EP2534024A1 - Système de freinage présentant un modèle de pression et un dispositif de hiérarchisation - Google Patents

Système de freinage présentant un modèle de pression et un dispositif de hiérarchisation

Info

Publication number
EP2534024A1
EP2534024A1 EP11704591A EP11704591A EP2534024A1 EP 2534024 A1 EP2534024 A1 EP 2534024A1 EP 11704591 A EP11704591 A EP 11704591A EP 11704591 A EP11704591 A EP 11704591A EP 2534024 A1 EP2534024 A1 EP 2534024A1
Authority
EP
European Patent Office
Prior art keywords
pressure
wheel
piston
brake
abs
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Withdrawn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
EP11704591A
Other languages
German (de)
English (en)
Inventor
Heinz Leiber
Christian Koeglsperger
Anton Van Zanten
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.)
Ipgate AG
Original Assignee
Ipgate AG
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 Ipgate AG filed Critical Ipgate AG
Publication of EP2534024A1 publication Critical patent/EP2534024A1/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Withdrawn legal-status Critical Current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
    • 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
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • 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
    • 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
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source

Definitions

  • the present invention relates to a brake system according to the preamble of claim 1.
  • the dosing of the often clocked pressure increase amplitude in the range of 1-10 bar (setpoint) succeeds only relatively inaccurate.
  • a Improvement can be made by an elaborate PWM control of
  • PWM control is difficult and relatively inaccurate because it has to consider the pressure gradient, the pressure amplitude and also the temperature. For pressure reduction, this PWM control is not used.
  • EP 06724475 also describes the pressure control of several wheel brakes by the so-called multiplex method (MUX method). So u.a. described that
  • 2/2-way solenoid valves should have a large flow area with negligible throttle effect and the lines from the piston-cylinder system to the brake cylinder should have a negligible flow resistance. It is further stated that the pressure reduction at two wheel brakes can occur simultaneously, if initially approximately the same pressure level prevails.
  • pressure relief and pressure buildups can be simultaneous or semi-simultaneous. It is spoken of simultaneously when two or more solenoid valves are opened simultaneously and closed at the same time.
  • the printing position is then designated when two or more solenoid valves either open delayed or closed with a time delay.
  • the object of the invention is to provide an improved braking system with a control device, to reduce costs and to optimize braking distance and stability.
  • the invention is advantageously characterized in that a pressure model for calculating the wheel brake pressures is used, the calculated pressure values of which are transmitted to the ABS / ESP controller and to the pressure control device.
  • a pressure model for calculating the wheel brake pressures is used, the calculated pressure values of which are transmitted to the ABS / ESP controller and to the pressure control device.
  • main criteria such as "optimal braking distance” and / or "stability of the control”
  • the selection of the wheel brake or wheel brakes in which or next to the pressure build-up or pressure reduction should take place.
  • the prioritizer makes the decision as to whether a simultaneous, semi-simultaneous or a pressure change in only one wheel brake or should be done simultaneously.
  • This decision can be made, for example, on the basis of the determined slip value and / or on the basis of the instantaneous wheel acceleration or wheel deceleration. Furthermore, no pressure reduction p ab is permitted for a pressure buildup p aUf that is currently taking place . In order to minimize the loss of time for the pressure build-up, a high piston or pressure reduction speed with short switching times of the motor and solenoid valves is necessary. In this case pressure model ABS / ESP controller, prioritization device and pressure control can also be increased during the subsequent pressure build-up p at the desired pressure via the action chain in order to regulate the pressure level close to the blocking limit.
  • a simultaneous or partial simultaneous pressure reduction and pressure build-up is possible even at different pressure levels of all wheel brakes.
  • This can be achieved by correspondingly high piston speeds, the dimensioning of the flow resistances RL of the line from the 2/2-way solenoid valve to the working space of the piston-cylinder system (HZ or THZ) and the flow resistance RV of the 2/2 solenoid valve and the hydraulic lines to the wheel cylinder.
  • the flow resistance RL is smaller than the flow resistance RV.
  • the flow resistance RL is smaller by a factor of 1.5 to 3 than the flow resistance RV.
  • the flow resistance RVR of the hydraulic line from the solenoid valve to the wheel cylinder is taken into account, this advantageously being chosen to be considerably smaller than the flow resistance RV of the solenoid valve.
  • the total flow resistance (RL + RV) is designed such that at maximum HZ piston dynamics, which corresponds to the maximum engine dynamics of the drive of the brake booster and with two or more open solenoid valves the simultaneous volume absorption or volume delivery of Radzylinderbremsen short-term (ie within the valve opening times) no pressure compensation can take place.
  • Another way to prevent the pressure equalization in simultaneous pressure reduction or pressure build-up is to reduce the flow area of the valves via a PWM control and thus to increase the flow resistance. For example, if there are different pressure change prompts for the four wheels, the controller can set different PWMs to achieve different flow resistances for each wheel based on instantaneous actual pressures and the calculated individual set pressures. This is preferably done first at the wheels or associated solenoid valves with the largest pressure difference. It is advantageous in this case that the pressure gradients can be selected depending on the situation, even in the case of simultaneous or partially simultaneous pressure build-up and pressure drops, and there is no binding to the pressure profiles predetermined by the design of RL and RV and optionally RVR.
