EP4103434A1 - Système de dynamique de conduite, véhicule électrique à commande centrale - Google Patents

Système de dynamique de conduite, véhicule électrique à commande centrale

Info

Publication number
EP4103434A1
EP4103434A1 EP21703927.0A EP21703927A EP4103434A1 EP 4103434 A1 EP4103434 A1 EP 4103434A1 EP 21703927 A EP21703927 A EP 21703927A EP 4103434 A1 EP4103434 A1 EP 4103434A1
Authority
EP
European Patent Office
Prior art keywords
brake
pressure supply
pressure
supply unit
vehicle
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.)
Pending
Application number
EP21703927.0A
Other languages
German (de)
English (en)
Inventor
Thomas Leiber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ipgate AG
Original Assignee
Ipgate AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ipgate AG filed Critical Ipgate AG
Publication of EP4103434A1 publication Critical patent/EP4103434A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • 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
    • 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
    • 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
    • B60T7/04—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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • 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
    • B60T8/885—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 using electrical circuitry
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy
    • 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

Definitions

  • the present invention relates to a driving dynamics system (FDS), a vehicle with a corresponding driving dynamics system and a method for controlling a vehicle.
  • FDS driving dynamics system
  • the driving dynamics system and the method for controlling e-vehicles or hybrid vehicles are preferably designed with highly automated (HAD), fully automated (FAD) or autonomous driving (AD).
  • Level 3 Highly Automated Driving - HAD
  • Level 4 Fully Automated Driving - FAD
  • Level 5 Autonomous Driving - AD
  • Electric vehicles or vehicles with a more powerful on-board network have advanced the development of electrical and electro-hydraulic brake systems.
  • the replacement of vacuum brake boosters by electric brake boosters (e-BKV) began in 2005 after initial approaches (see W02006111392A1) with the market launch of so-called 2-box solutions with electrical slave brake boosters in accordance with W02010069688A1 and DE102009004636B4 and an additional ESP unit in 2013, promptly followed by integrated 1-box systems with pedal simulator DE102013224313A1.
  • Solutions for level 3 (HAD) are currently being developed. From level 3 (HAD) a brake-by-wire braking system and steer-by-wire steering system are required.
  • the core functions of the brake (ABS) and the steering (steerability, yaw moment interventions for vehicle stability) must be implemented redundantly for the first time, since in autonomous ferry operation the driver is not sufficient to map the redundancy function by actuating a master brake cylinder.
  • AD electric vehicles favor so-called brake-by-wire braking systems with a pedal feel simulator, as the potential of energy recovery when braking using powerful electric drive motors can only be fully exploited through a decoupled braking system. This is where electrical follow-up amplifiers reach their limits, since with such a system a strong recuperation has an influence on the pedal feel and also causes a residual friction torque on the brake and thus has an impact on the driving resistance and thus the range of e-vehicles.
  • the slave brake booster has critical deficiencies and is heavily dependent on influencing factors as explained in ATZ article 3/19 "Brake booster for automated driving".
  • level 5 the steering wheel, brake and accelerator pedal may be completely omitted and the vehicle is controlled exclusively via a central computer. Since the driver can no longer intervene using a brake pedal or a steering wheel in the event of a system failure, fail-safe 2-fold redundancy or 3-fold redundancy of all core functions of the brake (brake booster, ABS) and steering is required. Vehicle manufacturers are working on fully autonomous vehicles without a driver, which in the first stage of development have a brake pedal with a pedal feel simulator (stage 4 FAD) and in the last stage of development (stage 5 AD) should no longer have a brake pedal and accelerator pedal.
  • the domain structure is introduced with control units / domains for autonomous and piloted ferry operations.
  • EMB electromechanical wedge brake
  • the EMB has not caught on in the past due to safety concerns and high costs.
  • braking systems for the stages FAD and AD cannot exclusively have EMB, since redundancy for a redundant, wheel-specific braking torque intervention is very difficult to achieve.
  • An EMB is therefore only suitable for the rear axle of a vehicle because the rear axle has a smaller share of the braking force and a failure is not viewed as critically as on the front axle.
  • the object of the present invention is to specify an improved driving dynamics system, a vehicle with a corresponding driving dynamics system and a method for controlling a vehicle.
  • an architecture for an electric or Flybrid vehicle z. B. with a range extender electric motor which is suitable for the requirements of high availability in fully automated driving (FAD) and autonomous driving (AD).
  • FAD fully automated driving
  • AD autonomous driving
  • the driving dynamics system should be implemented with minimal effort.
  • the object of the invention is achieved by a driving dynamics system according to claim 1, a vehicle according to claim 16 and a method according to claim 19.
  • Advantageous refinements result from the subclaims.
  • a driving dynamics system for a vehicle that comprises:
  • a primary control unit for detecting and / or generating steering commands and braking commands
  • the driving dynamics system being designed to implement at least one steering command, in particular in normal operation, at least one of the pressure supply devices and the steering actuator and / or to implement a braking command in normal operation at least the second pressure supply device and at least to control the brake pressure setting valves for a wheel-specific pressure setting and in a (first) fault case at least the first pressure supply device and at least the brake pressure setting valves for a wheel-specific pressure setting.
  • One aspect of the invention is that the function of the electronic steering actuator is supported by at least one pressure supply device, in particular a brake module. This means that using the pressure supply device there is a yaw moment intervention which improves the steering behavior of the vehicle and thus leads to a more efficient and safer implementation of the steering commands.
  • braking commands which are implemented (alone) by the first pressure supply device in normal operation are implemented with the aid of the second pressure supply device in the event of a fault.
  • pressure is preferably set individually for each wheel, which can be done, for example, with the aid of the brake pressure setting valves. In the event of a fault, the pressure can therefore be provided by the first pressure supply device, the wheel-specific pressure setting being ensured by the brake pressure setting valves.
  • a steering command specifies a direction and / or a change in direction.
  • a braking command can be defined in such a way that it indicates the basic desire to brake.
  • brake pressure values or other values that achieve a desired degree of deceleration of the vehicle including the ABS control function for maximum deceleration in inhomogeneous driving conditions (e.g. m-split, m-jump) while maintaining steerability as well as ESP yaw moment interventions to stabilize a vehicle,
  • a braking command should be understood.
  • the pressure supply devices can be parts of brake modules.
  • the first pressure supply device is part of the first brake module and the second pressure supply device is part of the second brake module.
  • the respective brake modules can be arranged in separate housings or in a common housing or component.
  • the first brake module comprises a first brake module control device, in particular for controlling the first pressure supply device
  • the second brake module comprises a second brake module control device for controlling the second pressure supply device
  • a further superordinate control device can also be provided which coordinates the activities of the first brake module control device and / or of the second brake module control device.
  • some or all of the said control devices for controlling the first and / or second pressure supply device can be combined in a computing unit, which preferably enables redundant and / or fail-safe operation.
  • the steering actuator is designed to operate at least one axle, preferably a front axle.
  • the respective axle can have two wheels, which are then steered in a certain direction by means of the steering actuator.
  • One advantage of the invention is that an efficient vehicle dynamics system is provided in which faults are compensated for or addressed by redundant hardware and / or software.
  • the driving dynamics system comprises at least one detection unit for detecting at least one fault.
  • the error case can be the first error case already mentioned.
  • the detection unit can be a software module or dedicated hardware. In one embodiment, the detection unit is implemented as part of the control devices already described.
  • the detection unit can be designed to detect an at least partial failure of the second brake module, in particular the second pressure supply device, and / or the steering actuator.
  • the driving dynamics system is preferably designed to take measures to provide torque intervention and / or steering assistance by means of the first in the said first fault case Ensure pressure supply device. In this case, using the first pressure supply device, a pressure can be built up in at least one wheel brake and thus a wheel-specific braking torque, in particular yawing torque, can be generated.
  • the driving dynamics system according to the invention can thus provide torque interventions and / or steering assistance even if the second brake module fails, which is possibly responsible for the individual wheel brake pressure regulation.
  • the detection unit can additionally or alternatively be designed to detect a second fault.
  • the second fault case can be an at least partial failure of the steering actuator.
