EP3405369A1 - Controller and method for actuating at least one valve of a brake system of a vehicle, said valve being closed in the de-energized state - Google Patents
Controller and method for actuating at least one valve of a brake system of a vehicle, said valve being closed in the de-energized stateInfo
- Publication number
- EP3405369A1 EP3405369A1 EP16804791.8A EP16804791A EP3405369A1 EP 3405369 A1 EP3405369 A1 EP 3405369A1 EP 16804791 A EP16804791 A EP 16804791A EP 3405369 A1 EP3405369 A1 EP 3405369A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- normally closed
- current
- closed valve
- brake
- open state
- 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- Withdrawn
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
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
- B60T13/145—Master cylinder integrated or hydraulically coupled with booster
- B60T13/146—Part of the system directly actuated by booster pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- 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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- 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
- B60T8/4081—Systems with stroke simulating devices for driver input
-
- 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
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/404—Brake-by-wire or X-by-wire failsafe
-
- 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
- B60T2270/82—Brake-by-Wire, EHB
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/81—Braking systems
Definitions
- the invention relates to a control device for at least one normally closed valve of a brake system of a vehicle. Likewise, the invention relates to a braking system for a vehicle. Furthermore, the invention relates to a method for controlling at least one normally closed valve of a brake system of a vehicle and a method for operating a brake system of a vehicle.
- WO 2014/154435 A1 describes a brake system for a vehicle and a method for operating the brake system.
- the brake system has a master cylinder and two connected to the master cylinder brake circuits, each of the two brake circuits is connected via a respective normally open valve to an associated pressure chamber of the master cylinder.
- the brake system has a piston-cylinder device with a motor-adjustable piston, which limits a buffer storage volume of the piston-cylinder device.
- Each of the two brake circuits of the brake system is hydraulically connected via a normally closed valve to the intermediate storage volume.
- the invention provides a control device for at least one normally closed valve of a brake system of a vehicle with the features of claim 1, a brake system for a vehicle having the features of Claim 4, a method for driving at least one normally closed valve of a brake system of a vehicle having the features of claim 6 and a method for operating a brake system of a vehicle with the features of claim 9.
- the current average desired current (per-open-controlled / held normally-off valve) of the holding current which is output to the at least one normally-closed valve, is the current engine speed of the electric motor of the piston-cylinders Device and / or adapted to the at least one current hydraulic pressure in the at least one subvolume of the brake system.
- the current average current strength of the holding current (per open-controlled / held normally closed valve) correlates to a closing time of the at least one energized normally closed valve in the event of a sudden power supply / voltage supply failure.
- the present invention thus reduces pressure and torque peaks and thus protects components of the braking system used to make use of the invention.
- the present invention can be achieved by means of a low cost and little
- the present invention therefore also permits the realization of simpler manufacturing processes and the use of less expensive materials for a brake system.
- the drive device is preferably designed to increase the holding current to at least the second mean desired current intensity as soon as the current engine speed exceeds a predetermined limit engine speed and / or at least one current hydraulic pressure exceeds at least one predetermined limit pressure.
- the drive device may be designed to hold the holding current at the first mean desired current between 0.3 A and 1 A as long as the current engine speed is below the predetermined limit Engine speed is and / or the at least one current hydraulic pressure is below the at least one predetermined limit pressure, and increase the holding current to the second mean target current between 1.5 A and 3 A, as soon as the current engine speed, the predetermined limit - Engine speed exceeds and / or exceeds the at least one current hydraulic pressure exceeds the at least one predetermined limit pressure.
- the numerical values given here are only to be understood as examples.
- the braking system for a vehicle with such a control device the controllable by means of the control device in its open state and durable normally closed valve, a master cylinder,
- associated brake circuit is hydraulically connected, that brake fluid from the at least one intermediate storage volume via the means of
- Control device in its open state controlled and held normally closed valve is slidable in the at least one associated brake circuit, fulfills the advantages described above.
- a first brake circuit and a second brake circuit are connected as the at least one brake circuit to the master cylinder, and the at least one
- Caching volume is hydraulically connected to the first brake circuit via the controllable by means of the control device in its open state and durable normally closed valve with the first brake circuit and another controllable by means of the control device in its open state and durable normally closed valve with the second brake circuit.