  • Pressure compensation takes place primarily via the regulator, which calculates the necessary pressure difference, determines the volume intake in the HZ and uses the HZ pressure and advantageously a pressure model.
  • the HZ or THZ pressure is always below the minimum pressure level of all wheel cylinders currently connected to the HZ or THZ via an open solenoid valve or switching valve.
  • the controller indicates the pressure level of the pressure increase.
  • the HZ or THZ pressure is readjusted accordingly via the piston stroke and the piston speed in order to take into account the volume of the wheel cylinders of the wheel brakes for pressure build-up.
  • ABS / ESP systems even with pressure sensors at the outlet of the solenoid valve, only measure the wheel pressure statically.
  • a pressure model is used whose accuracy is limited. It is also complicated to install a pressure transducer for each wheel.
  • the wheel cylinder pressure can be set accurately even with different dynamics.
  • Pressure-volume curves of the wheels converted into a corresponding piston travel With the help of an additional printing model, the wheel cylinder pressure is constantly included. Once the target pressure for a wheel is reached, the respective solenoid valve is closed. The piston of the HZ or THZ then continues to operate the remaining wheel cylinder. With the last wheel cylinder to be controlled, pressure control is carried out via the piston path, which was previously calculated from the pressure-volume characteristic curve. Thereafter, the solenoid valve of the last wheel brake can be closed.
  • the pressure model for piston control is very important for the brake system according to the invention in connection with the simultaneous and also non-mechanical pressure reduction and pressure build-up, since it serves to calculate or estimate the wheel cylinder pressures.
  • the calculated wheel cylinder pressures are used both for the calculation of closing and opening times of the 2/2-solenoid valves (Schaitventile) as well as the actual value of the controlled variable of the pressure regulator in the multiplex process.
  • the wheel cylinder pressures from the pressure model find use in higher-level controller structures (eg ABS / ESP, driver assistance functions such as ACC, etc.).
  • the pressure model uses the HZ or THZ pressure as an input signal.
  • the different wheel cylinder pressures are then calculated from the pressure model.
  • the model parameters such as Replacement flow resistance, equivalent line inductance and pressure-volume characteristic can be adapted via the temperature (eg ambient temperature or separate temperature sensor on a solenoid valve). If changes in the transition behavior occur, it is also possible via an adaptation to adapt the parameters of the model.
  • HZ or THZ When designing the HZ or THZ, make sure that the HZ or THZ with closed solenoid valves or switching valves is as rigid a structure as possible, since the elasticity or rigidity of the HZ or THZ has a significant influence on the switching time. A rigid as possible HZ or THZ with the associated liquid volume and the connection channels, z. B. RL, thus allowing very short switching times.
  • a second arithmetic unit MCU2 is preferably connected in parallel, which likewise calculates plausibility checks of input, output or intermediate signals or calculation results. If the data does not match, the entire controller is switched off and the normal brake without controller function is switched on.
  • a braking system is described in which a travel simulator is used.
  • the brake system according to the invention may comprise a travel simulator. For cost reasons, however, it is also possible to dispense with a travel simulator. In this case, can take place via the electric drive and a mechanical connection between the brake pedal and brake booster retroactivity to the brake pedal.
  • the brake system described can also be used as a full brake-by-wire system without a mechanical connection to the brake pedal. It is also conceivable that a THZ similar to the EHB is used in parallel to the brake system, which supplies corresponding pressure on additional changeover valves in case of failure of the described brake system.
  • the piston receives the actuating command to build up a specific pressure
  • the corresponding piston movement via position transmitter 13 and pressure transmitter 19 in the pressure rod circuit takes place via the previously recorded pressure-volume curve stored in a characteristic diagram.
  • the correlation comparison takes place on the basis of new measured data with the stored map data.
  • Both resistors RL and RV should be low, where RL should be much smaller than RV and the flow resistance from the solenoid valve to the wheel cylinder RVR is small compared to the solenoid valve, preferably
  • the 2/2-solenoid valves 17a-d with the lines 15 and 16 and pressure transducer 19 are preferably integrated in a block, this can also be the HZ or THZ included.
  • the solenoid valve 17a is closed, and the piston of the HZ or THZ moves into the desired position specified by the regulator. Should then z. B. in the wheel cylinder 18d a pressure build-up p au f done, the solenoid valve opens 17d, and the piston is moved to the new desired position for the setpoint p on . If a simultaneous or partially simultaneous pressure reduction p a b is to take place in the wheel cylinders 18 a and 18 d, then the solenoid valves 17 a and 17 d are de-energized and thus switched to the open position and the solenoid valves 17 b and 17 c are closed. Again, the piston moves to the new target position.