  • a steering command can be implemented using the second pressure supply device, in particular by building up a pressure in a selection of wheel brakes.
  • wheel brakes are activated on one side of the vehicle.
  • the first brake module with the first pressure supply device can be set up to apply a pressure medium to at least one first brake circuit via a first connection point and at least one second brake circuit via a second connection point.
  • the first brake module can thus be designed to build up pressure on a brake circuit-specific basis.
  • a first isolating valve of the first brake module can be arranged in a hydraulic line between the first pressure supply device of the first brake module and the first connection point and a second isolating valve can be arranged in a second hydraulic line between the first pressure supply device and the second connection point.
  • the isolating valves thus make it possible, if necessary, to provide different pressures at the individual connection points within the first brake module even in the event of a fault.
  • the brake system can be designed to detect a third fault, in particular a total failure of the second brake module with the second pressure supply device, and in this third fault, to control the first pressure supply device and the second isolating valve in order to to implement at least one brake circuit-specific pressure control in the at least two brake circuits.
  • a 2-channel ABS can be implemented.
  • the pressure supply units can be connected to the brake circuits not in series, but essentially in parallel with one another.
  • the second pressure supply unit is connected to a first brake circuit via at least one first hydraulic line and the first pressure supply unit is connected to a second brake circuit via at least one second hydraulic line.
  • a separating valve can be provided which hydraulically connects the first and the second hydraulic line and, if necessary, can be used for hydraulic decoupling or separating.
  • the first and the second hydraulic line can be hydraulically connected to one another via at least one first and at least one second isolating valve.
  • the isolating valves can be closed in order to at least partially isolate the connection.
  • a (central) outlet valve for the pressure reduction can be provided in a hydraulic line section between the first and the second isolating valve. This central outlet valve is preferably connected to a reservoir via a fluid connection.
  • the two isolating valves, in conjunction with the outlet valve make it possible to reduce the pressure individually for each brake circuit. Furthermore, if one of the two brake circuits fails, pressure can be reduced in a controlled manner in the respective other brake circuit and, if necessary, built up again using the pressure supply units.
  • ABS functions and / or yaw moment interventions can be implemented even in the event of a partial failure.
  • a pressure reduction (individual for each wheel or brake circuit selective) can take place via one of the pressure supply units. This makes it possible to quantify the pressure reduction, for example by determining the piston stroke. If necessary, the provision or use of pressure sensors can be dispensed with.
  • each wheel brake is assigned (precisely) one brake pressure adjustment valve in order to build up and reduce pressure in the respective wheel brake.
  • bidirectional valves makes it possible to reduce the number of valves required, while at the same time creating a simpler and fail-safe system. For example, when a hydraulic line to the wheel brake is pressurized, individual wheel brakes can be shut off by closing the bidirectional inlet valves and the pressure control mode can still be maintained in the remaining 3 wheel brakes.
  • the use of a single-circuit pump as the second pressure supply device can be advantageous. This can be hydraulically connected to the reservoir in order to convey pressure medium into the first and / or second brake circuit.
  • the detection device can be designed to detect a fourth fault, in particular the failure of a brake circuit and / or a fifth fault, in particular the failure of a wheel brake.
  • the driving dynamics system can be designed to close at least one of the isolating valves and / or at least one of the brake pressure adjustment valves in response to the detection of the fourth and / or the fifth fault in order to hydraulically disconnect or disconnect the failed brake circuit and / or the failed wheel brake.
  • the driving dynamics system is therefore preferably suitable, in the form already described, for hydraulically separating a brake circuit and / or a selection of wheel brakes in such a way that a defect in the corresponding areas has no effect on the rest of the system.
  • electromotive drives in the vehicle dynamics system are designed so that they can still be operated even if some windings fail (e.g. motor with two three-phase lines and failure of one three-phase line, operation with only one three-phase line).
  • the steering actuator, the first pressure supply device and / or the second pressure supply device are suitable.
  • the steering actuator can comprise at least one electromotive drive with redundant windings and redundant control, so that in the event of a failure, the functionality of the steering actuator can at least partially be maintained by means of the redundant windings and / or control.
  • the winding can be a redundant 3-phase winding.
  • the first and / or second pressure supply device can each comprise at least one electric motor drive with redundant windings and redundant control, so that in the event of a failure, a pressure reduction and / or pressure build-up in the wheel brakes or brake circuits can at least partially be implemented by means of the redundant windings and control.
  • This form of redundancy further increases the safety of the driving dynamics system.
  • the driving dynamics system can be designed to apply pressure to the wheel brakes for standstill braking by means of the first pressure supply device and / or second pressure supply device and / or to control at least one vehicle electric motor for standstill braking.
  • additional components are often used in order to implement a corresponding standstill braking, for example by means of a mechanical and electrical parking brake (EPB).
  • the present invention proposes to implement the standstill braking hydraulically and / or via the at least one vehicle electric motor, which is usually intended to drive the vehicle. This means that further components for providing the standstill braking, in particular the EPB, can be dispensed with.
  • the first pressure supply device and / or the second pressure supply device and / or the at least one vehicle electric motor cooperate in order to provide a corresponding standstill braking.
  • a sixth fault can be detected.
  • This sixth error case can be an at least partial failure of the first pressure supply device or the second pressure supply device, the driving dynamics system being designed to activate the other pressure supply device and / or at least one of the vehicle electric motors in order to implement standstill braking.
  • redundancies are created with the driving dynamics system according to the invention, also with regard to the standstill braking, which ensure reliable functioning in the event of a failure.
  • the detection of the sixth error case can in turn take place by means of the detection device.
  • the pressure can be maintained via valves, for example via the brake pressure adjustment valves. In this state, the pressure supply device does not need to be energized, so that energy can be saved.
  • the standstill brake can normally be used on all 4 wheel brakes without errors.
  • the standstill brake When the standstill brake is activated, either an axle is held with an electric motor via torque generation or pressures are built up on several wheel brakes via the pressure supply and the pressure in the wheel brakes is preferably maintained by closing bidirectional wheel pressure control valves (SV) and regularly diagnosed with the pressure supply. If, for example, the hydraulic line to a wheel brake fails, for example due to a line break in the hydraulic line, the consumer can be disconnected by closing the wheel pressure control valve and pressure can still be generated in the remaining wheel brakes.
  • SV bidirectional wheel pressure control valves
  • the vehicle dynamics system can, as already explained, be set up to provide an ABS function and / or yaw moment intervention, whereby a (wheel-specific and / or selective) setting of the pressures takes place in the wheel brakes or an activation of at least one of the brake pressure adjustment valves of the second brake module and / or a separating valve of the second brake module and the first pressure supply unit.
  • the pressure can be generated by the first pressure supply unit, at least some of the valves from the second brake module being used to set the pressures individually or selectively for each wheel.
  • Communicative connections in particular bus connections, can exist between the control devices, in particular the brake modules, the first control device preferably being designed to receive pressure measurement values from the second pressure supply unit and / or wheel speed signals via the communicative connection.
  • the driving dynamics system can include at least one (wired) bus connection for communicatively connecting the first brake module, in particular a control device of the first brake module, and / or the steering actuator, in particular a control device of the steering actuator, to the primary control unit.
  • the bus connection can be designed redundantly so that if one of the connections fails, a redundant connection is available.
  • the redundancy can be hot or cold redundancy.
  • transceiver units for the wireless communication connection of the first brake module, in particular the control device of the first brake module, and / or the steering actuator, in particular of the control device of the steering actuator be provided with the primary control unit.
  • wireless communication links can be advantageous for establishing the necessary redundancies.
  • the vehicle can include:
  • At least one vehicle electric motor is provided for driving the front axle and / or the rear axle, the primary control unit being wirelessly and / or wired communicatively connected to the vehicle electric motor in order to control it at least to generate a braking torque.
  • measurement signals can be received from the vehicle electric motor in order to adapt the behavior of the brake modules to the vehicle electric motor.
  • a vehicle electric motor is arranged on the rear or front axle. However, embodiments are also conceivable in which several vehicle electric motors, for example one per axle, are provided.