- the driving means of the control device is designed to be in the open state during the control and holding of the two (2) normally-closed valves, taking into account
- control device can thus be used for two normally closed valves.
- advantages described above are also provided by the corresponding method for driving at least one normally closed valve of a brake system of a vehicle.
- Fig. La and lb is a schematic representation of an embodiment of the
- FIG. 2 is a flowchart for explaining an embodiment of the present invention
- FIG. 1a and 1b show a schematic representation of an embodiment of the braking system and a coordinate system for explaining an operation of its control device.
- Fig. La The brake system shown schematically in Fig. La can be used for a variety of vehicles / motor vehicles. It should be noted that a usability of the brake system of Fig. La is limited to any particular vehicle type / type of vehicle.
- the brake system of Fig. La has a master cylinder 10 and at least one connected to the master cylinder 10 brake circuit 12a and 12b with at least one wheel brake cylinder 14a and 14b.
- Exemplary are (as the at least one brake circuit 12a and 12b), a first brake circuit 12a at a first pressure chamber 16a of the master cylinder 10 and a second
- Brake circuit 12b connected to a second pressure chamber 16b of the master cylinder 10 via a respective normally open valve 18a or 18b.
- Brake circuits 12a and 12b may be e.g. each have two wheel brake cylinders 14a or 14b. It should be noted, however, that a feasibility of the
- Brake system is limited to neither a certain number of brake circuits 12a and 12b, nor to a certain number of the wheel brake cylinders 14a and 14b.
- the brake system is equipped with a (motorized) piston-cylinder device 20.
- the piston-cylinder device 20 has at least one piston 22 which is adjustable by means of an electric motor 24 so that at least one intermediate storage volume 26 of the piston-cylinder device 20 by means of adjusting the at least one adjacent piston 22 is increased or reduced.
- the at least one piston 22 can be connected to the electric motor 24 via a gear 28.
- An embodiment of the piston-cylinder device 20 is not limited to a particular type of transmission for the transmission 28.
- the at least one intermediate volume 26 of the piston-cylinder device 20 is hydraulically connected via at least one normally closed valve 30a and 30b to the at least one associated brake circuit 12a and 12b, the brake fluid from the at least one intermediate storage volume 26 via the at least one in his open state controlled and / or held normally closed valve 30a and 30b in the at least one associated brake circuit 12a and 12b is displaceable.
- An operation of the piston-cylinder device 20 can thus be used for brake booster and / or (executed without a brake pedal 32 by a driver) external power braking. Accordingly, brake fluid from the at least one associated brake circuit 12a and 12b via the at least one in its open state controlled and / or held normally closed valve 30a and 30b in the at least one
- the piston-cylinder device 20 can also be used to blend one by means of a (not shown optional) generator generator braking torque can be used.
- a generator generator braking torque can be used.
- the at least one normally closed valve 30a and 30b is controllable and durable by means of a control device 34 in its open state. (Under the respective open state of the at least one normally closed valve 30a and 30b is preferably its fully open state to understand.)
- Fig. La is at least one
- Buffer storage volume 26 via the means of the control device 34 in its open state controllable and durable first normally closed valve 30a with the first brake circuit 12a and via the means of
- Control device 34 in its open state controllable and durable second normally closed valve 30b hydraulically connected to the second brake circuit 12b.
- Brake system can be controlled by means of the control device 34.
- the control device 34 has a drive device 36, which is designed to control and hold the single normally closed valve / valves 30a and 30b in the respective opened state. This is done by the control signal 38, a holding current with at least a first mean desired current (per controlled normally closed valve 30a and 30b) of the control device 36 to the only normally closed valve / the normally closed valves 30a and 30b can be output isl is issued.
- the first mean desired current intensity (per actuated normally closed valve 30a and 30b) is understood to mean a current value not equal to zero.
- a holding current with at least the first mean desired current intensity is sufficient to reliably control and hold the single normally open valve (s) 30a and 30b in their respective open state.