  • the piston travel or the piston position s k (t) 135 of the HZ is used as the input signal for the pressure model 103 (see also FIG. 3).
  • About the summation point 134 is from the volume at the wheel 129.1 to 129.3 and the piston stroke s k (t) 135 calculates the volume in HZ 133.
  • the volume of the wheel brake including the supply lines and the working space of the HZ.
  • the HZ pressure p H z (t) 121 is calculated via the volume-pressure characteristic curve 132 of the HZ. It is also conceivable to adjust the HZ pressure signal of the pressure sensor with the simulated signal 121.
  • This measure serves to diagnose a pressure sensor failure via the characteristic curve 132, the piston position of the HZ correlates with a specific pressure. For diagnosis, one can also use the phase current of the motor. If only the HZ pressure is used as the input signal of the printing model, the signal path 135 to 121 is not necessary. One then obtains the HZ pressure 121 directly from the pressure sensor.
  • the signal block 127 takes into account the flow resistance
  • the model parameter equivalent flow resistance R corresponds to the hydraulic resistance of the path from the piston-cylinder system 14, HZ via the switching valve 17a, 17b, 17c, 17d to the wheel cylinder of the wheel brake
  • the signal block 127 takes into account a parameter (kappa) which represents a weighting of the flow conditions laminar / turbulent within the hydraulic path from the piston-cylinder system 14, HZ via the switching valve 17a, 17b, 17c, 17d to the wheel cylinder of the wheel brake.
  • the second Integr Ator 125 is obtained from the pressure flow Q 126, the current volume at the wheel 129 and from there via the volume-pressure characteristic of the wheel cylinder 130, which describes the capacity or the stiffness of the wheel cylinder and the connected brake lines, the pressure at the wheel 131st Furthermore, it is possible in the pressure model 103, (see FIG. 3) to simulate the hysteresis present in reality, inter alia due to seals, etc. This increases the estimation accuracy of the print model.
  • the used The pressure-volume curves are thereby statically adapted or recorded at vehicle start and stored as a function with the associated function parameters or as a table.
  • FIG. 5 shows a possible signal flow plan of the software structure.
  • the sensor technology of the actuator supplies the HZ pressure 121 and the HZ piston travel 135 via the evaluation of a rotary encoder.
  • Other sensor signals such as driver's desired pressure, pedal position, motor phase currents, battery currents, etc., are not listed here, but can be taken into account.
  • the model parameters of the printing model 103 such.
  • B. Replacement flow resistance, Edit Arthursindukt disciplines and pressure-volume curve or pressure-volume curve of the wheel cylinder and the HZ or THZ, on the temperature, eg the vehicle ambient temperature or by means of a temperature sensor to a solenoid valve or the temperature-proportional resistance measurement of Solenoid valve measured temperature, adapted.
  • the Adaptionsvorschift can be determined during the development of the system in temperature tests and deposited.
  • the parameters of the hysteresis simulation mentioned above can be adapted depending on the temperature.
  • Various vehicle-specific parameters such.
  • line lengths or on and off time of the solenoid valve can be measured at initial commissioning of the vehicle or programmed from a file.
  • the model parameters are stored in a table or the model parameters are calculated and passed on to the model. If, for example, changes in the transition behavior occur, it is about the adaptation also possible to adjust the parameters of the model.
  • the adjustment of the pressure model and thus the parameters of the pressure model can be done several times in succession or in shorter time intervals, if the
  • Pressure model deviates from the actual measured values.
  • the pressure model is constantly included in the calculation and is very important for the accuracy of the printing position, especially in connection with the pressure modulation with ESP / ABS 104 or other higher-level controllers.
  • the wheel cylinder pressures p R (t) from the pressure model become the
  • ABS / ESP controller supplied.
  • the ESP / ABS controller 104 and especially the pressure control or pressure control 106 are dependent on wheel brake pressures p R (t) as controlled variables.
  • the ESP / ABS controller calculates a target wheel brake pressure P soii (t) based on ABS / ESP sensor signals such as wheel speeds, lateral acceleration, yaw rate, etc., and wheel brake pressures p R (t).
  • the wheel brake target pressure p Rso ii (t) may also be only a differential pressure or be expanded in its information content by the pressure gradient.
  • the wheel brake target pressure is of course calculated individually for each wheel.
  • the pressure regulator is preceded by the function block "prioritization device" 105, which is used for determining the priorities 108, eg wheel slip, vehicle transverse dynamics parameters, pressure control deviation, etc., the wheel selection 109.
  • the wheel selection dictates which pressure which wheel brake (s) it will need to adjust next to the pressure regulator 106.
  • a pressure reduction request has a higher priority than a requested pressure reduction on another wheel and will therefore be executed first allows one wheel to perform two pressure buildups in succession without having to operate another wheel in the meantime
  • Prioritization also takes the decision whether a single wheel or simultaneous pressure build-up or decompression must occur and how many wheels are involved in it as a criterion for prioritization apply preferential Wheel speed, wheel acceleration, cornering, ⁇ -jump (positive and negative), ⁇ -split lane and time of the Regulation. If, for example, an excess of the setpoint slip or a wheel acceleration threshold is detected at several wheels on the first control cycle, the number of wheels involved is switched to simultaneously or partially simultaneously.
  • T MU x Total time to set the desired pressure on one or more wheels