  • a braking torque can be achieved in which the applied energy is at least partially recovered. Furthermore, the vehicle electric motor can be controlled in a targeted manner in order to create redundancies for the brake modules already described. Depending on the number of vehicle motors used, it is even possible to provide braking torques for each individual wheel and, for example, to implement a yaw torque intervention.
  • elastic elements for a pad return of the wheel brakes can be provided on at least two wheel brakes, the respective elastic element acting in such a way that a clearance is established in the respective wheel brake. In this way, the frictional resistance in the unbraked state can be significantly reduced, which leads to lower energy consumption when moving the vehicle.
  • the primary control unit can control at least one of the pressure supply devices to overcome the clearance so that the driver cannot perceive the clearance, for example.
  • the primary control can control the vehicle electric motor during a braking process to generate a braking torque while overcoming the clearance.
  • the vehicle electric motors can therefore be used to provide the missing braking effect when overcoming the clearance.
  • the object mentioned at the beginning is also achieved by a method for controlling a vehicle.
  • the vehicle can have a driving dynamics system, as has already been explained above in various embodiments.
  • the process can include the following steps:
  • the primary control unit can in principle issue control commands that are implemented or implemented by one or more brake modules.
  • the brake modules actuate the actuators assigned to them.
  • the vehicle situation is monitored. If it is determined that the vehicle is in a critical situation, the control commands can be modified.
  • the detection unit can recognize an imminent locking of at least one wheel and / or an imminent swerving of the vehicle when attempting to steer and / or an imminent spinning of at least one wheel as a risk situation.
  • a computer-readable medium comprising instructions for carrying out said method. This preferably requires the instructions to be executed on at least one processing unit.
  • Fig. 1 shows a possible architecture of the invention
  • Driving dynamics system comprising primary control unit, first and second brake module, a steering actuator and vehicle electric motors;
  • FIG. 1; 3 shows a first exemplary embodiment of the invention with an electronic pedal and an integrated brake pedal module;
  • FIG. 4 shows a second exemplary embodiment with a separate brake pedal module; 5 shows a third exemplary embodiment in which the first and second brake modules are integrated into one structural unit;
  • FIG. 6 shows a fourth exemplary embodiment in which the first and second brake modules are each separately communicatively connected to the primary controller
  • FIG. 7 shows a schematic representation of a first brake module with a connected second brake module
  • FIG. 8 shows a schematic representation of a first brake module with a connected second brake module
  • FIG. 1 shows a possible architecture for implementing the driving dynamics system FDS according to the invention.
  • This exemplary embodiment of the driving dynamics system FDS is advantageously characterized in that central access to a braking system and a steering system of a vehicle is created by different control devices or domains for piloted and autonomous driving, such that the Driving dynamics of a vehicle is controlled centrally by sending setpoint control signals to the steering system and the braking system.
  • the driving dynamics system FDS preferably includes:
  • an electric steering actuator which acts on a vehicle axle and sets a steering angle and a steering torque of a vehicle axle;
  • the brake modules BMI, BM2 can also be subdivided into a primary brake module BMI and a secondary brake module BM2, whereby in the driving dynamics system FDS according to this embodiment all primary functions of the driving dynamics (brake force boost with electronic brake force distribution, ABS / ESP, steering and torque vectoring, standstill brake) are mapped redundantly will.
  • An electrohydraulic brake booster with travel simulator 28 is preferably used as the BMI brake module. In one embodiment, this is a brake module BMI as shown in FIG. 7 or 8.
  • a standard ESP system can be used as the second brake module BM2, which is modified with regard to external actuation of the solenoid valves via an interface (cf., for example, FIG. 8).
  • the first and the second brake module BMI, BM2 are connected via at least one hydraulic line, the embodiment of FIG - RB4 is passed on. More concrete Executed examples of a serial arrangement of the brake modules BMI, BM2 can be found in FIGS. 7, 8.
  • At least one powerful electric vehicle motor TM1, TM2 with a power> 30 kW which is also integrated into the driving dynamics system FDS, is preferably used.
  • Synergy effects of the brake modules BMI, BM2 with the vehicle electric motor TM1, TM2 in the sense of maximizing the recuperation of kinetic energy during braking can be used advantageously in some exemplary embodiments of the invention, with the pressure control during recuperation distributing the electrical braking force to the front axle VA and rear axle HA ( 3, 4, 5) can be adapted as required according to the recuperation power of the vehicle electric motors TM1, TM2.
  • the brake modules BMI, BM2 work together with the electric power steering EPS and on the one hand improve agility through yaw moment interventions, with one or more wheel brakes RB1-RB4, each of which is assigned to wheels RI-R4 (e.g., FIG. 3) , to be activated.
  • both the driving dynamics and the efficiency of the vehicle can be optimized in active operation by maximizing the recuperation of braking energy.
  • the driving dynamics system FDS offers a triple redundancy of the primary functions, at least in some exemplary embodiments, as is illustrated by way of example in FIG. 14.
  • a control device for autonomous driving hereinafter AD control unit M-ECUAD, controls and plans autonomous driving.
  • the primary control unit M-ECU controls the piloted driving and receives control commands from the AD control unit M-ECUAD.
  • the primary control unit M-ECU controls a large number of actuators during the autonomous and piloted ferry operation.
  • the primary control unit M-ECU can include driver request signals, which, for example, via an actuating element 26, for. B. a brake pedal and an accelerator pedal 1 can be entered. In one embodiment, the driver's request signals are transmitted redundantly.
  • the primary control unit M-ECU sends setpoint values or brake commands to the brake modules BMI, BM2, the electric power steering EPS and the vehicle electric motor (s) TM1, TM2.
  • the signals are either sent directly to the actuators or actuators or to the brake management of the ECUBM1 brake module control unit. If the signals are sent directly, the signals are preferably monitored and released by the ECUBM1 brake module control unit. In one embodiment, a restriction to non-safety-critical control signals can take place. For safety-critical functions, such as B. ABS / ESP or ASR interventions, the control takes place via a first brake module control unit ECUBM1.
  • the first brake module control unit ECUBM1 preferably monitors the setpoint signals, since torque vectoring interventions can influence stability and safety.
  • the provision of a separate control unit in the form of the AD control unit is optional. In one embodiment, their functions are implemented in the primary control unit M-ECU. Alternatively, the described driving dynamics system FDS can also be operated without the AD control unit M-ECUAD.
  • manufacturers of the modules can initially obtain access to their units for certain functions.
  • the driving dynamics modules such as brake module BMI, BM2 (system module A and B), electromechanical steering actuator (system module C) and electric drive (e.g. vehicle electric motor TM1 and / or TM2) (system module D) then become actuators of the primary control unit M-ECU.
  • the primary control unit M-ECU in turn sends signals or control commands to the brake system, which are executed by the first brake module BMI (primary function) and the second brake module BM2 (secondary function).
  • the brake modules BMI, BM2 can be accommodated in one or in separate housings - so-called 1-box or 2-box solutions.
  • the signals or commands can be setpoint signals for the desired braking torque at the wheel brakes RB1-RB4, in particular setpoint pressures or setpoint pressure curves for the driver assistance function (DA), including the active distance control (ACC) and emergency braking function (AEB), as well as setpoint values for the Act recuperation operation of the vehicle electric motor TM 1 and / or TM2.
  • DA driver assistance function
  • ACC active distance control
  • AEB emergency braking function
  • the hydraulic braking torque can be reduced and, in certain cases, completely set to zero if braking is carried out exclusively via the vehicle electric motor TM1 and / or TM2 at low speeds.
  • the electrical braking force distribution is of great importance because different axle load distributions and power ratings of the vehicle electric motor TM1, TM2 are common. In the ferry operation, the braking force distribution must therefore be dynamically adapted according to the invention.
  • Another advantage of the invention is that driving dynamics interventions can be carried out via torque vectoring on the one hand to improve the agility of the vehicle when cornering in combination with an electric power steering EPS.
  • the brake modules BMI, BM2 can be used to generate yaw moments in a targeted manner by means of a wheel-specific brake pressure control.
  • this intervention is carried out via the second brake module BM2 (possibly also an ESP unit).
