EP2790982A1 - Procédé et dispositif de réglage d'un couple de freinage d'au moins un frein à friction d'une roue - Google Patents

Procédé et dispositif de réglage d'un couple de freinage d'au moins un frein à friction d'une roue

Info

Publication number
EP2790982A1
EP2790982A1 EP12805645.4A EP12805645A EP2790982A1 EP 2790982 A1 EP2790982 A1 EP 2790982A1 EP 12805645 A EP12805645 A EP 12805645A EP 2790982 A1 EP2790982 A1 EP 2790982A1
Authority
EP
European Patent Office
Prior art keywords
friction
brake
coefficient
wheel
torque
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Withdrawn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
EP12805645.4A
Other languages
German (de)
English (en)
Inventor
Frank Stebner
Stefan Schröder
Andreas Konert
Frank Borchers
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP2790982A1 publication Critical patent/EP2790982A1/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Withdrawn legal-status Critical Current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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • 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
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/10—ABS control systems
    • B60T2270/14—ABS control systems hydraulic model
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition

Definitions

  • the invention relates to a method and a device for adjusting a braking torque of at least one friction brake of a wheel.
  • Wheel brake in a vehicle as the ratio of wheel brake torque to wheel brake to determine.
  • the temperature of the brake which has an influence on the friction coefficient in the brake, is taken into account in accordance with this document. This makes it possible to take into account the temperature dependence of the brake characteristic value during ongoing operation and to update it continuously.
  • WO 2009/106455 A1 discloses a method for determining the brake characteristic value in a wheel brake of a vehicle, wherein the brake characteristic value depends on wheel brake torque and wheel brake pressure and preferably as the ratio of wheel brake torque
  • Wheel brake pressure is defined or calculated. It is envisaged that the
  • Radbremsmoment measured via a Radmomentensensor and the calculation of the brake characteristic is used as a basis.
  • the measurement of the wheel brake torque by means of the associated sensor is carried out continuously during operation, so that a permanent update of the brake characteristic value is achieved and corresponding Brake settings can also be carried out during operation when the brake characteristic value changes.
  • This makes it possible to respond to sudden changes, such as a sudden change in the brake characteristic, which may be the case, for example, in changing conditions due to wet conditions, as well as slower changing conditions in the wheel brake system such as aging, wear or fading.
  • the permanent and continuous monitoring and determination of the brake characteristic value or coefficient of friction is carried out in a wheel-specific manner, in particular for each individual wheel brake, so that it is also possible to respond to changing conditions on a wheel-by-wheel basis.
  • the disadvantage is that the measurement of the wheel brake is very expensive.
  • a method for determining a characteristic value of a wheel brake wherein the characteristic value represents the relationship between braking torque or braking force and the control variable of a wheel brake, which causes the Zuposition the wheel brake, wherein the brake characteristic value determined depending on operating variables is, wherein the determination of the brake characteristic wheel individually takes place in dependence of wheel-specific variables.
  • the control variable is preferably the brake pressure or a control variable of one
  • a method for a brake system of a motor vehicle which has an electric regenerative brake, in particular a generator, and a number of at least one brake pressure generating means via a brake fluid actuated hydraulic friction brakes, the total delay of deceleration shares of the friction brakes and the electric regenerative brake, wherein the at least one brake pressure generating means by an auxiliary power operated master cylinder, in particular tandem master cylinder is formed, and wherein when braking with an electrically regenerative brake braking means is discharged into a pressure accumulator, wherein a
  • Brake process is divided over an electronic control unit in a number of time phases, which differ by the allocation of the braking torque of friction brakes and electric regenerative brakes, wherein during a braking operation via a control unit, a first control process is performed, which adjusts the target brake pressures on the friction brakes and a second control process is performed, with which the pressure of a braking means, which is responsive to a brake pressure generating means for setting a predetermined by the braking system force / displacement-delay line for Brake generating means is set, wherein the pressure in the tandem master cylinder and thus the applied pressure on the brake pedal is adjusted with an electronic switching valve.
  • the invention is based on the technical problem of providing a method and a device for adjusting a braking torque of at least one friction brake of a wheel, which are simple in construction or process and adjust the braking torque accurately.
  • the method and / or the device for setting a braking torque of at least one friction brake of a wheel of a motor vehicle comprises a unit for determining a desired driver braking torque, wherein a desired wheel braking torque is assigned to the driver braking desired torque.
  • the driver brake desired torque is equal to the desired wheel brake torque.
  • the unit for determining a driver's braking desired torque is preferably supplied to at least one pedal travel of a brake pedal, from which the driver's braking desired torque is determined.
  • the actuation time can also be taken into account in order to take account of an in-stop or closing of the brake. By in-stop or closing of the brake is understood that with the same pedal travel with time, the braking torque of a brake increases.
  • the device has a pressure determining unit for determining and building up a brake pressure for generating the desired wheel braking torque, taking into account a friction coefficient of the friction brake, and a sensor for detecting the actual brake pressure.