Abstract

L'invention concerne un système de freinage à servofrein dont le système piston/cylindre (14, HZ, THZ) est entraîné par un moteur électrique mécaniquement ou hydrauliquement, en particulier par l'intermédiaire de moyens de transmission, au moins une chambre de travail du système piston/cylindre (14, HZ, THZ) étant reliée au moyen de conduites hydrauliques à au moins deux freins sur roues. Une soupape de commande à 2/2 voies (17a, 17b, 17c, 17d) est affectée à chaque frein sur roue, et les conduites de liaison hydrauliques entre les freins sur roues (18a, 18b, 18c, 18d) et le système piston/cylindre (HZ, THZ) peuvent être fermées sélectivement de façon séparée ou commune au moyen des soupapes de commande à 2/2 voies (17a, 17b, 17c, 17d), de sorte qu'une pression peut être réglée dans les freins sur roues (18a, 18b, 18c, 18d) successivement à la manière d'un procédé multiplexé et/ou simultanément, le moteur électrique et les soupapes de commande (17a, 17b, 17c, 17d) étant commandés par un dispositif de régulation. L'invention se caractérise en ce que le dispositif de régulation calcule la pression ( pR(t) ) respective dans les freins sur roues au moyen d'un modèle de pression (103) et transmet les valeurs de pression ( pR(t) ) calculées à au moins un régulateur ABS/ESP (104) et à un dispositif de régulation de pression (106), ce dispositif de régulation de pression (106) commandant au moins les soupapes de commande à 2/2 voies (17a, 17b, 17c, 17d) et le moteur électrique, et en ce qu'un dispositif de hiérarchisation (105) effectue une sélection de roues au moins à l'aide des données transmises par le régulateur ABS/ESP (104) et transmet cette sélection au dispositif de régulation de pression (106).
EP11704591A 2010-02-13 2011-02-11 Système de freinage présentant un modèle de pression et un dispositif de hiérarchisation Withdrawn EP2534024A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010008033A DE102010008033A1 (de) 2010-02-13 2010-02-13 Bremssystem mit Druckmodell und Priorisierungseinrichtung
PCT/EP2011/052053 WO2011098573A1 (fr) 2010-02-13 2011-02-11 Système de freinage présentant un modèle de pression et un dispositif de hiérarchisation