  • the intervention takes place via the first brake module BMI with pressure regulation via a first pressure supply device DV1, for example using the inlet valves EV1-EV4 (see, for example, FIG. 10).
  • the yaw moment control via the first brake module BMI has the advantage of greater dynamics, since a powerful brushless EC motor (see, for example, drive 18 from FIG. 7) can be used.
  • the precision of the PPC pressure control is improved.
  • the second brake module BM2 is modified in such a way that the inlet valves EVI-EV4 can be activated by the first brake module BMI or the primary control unit M-ECU.
  • measurement signals from the second brake module BM2, such as B. pressure measurements can be read from the first brake module BMI or the primary control unit M-ECU.
  • the brake system can be designed in such a way that a first and / or second brake module control unit ECUBM1, ECUBM2 controls the interventions of the primary control unit M-ECU and, if necessary, enables the control as long as the vehicle is in a safe state.
  • the first and / or second brake module control device ECUBM1, ECUBM2 can take over control and / or modify control commands or setpoint values.
  • the yaw moment interventions via pressure regulators are highly relevant for autonomous driving from SAE level 4.
  • the wheel brakes RB1-RB4 can be steered dynamically by the wheel-specific pressure control. This allows the vehicle to be safely guided into a safe zone away from the lane. Complete steering of the vehicle is possible at low speeds with a loss of comfort.
  • an electric motor of an electromechanical power steering EPS is designed with 2x3 phases and a redundant ECU. This can reduce the failure rate of the electric power steering EPS from 100 Fit to 10 Fit and thus significantly increase availability. In the event of a failure of 1x3 phases, the steering operation can then be kept operational with less dynamics and supported by yaw moment interventions via the brake modules BMI, BM2 in dynamic ferry operation.
  • the windings of the drives of the pressure supply units DV1, DV2 and the associated ECUs are also designed to be redundant. If a 1x3 phase line fails, the pressure control can still be operated with a lower dynamic and, for example, approximately 50% of the design pressure of the pressure supply units DV1, DV2.
  • the emergency steering is controlled by at least one of the brake module control units ECUBM1, ECUBM2.
  • At least one of the brake modules BMI, BM2 has a redundant design, so that redundant electronics, 2 ⁇ 3 phase connections and connections to two vehicle electrical systems PI and P2 are provided. Furthermore, if a pressure supply DV1, DV2 fails, the Regulation can be taken over by the second still functional pressure supply unit DV1, DV2.
  • redundant communication can also be provided between the modules.
  • Both brake modules BMI and BM2 read the wheel speed sensors redundantly from the four wheels R1-R4.
  • one of the brake modules for example the second brake module BM2, receives the measured wheel speed values via an interface, e.g. B. CAN bus (CAN) to the other brake module, such as the first BMI brake module.
  • CAN CAN bus
  • access to at least some of the valves (for example the inlet valves EV1-EV4 and / or outlet valves AV1-AV4) of the second brake module BM2 is set up by the first brake module BMI via an interface.
  • the primary control unit M-ECU accesses the brake caliper directly, wherein the brake caliper can have an electric parking brake (EPB) on two wheels.
  • EPB electric parking brake
  • the brake caliper is designed in such a way that there is a clearance and no residual friction arises in the brake system when the brake is not actuated. Due to the variable clearance caused by environmental factors, the brake control is adapted in such a way that the driver does not perceive any changed pedal characteristics in brake-by-wire operation.
  • the vehicle electric motors TM1, TM2 can be used to delay the clearance in order to bridge the gap.
  • Fig. 2 illustrates inputs and outputs of the primary control unit M-ECU.
  • the inputs from the AD control unit and the inputs of the accelerator pedal 1 and of the actuating element 26, for example the brake, are located on the left. It can be seen from FIG. 2 that a selection can be made as to whether signals should be received from the accelerator pedal 1 or from the AD control unit with regard to the acceleration of the vehicle. Accordingly, a selection can be made between signals from the actuating element 26 - the brake - and in turn the AD control unit. Ultimately, on the part of the primary control unit, M-ECU Control commands, in particular steering and braking commands, received either from the AD control unit or from the respective actuating elements.
  • the primary control unit M-ECU also receives signals from speed sensors which indicate, for example, the rotational speed of the individual wheels RI-R4 (cf. VR1-VR4).
  • the primary control unit M-ECU in turn outputs control signals to the individual actuators.
  • the first and second brake module control devices ECUBM1, ECUBM2 and further control devices ECUTM1, ECUTM2, ECUEPS-VA, ECUEPS-HA are indicated by way of example.
  • two separate control units are provided for the first brake module BMI and the second brake module BM2.
  • FIG. 3 A corresponding detailed configuration results from FIG. 3.
  • a driving dynamics system FDS of a vehicle is shown schematically.
  • the wheels RI, R2 are arranged on a front axle VA. Accordingly, the wheels R3, R4 are arranged on a floating axle FIA.
  • the front axle VA and the Flinter axle FIA are driven by vehicle electric motors TM1 and TM2.
  • the respective vehicle electric motors TM1, TM2 have control units (cf. ECUTM1, ECUTM2).
  • the second vehicle electric motor TM2 is optional.
  • the wheel brakes RB1-RB4 are assigned to the individual wheels RI-R4.
  • the wheel brakes RB1-RB4 are supplied with pressure medium from the second brake module BM2 via hydraulic lines.
  • the second brake module BM2 provides the corresponding brake pressure. It is only illustrated that the fluid distribution takes place using lines of the second brake module BM2.
  • the second brake module BM2 is in turn in fluid connection with the first brake module BMI via two connection points A1, A2.
  • a first brake circuit BK1 and a second brake circuit BK2 are supplied with pressure medium via the connection points A1, A2.
  • Dedicated brake module control units ECUBM1, ECUBM2 are assigned to the two brake modules BMI, BM2.
  • the EPS power steering with associated control unit is located on the VA front axle. As already described, the primary control unit M-ECU receives signals from an electric accelerator pedal 1.
  • the signal path between the accelerator pedal 1 and the primary control unit M-ECU is designed redundantly. Accordingly, there are redundant communication paths or communication connections to the control units of the first vehicle electric motor TM1, the second vehicle electric motor TM2, and the first brake module BMI. These communication links can be wireless or wired. In some cases, multiple redundancy is recommended, as illustrated by way of example between the primary control unit M-ECU and the vehicle electric motors TM1, TM2. With a corresponding multiple redundancy, a partially wired and partially wireless connection can also take place via radio.
  • the second brake module BM2 or the brake module control device ECUBM2 is only communicatively connected to the first brake module BMI or the first brake module control device ECUBM1.
  • the primary control unit M-ECU thus communicates indirectly via the first brake module control unit ECUBM1 with the second brake module control unit ECUBM2.
  • the brake actuation element 26 is part of the first brake module BMI.
  • a braking request exerted via the brake pedal is thus received directly by the first brake module control device ECUBM1 and, if necessary, implemented in cooperation with the second brake module control device ECUBM2.
  • the exemplary embodiment according to FIG. 4 has a separate module with a main brake cylinder 22 and the actuating element 26 for actuating the piston 24.
  • Sensors for example pedal travel sensors 30a, 30b, can be received by the first brake module control unit ECUBM1.
  • the first brake module control unit ECUBM1 there is a fluid connection between this additional module and the first brake module.
  • a brake pressure can be built up via the actuating element 26 and can be delivered to the individual wheel brakes RB1-RB4.
  • FIGS. 7 and 8 corresponding exemplary embodiments are shown in greater detail in FIGS. 7 and 8 (cf. third pressure supply unit DV3).
  • the system according to FIG. 4 is very similar to the system according to FIG. 3.
  • the first brake module BMI and the second brake module BM2 are combined in one module unit.
  • the BMI, BM2 brake modules share at least one housing.
  • a common brake module control unit ECUBM1 is used.
  • the control device can also be designed redundantly, for example separate control devices ECUBM1, ECUBM2, ECUMV can be provided for each pressure supply and the valve device.
  • the corresponding exemplary embodiment can be designed as shown in FIG. 9.