- a plurality of normally closed valves 30a and 30b can be actuated by the control device 36 by means of a common (single) control signal 38. The only normally closed valve / each of the normally closed
- Valves 30a and 30b are controllable and durable in their closed state by interrupting / suppressing output of the control signal 38.
- a closing time between a first time of interrupting / suppressing a power supply of the single normally-open valve (s) 30a and 30b and a second time of closing the respective normally-closed valve 30a and 30b may also be referred to as a hold time ,
- the driver 36 is also designed, while controlling and maintaining the single normally closed valve (s) 30a and 30b in the respective open state, to be responsive to provided information 40a and 40b to the single normally closed valve / to increase the holding current output without current-closed valves 30a and 30b to at least a second mean desired current intensity (per activated normally closed valve 30a and 30b) greater than the first mean desired current intensity.
- a holding current with the second average rated current (per driven normally closed valve 30a and 30b) is more than is necessary to open and keep open the single normally closed valve (s) 30a and 30b.
- the second mean desired current intensity is to be understood as meaning a high current intensity such that the single normally closed valve / valves 30a and 30b are maintained at a holding current of the second average desired current intensity (per normally energized closed valve 30a and 30b ) is operated in an over-energized state.
- At least one of a plurality of actual variables with respect to a current engine speed of the electric motor 24 of the piston-cylinder device 20 of the brake system and / or at least one current hydraulic pressure in at least one Partial volume of the brake system are taken into account.
- at least one engine sensor 42, at least one pre-pressure sensor 44 and / or at least one (connected to a brake circuit 12a or 12b) pressure sensor 46a and 46b are used to provide the information 40a and 40b.
- the control device 36 thus operates the single normally closed valve / the normally closed valves 30a and 30b as a function of (defined by the current engine speed and / or the at least one current hydraulic pressure) operating point. It uses the
- Control device 36 that the closing time / hold time by increasing the holding current to at least the second average target current strength (per
- a holding current with the second mean desired current intensity (per driven normally closed valve 30 a and 30 b) and the second time of a successful valve closing a second closing time longer than the first closing time.
- This extension of the closing time / hold time of the single normally open-closed valve (s) 30a and 30b can relieve (at least a majority) of kinetic energy of the electric motor 24 in the
- Wheel brake cylinders 14a and 14b are used.
- Wheel brake cylinders 14a and 14b shifted, while from a closing of the single normally-closed valve / the normally closed valves 30a and 30b further advancing the at least one piston 22 by means of the non-controllable electric motor 24 leads to a pressure build-up in the at least one intermediate storage volume 26.
- the design of the controller 34 / driver 36 to operate the single normally closed valve (s) 30a and 30b in response to the operating point (defined by the current engine speed and / or the at least one current hydraulic pressure) ensures that due to the extension of the closing line / holding time, if necessary, even at a relatively high kinetic energy of the electric motor 24 at the time of failure of its power supply (at least a majority) of the during the cooldown by means of at least one piston 22 displaced volume of brake fluid into the wheel brake cylinders 14a and 14b is moved.
- the degradation of the kinetic energy of the electric motor 24 thus takes place in the wheel brake cylinders 14a and 14b with a soft transmission elasticity, and therefore does not lead to hardly any damage to a component of the brake system.
- the advantageous operation of the control device 34 / driver 36 for preventing pressure and torque spikes in the event of a power supply failure of the electric motor 24 is a sudden on-board network failure (in particular during operation of the piston-cylinder device 20 to build up pressure in at least one of the brake circuits 12a and 12b) with no risk of damage or destruction of a component of the Brake system, in particular a component of the drive train of the brake system connected.
- the advantageous design of the control device 34 / control device 36 reduces a load occurring in this situation of the component of the brake system, in particular the component of the drive train, to a sustainable load.
- the drive device 36 is designed to increase the holding current (only then) to at least the second desired mean current value, as soon as the current engine speed exceeds a predetermined limit engine speed and / or the current hydraulic pressure exceeds a predetermined limit pressure.