Publications (1)

Publication Number Publication Date
EP2534024A1 true EP2534024A1 (fr) 2012-12-19

Family

ID=44282386

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11704591A Withdrawn EP2534024A1 (fr) 2010-02-13 2011-02-11 Système de freinage présentant un modèle de pression et un dispositif de hiérarchisation

Country Status (7)

Country Link
US (1) US20120306261A1 (fr)
EP (1) EP2534024A1 (fr)
JP (1) JP2013519564A (fr)
KR (1) KR20120135508A (fr)
CN (1) CN102753412A (fr)
DE (1) DE102010008033A1 (fr)
WO (1) WO2011098573A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107839674A (zh) * 2017-09-28 2018-03-27 浙江零跑科技有限公司 新能源车制动装置及制动方法

Families Citing this family (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009008944B4 (de) * 2009-02-13 2024-03-14 Ipgate Ag Bremssystem mit simultanem bzw. teilsimultanem Druckauf- und Druckabbau in den Radbremsen aus unterschiedlichen Radzylinderdruckniveaus sowie Verfahren zur Einstellung eines Bremsdrucks
DE102012009360A1 (de) 2012-05-10 2013-11-14 Lucas Automotive Gmbh Verfahren zum Betreiben eines elektronisch steuerbaren Bremssystems
DE102013216157A1 (de) * 2012-09-28 2014-04-03 Continental Teves Ag & Co. Ohg Verfahren zur Regelung einer Bremsanlage für Kraftfahrzeuge
DE102012025291A1 (de) * 2012-12-21 2014-06-26 Lucas Automotive Gmbh Elektrohydraulische Fahrzeug-Bremsanlage und Verfahren zum Betreiben derselben
DE102013203672A1 (de) * 2013-03-04 2014-09-04 Bayerische Motoren Werke Aktiengesellschaft Dynamische Zeitsteuerung von Bremsregelsystemen mit Multiplex-Betrieb
US9321444B2 (en) 2013-03-15 2016-04-26 Kelsey-Hayes Company Vehicle brake system with dual acting plunger assembly
US10730501B2 (en) 2013-03-15 2020-08-04 ZF Active Safety US Inc. Vehicle brake system with auxiliary pressure source
US10981552B2 (en) 2013-03-15 2021-04-20 ZF Active Safety US Inc. Vehicle brake system
US10940843B2 (en) 2013-03-15 2021-03-09 ZF Active Safety US Inc. Vehicle brake system having plunger power source
DE102013212322A1 (de) 2013-06-26 2014-12-31 Robert Bosch Gmbh Verfahren zum Festlegen eines wahrscheinlichen Hauptbremszylinder-Innendrucks und Vorrichtung zur Festlegung eines wahrscheinlichen Hauptbremszylinder-Innendrucks
DE102013216141A1 (de) * 2013-08-14 2015-02-19 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE102013014173A1 (de) * 2013-08-26 2015-02-26 Lucas Automotive Gmbh Elektrohydraulische Fahrzeug-Bremsanlage mit elektromechanischem Aktuator und Verfahren zum Betreiben der Bremsanlage
DE102013014188A1 (de) 2013-08-26 2015-02-26 Lucas Automotive Gmbh Elektrohydraulische Fahrzeug-Bremsanlage mit elektromechanischem Aktuator und Verfahren zum Betreiben der Bremsanlage
DE202015107079U1 (de) 2015-03-16 2016-02-02 Ipgate Ag Bremssystem mit gemeinsamem Auslassventil für beide Bremskreise
US11584348B2 (en) 2015-03-16 2023-02-21 Ipgate Ag Pressure build-up controlled brake system with specific interconnection of inlet valves with brake circuit/wheel brakes and method for controlling pressure
US10688979B2 (en) 2015-03-16 2020-06-23 Ipgate Ag Brake system with floating piston-main brake cylinder unit with a novel type of MUX control (MUX 2.0) with at least one outlet valve, and method for regulating pressure
DE102015103860A1 (de) 2015-03-16 2016-09-22 Ipgate Ag Bremssystem mit gemeinsamem Auslassventil für beide Bremskreise
DE102015215926A1 (de) * 2015-08-20 2017-02-23 Continental Teves Ag & Co. Ohg Verfahren zur Regelung einer Bremsanlage für Kraftfahrzeuge, Regelvorrichtung und Bremsanlage
DE102015225649A1 (de) 2015-12-17 2017-07-06 Volkswagen Aktiengesellschaft Verfahren zur Steuerung und/oder Regelung eines Hydrauliksystems eines Getriebes
US20180290638A1 (en) * 2017-04-11 2018-10-11 Delphi Technologies, Inc. Automated vehicle open-loop brake control system
DE102017009654A1 (de) * 2017-10-17 2019-04-18 Wabco Gmbh Bremsventil, Druckluft-Bremssystem mit dem Bremsventil und Verfahren zur Herstellung des Bremsventils
US11142178B2 (en) 2018-02-14 2021-10-12 ZF Active Safety US Inc. Vehicle brake system with secondary brake module
CN110654356B (zh) * 2018-06-28 2021-09-21 比亚迪股份有限公司 制动电机的控制方法和装置，车辆
CN111460667B (zh) * 2020-04-02 2023-12-15 中车青岛四方机车车辆股份有限公司 一种模拟真实压力波环境的方法、装置、设备及介质
CN114701467B (zh) * 2022-03-29 2023-04-07 浙江工业大学 一种高精度的全液压制动系统及其控制方法

