EP4363285A1 - Verfahren zur steuerung eines hydraulischen volumens - Google Patents

Verfahren zur steuerung eines hydraulischen volumens

Info

Publication number
EP4363285A1
EP4363285A1 EP22715619.7A EP22715619A EP4363285A1 EP 4363285 A1 EP4363285 A1 EP 4363285A1 EP 22715619 A EP22715619 A EP 22715619A EP 4363285 A1 EP4363285 A1 EP 4363285A1
Authority
EP
European Patent Office
Prior art keywords
hydraulic
power brake
dynamics control
pressure
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.)
Pending
Application number
EP22715619.7A
Other languages
German (de)
English (en)
French (fr)
Inventor
Herbert Vollert
Markus Weigel
Ralf Kinder
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 EP4363285A1 publication Critical patent/EP4363285A1/de
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
    • 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
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4013—Fluid pressurising means for more than one fluid circuit, e.g. separate pump units used for hydraulic booster and anti-lock 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
    • 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
    • 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
    • B60T8/42—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 having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back 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
    • 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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/441—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters
    • B60T8/442—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters the booster being a fluid return pump, e.g. in combination with a brake pedal force booster
    • 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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/445—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems replenishing the released brake fluid volume into the brake piping
    • 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B60T8/4881—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems having priming means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F15B15/20—Other details, e.g. assembly with regulating devices
    • 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
    • B60T2260/08—Coordination of integrated 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
    • B60T2270/413—Plausibility monitoring, cross check, redundancy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/81—Braking systems