  • the device now additionally comprises a friction coefficient model to which at least the actual brake pressure is supplied, wherein in the coefficient of friction model, a coefficient of friction is determined at least as a function of the actual brake pressure and fed back to the pressure determining unit. This allows an iterative approach to the real coefficient of friction, which is subject to permanent fluctuations due to internal and external influences. Since the actual brake pressure in relation to
  • Braking torque can be measured very easily, the structure is sensorically very simple, with the additional effort is limited to the creation of Reibwertmodells.
  • the device comprises a unit for
  • Electric machine is for example an electric drive motor of a Electric vehicle or hybrid vehicle. It may be a single electric machine or several, which are designed for example as wheel hub motors.
  • the division is preferably carried out under energetic aspects, ie it is desirable to apply the largest possible portions of the driver's braking torque desired by regenerative braking torques. In extreme cases, the driver's braking torque is applied completely regenerative. If, however, the driver's braking request torque exceeds the maximum regenerative braking torque which can be applied, then the friction brake must additionally be braked.
  • the control can be, for example, hydraulic or electric.
  • the coefficient of friction model at least one of
  • the brake frequency is, for example, a
  • Counter reading which reflects the grinding state of the friction brake.
  • the actuation time reflects the in-stop behavior of the friction brake. It is understood that the enumeration is not exhaustive, but also other parameters can be taken into account.
  • characteristic curves are stored for the individual variables, which reflect a relationship of the coefficient of friction of the respective size, wherein in a fusion unit the individual values for the coefficient of friction are combined to form a common coefficient of friction. Since the dependencies vary greatly from the friction brake material used, the characteristic curves are preferably determined and stored in advance empirically.
  • a coefficient of friction is determined for each wheel brake or axle-by-axle for the friction brakes.
  • FIGURE shows a schematic block diagram of a device for adjusting a braking torque of at least one friction brake of a wheel.
  • the device 1 for setting a braking torque of at least one friction brake comprises a unit 2 for determining a driver's braking desired torque M so n, a unit 3 for torque distribution, a pressure determining unit 4 for determining and building a
  • Detecting an actual brake pressure p B _ is and a coefficient of friction model. 6
  • the unit 2 is supplied with a pedal travel s and an actuation time t of the pedal, and a driver brake desired torque M so n is determined from these input variables.
  • the pedal travel s is assigned a moment, wherein the moment M is a function of the brake pressure and an ideal coefficient of friction C p , which is assumed to be constant. Since the pressure p is dependent on the volume, which in turn is a function of the pedal travel s, the
  • Torque characteristic corrected by a pV characteristic so that there is no linear relationship between M and s.
  • This torque M which is dependent on the pedal travel s is also supplemented by an additional torque M z which takes into account the closing of the brake, ie, as time increases, the real braking torque on a friction brake increases.
  • This behavior is also expected by the driver when braking additionally or exclusively as a generator. The sum of the two torque components is then the driver brake desired torque M soN .
  • the breakdown of the driver's braking request torque M soN to a regenerative braking torque M n g and a target wheel braking M SONR then takes place.
  • an engine control unit 7 transmits to an electric machine 8 a regenerative actual braking torque M istg and an available braking torque M gReserve , ie how much braking torque the electric machine 8 could still apply . If the electric machine can apply the entire driver's braking torque M soN , it is preferable to brake only as a generator, the braking behavior due to the consideration of M z being like a vehicle having only friction brakes.
  • the available braking torque M gReserve of the electric machine 8 is insufficient , then the difference must be applied by the at least one friction brake or in the case of several friction brakes by a plurality of friction brakes. In the case of several friction brakes, the division of the braking torques on the various friction brakes can then also be effected by the unit 3.
  • the desired wheel braking torque M so n R is then supplied to the pressure determining unit 4, which calculates a brake pressure p, in order to obtain the desired set wheel braking torque Ms 0
  • the generated actual brake pressure p B-ist is then measured by the sensor 5 and fed to the friction coefficient model 6.
  • the measured actual brake pressure p B-ist is assigned a coefficient of friction Cp and fed to a fusion unit 9.
  • a wheel speed V, a brake temperature T, an actuation time t and a brake frequency n are fed to the coefficient of friction model 6, a characteristic exists for each variable that reflects a relationship between the respective magnitude and the coefficient of friction Cp.
  • the fusion unit 9 Derived from the characteristic curves are supplied to the fusion unit 9, which then determines a common coefficient of friction Cp, which is then fed to the pressure determining unit 4, which then uses this corrected coefficient of friction Cp for pressure determination.
  • the coefficient of friction Cp is permanently tracked, so that more and more precisely M so n R is established by the pressure determining unit 4.
  • the driver braking desired torque M SON then appears as the sum of M SO iig and M SO HR. It should be noted that the different coefficients of friction Cp can be weighted differently in the fusion unit 9, with the proportion of actual brake pressure preferably being greatest is.
  • the wheel speed V is preferably made available to the coefficient of friction model 6 via a bus system, for example a CAN bus system.
  • the brake temperature T can be sensed or derived from a temperature model in which, for example, the brake temperature is derived or estimated from other parameters.
  • the actuation time t corresponds to the time t, which also goes to the unit 2, so that it can be supplied by the pedal itself.
  • the brake frequency n is a count of how often the brake has been actuated since installation.