  • FIG. 6 illustrates a further 2-box solution in which the first brake module BMI and the second brake module BM2 are designed separately.
  • brake module control units ECUBM1, ECUBM2 are each connected redundantly to the primary control unit M-ECU.
  • the first brake module BMI has a first pressure supply unit DV1 with an electric motor drive 18 and a third pressure supply unit DV3 with the main brake cylinder 22 and the actuating element 26.
  • the second brake module BM2 comprises an electrically driven motor-pump unit (cf. also the detailed description of the second brake module in FIG. 10) as a second pressure supply unit DV2.
  • the second brake module BM2 can be any ESP unit.
  • a suitable ESP unit is described in detail in DE 10 2014 205 645 A1.
  • a standard ABS unit without ESP function can be used as the second BM2 brake module.
  • a second brake module BM2 is preferably used, as will be described below.
  • the two brake modules BMI, BM2 are set up to apply pressure medium to the two brake circuits BK1 and BK2, the brake modules BMI, BM2 are preferably hydraulically connected in series. Connection points Al, A2 are used for connection.
  • the first pressure supply unit DV1 is connected to the first brake circuit BK1 or the corresponding interface via a first hydraulic line HL1. Furthermore, a second hydraulic line HL2 is provided for connecting the first pressure supply unit DV1 to the second brake circuit BK2 or the corresponding interface.
  • the third pressure supply unit DV3 of the first brake module BMI has a master brake cylinder 22 with a piston 24 and a piston chamber 23.
  • the third pressure supply unit DV3 has a single circuit and is connected to the brake circuit BK1 or the corresponding hydraulic interface in connection (see connection point Al).
  • a fluid connection to the second hydraulic line HL2 leads via an optional first separating valve BPI (indicated by a dashed border).
  • the third pressure supply unit DV3 can be separated from the brake circuits BK1, BK2 by closing the feed valve 69 in such a way that, in normal brake-by-wire operation, the actuating element 26 only acts on one travel simulator 28 without errors (e.g. without brake circuit failure).
  • the brake circuits BK1 and BK2 can be separated (open) via the optional first separating valve BPI, if present (preferably open when currentless).
  • the master brake cylinder 22 of the second pressure supply unit DV2 can either only be connected to the first brake circuit BK1 or to the first and second brake circuits BK1, BK2 by opening the first isolating valve BPI.
  • the feed valve 69 is designed as a normally open valve. As long as there is still current, it is opened in the case of said fault, so that the third pressure supply unit DV3 is no longer hydraulically decoupled from the brake circuits BK1, BK2.
  • the first pressure supply unit DV1 also acts optionally on the second brake circuit BK2 (first isolating valve BPI closed) or both brake circuits BK1, BK2 (first isolating valve BPI open or normally open).
  • the first isolating valve BPI In normal operation, the first isolating valve BPI is open, so that the first pressure supply unit DV1 supplies both brake circuits BK1, BK2 with pressure and the third pressure supply unit DV3 is decoupled from the first brake circuit BK1 by the closed feed valve 69. If it is determined that pressure medium is being lost from the brake circuits BK1, BK2, the brake circuit BK1 can be decoupled from the first pressure supply unit DV1 by means of the first isolating valve BPI, so that in the event of a leak in the first brake circuit BK1, the second brake circuit BK2 can continue to operate without any loss of hydraulic fluid.
  • the isolating valve BPI is designed as a solenoid valve, the ball seat of the isolating valve BPI being connected via a connection (valve seat connection) to the section of the hydraulic line that leads to the first pressure supply unit DV1.
  • the isolating valve BPI can also be reliably closed when the first brake circuit BK1 fails by being energized and is not pushed open by higher pressures when the first pressure supply unit DV1 is in operation.
  • the third pressure supply unit DV3 feeds the path simulator 28 via a sniffing hole in a wall of the brake master cylinder 22, so that a progressive haptic resistance in the form of a restoring force can be felt as a function of the size of the actuation of the actuating element 26.
  • the size of the actuation can be understood here as how “firmly and / or how far” a driver actuates the actuation element 26, which is designed as a brake pedal, and thus pushes the piston 24 into the master brake cylinder 22.
  • the progressive haptic resistance is also referred to as the pedal characteristic.
  • the third pressure supply unit DV3 has at least one sniffing hole which is connected to a storage container 40 via hydraulic lines.
  • the reservoir 40 can be part of the first brake module BMI.
  • the brake master cylinder 22 has two sealing elements 42a, 42b which are designed as ring seals.
  • the sniffer bore 38 is arranged between the two sealing elements 42a, 42b.
  • a throttle DR is arranged in the connection between the sniffer bore and the storage container 40.
  • the throttle DR is dimensioned in such a way that the pedal characteristics are not significantly changed if the sealing element 42a fails (e.g. 3 mm pedal travel in 10 s).
  • a temperature-dependent volume compensation of the pressure medium can take place via the throttle DR.
  • a pressure limiting valve ÜV is connected to the piston chamber of the first pressure supply unit DV1 via a bore so that the high pressure peaks are reduced and damage to the system is avoided.
  • a suction valve NV is also in fluid connection with the piston chamber of the first pressure supply unit DV1 and enables pressure medium to be replenished from the reservoir 40.
  • the first pressure supply unit DV1 can thus independently introduce additional pressure medium into the brake circuits BK1, BK2.
  • An additionally provided sniffer hole in the cylinder of the first pressure supply unit DV1 enables volume compensation in the initial position of the piston of the first pressure supply unit DV1.
  • the second pressure supply unit DV2 is only shown schematically in FIG. A possible, more detailed embodiment is shown in FIG. 8.
  • the wheel brakes RB1, RB2 operate one Front axle VA of the vehicle and the wheel brakes RB3 and RB4 a rear axle HA of the vehicle.
  • the vehicle electric motor TM 1 is located on the rear axle HA of the vehicle in order to drive the vehicle.
  • the vehicle can be a purely electric vehicle or a hybrid vehicle, as has already been explained with reference to FIG. 1.
  • the first brake circuit BK1 is connected to the wheel brakes RB1 and RB2 and the second brake circuit BK2 is connected to the wheel brakes RB3 and RB4.
  • the third pressure supply unit DV3 has a separately designed second brake module control unit ECUBM2.
  • the third pressure supply unit DV3 has a printed circuit board PCB which has a level sensor NST which detects the position of a magnetic float NS within the storage container 40.
  • the printed circuit board PCB also has sensors 30a, 30b for detecting the pedal travel and a travel difference between piston 24 and pedal travel.
  • a suction valve 70b is provided in the first brake circuit BK1, which connects the pump of the second pressure supply unit DV2 to the reservoir 40.
  • the two brake circuits BK1, BK2 are thus connected by the respective hydraulic lines HL1, HL2 via a suction valve 70b or 70c to the reservoir 40 for sucking in pressure medium.
  • the suction valve 70b and 70c preferably has a diameter in the range from 30 mm to 50 mm and especially a diameter of 40 mm.
  • the exemplary embodiment optionally has a control of the clearance between the brake linings and the disc brake.
  • the wheel brakes RB1, RB2, RB3, RB4 (cf. FIG. 8) can be designed as frictionless wheel brakes RB1-RB4. In the case of a brake-by-wire system (see, for example, FIG.
  • disc brakes with brake linings that are spaced apart with a clearance without pressure in the brake system enable a reduction in the frictional resistance. This can be achieved through the use of roll-back seals, return springs of the brake linings or through active retraction of the brake linings by generating a vacuum, as explained in EP 2 225 133 by the applicant.
  • the clearance in the wheel brake RB1-RB4 which changes during operation, can be measured individually for each wheel or for each brake circuit by evaluating the pressure profile.
  • a corresponding measurement can be carried out in service, but also during operation of the vehicle. The measurement is preferably carried out when the vehicle is stationary or after braking.
  • the clearance is quickly overcome by means of a piston travel control of the first pressure supply unit DV1.
  • the use of a brushless motor as the electric motor drive 18 of the first pressure supply unit DV1 with a small time constant is preferred, since the clearance can be overcome without the driver noticing this when the brake is actuated.