Family Cites Families (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3928649A1 (de) * 1989-08-30 1991-03-07 Teves Gmbh Alfred Antiblockiersystem mit sequentieller bremsdruckmodulation
DE4322440C1 (de) * 1993-07-06 1995-02-09 Daimler Benz Ag Einrichtung zur ABS-integrierten Bremsbelagverschleißanzeige bei einem Kraftfahrzeug
US5694321A (en) * 1994-11-25 1997-12-02 Itt Automotive Europe Gmbh System for integrated driving stability control
US5735584A (en) * 1994-11-25 1998-04-07 Itt Automotive Europe Gmbh Process for driving stability control with control via pressure gradients
DE19632311B4 (de) * 1996-08-12 2006-10-12 Continental Teves Ag & Co. Ohg Verfahren zur Steuerung der Hydraulikpumpe einer geregelten Bremsanlage
JP2001526151A (ja) * 1997-12-20 2001-12-18 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト 制動カーブ走行時の車両の走行特性を改善する方法と装置
WO1999064282A1 (fr) * 1998-06-05 1999-12-16 Continental Teves Ag & Co. Ohg Procede et dispositif pour regler la pression de freinage au moyen d'un modele de pression
DE10057557A1 (de) * 2000-06-10 2001-12-13 Continental Teves Ag & Co Ohg Elektromechanischer Bremskraftverstärker
US7063393B2 (en) * 2001-08-22 2006-06-20 Advics Co., Ltd. Electronic brake system without pump unit
EP1535153B1 (fr) * 2002-07-29 2014-06-04 Robert Bosch Gmbh Procede de priorisation de transmetteurs d'informations, notamment pour la commande coordonnee de la chaine cinematique d'un vehicule
DE102005055751B4 (de) * 2005-04-21 2018-09-06 Ipgate Ag Druckmodulatorsteuerung
DE102005018649B4 (de) * 2005-04-21 2018-10-31 Ipgate Ag Bremssystem mit elektromotorisch angetriebenem Kolben-Zylinder-System
JP4207031B2 (ja) * 2005-08-31 2009-01-14 トヨタ自動車株式会社 車両用制動装置
DE102005041240B4 (de) * 2005-08-31 2009-04-30 Tyco Electronics Belgium Ec N.V. Magnetventil-Steuereinrichtung sowie Hydrauliksteuereinrichtung
US7731305B2 (en) * 2006-03-30 2010-06-08 Continental Teves, Inc. Method of coordinating pressure demands in an electronically controlled brake system
KR20070103232A (ko) * 2006-04-18 2007-10-23 현대모비스 주식회사 솔레노이드밸브의 피떠블유엠 제어 전류보상 방법
DE102006040424A1 (de) * 2006-08-29 2008-03-06 Continental Teves Ag & Co. Ohg Bremssystem für Kraftfahrzeuge
JP2008055992A (ja) * 2006-08-30 2008-03-13 Hitachi Ltd ブレーキ制御装置
DE102007016862A1 (de) * 2007-04-10 2008-10-16 Robert Bosch Gmbh Bremssystem für ein Fahrzeug
DE102007062839A1 (de) * 2007-12-21 2009-06-25 Ipgate Ag Bremsanlage mit mindestens einer Fördereinrichtung zum Nachfördern von Bremsflüssigkeit in die Arbeitsräume eines Bremskraftverstärkers
DE102008036545B4 (de) * 2008-07-16 2023-06-01 Continental Automotive Technologies GmbH Verfahren zur Verbesserung einer Kraftfahrzeug-ABS-Regelung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011098573A1 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107839674A (zh) * 2017-09-28 2018-03-27 浙江零跑科技有限公司 新能源车制动装置及制动方法
CN107839674B (zh) * 2017-09-28 2019-11-05 浙江零跑科技有限公司 新能源车制动装置及制动方法