Definitions

  • a brake system typically has an electronic brake booster (eBKV) and an ESP system.
  • eBKV electronic brake booster
  • ESP electronic brake booster
  • Brake systems can work with closed hydraulics, ie a reservoir with hydraulic fluid in the brake system is only used to compensate for leakage and temperature, and the available hydraulic volume is therefore constant. Examples of this are classic brake systems such as vacuum brake boosters, electromechanical brake boosters such as the iBooster or a Decoupled Power Brake (DPB) combined with an ESP system.
  • braking systems can work with open hydraulics, such as IPB systems (IPB: integrated power brake).
  • IPB systems integrated power brake
  • Each brake system has different disadvantages, for example systems with closed hydraulics have the problem that suction of an ESP system, depending on operation, has more hydraulic volume in the relevant area of the brake system, ie below the master brake cylinder up to the brake cylinders on the wheels than should be present in normal operation.
  • a method for controlling a hydraulic volume in a system of a power brake and a vehicle dynamics control a system for controlling a hydraulic volume in a system of a power brake and a vehicle dynamics control and a use of the system for controlling a hydraulic volume, according to the features of the independent claims.
  • Advantageous configurations are the subject of the dependent claims and the following description.
  • a method for controlling a hydraulic volume in a system consisting of an external power brake and a vehicle dynamics control is proposed, the system being set up to hydraulically couple the external power brake to the vehicle dynamics control.
  • a signal for building up a first hydraulic pressure for the driving dynamics control provided.
  • a first control signal is generated by means of the vehicle dynamics control, and the first control signal is provided to the power brake in order to provide hydraulic volume at the hydraulic coupling.
  • a second hydraulic pressure is generated by means of the power brake in order to provide the hydraulic volume at the hydraulic coupling.
  • the hydraulic volume with the second hydraulic pressure at the hydraulic coupling is provided by the external power brake and the first hydraulic pressure is built up in the vehicle dynamics control by means of the hydraulic volume provided.
  • the power brake and/or the driving dynamics control can be set up to be coupled to one another by a coupling valve of the power brake and a coupling valve of the driving dynamics control being set up to be hydraulically coupled to one another.
  • the hydraulic coupling of the system with the power brake and the vehicle dynamics control can be set up between the coupling valve of the vehicle dynamics control and the coupling valve of the external power brake to hydraulically couple the power brake and the vehicle dynamics control to one another.
  • the external power brake can provide a hydraulic volume for the vehicle dynamics control, so that the hydraulic volume in the system remains constant when the first dynamic pressure is built up by the vehicle dynamics control.
  • the external power brake can regulate the hydraulic volume provided in such a way that the driving dynamics control is provided with a sufficient hydraulic volume without additional hydraulic volume being added from an additional reservoir. i.e. when the first dynamic pressure of the driving dynamics control is reduced again, the external power brake can be set up to resume the provided hydraulic volume without having to deliver it to the additional reservoir.
  • the system consisting of the external power brake and the driving dynamics control can be set up to transmit a signal to the external power brake when the driving dynamics control is activated, such as a brake force modulation system, so that the external power brake interacts hydraulically with the driving dynamics control in such a way that the driving dynamics control has sufficient hydraulic Volume is provided to build a first hydraulic pressure without changing the hydraulic volume in the system of power brake and vehicle dynamics control. It can therefore be ensured with this method for controlling the hydraulic volume that the hydraulic volume, which is sucked in by the driving dynamics control, is made available from a plunger of the power brake and not from the hydraulic reservoir.
  • the system can be set up so that information that the driving dynamics control system wants to suck hydraulic volume is determined and transmitted to the power brake, whereupon the plunger of the power brake is actively controlled to build up a sufficient but low second pressure so that the hydraulic Volume is not taken from a hydraulic reservoir, but from the plunger, since the second pressure generated by the plunger of the power brake is sufficiently high to avoid suction from the hydraulic reservoir.
  • This method of controlling the system results in closed hydraulics when the first dynamic pressure of the vehicle dynamics control is built up. This eliminates the need to provide measures to transfer the hydraulic volume that has been sucked back into the hydraulic reservoir in order to ensure that there is no hydraulic pressure when the system is in the rest position.
  • a plunger without snifting bores can thus be used in this system, as a result of which, among other things, installation space and, in particular, width for the system can be saved.
  • this method for controlling the hydraulic volume in the system means that no pressure remains in the brake system after the brake has been released or after operation of the vehicle dynamics control system, and the functionality of the brake system is therefore retained.
  • the system consisting of a power brake and driving dynamics control can be a 2-box version of a braking system in which a decoupled electric brake booster (English: decoupled power brake; DPB) with a standard driving dynamics control (Electronic Stability Control (ESP) system ) is combined.
  • a decoupled electric brake booster English: decoupled power brake; DPB
  • ESP Electronic Stability Control
  • the information that the driving dynamics control is activated in order to build up a first dynamic pressure can be sent via a communication interface an actuator, such as the power brake, and in particular the decoupled electric brake booster, which regulates a low pressure, the second hydraulic pressure, by means of the plunger, in order to avoid a removal of the hydraulic volume from a hydraulic reservoir.