  • the brake system can be controlled in such a way that the vehicle electric motor TM1 and / or TM2 has a decelerating effect in the phase of the clearance. A braking effect is thus generated immediately when the brake is actuated.
  • differences in the clearance of the wheel brakes RB1-RB4 are compensated by controlling inlet valves EVI to EV4 of the second brake module BM2 and / or the vehicle electric motor TM1 and / or TM2 to generate a braking effect The beginning of braking is used. With the clearance, stick-slip effects of new brake systems at low speeds can generally be reduced or avoided.
  • the brake system for example the second brake module control device ECUBM2, in one variant, implements a stutter brake in the event of failure of the second brake module BM2.
  • the piston of the first pressure supply unit DV1 By moving the piston of the first pressure supply unit DV1 back and forth between an upper and lower pressure range, the wheels RI-R4 are prevented from locking and steerability is maintained.
  • no measured values e.g. B. Pressure and wheel speeds required.
  • the stutter brake leads to sufficient braking distances (approx. 200% of the braking distance with ABS compared to a full-fledged wheel-specific ABS) and acceptable stability by maintaining steerability.
  • a 1-channel ABS operation with "select-low" control can be implemented with the brake system according to FIG. 7 or 8. This leads to a further deterioration in the braking distance (approx a full-fledged wheel-specific ABS), but with unrestricted vehicle stability and is superior to the stutter brake in this characteristic B.
  • CAN interface can be read in by the ESP unit.
  • the electric motor drive 18 of the first pressure supply unit DV1 is connected to the first brake module control unit ECUBM1 via two redundant three-phase lines and the electronics are (partially) redundant.
  • the electronics are connected to two redundant power supplies (on-board network PI, P2). This can reduce the probability of failure of the The electric motor drive 18 can be reduced by a factor of 4-10 and the error case (failure of the first pressure supply unit DV1) can be further significantly reduced.
  • the brake module control devices ECUBM1, ECUBM2 are connected to one another via a communicative connection CAN, for example a CAN bus. In this respect, it is possible to send control commands to the second pressure supply unit DV2 which cause the drive 91 and / or the valves provided (cf. also FIG. 8) to be actuated.
  • o Fault case 1 - failure of the second pressure supply unit DV2 deceleration due to brake force boosting via the first pressure supply unit DV1 in both brake circuits BK1, BK2
  • o Fault case 2 - failure of the second pressure supply unit DV2 and the brake circuit BK1 deceleration due to brake booster via the first pressure supply unit DV1, e.g. B. on the flinter axle
  • o Fault 3 - failure of the second pressure supply unit DV2 and the second brake circuit BK2 Delay caused by the third pressure supply unit DV3, e.g. B.
  • first isolating valve BPI closed o Fault 4 - failure of the first pressure supply unit DV1: deceleration due to brake booster via the second pressure supply unit DV2; o Fault case 5 - failure of the first pressure supply unit DV1 and the first brake circuit BK1 or the second brake circuit BK2: Deceleration through brake booster via the second pressure supply unit DV2 in one of the brake circuits BK1, BK2, possibly supported by a vehicle electric motor on an axle; o Fault case 6 - failure of the first pressure supply unit DV1 and the second pressure supply unit DV2: braking by main brake cylinder on front axle VA and optionally by vehicle electric motor TM1 on flinter axle FIA; o Fault case 7 - failure of the on-board network: braking by third pressure supply unit DV3, if necessary on front axle VA and flinter axle FIA;
  • FIG. 8 shows an alternative embodiment of the first brake module BMI according to FIG. 7.
  • a second isolating valve TVBK2 is provided in FIG. 8 in the second FHyd rail line FHL2.
  • This second isolating valve TVBK2 makes it possible to hydraulically decouple the second brake circuit BK2 from the first pressure supply unit DV1.
  • the first pressure supply unit DV1 can selectively pressure medium in the first brake circuit Provide BK1 or in the second brake circuit BK2 or in both brake circuits.
  • the exemplary embodiment according to FIG. 8 also differs in that a third isolating valve BP2 is provided in the first hydraulic line HL1 between the first isolating valve BPI and the first connection point A1 for the first brake circuit BK1.
  • This third isolating valve BP2 is preferably arranged such that the third hydraulic line HL3 opens into the first hydraulic line HL1 in a hydraulic connection between the first isolating valve BPI and the third isolating valve BP2.
  • the third isolating valve BP2 enables the first brake circuit BK1 to be hydraulically operated from both the first
  • o error cases 1-7 see exemplary embodiment according to FIG. 7; o Fault case 8 - failure of the feed valve 69 (z. B. leaking) or failure of the electrical control: closure of the third hydraulic line HL3 by the isolating valves BPI and BP2, so that the path simulator 28 is fully effective;
  • Pressure supply unit DV1 sets in brake circuit BK2 and / or the second brake module BM2 sets wheel pressures in both brake circuits BK1 and BK2, o Further degree of freedom: optionally feeding the pressure of the master brake cylinder 22 into brake circuit BK1 or BK2 in the event of failure of a brake circuit BK1, BK2; - Ensuring a 4-channel ABS control and / or a yaw moment control when the valves of the second brake module BM2 are activated;
  • EBV Electronic brake force distribution
  • the piston of the first pressure supply unit DV1 can be controlled in a forward and return stroke movement in order to apply a suitable pressure.
  • the pressure can be set via a PWM control of the valves, in particular the isolating valves;
  • the clearance control has already been implemented in the exemplary embodiment according to FIG.
  • the embodiment according to FIG. 8 offers the additional potential to compensate for the unequal clearance in the wheel brakes RB1, RB2, RB3, RB4 of the brake circuits BK1, BK2 by means of appropriate pilot control before the brake booster operation by sequential opening of the isolating valves BPI, TVBK2.
  • PWM operation can also be used so that different flow cross-sections to the brake circuits BK1, BK2 can be set and the unequal clearance can thus be compensated for at the same time.
  • a S / W brake circuit distribution is suitable here.
  • the brake circuit isolating valves are part of the second brake module BM2 and can be implemented without delay and susceptibility to errors (e.g. use of an interface between the first and second brake module BMI, BM2).
  • the brake system can be designed in such a way that no clearance is provided on the brake pads on the front axle and on the rear axle is provided with a clearance.
  • a failure of the first pressure supply unit DV1 does not result in a delay in braking if pressure is generated by the actuation unit and, according to the invention, acts on the wheel brakes RB1, RB2, RB3, RB4 of the front axle VA.
  • a greater braking effect can be generated with the front axle VA.
  • Fig. 9 shows a further embodiment.
  • the first and second brake modules BMI, BM2 are combined in one housing.
  • the corresponding module like the previously described exemplary embodiments, has a storage container 40 as well as the level sensor NST and the float NS.
  • a first pressure supply unit DV1 and a second pressure supply unit DV2 are provided.
  • the first pressure supply unit DV1 is essentially identical to the first pressure supply unit DV1 from the exemplary embodiments according to FIGS. 7 and 8.
  • a rotary pump in particular a gear pump or single-circuit piston pump with one or more pistons driven via an eccentric
  • a gear pump pressure can be reduced via the gear pump; with a piston pump, pressure cannot be reduced via the rotary pump.
  • the second pressure supply unit DV2 is a single-circuit pump, in particular a piston pump with one or more eccentrics, which is connected to the first brake circuit BK1 via the first hydraulic line HL1.
  • Bi-directional switching valves SV3 and SV4, to which the wheel brakes RB3 and RB4 are assigned, are connected to the first brake circuit BK1.
  • Bi-directional switching valves SV1 and SV2, to which the wheel brakes RB1 and RB2 are assigned, are attached to the second brake circuit BK2.
  • the bidirectional switching valves SV1-SV4 each serve to build up and reduce pressure in the wheel brakes RB1-RB4 assigned to them.
  • the first pressure supply unit DV1 is optionally connected via the fourth isolating valve 74 to the second hydraulic line HL2, which supplies the second brake circuit BK2.
  • the first hydraulic line HL1 and the second hydraulic line HL2 can be connected to one another via the isolating valves BPI and BP2.
