14), couplé à un élément d'entrée de freinage (10), de manière à pouvoir transmettre un signal de pression de freinage et/ou de course d'actionnement non amplifié au maître-cylindre de freinage (14) et de manière à ce qu'un signal de pression non amplifié correspondant puisse être émis par le maître-cylindre de freinage (14) ; un circuit de freinage (24) comportant un dispositif de coupure (66) pouvant être commuté pour passer à un mode ouvert ou un mode fermé et au moins un cylindre de freinage de roue (68a, 68b) disposé sur une roue (26a, 26b), le signal de pression non amplifié pouvant être retransmis au premier cylindre de freinage de roue (68a, 68b) et une retransmission du signal de pression non amplifié par le dispositif de coupure (66) commuté en mode fermé pouvant être empêchée quand le dispositif de coupure (66) est en mode ouvert ; et un module hydraulique (76, 80) couplé au premier cylindre de freinage de roue (68a, 68b) et conçu pour émettre un signal de pression d'amplification. L'invention concerne par ailleurs un procédé pour faire fonctionner un système de freinage et un procédé de fabrication pour un système de freinage pour un véhicule.
EP10700973A 2009-03-09 2010-01-11 Système de freinage, procédé pour faire fonctionner un système de freinage et procédé de fabrication pour un système de freinage Withdrawn EP2406112A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910001401 DE102009001401A1 (de) 2009-03-09 2009-03-09 Bremssystem, Verfahren zum Betreiben eines Bremssystems und Herstellungsverfahren für ein Bremssystem
PCT/EP2010/050205 WO2010102844A1 (fr) 2009-03-09 2010-01-11 Système de freinage, procédé pour faire fonctionner un système de freinage et procédé de fabrication pour un système de freinage

Publications (1)

Publication Number Publication Date
EP2406112A1 true EP2406112A1 (fr) 2012-01-18

Family

ID=42061148

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10700973A Withdrawn EP2406112A1 (fr) 2009-03-09 2010-01-11 Système de freinage, procédé pour faire fonctionner un système de freinage et procédé de fabrication pour un système de freinage

Country Status (5)

Country Link
EP (1) EP2406112A1 (fr)
KR (1) KR20110128288A (fr)
CN (1) CN102348584B (fr)
DE (1) DE102009001401A1 (fr)
WO (1) WO2010102844A1 (fr)

Families Citing this family (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010042990A1 (de) * 2010-10-27 2012-05-03 Robert Bosch Gmbh Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102010062354A1 (de) * 2010-12-02 2012-06-06 Continental Teves Ag & Co. Ohg Bremssystem für Kraftfahrzeuge
DE102011003144A1 (de) 2011-01-26 2012-07-26 Robert Bosch Gmbh Steuervorrichtung für ein Bremssystem eines Fahrzeugs, Bremssystem und Verfahren zum Betreiben eines Bremssystems für ein Fahrzeug
DE102011005822A1 (de) * 2011-03-21 2012-09-27 Robert Bosch Gmbh Bremssysteme und Verfahren zum Betreiben eines Bremssystems für ein Fahrzeug
DE102011080431A1 (de) 2011-08-04 2013-02-07 Robert Bosch Gmbh Steuervorrichtung für ein Bremssystem eines Fahrzeugs, Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102012202006A1 (de) * 2012-02-10 2013-08-14 Robert Bosch Gmbh Steuervorrichtung und Verfahren zum Transferieren von Bremsflüssigkeit in mindestens einen Radbremszylinder eines Bremssystems eines Fahrzeugs
DE102012203779A1 (de) * 2012-03-12 2013-09-12 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs und Steuervorrichtung für ein Bremssystem eines Fahrzeugs
DE102012209522A1 (de) 2012-06-06 2013-12-12 Robert Bosch Gmbh Verfahren zum Betreiben eines rekuperativen Bremssystems eines Fahrzeugs und Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs
DE102012211609A1 (de) 2012-07-04 2014-01-09 Robert Bosch Gmbh Vorrichtung und Verfahren zur Durchführung einer Notbremsfunktion
DE102012216993A1 (de) 2012-09-21 2014-03-27 Robert Bosch Gmbh Steuervorrichtung für ein Bremssystem eines Fahrzeugs und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102013200465A1 (de) * 2013-01-15 2014-07-17 Robert Bosch Gmbh Aggregat für ein hydraulisches Bremssystem, hydraulisches Bremssystem, Steuervorrichtung zum Zusammenwirken mit einem hydraulischen Bremssystem und Verfahren zum Betreiben eines hydraulischen Bremssystems
DE102013206324A1 (de) 2013-04-10 2014-10-16 Robert Bosch Gmbh Bremssystem für ein Fahrzeug und Verfahren zum Betreiben des Bremssystems
DE102013211600A1 (de) * 2013-06-20 2014-12-24 Robert Bosch Gmbh Schlupfgeregelte hydraulische Fahrzeugbremsanlage und Verfahren zur Schlupfregelung
US9315182B2 (en) * 2014-06-27 2016-04-19 Robert Bosch Gmbh Braking system
DE102014213354A1 (de) 2014-07-09 2016-01-14 Robert Bosch Gmbh Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102014216817A1 (de) 2014-08-25 2016-02-25 Robert Bosch Gmbh Schlupfgeregelte hydraulische Fahrzeugbremsanlage
DE102014216815A1 (de) * 2014-08-25 2016-02-25 Robert Bosch Gmbh Hydraulische schlupfgeregelte Zweikreis-Fahrzeugbremsanlage
DE102014217428A1 (de) 2014-09-01 2016-03-03 Robert Bosch Gmbh Hydraulikaggregat für ein Bremssystem eines Fahrzeugs, Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102016224250A1 (de) 2016-12-06 2018-06-07 Robert Bosch Gmbh Steuervorrichtung und Verfahren zum Steigern mindestens eines Bremsdrucks in mindestens einem Radbremszylinder eines Bremssystems eines Fahrzeugs
DE102019210271A1 (de) * 2019-07-11 2021-01-14 Robert Bosch Gmbh Bremssystem und Verfahren zum Bremsen eines Kraftfahrzeugs
DE102021206563A1 (de) 2021-06-24 2022-12-29 Robert Bosch Gesellschaft mit beschränkter Haftung Bremssystem und Verfahren zum Betreiben eines Bremssystems