  • an actuator such as the power brake, and in particular the decoupled electric brake booster, which regulates a low pressure, the second hydraulic pressure, by means of the plunger, in order to avoid a removal of the hydraulic volume from a hydraulic reservoir.
  • such a system can include a decoupled electric brake booster (DPB) as an external power brake, for example, in which the driver brakes in a simulator during normal operation and the actual brake pressure is generated by means of a plunger.
  • DPB decoupled electric brake booster
  • This pre-pressure can be forwarded to a driving dynamics control system via two brake lines.
  • brake pressure can be built up independently of the actuation of a brake pedal, with a plunger of the external power brake or a pump of the driving dynamics control system.
  • the power brake can mainly assume a necessary dynamic build-up of braking pressure.
  • the driving dynamics control can provide stabilization functions and emergency functions that may be required, such as building up hydraulic brake pressure, in the event of a fault.
  • the system's driving dynamics control system can therefore build up the necessary braking pressure based on the driver's request.
  • a braking system based on this system can be designed in the event of a failure of the power brake or a hydraulic leak in the system, which means that a legally prescribed minimum deceleration is no longer possible to build up the necessary braking pressure using the driving dynamics control .
  • the hydraulic volume in the system can be kept constant when operating the vehicle dynamics control with the system made up of externally powered brakes and vehicle dynamics control and the method for controlling the hydraulic volume.
  • a driver of a vehicle with such a braking system does not notice this process, since in the external power brake a master cylinder with a pedal for the driver is decoupled from the plunger, which is set up to build up braking pressure.
  • the driving dynamics control can build up the required pressure with a pump based on the request by the first control signal by adding hydraulic volume that is provided by the power brake is used. In other words, hydraulic volume can be sucked out of the power brake by the driving dynamics control.
  • an interface can be provided that enables the vehicle dynamics control to transmit hydraulic volume suction, such as brake fluid, to the power brake.
  • the power brake can be set up to prevent unwanted additional hydraulic volume from entering the system, such as brake circuits.
  • the externally powered brake can have a plunger and regulate this, in a so-called suction support, in such a way that no negative pressure occurs in the system, or in particular in the externally powered brake.
  • the external power brake can be set up, with a sufficiently high vacuum in the external power brake, to suck hydraulic volume from a storage tank through safety valves, such as BSV valves. This possibility of sucking hydraulic volume, such as brake fluid, from the storage tank can be provided for special situations and can be avoided in normal operation in order to ensure that the system functions correctly.
  • the desired hydraulic pressure is present, for example, in the brake cylinders of the respective wheels, or in a respective hydraulic high-pressure circuit of the driving dynamics control.
  • the second hydraulic pressure at the hydraulic coupling of the power brake is controlled or regulated, for example by means of a plunger, in such a way that a hydraulic volume in the system remains constant.
  • the hydraulic volume required for the pressure build-up in driving dynamics is provided by a hydraulic volume from the plunger, the piston of which is moved accordingly.
  • the hydraulic volume required for the pressure build-up in the vehicle dynamics control is provided by the power brake, in particular by a hydraulic volume of the plunger, for example by moving the piston of the plunger to a forward position.
  • the second hydraulic pressure which prevails in an area between the plunger of the external power brake and the coupling valve SCC of the driving dynamics control, can be at a low level, for example by means of a pressure sensor of the external power brake, which is arranged in this area, in order to determine the hydraulic pressure , be managed.
  • the power brake is a decoupled electric brake booster (English: decoupled power brake; DPB) and/or the vehicle dynamics control is an ESP system (Electronic Stability Control System).
  • DPB decoupled power brake
  • ESP Electronic Stability Control System
  • the method for controlling the hydraulic volume according to a signal provided to the driving dynamics control for pressure reduction : generates a second control signal by means of the driving dynamics control, and provides the second control signal to the power brake, so that the power brake supplies the hydraulic volume to the hydraulic coupling picks up.
  • a third hydraulic pressure is generated by means of the power brake in order to absorb hydraulic volume at the hydraulic coupling.
  • the hydraulic volume with the second hydraulic pressure at the hydraulic coupling is taken up by the power brake and the pressure in the vehicle dynamics control system is reduced by means of the hydraulic volume taken up by the power brake.
  • the plunger can resume the hydraulic volume that was required by the vehicle dynamics control system to build up the first dynamic pressure after the pressure build-up has ended.
  • the hydraulic volume is provided by a plunger of the power brake.
  • the plunger does not have a snifting hole.
  • the plunger can thus advantageously be made smaller.
  • the second hydraulic pressure and/or the third hydraulic pressure is generated by the plunger of the power brake.
  • the level of the second hydraulic pressure and/or the third hydraulic pressure can be determined such that a minimum pressure for a controller to function is reached in order to regulate the second hydraulic pressure and/or the third hydraulic pressure.
  • the first control signal and/or the second control signal be provided by a control unit of the vehicle dynamics control.