- the driver 36 may be configured to hold the holding current at the first average desired current level as long as the current engine speed is below the predetermined limit engine speed and / or the current hydraulic pressure is below the predetermined limit pressure, and increase the holding current (only then) to the second mean desired current as soon as the current engine speed exceeds the predetermined limit engine speed and / or the current hydraulic pressure exceeds the predetermined limit pressure.
- the first mean nominal current can be between 0.3 A (amps) and 1 A (amps), while the second mean target current is between 1.5 A (amps) and 3 A (amperes) is located.
- the numerical values mentioned here are only to be understood as examples.
- the brake system of FIG. 1 also comprises wheel inlet valves 48, wheel outlet valves 50, brake actuation sensors 52 associated with the brake pedal 22, a brake fluid reservoir 54 and a simulator 56 which is connected via an isolation valve 58 and a check valve 60 arranged parallel to the isolation valve 58 Pressure chamber 16a is connected.
- the at least one intermediate storage volume 26 may be connected to the brake fluid reservoir 54 via a further check valve 62.
- Fig. Lb shows a coordinate system whose abscissa a current average current I of a holding current (in amperes) in case of failure of the
- a graph g1 shows a relation between the current average current intensity I and the maximum pressure pmax occurring with a residual volume of 1 cm 3 of the at least one
- Latching volume 26 at the time of failure of the power supply of the electric motor 24 is a relation between the current average current I and the occurring maximum pressure p ma x with a residual volume of 10 cm 3 of the at least one
- Buffer volume 26 at the time of failure of the power supply of the electric motor 24 reproduced. It can be seen that the maximum pressure Pmax can be reduced to 190 bar instead of approximately 250 bar by means of the increase of the current mean desired current intensity I of the holding current. (The
- Closing line / holding time can be increased to 10-15 ms (milliseconds) by increasing the current mean nominal current I of the holding current.
- FIG. 2 is a flow chart for explaining an embodiment of the present invention
- the at least one normally closed valve is controlled and held in its open state, by outputting as a method step S1 a holding current with at least one first mean desired current intensity per activated normally closed valve to the at least one normally closed valve.
- a process step S2 executed at least once
- Partial volume of the brake system determined.
- a current average desired current intensity of the holding current output to the normally closed valve is calculated taking into account the at least one determined actual variable from a value range comprising at least the first average desired current intensity per activated normally closed valve and a second average Target current selected per triggered normally closed valve greater than the first mean target current selected. Also by means of carrying out the method steps S1 and S2, the advantages already described above can be realized.
- the holding current output to the at least one normally-closed valve is at least the second average desired current intensity per driven one current-closed valve is increased as soon as the at least one actual size at least one associated
- Comparison quantity with respect to a predetermined limit engine speed and / or exceeds at least one predetermined limit pressure For example, (during the control and holding of the at least one normally closed valve in its open state) the holding current at the first mean desired current strength between 0.3 A and 1 A are kept, as long as the at least one actual size is below the at least one associated comparison variable , And the holding current (only then) to the second mean target current between 1.5 A and 3 A are increased as soon as the at least one actual size exceeds the at least one associated comparison size.
- the method steps S1 and S2 can also be used in a method for
- Wheel brake and a piston-cylinder device are executed. An executability of this procedure is neither specific to one
- Brake system type still limited to a specific vehicle type.
- Brake fluid from the at least one intermediate storage volume via the at least one in its open state controlled and held normally closed valve are moved into the at least one associated brake circuit. This may be for the brake booster and / or for (carried out without an operation of a brake pedal by a driver)
- Fremdkraftbremsung be used.
- Brake circuit are shifted by a first normally closed valve and a second normally closed valve are controlled and held as the at least one normally closed valve in its open state.
