EP3652029A1 - Procédé pour faire fonctionner un système de freinage d'un véhicule à moteur, ainsi que dispositif de commande et/ou de régulation - Google Patents

Procédé pour faire fonctionner un système de freinage d'un véhicule à moteur, ainsi que dispositif de commande et/ou de régulation

Info

Publication number
EP3652029A1
EP3652029A1 EP18732687.1A EP18732687A EP3652029A1 EP 3652029 A1 EP3652029 A1 EP 3652029A1 EP 18732687 A EP18732687 A EP 18732687A EP 3652029 A1 EP3652029 A1 EP 3652029A1
Authority
EP
European Patent Office
Prior art keywords
brake
actual
brake system
braking force
control
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Withdrawn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
EP18732687.1A
Other languages
German (de)
English (en)
Inventor
Edith Mannherz
Philipp Schmaelzle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3652029A1 publication Critical patent/EP3652029A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • 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
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T13/748—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 electro-magnetic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • 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
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • 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
    • B60T8/36—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 including a pilot valve responding to an electromagnetic force
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B60T8/96—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on speed responsive control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/03—Brake assistants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/12—Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc
    • 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
    • B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • 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
    • B60T2270/402—Back-up

Definitions

  • the invention relates to a method for operating a brake system of a motor vehicle and a control and / or regulating device for a
  • DE 10 2014 203 322 A1 describes a method for generating an emergency deceleration of a moving vehicle.
  • a first hydraulic brake system for decelerating the front wheels and a second hydraulic brake system for decelerating the front wheels.
  • electromechanical braking system which acts on the rear wheels of the vehicle, provided as an electromechanical parking brake. It is also known from the market to activate an electromechanical parking brake provided as a second brake system for deceleration of the motor vehicle when a malfunction is detected in a first hydraulic brake system.
  • the braking force (this is, for example, those clamping force with which a brake disc is clamped between two brake shoes) is controlled by, for example, the motor current of a servomotor of a brake actuator of the second brake system is used as a control variable. For example, this motor current is detected with appropriate tolerances, and the activation is held until reaching a target specification.
  • the present invention has the object to provide a method with which even if the first hydraulic brake system fails a safe and especially by many external factors independent delay of a motor vehicle can be achieved.
  • a second, electromechanical brake system can be activated to decelerate the motor vehicle, that is, when the motor vehicle is moving.
  • a braking force provided by the second brake system is dependent on an actual deceleration, that is to say generated taking into account an actual deceleration.
  • the braking force of the second brake system depends on an actual deceleration, the expected vehicle deceleration, that is to say the desired vehicle deceleration, can always be adjusted if this is physically achievable.
  • the core of the invention is therefore one Control of a braking force of the second brake system such that a desired deceleration of the motor vehicle (target deceleration) is adjusted.
  • target deceleration a desired deceleration of the motor vehicle
  • Components such as a spindle-nut system, are integrated directly on a brake caliper of the hydraulic brake system, which is usually realized on the rear axle of a motor vehicle.
  • a brake caliper of the hydraulic brake system which is usually realized on the rear axle of a motor vehicle.
  • the first hydraulic brake system and the second electro-mechanical brake system use the same caliper and brake piston and the same brake discs.
  • the brake piston either hydraulically displaced or electromechanical, for example by a
  • Braking force of a braking system of a is-delay can be realized not only in an additional electromechanical brake system, but in any type of brake system, so even in a simple hydraulic brake system.
  • the only requirement is that a possibility is provided with which a deceleration desired by a driver of the motor vehicle ("driver braking request") can be quantified, which is easiest by a sensor on a brake pedal
  • a first development of the method according to the invention is characterized in that the second brake system is automatically activated when a malfunction of the first brake system is detected and a brake request by a driver is present
  • the second brake system is activated when the driver operates a corresponding actuator.
  • the second, electromechanical brake system is an automatic parking brake (APB), such an actuating element is present anyway, because with this the driver can manually actuate the parking brake when the motor vehicle is at a standstill.
  • APB automatic parking brake
  • Motor vehicle wants to delay the motor vehicle by means of the second brake system, for example, in a detected failure of the first