  • the first control signal and/or the second control signal is provided by a signal at an activated switching valve of the external power brake and/or the driving dynamics control.
  • the first control signal and/or the second control signal can be applied directly to an activated changeover valve, such as a coupling valve of the driving dynamics control system SCC, and be made available to the power brake.
  • an activated changeover valve such as a coupling valve of the driving dynamics control system SCC
  • the activated changeover valve is a controllable valve of the driving dynamics control.
  • such an activated switching valve can be, for example, a coupling valve of the driving dynamics control system SCC.
  • the first control signal and/or second control signal is a binary signal and/or an analog signal.
  • the vehicle dynamics control and the externally powered brake can be coupled in terms of signals by means of a control line and/or a bus system for sending the first control signal and/or sending the second control signal.
  • the first control signal and/or the second control signal can assume binary values and/or represent continuous values that are dependent on the dynamics of the suction process of the hydraulic volume.
  • the second hydraulic pressure and/or the hydraulic volume is/are achieved by mechanically moving a position of a piston of the plunger from an initial position in order to provide an increased pressure at the hydraulic coupling.
  • the hydraulic volume can thus be provided at an outlet of the plunger. According to one aspect, it is proposed that the method also works when the main brake cylinder is manually operated
  • the second hydraulic pressure is determined by means of a pressure sensor in order to regulate the second hydraulic pressure.
  • the signal for the pressure build-up for the vehicle dynamics control is provided by a control device on a mobile platform.
  • a system for controlling a hydraulic volume in a system consisting of a power brake and a vehicle dynamics control system is proposed, with a power brake and a vehicle dynamics control system that is hydraulically coupled to the power brake. Furthermore, the system contains a control unit for the driving dynamics control, with the externally powered brake being coupled in terms of signals to the driving dynamics control and with the system being set up to carry out one of the methods described above for controlling the hydraulic volume.
  • a use of the system for controlling a hydraulic volume as described above for braking at least one wheel of a mobile platform is proposed.
  • a mobile platform and in particular an at least partially automated vehicle, is proposed which has a system for controlling a hydraulic volume as described above.
  • a mobile platform can realize all the advantages of the hydraulic volume control method.
  • a mobile platform can be understood to mean an at least partially automated system that is mobile and/or a driver assistance system of a vehicle.
  • An example can be an at least partially automated vehicle or a vehicle with a driver assistance system. That is, in this context, an at least partially automated system includes a mobile platform in terms of at least partially automated functionality, but a mobile platform also includes vehicles and other mobile machines including driver assistance systems.
  • Other examples of mobile platforms can be driver assistance systems with multiple sensors, mobile multi-sensor robots such as robot vacuum cleaners or lawn mowers, a multi-sensor monitoring system, a manufacturing machine, a personal assistant or a be an access control system. Each of these systems can be a fully or partially automated system.
  • FIGS. 1 to 2 Exemplary embodiments of the invention are illustrated with reference to FIGS. 1 to 2 and explained in more detail below. Show it:
  • FIG. 1 shows a system consisting of an external power brake and a driving dynamics control system in an idle state
  • FIG. 2 shows a system consisting of an external power brake and a vehicle dynamics control during pressure build-up in the vehicle dynamics control.
  • Figure 1 schematically outlines a system consisting of an external power brake 1000 and a vehicle dynamics control system 1100 with valve positions in a rest state, the system being set up to connect the external power brake 1000 to the vehicle dynamics control system 1100 by means of a first and second coupling valve of the external power brake PSV 1,2 1021 and 1022 and a first and second coupling valve of the driving dynamics control SCC 1111 and 1112 to be hydraulically coupled and thus to form a hydraulic coupling.
  • Both the power brake 1000 and the vehicle dynamics control system 1100 are designed with two circuits.
  • a master cylinder 1050 can be actuated manually by a pedal, which is mechanically connected to the master cylinder, in order to hydraulically by means of a first or second circuit separation valve CSV 1, 2 1011 or 1012 by means of associated circuits of the vehicle dynamics control system 1100 on the brake cylinder 1101, 1102 or 1103 and 1104 to act in order to achieve an emergency braking effect.
  • the main brake cylinder 1050 is hydraulically connected to a reservoir for hydraulic fluid 1030 by means of two snifting bores.
  • the braking effect on the brake cylinders 1101, 1102 or 1103 and 1104 can be effected by means of a plunger 1060, in that the plunger 1060 moves hydraulic volume via the coupling valves of the external power brake PSV 1.2 1021 or 1022 into the two circuits of the driving dynamics control .
  • the plunger 1060 can be hydraulically coupled to the hydraulic reservoir RSV 1,2 1030 via a valve POV 1061 will.
  • the plunger 1060 is coupled to an electric motor in order to be able to deliver or take in hydraulic volume by means of a piston.
  • the electric motor can be regulated by a controller that is coupled to a sensor system for determining the position of the electric motor RPS 1062.
  • the pressure of the master cylinder 1050 can be determined using a pressure sensor 1053 .
  • the dual-circuit master cylinder 1050 can be hydraulically coupled to a brake simulator PFS 1052 via a valve SSV 1051 in order to simulate a hydraulic pressure build-up for a driver who operates the brake pedal.
  • the hydraulic volume is then made available in normal operation by means of plunger 1060 for driving dynamics control 1100 in order to achieve a braking effect on brake cylinders 1101, 1102 or 1103 and 1104, which are hydraulically coupled to driving dynamics control 1100.