- the brake fluid is displaced from the at least one intermediate storage volume via the first normally closed valve into the first brake circuit and via the second normally closed valve into the second brake circuit.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016200864.1A DE102016200864A1 (en) | 2016-01-22 | 2016-01-22 | Control device and method for controlling at least one normally closed valve of a brake system of a vehicle |
PCT/EP2016/079306 WO2017125189A1 (en) | 2016-01-22 | 2016-11-30 | Controller and method for actuating at least one valve of a brake system of a vehicle, said valve being closed in the de-energized state |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3405369A1 true EP3405369A1 (en) | 2018-11-28 |
Family
ID=57442709
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16804791.8A Withdrawn EP3405369A1 (en) | 2016-01-22 | 2016-11-30 | Controller and method for actuating at least one valve of a brake system of a vehicle, said valve being closed in the de-energized state |
Country Status (7)
Country | Link |
---|---|
US (1) | US10668911B2 (en) |
EP (1) | EP3405369A1 (en) |
JP (1) | JP6768810B2 (en) |
KR (1) | KR102599714B1 (en) |
CN (1) | CN108473125B (en) |
DE (1) | DE102016200864A1 (en) |
WO (1) | WO2017125189A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7247506B2 (en) * | 2018-09-28 | 2023-03-29 | 株式会社アドヴィックス | Braking control device |
DE102018222517A1 (en) * | 2018-12-20 | 2020-06-25 | Robert Bosch Gmbh | Brake system for a vehicle, vehicle and method for operating a brake system |
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JP4639813B2 (en) * | 2005-01-20 | 2011-02-23 | トヨタ自動車株式会社 | Hydraulic pressure control device and operating characteristic acquisition device |
DE102005056210A1 (en) * | 2005-11-25 | 2007-05-31 | Robert Bosch Gmbh | Electrical current cycle control for electromagnetic actuator to provide safe closing of hydraulic valve in automobile braking system |
JP2010221834A (en) | 2009-03-23 | 2010-10-07 | Toyota Motor Corp | Brake control device |
DE102010029384A1 (en) * | 2010-05-27 | 2011-12-01 | Continental Teves Ag & Co. Ohg | Method for controlling the pressure in a hydraulic system, in particular in an electronically controlled brake system for a motor vehicle |
DE102011004983A1 (en) * | 2011-03-02 | 2012-09-06 | Robert Bosch Gmbh | Brake system and method for controlling a brake system |
JP5455969B2 (en) * | 2011-05-10 | 2014-03-26 | 日信工業株式会社 | Brake hydraulic pressure control device for vehicles |
JP5907346B2 (en) | 2012-10-24 | 2016-04-26 | トヨタ自動車株式会社 | Brake control device for vehicle |
DE102013205639A1 (en) | 2013-03-28 | 2014-10-02 | Robert Bosch Gmbh | Brake system for a vehicle and a method for operating the brake system |
JP6069149B2 (en) * | 2013-09-19 | 2017-02-01 | 日立オートモティブシステムズ株式会社 | Brake control device |
JP2015058883A (en) * | 2013-09-20 | 2015-03-30 | トヨタ紡織株式会社 | Vehicle seat |
JP6266933B2 (en) | 2013-09-25 | 2018-01-24 | 本田技研工業株式会社 | Braking device valve system |
-
2016
- 2016-01-22 DE DE102016200864.1A patent/DE102016200864A1/en active Pending
- 2016-11-30 CN CN201680079626.3A patent/CN108473125B/en active Active
- 2016-11-30 US US16/068,580 patent/US10668911B2/en active Active
- 2016-11-30 JP JP2018536402A patent/JP6768810B2/en active Active
- 2016-11-30 WO PCT/EP2016/079306 patent/WO2017125189A1/en active Application Filing
- 2016-11-30 EP EP16804791.8A patent/EP3405369A1/en not_active Withdrawn
- 2016-11-30 KR KR1020187020971A patent/KR102599714B1/en active IP Right Grant
Also Published As
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JP6768810B2 (en) | 2020-10-14 |
US20190009764A1 (en) | 2019-01-10 |
CN108473125B (en) | 2020-12-11 |
KR20180102589A (en) | 2018-09-17 |
JP2019503298A (en) | 2019-02-07 |
KR102599714B1 (en) | 2023-11-09 |
WO2017125189A1 (en) | 2017-07-27 |
US10668911B2 (en) | 2020-06-02 |
CN108473125A (en) | 2018-08-31 |
DE102016200864A1 (en) | 2017-07-27 |
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