  • the braking force of the second brake system is regulated by at least one first control loop whose input variable is an actual deceleration, in particular an actual wheel deceleration, or an equivalent variable. This is easy to implement and allows immediate control of the actual delay to a desired deceleration. If this first control loop is provided alone, it should be designed to be relatively slow in order to compensate for the comparatively large inertia of the controlled system formed by the motor vehicle. Furthermore, it is particularly advantageous if the braking force of the second brake system is regulated by at least one first control loop whose input variable is an actual deceleration, in particular an actual wheel deceleration, or an equivalent variable. This is easy to implement and allows immediate control of the actual delay to a desired deceleration. If this first control loop is provided alone, it should be designed to be relatively slow in order to compensate for the comparatively large inertia of the controlled system formed by the motor vehicle. Furthermore, it is particularly advantageous if the braking force of the second
  • Brake system is controlled by at least one second control loop whose input is an actual braking force or an equivalent size, wherein the first control loop and the second control loop together form a cascade structure.
  • first control loop and the second control loop together form a cascade structure.
  • Control circuit tries to regulate the specification of the outer control loop.
  • the outer loop reduces the deceleration and detects too little a deceleration, and adjusts the specification of the force (target braking force) or the equivalent size for the inner loop accordingly.
  • target braking force target braking force
  • Control circuit tries to regulate the specification of the outer control loop.
  • the outer loop reduces the deceleration and detects too little a deceleration, and adjusts the specification of the force (target braking force) or the equivalent size for the inner loop accordingly.
  • the equivalent size is an actual engine torque of a servo motor of a brake actuator, an actual motor current of
  • Actuator of the brake actuator or an actual displacement of an actuator of the brake actuator is.
  • the actual motor current is an easy to detect and in many cases already existing size.
  • the actual engine torque and the actual displacement can be estimated in a simple manner from the actual current and an actual voltage. With the mentioned sizes, a precise implementation of the control according to the invention is possible.
  • the actual braking force or the equivalent variable is detected by means of a detection device or estimated by means of an estimation method. If the size is detected by means of a detection device, a particularly precise control is possible. On the other hand, when the size is estimated by an estimation method, for example, an observer method, detection means can be omitted, thereby saving costs. It is particularly advantageous if a feedforward control is provided which generates from the setpoint deceleration a precontrol value of the actual braking force or the equivalent variable. If a second control loop is provided, the generated pilot control value can initially be made available to the second control loop as a recirculated variable. This further accelerates the setting of the actual delay to the desired deceleration.
  • Actuating element in particular a spindle nut, to a counterpart, in particular a brake piston is reduced.
  • the invention also includes a control and regulating device for a brake system of a motor vehicle with a processor and a memory, wherein the control and regulating device is designed for carrying out a method according to one of the preceding claims.
  • Figure 1 is a schematic block diagram of a brake system of a
  • Figure 2 is a functional diagram of a first embodiment of a control of the brake system of Figure 1;
  • FIG. 3 is a flow chart of the control of FIG. 2;
  • Figure 4 is a diagram in which a braking force and a delay of a
  • Motor vehicle are applied at two different loading conditions of the motor vehicle over time;
  • Figure 5 is a functional diagram similar to Figure 2 of a second
  • Figure 6 is a functional diagram similar to Figure 2 of a third
  • a brake system of a motor vehicle in FIG. 1 bears the whole
  • the motor vehicle itself is not shown in Figure 1. However, this may be any motor vehicle, such as a car, a motorcycle, or a truck.
  • the brake system initially includes a brake pedal 12, which can be actuated by a driver of the motor vehicle according to the arrow 14. By a corresponding force exerted by the driver on the brake pedal 12, a certain desired delay (target deceleration a so n) is expressed. Furthermore, part of the brake system is an actuator 16, for example in the form of a push button or a button, the function will be discussed in more detail below.
  • the force exerted by the driver on the brake pedal 12 is detected by a sensor 18, which passes a signal corresponding to the desired deceleration a SO ii to a control and regulating device 20.
  • the position of the actuating element 16 is detected by a sensor 21, which also directs a corresponding signal to the control and regulating device 20.
  • the controller 20 includes a processor 22 and a memory 24.
  • the memory 24 stores a computer program that can be processed and executed on the processor 22, as will be described in greater detail below.
  • the brake system 10 has two of each other substantially
  • a first hydraulic brake system 26 is shown in FIG. 1 on the left side, a second electromechanical one
  • Brake system 28 is drawn in Figure 1 on the right side.
  • Brake systems 26 and 28 are controlled by the control and regulating device 20.
  • the first hydraulic brake system 26 includes a servomotor 30 that can generate a particular hydraulic pressure in a hydraulic system 32. This hydraulic pressure acts on a brake 34, which includes, for example, by the hydraulic pressure movable brake shoes.
  • the servo motor 30, the hydraulic system 32 and the brake 34 together form a brake actuator (without reference numerals).
  • the brake 34 in turn acts on a wheel system 36 which, for example, a wheel and a rigidly connected thereto
  • Brake disc includes, on which the aforementioned brake shoes can attack.