  • a mechanical position of the brake pedal can be determined by a displacement transducer s/U, which is mechanically coupled to the brake pedal, in order to control the plunger 1060 .
  • a second hydraulic pressure generated by the plunger 1060 can be determined with a plunger pressure sensor 1065 .
  • a first check valve BSV 1.2 1041 or 1042 the hydraulic system consisting of external power brake 1000 and vehicle dynamics control system 1100 can be replenished with hydraulic fluid.
  • the two circuits of driving dynamics control 1100 correspond to a large extent, so that it is sufficient to describe one circuit.
  • a pressure at the hydraulic coupling can be determined by means of a pressure sensor 1190.
  • the externally powered brake 1000 is hydraulically coupled to the coupling valve of the vehicle dynamics control SCC 1111 or 1112 by means of the coupling valve of the externally powered brake PSV 1,2 1021 or 1022, and thus forms a hydraulic coupling between the externally powered brake 1000 and the vehicle dynamics control 1100.
  • Figure 2 describes valve positions for building up the first dynamic pressure using vehicle dynamics control 1100.
  • Vehicle dynamics control 1100 is set up to provide the first dynamic pressure for vehicle dynamics control 1100 with respective pump 1131 or 1132 .
  • vehicle dynamics control 1100 When vehicle dynamics control 1100 is provided with a signal to build up the first dynamic pressure, for example from a controller on a mobile platform, vehicle dynamics control 1100 generates a first control signal and provides this first control signal to power brake 1000 so that power brake 1000 applies a hydraulic volume to the hydraulic coupling provides.
  • a second hydraulic pressure is generated by means of power brake 1000 with plunger 1060, controlled by means of plunger pressure sensor 1065 and made available to the hydraulic coupling by power brake 1000 on the hydraulic coupling of vehicle dynamics control 1100, so that the driving dynamics controller 1100 can build up the first hydraulic pressure by means of the hydraulic volume provided.
  • the respective coupling valve SCC 1111 or 1112 is closed and the high-pressure valve HSR 1121 or 1122 is opened in order to hydraulically couple the respective pump of the vehicle dynamics control system 1131 or 1132 to the hydraulic coupling.
  • the second hydraulic pressure which is generated by plunger 1060, is used to ensure that the required hydraulic volume is not taken from reservoir 1030, but is instead made available by plunger 1060 for the pressure build-up of the first dynamic pressure by vehicle dynamics control 1100, since the second dynamic pressure prevents the respective check valves BSV 1.2 1041 and 1042 from being opened.
  • the first hydraulic pressure of driving dynamics control 1100 generated in this way is made available to brake cylinders 1101, 1102 or 1103, 1104 via the respective open valves ICF 1141, 1171 or 1142, 1172 in order to be able to achieve a braking effect.
  • driving dynamics control 1100 If driving dynamics control 1100 is provided with a signal for pressure reduction, driving dynamics control 1100 generates a second control signal and provides this second control signal to external power brake 1000 so that power brake 1000 absorbs hydraulic volume at the hydraulic coupling by means of plunger 1060.
  • power brake 1000 can build up a third hydraulic pressure by means of plunger 1060, which pressure can be determined by plunger pressure sensor 1065 in order to reduce the hydraulic volume of brake cylinders 1101, 1102 or 1103, 1104 by means of the outlet valves OS 1151, 1161 or 1152, 1162 and, if necessary, by means of a coupled buffer volume ACC 1183 or 1184 and through a check valve 1181 or 1182 by means of the respective pump of the driving dynamics control 1131 or 1132 via the respective open coupling valve SCO 1111 or 1112 and the open coupling valve of the power brake PSV 1.2 1021 or 1022 by a volume of the plunger 1060, which can be adjusted by moving a piston of the plunger, to be absorbed, whereby the first
  • the third hydraulic pressure can correspond to the second hydraulic pressure.
  • the external power brake 1000 can provide a hydraulic volume to the vehicle dynamics control 1100, so that when the first dynamic pressure is built up by the vehicle dynamics control 1100, the hydraulic volume in the system remains constant.
  • power brake 1000 is set up to regulate the hydraulic volume provided in such a way that driving dynamics control system 1100 is provided with a sufficient hydraulic volume to generate the first pressure, without additional hydraulic volume from an additional reservoir 1030 being added.
  • the power brake 1000 can be set up to take up the hydraulic volume that is made available again without having to release it into the additional reservoir 1030 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
EP22715619.7A 2021-06-30 2022-03-17 Verfahren zur steuerung eines hydraulischen volumens Pending EP4363285A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021206811.1A DE102021206811A1 (de) 2021-06-30 2021-06-30 Verfahren zur Steuerung eines hydraulischen Volumens
PCT/EP2022/056913 WO2023274589A1 (de) 2021-06-30 2022-03-17 Verfahren zur steuerung eines hydraulischen volumens

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EP4363285A1 true EP4363285A1 (de) 2024-05-08

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EP (1) EP4363285A1 (ko)
JP (1) JP2024525375A (ko)
KR (1) KR20240027042A (ko)
CN (1) CN117715807A (ko)
DE (1) DE102021206811A1 (ko)
WO (1) WO2023274589A1 (ko)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012211278A1 (de) * 2012-06-29 2014-01-02 Robert Bosch Gmbh Verfahren zum Betreiben eines rekuperativen Bremssystems eines Fahrzeugs, Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs und rekuperatives Bremssystem
EP2998173A4 (en) * 2013-05-13 2016-05-25 Toyota Motor Co Ltd BRAKE SYSTEM
DE102014224467A1 (de) * 2014-11-28 2016-06-02 Robert Bosch Gmbh Hydraulisches Bremssystem und Verfahren

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KR20240027042A (ko) 2024-02-29
CN117715807A (zh) 2024-03-15
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US20240140375A1 (en) 2024-05-02
JP2024525375A (ja) 2024-07-12

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