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4029793A1 (de) * 1990-09-20 1992-03-26 Bosch Gmbh Robert Hydraulische fahrzeugbremsanlage

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4314448A1 (de) * 1993-05-03 1994-11-10 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge mit elektrischem Antrieb
DE19636432B4 (de) * 1996-09-07 2007-08-16 Robert Bosch Gmbh Hydraulische Fremdkraft-Fahrzeugbremsanlage
WO2000074987A1 (fr) * 1999-06-08 2000-12-14 Continental Teves Ag & Co. Ohg Systeme de freinage a reglage electronique
JP2006312386A (ja) * 2005-05-09 2006-11-16 Honda Motor Co Ltd 車両の回生制動および摩擦制動装置
KR100819978B1 (ko) * 2006-08-01 2008-04-07 현대자동차주식회사 하이브리드 및 전기 차량의 브레이크 시스템과 그 제어방법
DE102007043592A1 (de) * 2006-11-15 2008-05-21 Continental Teves Ag & Co. Ohg Fahrzeugbremsanlage für Kraftfahrzeuge und Verfahren zu deren Betrieb

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4029793A1 (de) * 1990-09-20 1992-03-26 Bosch Gmbh Robert Hydraulische fahrzeugbremsanlage

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2010102844A1 *

Also Published As

Publication number Publication date
CN102348584A (zh) 2012-02-08
DE102009001401A1 (de) 2010-09-16
KR20110128288A (ko) 2011-11-29
WO2010102844A1 (fr) 2010-09-16
CN102348584B (zh) 2015-10-21

Similar Documents

Publication Publication Date Title
EP2406112A1 (fr) Système de freinage, procédé pour faire fonctionner un système de freinage et procédé de fabrication pour un système de freinage
EP3458318B1 (fr) Système de freinage conçu pour un véhicule et procédé pour faire fonctionner un système de freinage d'un véhicule
EP2539195B1 (fr) Système de freinage pour véhicule et procédé pour faire fonctionner un système de freinage d'un véhicule
EP2739512B1 (fr) Dispositif de commande pour une installation de freinage d'un véhicule, installation de freinage d'un véhicule et procédé de fonctionnement de l'installation de freinage d'un véhicule
EP2234853B1 (fr) Système de freinage
EP2167359B1 (fr) Installation de frein pour un véhicule terrestre
DE102008003664B4 (de) Bremssystem und Verfahren zum Betreiben eines Bremssystems
EP2688780B1 (fr) Système de freinage et véhicule avec un tel système de freinage
EP2991868B1 (fr) Système de freinage hydraulique pour un véhicule et procédé pour faire fonctionner un système de freinage hydraulique d'un véhicule
EP2931572B1 (fr) Procédé pour faire fonctionner un système de freinage d'un véhicule et dispositif de commande d'un système de freinage d'un véhicule
DE102010030921A1 (de) Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102013206324A1 (de) Bremssystem für ein Fahrzeug und Verfahren zum Betreiben des Bremssystems
WO2010094489A2 (fr) Équipement de freinage pour un véhicule routier doté d'une fonctionnalité de freinage régénératif
WO2008058985A1 (fr) Installation de freinage pour des véhicules automobiles et son procédé d'exploitation
DE102010002272A1 (de) Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
WO2012034740A1 (fr) Système de freinage hydraulique et procédé de fonctionnement
EP2632781A1 (fr) Système de freinage pour un véhicule, et procédé de fonctionnement d'un système de freinage de véhicule
DE102010038548A1 (de) Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems für ein Fahrzeug
DE102013200471A1 (de) Aggregat für ein hydraulisches Bremssystem, hydraulisches Bremssystem, Steuervorrichtung zum Zusammenwirken mit einem hydraulischen Bremssystem und Verfahren zum Betreiben eines hydraulischen Bremssystems
EP2709883A1 (fr) Dispositif de commande d'un système de freinage d'un véhicule et procédé de fonctionnement d'un système de freinage d'un véhicule
WO2011154177A1 (fr) Système de freinage pour un véhicule et procédé permettant de faire fonctionner un système de freinage d'un véhicule
DE102012203779A1 (de) Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs und Steuervorrichtung für ein Bremssystem eines Fahrzeugs
DE102014213354A1 (de) Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
EP4320018A1 (fr) Système de freinage à sécurité intégrée

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20111010

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20141023

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20150303