  • the first pressure supply unit DV1 provides pressure medium both in the first brake circuit BK1 and in the second brake circuit BK2.
  • the first pressure supply unit DV1 can also be used to actively reduce the pressure of fluid from the wheel brakes RB1-RB4 by resetting the piston or changing the direction of rotation of the gear pump.
  • the first pressure supply unit DV1 sets the pressure exclusively in the second brake circuit BK2.
  • the second pressure supply unit DV2 can set a predetermined pressure in both brake circuits BK1 and BK2 independently of the first pressure supply unit DV1 based on the isolating valves BPI and BP2.
  • This configuration makes it possible for the functions, at least in part, to be taken over by the second pressure supply unit DV2 in the event of a failure of the first pressure supply unit DV1.
  • the functions can, at least in part, be performed by the first pressure supply unit DV1.
  • a central outlet valve ZAV is provided.
  • This central outlet valve ZAV is in fluid connection with an opening with the storage container 40.
  • the other opening opens into a hydraulic line section between the separating valve BPI and the separating valve BP2. Due to the hydraulic arrangement, it is possible that the central outlet valve ZAV is used to release pressure from each of the wheel brakes RB1-RB4. Similar to the exemplary embodiments described above, there are numerous redundancies which also cover the failures of one or more of the valves described. If a wheel circuit fails, the wheel circuit can be decoupled by closing the switching valve and the system can still be operated in 3 circuits.
  • the exemplary embodiment according to FIG. 9 also has a brake module control device ECUBM1, which is connected to the primary control unit M-ECU via a redundant CAN bus.
  • FIGS. 10 to 13 show basic circuit diagrams of a second brake module BM2, as it can be used, for example, in connection with the exemplary embodiment according to FIG. 8.
  • first brake module control unit ECUBM1 is connected to the second brake module control unit ECUBM2 of the second brake module BM2 via at least one communicative connection (see CAN bus CAN) and at least the inlet valves EVI to achieve safety aspects until EV4 can be controlled by the first brake module control unit ECUBM1.
  • a (further) aspect of the invention consists in the individual wheel pressure reduction using the outlet valves AVI to AV4 and the FISV valves of the ESP unit.
  • FIG. 10 shows a basic circuit diagram of the second brake module BM2 during the pressure reduction in a first fault case.
  • the first fault case can be understood to mean that the second pressure supply unit DV2 has failed.
  • the pressure is reduced for control purposes via the first pressure supply unit DV1.
  • the piston of the first pressure supply unit DV1 is moved back (to the right in the plane of the drawing, indicated by an arrow) and the normally closed outlet valves AV4 and AV3 and the normally closed isolating valve HSV2 are opened.
  • the valves that are open for the volume flow in this state are each provided with an asterisk (“*”) to clarify the open state in FIG. 10.
  • the state of the other solenoid valves is not explicitly stated Pressure reduction closed by active current supply.
  • the isolating valves HSV1, HSV2 designed as bidirectional switching valves SV1-SV4 for the pressure reduction in the sketched form.
  • the direction of flow of the pressure medium from the wheel brakes to the first pressure supply unit DV1 is visualized by dashed arrows.
  • the isolating valves FISV2 and FISV1 are operated bidirectionally contrary to the typical use in an ESP case.
  • the isolating valves FISV1 and FISV2 are used in normal operation - during an ESP case - in order to replenish fluid from the storage container 40 by means of the pumps P.
  • valves in particular the isolating valves USV1, USV2, FISV1, FISV2 and the outlet valves AVI to AV4, are controlled by the first brake module control unit ECUBM1 and not, as is normally the case, by the second brake module control unit ECUBM2.
  • the inlet valves EVI to EV4 are closed when the pressure is reduced (by energization). By opening the isolating valve FISV2, a hydraulic connection to the first pressure supply unit DV1 is established while bypassing the (failed) second pressure supply unit DV2.
  • the pressure reduction illustrated and explained by way of example for two wheel brakes RB3, RB4 in FIG. 10 can alternatively also take place individually for each brake circuit or for each wheel brake in an analogous manner.
  • the wheel brake circuit-specific control is used for 4-channel ABS operation and, if necessary, for yaw moment interventions (also referred to as yaw moment control (s)).
  • a pressure is preferably detected by means of the pressure transmitter p / U (in the exemplary embodiment near the valve USV1), so that pressure information for pressure reduction regulation is available at any point in time.
  • a pressure build-up in the first case of a fault is shown by way of example in the basic circuit diagram according to FIG. 11.
  • the second brake module control unit controls ECUBM2 the inlet valves EVI to EV4 of the second pressure supply unit DV2 as in normal operation.
  • the outlet valves AVI to AV4 are (de-energized) closed when pressure is built up.
  • valve USV2 (de-energized) is kept open during the pressure build-up, while valves HSV1, HSV2 (de-energized) remain closed.
  • the pressure build-up in the two wheel brakes RB3, RB4 is shown by way of example.
  • the pressure build-up illustrated and explained by way of example for two wheel brakes RB3, RB4 with reference to FIG. 11 can alternatively also take place individually for each brake circuit or for each wheel brake in an analogous manner, whereby a wheel-specific pressure build-up and possibly also a yaw torque intervention can take place.
  • the isolating valve 74 which isolates the first pressure supply unit DV1 from the brake circuits BK1, BK2, is operated open when the pressure is built up and when the pressure is reduced.
  • the first pressure supply unit DV1 conveys pressure medium through the hydraulic line into the wheel brakes RB3, RB4.
  • the pressure transducer p / U which is arranged in the second brake circuit BK2 according to FIG. 6, is used to acquire pressure information.
  • the valves of the second brake module BM2 are controlled by the first brake module control unit ECUBM1 via the communicative connection, e.g. CAN bus CAN.
  • FIG. 12 and 13 each show a basic circuit diagram of the third pressure supply unit DV3 (ESP unit) during a pressure reduction (see. Basically, the control here is similar to the 4-channel ABS, which is also possible in the first error case. In the yaw moment control, however - in contrast to the 4-channel ABS control - both the pressure reduction and the pressure build-up take place via the inlet valves EV1-EV4 and the UPS valves. Both in Fig. 12 and in Fig.
  • open valves relevant to the flow are marked with an asterisk ("*").
  • the inlet valves EV2, EV3, EV4 are closed when the pressure is reduced for yaw torque intervention by means of active current supply.
  • the valves are operated by means of a PWM signal
  • open can also be understood to mean that these valves are activated under activation with a PWM signal, so that a desired opening cross-section is set.
  • a flow rate through the respective valve can be controlled.
  • the inlet valves EV1-EV4 and the valves USV1, USV2 can be controlled by means of a PWM signal.
  • a flow rate can be regulated or controlled through these valves.
  • FIG. 13 a wheel-selective yaw moment control or a wheel-selective yaw moment intervention by pressure build-up in the wheel brake RB4 is shown as an example.
  • pressure medium flows through the inlet valve EVI assigned to the respective wheel brake, here the wheel brake RB4, and the isolating valve USV2 assigned to the respective brake circuit, here the first brake circuit BK2.
  • the valves do not have to be actively controlled since they are passively open in the normally open state and bidirectionally allow a volume flow of the pressure medium.
  • the other inlet valves EV1-EV3, via which no pressure is to be built up (RB1-RB3), are controlled in such a way that the solenoid valves are switched from the open state to the energized closed state.
  • Activation with a normally open valve in this sense can be understood to mean that the inlet valves EV1-EV3 are closed, that is, they are not switched through pressure medium.
  • the HSV valves for the selective pressure generation in the wheel brake RB4 are closed during the yaw moment intervention described, that is to say, pressure medium is not switched through.
  • Pressure is thus applied from the first pressure supply unit DV1 via the isolating valve USV2 and the inlet valve EV4 exclusively in the wheel brake RB4 (indicated schematically by an arrow).
  • a yaw moment can be generated in several wheel brakes RB1, RB2, RB3, RB4.
  • those inlet valves EV1-EV4 of the wheel brakes RB1, RB2, RB3, RB4 in which no pressure is to be built up are closed.