  • a rotational speed of the wheel system 36 is detected by a wheel sensor 38.
  • the temporal change of the rotational speed also results in an acceleration or deceleration of the wheel system 36
  • Wheel sensor 38 provides a corresponding signal to the control and
  • the second electromechanical brake system 28 also includes a servo motor 40, which acts directly on a brake 42, for example by means of a spindle, not shown. Also, the servo motor 40 and the brake 42 together form a brake actuator (without reference numerals). The not shown
  • the brake can for example, brake shoes include.
  • the brake 42 acts on a wheel system 44, which in turn may comprise, for example, a wheel and a brake disk rigidly connected thereto, on which the brake shoes just mentioned can engage.
  • a rotational speed of the wheel system 44 is detected by a wheel sensor 46.
  • Rotation speed also results in an acceleration or a
  • Deceleration of the wheel system 44 An actual engine torque or an actual motor current of the servomotor 40 or an actual displacement path of the spindle are detected by a sensor 48. Both the wheel sensor 46 and the sensor 48 provide corresponding signals to the control and regulating device 20.
  • the hydraulic brake system and the electro-mechanical brake system are completely independent of each other by comprising separate components.
  • the realization is carried out in that the servomotor of the electromechanical brake system acts on the same brake as the servomotor of the hydraulic brake system.
  • This is also known as a "motor-on-caliper" system, so in such a system, the same brake calipers, brake discs, brake pistons, etc. are used for the electro-mechanical brake system and the hydraulic brake system.
  • the second electromechanical brake system 28 is provided as an electrical and possibly also automatically operating parking brake (APB). This can either be activated automatically at a standstill of the vehicle, or manually at the request of the driver by this the APB.
  • APB automatically operating parking brake
  • Actuator 16 is actuated according to the arrow 49. As will be explained more in detail below, the second
  • electromechanical braking system 28 but also serve as an emergency braking system when the first hydraulic brake system 26 is faulty or not working at all.
  • To the brake system 10 also includes a deceleration sensor 50, the total delay of the motor vehicle in the longitudinal direction of the
  • Control device 20 outputs.
  • the brake system 10 operates as follows: if the driver wishes to decelerate the moving motor vehicle, he normally presses on the brake pedal 12 in accordance with the arrow 14 and in this way expresses the desire for one of the forces with which he presses the brake pedal 12, corresponding deceleration of the motor vehicle (target deceleration a so n).
  • control motor 20 controls the servomotor 30 and generates a specific hydraulic pressure in the hydraulic system 32. This acts on the brake 34, which brakes the wheel system 36.
  • the actual deceleration a, st is detected on the one hand by the wheel sensor 38 and on the other hand by the deceleration sensor 50.
  • the braking force F so the
  • Brake shoes of the brake 42 is clamped, it is regulated so that the ist-delay a, s t as well as the desired deceleration a so n corresponds.
  • the first hydraulic braking system does not operate “automatically.” Instead, the "control” is taken over by the driver of the motor vehicle, who adjusts the actual deceleration by adjusting the force with which he presses the brake pedal adjusted by him desired target delay.
  • the second brake system 28 is automatically activated as an "emergency brake system", thus also when the motor vehicle is moving. that the brake shoes of the brake 42 with a certain braking force F SO II press on the brake disk of the wheel system 44, so that the actual deceleration a, s t best corresponds to the desired deceleration a so n.
  • F SO II a certain braking force
  • the actuating element 16 is designed as a so-called "push / pull switch.” With such an actuating element 16, the driver of the motor vehicle can not make any desired deceleration desired by him be entered. Rather, it is merely determined by such an actuator 16 that a braking request exists. In such a case, a fixed value, for example 2 m / s 2 , is assumed as the desired deceleration a so n, or the physically maximum possible deceleration is assumed as the desired deceleration.
  • Block diagram of a control system comprises these a first "outer" control circuit 52 and a second “inner” control circuit 54.
  • the control circuits 52 and 54 are standard control loops.
  • the second inner control loop 54 comprises a regulator 56 and a control path 58.
  • the controlled system 58 maps the components of the second brake system 28. For example, an actual braking force F, st estimated by an estimation method is returned. Alternatively, an engine torque or current (each sensed by the sensor 48 or estimated by an estimation process based on current and voltage) could also be recirculated.
  • a control difference between the target braking force F so n (manipulated variable) and the actual braking force F, st is formed in 60.
  • the first outer control circuit 52 includes a controller 62, which outputs the desired braking force Fsoii to the difference former 60 of the controller 56 of the second inner control circuit 54.
  • To the first outer control circuit 52 includes a controlled system 64, which is formed by components of the motor vehicle. Is returned, the determined by means of the sensor 50 actual delay a, st of the motor vehicle.
  • the delay detected by means of the sensor 46 could also be returned to the wheel system 44.
  • a control difference between the desired deceleration a so n (manipulated variable) and the actual deceleration a, st is formed in 66.
  • This precontrol is designated 68 in FIG.
  • n directly determines a target braking force Fsoii from the desired deceleration a, which is fed bypassing the controller 62 directly to the subtractor 60 of the second inner loop 54th.