Landscapes

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

Abstract

L'invention concerne un procédé et un dispositif (1) de détermination d'un couple de freinage d'au moins un frein à friction d'une roue d'un véhicule automobile, comprenant une unité (2) de détermination d'un couple de freinage souhaité par le conducteur (Mconsigne), le couple de freinage souhaité par le conducteur (Mconsigne) étant associé à un couple de freinage de roue de consigne (MconsigneR), une unité de détermination de pression (4) pour déterminer et installer une pression de freinage dans le but de générer le couple de freinage de roue de consigne (MconsigneR) en tenant compte d'un coefficient de frottement (Cp) du frein à friction et un capteur (5) d'acquisition de la pression de freinage réelle (pB-réel), le dispositif (1) comprenant un modèle de coefficient de frottement (6) dans lequel au moins une pression de freinage réelle (pB-réel) est introduite, un coefficient de frottement (Cp) étant déterminé dans le modèle de coefficient de frottement (6) au moins en fonction de la pression de freinage réelle (pB-réel) et renvoyé à l'unité de détermination de pression (4).
EP12805645.4A 2011-12-14 2012-12-05 Procédé et dispositif de réglage d'un couple de freinage d'au moins un frein à friction d'une roue Withdrawn EP2790982A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011121109A DE102011121109A1 (de) 2011-12-14 2011-12-14 Verfahren und Vorrichtungen zur Einstellung eines Bremsmoments mindestens einer Reibbremse eines Rades
PCT/EP2012/074515 WO2013087481A1 (fr) 2011-12-14 2012-12-05 Procédé et dispositif de réglage d'un couple de freinage d'au moins un frein à friction d'une roue