  • a yaw moment can be generated simultaneously in, for example, two wheel brakes RB1, RB2, RB3, RB4 on one side of the vehicle.
  • a pressure reduction takes place in an analogous, but reversed manner, pressure medium being returned from the wheel brake RB4 via the inlet valve EV4 and the isolating valve USV2 to the first pressure supply unit DV1.
  • the pressure reduction then also takes place analogously with yaw moment interventions in several wheel brakes.
  • the multiplex method is also preferably used here.
  • wheel brakes RB1, RB2, RB3, RB4 can be controlled individually and wheel-selectively in an analogous manner and thus a wheel-selective yaw moment control can be implemented.
  • UPS1 closed (closed when energized)
  • first brake module BMI In the exemplary embodiments according to FIGS. 10 to 13, a very simply configured first brake module BMI is used for illustration.
  • the described second brake module BM2 can also be used in connection with the first brake modules BMI, as they were explained with reference to FIGS. 7, 8.
  • the structure according to the invention with the primary control unit M-ECU and the described driving dynamics system FDS with brake modules BMI, BM2, the power steering EPS and the vehicle electric motors TM1, TM2 has the advantage that the entire vehicle has the advantage of driving dynamics and efficiency (recuperation of braking energy, frictionless brakes) can be optimized with very few components.
  • triple redundancy is achieved through software solutions and simple modifications (e.g. 2x3 phase design, external access to the solenoid valves) or can be expanded in stages from double to triple redundancy.
  • Automobile manufacturers can, if necessary, in cooperation with the brake system and steering system manufacturers from Igru, implement extensive driving dynamics functions and apply and optimize them independently.
  • brake-by-wire and steer-by-wire can be implemented in an overall system with just a few components and smart redundancy.
  • OEMs can directly integrate the brake control, which is an essential part of the vehicle dynamics control with vehicle electric motors TM1, TM2, into the primary control unit M-ECU and the control level of the brake module control units ECUBM1,
  • o Axle-specific brake force amplification and electronic brake force distribution are controlled by the first BMI brake module. This means that the braking torque can be distributed for each axis and also with the Vehicle electric motors TM1, TM2 on both axles VA, HA, braking energy can be recuperated at the same time.
  • o ABS / ESP control is carried out by the BM2 brake module (ESP unit).
  • o The steering is carried out by the power steering ESP, which is equipped with a 2x3 phase winding.
  • the steering is preferably supported by yaw torque interventions by the second brake module BM2. When driving dynamically, this leads to an improvement in agility.
  • the standstill brake (so-called “hill hold”) is carried out, for example, by the first brake module BMI.
  • the pressure supply unit DV1 can implement a very precise and axis-specific pressure control (PPC piston control) in the wheel brakes RB1-RB4 not be provided.
  • the electric power steering EPS is only operated with one line and can still steer the vehicle with limited dynamics.
  • the steering is supported by brake pressures for individual wheels on the part of the first brake module BMI.
  • the support by the first brake module BMI is preferred because the drive motor of the first brake module BMI has higher dynamics and power, the pressure control is very precise and therefore yaw moment interventions can be introduced with high precision and dynamics.
  • the standstill brake (so-called "hill hold") is carried out by the second brake module BM2 if the first brake module BMI fails.
  • o E-BKV and EBV functions are carried out by the first BMI brake module, whose motor is preferably designed in a redundant manner comparable to the ESP electric power steering with 2x3 strings.
  • the electrical braking force distribution is then supported by the braking effect of at least one vehicle electric motor TM1, TM2 because of the lower dynamics.
  • o ABS and ESP functions are maintained by the first brake module BMI if the drive or the pump of the second brake module BM2 and a three-phase line of the EC motor of the second brake module BMI fail.
  • the individual wheel function can be fully maintained by controlling the valves of the first BMI brake module via an interface.
  • the ABS control can only take place up to half the design pressure of the pressure supply. If access to the valves of the second BM2 brake module fails, the vehicle is operated with an automated stutter brake or in 1-channel or 2-channel ABS mode. o In the event of a complete failure of the electric power steering EPS (e.g. a three-phase line), the steering is in this case by wheel-specific brake pressures using the first BMI brake module carried out.
  • EPS electric power steering EPS
  • a yaw moment is generated on one or more wheels R1-R4 o Standstill brake (so-called “hill hold") is carried out by the first brake module BMI in 1x3 phase operation and at least one of the vehicle electric motors TM1, TM2 is used to support the standstill brake function.
  • vehicle electric motors TM1, TM2 were used. According to the invention, only one vehicle electric motor TM1 can be used in total.
  • brake module control units were used to implement the functions described.
  • the functions can also be implemented with just one brake module control unit.
  • the first pressure supply unit or pressure supply device were used throughout in conjunction with the reference symbol "DV1" and the second pressure supply unit or pressure supply device in connection with the reference symbol "DV2".
  • this is not intended to restrict the technical teachings that were explained with regard to the first and / or second pressure supply unit to the respective pressure supply unit.
  • teachings that were explained in connection with the first pressure supply unit can also be easily applied to the second pressure supply unit.
  • the first fault case in particular in connection with the exemplary embodiment according to FIG. 9, can denote a failure of the first pressure supply device DV1, the driving dynamics system being designed to provide yaw torque intervention and / or steering assistance by means of the second pressure supply device DV2 in the first fault case to build up a pressure in at least one wheel brake RB1, RB2, RB3, RB4.
  • the driving dynamics system being designed to provide yaw torque intervention and / or steering assistance by means of the second pressure supply device DV2 in the first fault case to build up a pressure in at least one wheel brake RB1, RB2, RB3, RB4.
  • the first pressure supply device DV1 are used to implement the steering command, in particular by building up pressure in the wheel brakes RB1-RB4.
  • the pressures in the wheel brakes RB1, RB2, RB3, RB4 are set under control of at least one of the brake pressure adjusting valves AV1-AV4, EV1-EV4, SV1-SV4 and / or by isolating valves BPI, BP2 and the second pressure supply unit DV2.
  • ECUBM1 first brake module control unit ECU-X-Boost

Abstract

L'invention concerne un système de dynamique de conduite pour un véhicule à moteur comprenant : - une unité de commande primaire (M-ECU) pour détecter et/ou générer des ordres de direction et des ordres de freinage ; - un système de freinage comportant une première unité d'alimentation en pression électrohydraulique (DV1) et une seconde unité d'alimentation en pression électrohydraulique (DV2) ; - quatre freins de roue à actionnement hydraulique (RB1-RB4) qui sont associés à des roues (R1-R4) ; des vannes de réglage de la pression de freinage à actionnement électrique (EV1-EV4, AV1-AV4, SV1-SV4) ; - et, en particulier, un actionneur de direction électrique (EPS) pour actionner au moins un essieu. Le système de dynamique de conduite est conçu pour mettre en œuvre au moins un ordre de direction, en particulier en mode de fonctionnement normal, par commande d'au moins une des unités d'alimentation en pression (DV1, DV2) et de l'actionneur de direction (EPS), et/ou pour mettre en œuvre un ordre de freinage en mode de fonctionnement normal par commande d'au moins la seconde unité d'alimentation en pression (DV2) et d'au moins les vannes de réglage de la pression de freinage (EV1-EV4, AV1-AV4, SV1-SV4) pour le réglage de la pression pour des roues individuelles, et, dans un (premier) cas de dysfonctionnement, la commande d'au moins la première unité d'alimentation en pression (DV1) et d'au moins les vannes de réglage de la pression de freinage (EV1-EV4, AV1-AV4, SV1-SV4) pour le réglage de la pression pour des roues individuelles.
EP21703927.0A 2020-02-12 2021-02-08 Système de dynamique de conduite, véhicule électrique à commande centrale Pending EP4103434A1 (fr)

Applications Claiming Priority (2)

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DE102020103660.4A DE102020103660A1 (de) 2020-02-12 2020-02-12 Fahrdynamiksystem, E-Fahrzeug mit zentraler Steuerung (M-ECU)
PCT/EP2021/052977 WO2021160567A1 (fr) 2020-02-12 2021-02-08 Système de dynamique de conduite, véhicule électrique à commande centrale

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