  • a block 70 the driver of the motor vehicle expressed his desire to brake.
  • the value of the desired setpoint delay a so n is detected from the signal of the sensor 18. Based on this, the manipulated variable a is generated in a block 74 on the basis of this.
  • the desired desired deceleration a so n is compared with the actual deceleration a, st detected, for example, by the sensor 50.
  • a block 78 it is queried whether the actual delay a, st has reached the desired deceleration a so n. If the answer is yes, in 80 the command is issued to hold the braking force F, st.
  • the braking force F, st is adjusted.
  • the braking force F, st provided by the second braking system 28 is generated taking into account the actual deceleration a, st, so it is dependent on the actual deceleration a, st.
  • a block 84 it is queried whether the wheel system 44 is blocked. If the answer is yes, a block 86 becomes a
  • the abscissa of the diagram in Figure 4 corresponds to a time t
  • the two coordinates correspond to the braking force F and the delay a.
  • a predetermined desired deceleration a so n is transferred to the control.
  • the corresponding curve carries the reference numeral 88 in FIG. 4.
  • the second brake system 28 is thus automatically activated either by the control and regulating device 20 in the event of a failure of the first brake system 26, or the second brake system 28 is activated by a manual actuation of the first brake system
  • Actuator 16 activated.
  • the predetermined deceleration a so n may be a standard value with which the motor vehicle is to be decelerated in the two cases mentioned. But it can also be that value resulting from the force with which the driver depresses the brake pedal 12.
  • a course of an actual deceleration a, s t in the case of a heavily laden vehicle bears the reference numeral 90 in FIG. 4, the course of an actual deceleration a, s t in the case of a vehicle with only a slight load carries the reference symbol 92 in FIG.
  • Braking force Fist in heavily loaded vehicle bears in Figure 4
  • the reference numeral 94 the course of an actual braking force Fist in only slightly loaded vehicle bears in Figure 4
  • Feedforward control 68 is given a corresponding default value to the second inner control circuit 54. Also, the controller 62 of the first outer
  • Control circuit 52 provides a part of the manipulated variable, the amount depending on the selected type of the controller 62.
  • the actual braking force (curves 94 and 96) is initially, ie at time ti, still zero. From this point on, the second inner control loop 54 begins to regulate its controlled variable Fist to the setpoint value F SO II, which is not shown in the diagram. Because of the building up
  • Braking force F delays the motor vehicle with an actual deceleration a, s t. It can be seen from the course of the curve 94 that when heavily laden
  • the outer control circuit 52 must thus pass through its controller 62 a higher value of the braking force F so n to the second inner control circuit 54 to regulate the desired desired delay a so n. It can be seen very clearly that when the vehicle is fully laden, the braking force F so n (curve 94) is above the braking force F so n (curve 96) with the vehicle loaded only slightly. The influence of the higher load is thus compensated by the application of a higher braking force Fist.
  • Braking system 28 is formed. Such deviations could be caused for example by a faulty current measurement, whereby, for example, an excessive motor current of the servomotor 40 is detected. Assuming that the braking force is at least approximately proportional to the motor current, in this case too high actual braking force Fist is passed.
  • Measuring tolerances are caused.
  • An influence of the speed of the motor vehicle, an inclination of a roadway on which the motor vehicle travels, a parameter of the specifically installed servomotor 40, a coefficient of friction of a brake disk, a friction value of the road surface and / or a degree of rotation of a road can also be compensated for by the regulation described above Transmission, which is used in the second brake system 28.
  • FIG. 5 shows a second embodiment of a regulation of the second electromechanical brake system 28. This is identical to the embodiment of Figure 2, but is dispensed with a feedforward.
  • FIG. 6 shows a third embodiment of a regulation of the second electromechanical brake system 28.
  • a feedforward control is present, but the inner loop is missing. It is therefore a simple standard control loop, in which only the actual deceleration a, s t of the motor vehicle (sensor 50) or the wheel system 44 (wheel sensor 46) is returned. Due to the inertia of the controlled system 64, however, such a simple control loop should be designed comparatively slowly.
  • the braking force F was used as
  • Brake system is namely when releasing the brake is not close to a
  • Memory 24 of the control and regulating device 20 stored.
  • the control is carried out in which the stored computer program is executed by the processor 22.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un système de freinage d'un véhicule à moteur, selon lequel un premier système de freinage hydraulique est actionné en fonction d'un ralentissement théorique (asoll). Un deuxième système de freinage électromécanique peut être activé pour ralentir le véhicule à moteur. Selon l'invention, une force de freinage (Fist) du deuxième système de freinage dépend d'un ralentissement réel (aist).
EP18732687.1A 2017-07-13 2018-06-06 Procédé pour faire fonctionner un système de freinage d'un véhicule à moteur, ainsi que dispositif de commande et/ou de régulation Withdrawn EP3652029A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017211995.0A DE102017211995A1 (de) 2017-07-13 2017-07-13 Verfahren zum Betreiben einer Bremsanlage eines Kraftfahrzeugs, sowie Steuer- und/oder Regeleinrichtung
PCT/EP2018/064869 WO2019011538A1 (fr) 2017-07-13 2018-06-06 Procédé pour faire fonctionner un système de freinage d'un véhicule à moteur, ainsi que dispositif de commande et/ou de régulation