Publications (1)

Publication Number Publication Date
EP2790982A1 true EP2790982A1 (fr) 2014-10-22

Family

ID=47428598

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12805645.4A Withdrawn EP2790982A1 (fr) 2011-12-14 2012-12-05 Procédé et dispositif de réglage d'un couple de freinage d'au moins un frein à friction d'une roue

Country Status (4)

Country Link
EP (1) EP2790982A1 (fr)
CN (1) CN103987594B (fr)
DE (1) DE102011121109A1 (fr)
WO (1) WO2013087481A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015211560A1 (de) * 2015-06-23 2016-12-29 Volkswagen Aktiengesellschaft Kraftfahrzeug mit Rekuperation und reibwertabhängiger Bremssteuerung
DE102016220415A1 (de) * 2016-10-18 2018-04-19 Audi Ag Schätzverfahren für den Reibwert eines hydraulischen Bremssystems
US10377358B2 (en) * 2017-01-19 2019-08-13 GM Global Technology Operations LLC Methods of learning long term brake corner specific torque variation
CN110962812B (zh) * 2018-09-29 2022-10-21 罗伯特·博世有限公司 制动管理系统和方法
CN113727892A (zh) * 2019-04-18 2021-11-30 大陆-特韦斯贸易合伙股份公司及两合公司 用于运行车辆制动系统的方法及制动系统
CN112743535B (zh) * 2019-10-30 2024-01-09 北京配天技术有限公司 一种自适应碰撞检测方法、装置以及存储介质

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090187320A1 (en) * 2008-01-17 2009-07-23 Gm Global Technology Operations, Inc. Method and apparatus for predicting braking system friction

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DE19517708B4 (de) * 1995-05-13 2004-04-29 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren und Vorrichtung zur elektronischen Steuerung der Bremsanlage eines Fahrzeugs
DE10011269A1 (de) * 2000-03-08 2001-09-13 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Bremsanlage
DE10011270A1 (de) 2000-03-08 2001-09-13 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung eines Kennwertes einer Radbremse
DE10309933B4 (de) 2003-03-07 2007-10-11 Audi Ag Verfahren zur Bestimmung eines Bremsenkennwerts eines Kraftfahrzeugs
JP2007500104A (ja) 2003-05-13 2007-01-11 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 自動車のブレーキシステムをコントロールするための方法
DE102004017632A1 (de) * 2004-04-10 2005-10-27 Daimlerchrysler Ag Verfahren zur Bestimmung von Bremsenkennwerten und Bremssteuerung
DE102006001914B4 (de) * 2006-01-14 2022-02-17 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Ermitteln von Ansteuersignalen von Bremsaktuatoren
DE102006015034B4 (de) * 2006-03-31 2010-11-18 Continental Automotive Gmbh Verfahren und Recheneinheit zur Bestimmung eines Leistungsparameters einer Bremse
FR2910417B1 (fr) * 2006-12-21 2012-07-06 Messier Bugatti Procede de commande adaptatif de freinage pour vehicule.
DE102008011674A1 (de) 2008-02-28 2009-09-03 Robert Bosch Gmbh Verfahren zur Bestimmung des Bremsenkennwerts in einer Radbremse eines Fahrzeugs
DE102008000789A1 (de) * 2008-03-20 2009-09-24 Robert Bosch Gmbh Verfahren zum regenerativen Bremsen eines Fahrzeugs

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Publication number Priority date Publication date Assignee Title
US20090187320A1 (en) * 2008-01-17 2009-07-23 Gm Global Technology Operations, Inc. Method and apparatus for predicting braking system friction

Non-Patent Citations (1)

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Title
See also references of WO2013087481A1 *

Also Published As

Publication number Publication date
CN103987594A (zh) 2014-08-13
WO2013087481A1 (fr) 2013-06-20
DE102011121109A1 (de) 2013-06-20
CN103987594B (zh) 2017-03-08

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