Also Published As

Publication number Publication date
JP2013519564A (ja) 2013-05-30
DE102010008033A1 (de) 2011-08-18
US20120306261A1 (en) 2012-12-06
WO2011098573A1 (fr) 2011-08-18
KR20120135508A (ko) 2012-12-14
CN102753412A (zh) 2012-10-24

Similar Documents

Publication Publication Date Title
EP2396202B1 (fr) Systeme de freinage avec diminution ou augmentation de pression dans les cylindres de frein simultanee ou partiellement simultanee a partir de niveaux differents de la pression dans les cylindres de frein
EP2534024A1 (fr) Système de freinage présentant un modèle de pression et un dispositif de hiérarchisation
EP2485930B1 (fr) Procédé pour faire fonctionner un système de freinage assisté d'un véhicule et dispositif de commande pour un système de freinage assisté d'un véhicule
EP2718158B1 (fr) Procédé permettant de faire fonctionner un système de freinage et système de freinage
EP3481686B1 (fr) Dispositif et procédé de commande de soupape
EP2238001B1 (fr) Procédé de conditionnement d'une soupape de régulation
DE102013216157A1 (de) Verfahren zur Regelung einer Bremsanlage für Kraftfahrzeuge
WO2015036156A1 (fr) Procédé de commande d'un amplificateur de freinage, appareil de commande pour mettre en œuvre le procédé et système de freinage comportant l'amplificateur de freinage et l'appareil de commande
DE102013224967A1 (de) Verfahren zur Regelung eines elektromechanischen Aktuators sowie Regelvorrichtung
DE4428929A1 (de) Verfahren und Einrichtung zur Druckregelung
DE102009008941B4 (de) Bremssystem mit vom Regler ausgewähltem Druckänderungsverlauf zum Druckauf- und Druckabbau in den Radbremsen
EP1937529B1 (fr) Procede pour determiner la pression aux roues dans un systeme de regulation de freinage de vehicule automobile a commande electronique
EP1263635B1 (fr) Procede et dispositif de determination de la valeur caracteristique d'un frein de roue
EP2739513B1 (fr) Procédé d'optimisation de la précision de réglage de la pression
DE10341027A1 (de) Verfahren und Vorrichtung zur Regelung einer Bremsanlage für Kraftfahrzeuge
WO1996041736A1 (fr) Procede de regulation d'une pression de freinage predeterminee et variable, exercee sur les freins sur roue d'un systeme de freinage
DE102016215698A1 (de) Steuervorrichtung und Verfahren zum Betreiben eines elektromechanischen Bremskraftverstärkers eines zur Ausführung von Antiblockierregelungen ausgelegten Bremssystems
EP1532030B1 (fr) Procede et dispositif de freinage de deux roues d'un vehicule
WO2015185243A1 (fr) Dispositif capteur pour un servofrein électromécanique et procédé pour déterminer un couple de perte d'un servofrein électromécanique d'un système de freinage
DE102011086737A1 (de) Verfahren zur Verbesserung einer Vordruckschätzung in einem Hydraulikstrang einer schlupfgeregelten Kraftfahrzeugbremsanlage und Hydraulikstrang einer schlupfgeregelten Kraftfahrzeugbremsanlage
DE102016220181A1 (de) Steuervorrichtung und Verfahren zum Betreiben eines elektromechanischen Bremskraftverstärkers eines Bremssystems eines Fahrzeugs
DE102009024996A1 (de) Verfahren zum Ermitteln eines Korrekturwerts für die Ansteuerung von Analogventilen in Kraftfahrzeugbremssystemen
DE102007008908A1 (de) Kraftfahrzeugbremssystem und Verfahren zur verbesserten ABS-Regelung

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: 20120801

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL 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 RS SE SI SK SM TR

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

Effective date: 20160606

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: 20161018