Publications (1)

Publication Number Publication Date
EP3652029A1 true EP3652029A1 (fr) 2020-05-20

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EP18732687.1A Withdrawn EP3652029A1 (fr) 2017-07-13 2018-06-06 Procédé pour faire fonctionner un système de freinage d'un véhicule à moteur, ainsi que dispositif de commande et/ou de régulation

Country Status (6)

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US (1) US20210146897A1 (fr)
EP (1) EP3652029A1 (fr)
JP (1) JP2020525347A (fr)
CN (1) CN110869254B (fr)
DE (1) DE102017211995A1 (fr)
WO (1) WO2019011538A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102018112846A1 (de) 2018-05-29 2019-12-05 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Steuereinrichtung und Verfahren für die Ansteuerung eines Aktuators zur Betätigung von Bremsmitteln eines Fahrzeuges, insbesondere eines Schienenfahrzeuges
JP7508980B2 (ja) * 2020-10-01 2024-07-02 マツダ株式会社 自動車の制御方法及び自動車システム
DE102020214482A1 (de) * 2020-11-18 2022-05-19 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs, Steuergerät für ein Bremssystem, Bremssystem
WO2024180413A1 (fr) * 2023-03-02 2024-09-06 Tata Motors Limited Procédé de commande du déplacement d'un véhicule et système associé
AT527032B1 (de) * 2023-05-08 2024-10-15 Avl List Gmbh Bremskontrollvorrichtung

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Publication number Priority date Publication date Assignee Title
BR9711849A (pt) * 1996-10-03 1999-08-24 Toyota Motor Co Ltd Sistema de frenagem que inclui freio de disco acionado por motor equipado com mecanismo auto-servo
DE102010040190A1 (de) * 2010-09-03 2012-03-08 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben eines Bremssystems, Bremssystem und Kraftfahrzeug
DE102010040726A1 (de) * 2010-09-14 2012-03-15 Robert Bosch Gmbh Verfahren zur Steuerung einer Bremsanlage eines Kraftfahrzeugs und Bremsanlage für ein Kraftfahrzeug
JP5969933B2 (ja) * 2013-02-12 2016-08-17 日立オートモティブシステムズ株式会社 ブレーキ装置
DE102013213302A1 (de) * 2013-07-08 2015-01-08 Volkswagen Aktiengesellschaft Steuersystem sowie Verfahren zum Betreiben eines Kraftfahrzeugs
DE102014203322A1 (de) 2014-02-25 2015-08-27 Robert Bosch Gmbh Verfahren zum Erzeugen einer Notverzögerung eines bewegten Fahrzeugs
US9776607B2 (en) * 2015-01-28 2017-10-03 Continental Automotive Systems, Inc. Fault-tolerant redundant by-wire brake system
US10160434B2 (en) * 2015-05-22 2018-12-25 Robert Bosch Gmbh Brake device for a motor vehicle and method for the detection of damage to the brake device
JP6332180B2 (ja) * 2015-07-15 2018-05-30 トヨタ自動車株式会社 車両の制御装置

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JP2020525347A (ja) 2020-08-27
CN110869254B (zh) 2022-08-02
US20210146897A1 (en) 2021-05-20
WO2019011538A1 (fr) 2019-01-17
CN110869254A (zh) 2020-03-06
DE102017211995A1 (de) 2019-01-17

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