JP2000016262A - Electromechanical brake device for automobile - Google Patents

Electromechanical brake device for automobile

Info

Publication number
JP2000016262A
JP2000016262A JP11157966A JP15796699A JP2000016262A JP 2000016262 A JP2000016262 A JP 2000016262A JP 11157966 A JP11157966 A JP 11157966A JP 15796699 A JP15796699 A JP 15796699A JP 2000016262 A JP2000016262 A JP 2000016262A
Authority
JP
Japan
Prior art keywords
wheel
brake
device
error
unit
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.)
Ceased
Application number
JP11157966A
Other languages
Japanese (ja)
Inventor
Peter Prof Blessing
Reinhard Weiberle
ペーター・ブレッシング
ラインハルト・ヴァイベルレ
Original Assignee
Robert Bosch Gmbh
ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング
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
Priority to DE19826130.6 priority Critical
Priority to DE19826130A priority patent/DE19826130A1/en
Application filed by Robert Bosch Gmbh, ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング filed Critical Robert Bosch Gmbh
Publication of JP2000016262A publication Critical patent/JP2000016262A/en
Application status is Ceased legal-status Critical

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25DREFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT COVERED BY ANY OTHER SUBCLASS
    • F25D11/00Self-contained movable devices, e.g. domestic refrigerators
    • F25D11/02Self-contained movable devices, e.g. domestic refrigerators with cooling compartments at different temperatures
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/88Arrangements 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
    • B60T8/885Arrangements 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25DREFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT COVERED BY ANY OTHER SUBCLASS
    • F25D27/00Lighting arrangements
    • F25D27/005Lighting arrangements combined with control means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T2270/00Further aspects of brake control systems not otherwise provided for
    • B60T2270/40Failsafe aspects of brake control systems
    • B60T2270/402Back-up
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T2270/00Further aspects of brake control systems not otherwise provided for
    • B60T2270/40Failsafe aspects of brake control systems
    • B60T2270/404Brake-by-wire or X-by-wire failsafe
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25DREFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT COVERED BY ANY OTHER SUBCLASS
    • F25D2400/00General features of, or devices for refrigerators, cold rooms, ice-boxes, or for cooling or freezing apparatus not covered by any other subclass
    • F25D2400/36Visual displays
    • F25D2400/361Interactive visual displays
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25DREFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT COVERED BY ANY OTHER SUBCLASS
    • F25D2500/00Problems to be solved
    • F25D2500/06Stock management
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25DREFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT COVERED BY ANY OTHER SUBCLASS
    • F25D2700/00Means for sensing or measuring; Sensors therefor
    • F25D2700/06Sensors detecting the presence of a product

Abstract

(57) [Summary] [PROBLEMS] In an electromechanical brake device for an automobile,
It provides a means that takes into account the particularity of the brake setting device, including the parking brake function and an additional reset device. SOLUTION: At least one control unit (12a, 14a, 1) associated with at least one wheel brake.
6a, 18a) are the wheel brakes (1) based on the set values.
2b, 14b, 16b, 18b). The actuator has a motor (M 1H ) and a locking device, especially a release device (K u1 ). In order to operate the wheel brakes via the electric motor, the locking device is first released, and after the wheel brake operation is completed, the locking device is reconnected. The other control units for the other wheel brakes are supplied with energy from other energy sources. This energy source operates an additional reset device (M 1R ) in the actuator in the event of a brake device failure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a distributed electric brake device for an automobile, and more particularly to a distributed electric brake device for an automobile (electricity) capable of responding to high technical requirements regarding reliability and availability by its distributed configuration. Brake).

[0002]

2. Description of the Related Art Such a brake system is known, for example, from DE-A-196 34 567. The braking device described therein has a decentralized configuration in which a pedal unit for generating a guide value which is a function desired by the driver, a processing unit for taking into account additional functions, and wheels. A wheel pair unit for (open-loop or closed-loop) control of the setting element of the brake is connected via one or more communication devices. Further, energy is supplied to the brake device from at least two on-board power sources. This ensures sufficient reliability and availability of the braking device. In the context of control and / or in connection with the reliability and availability of the device, a detailed description of the brake setting device and a detailed description of the specificity of this setting device is not given in the prior art.

[0003]

Therefore, for electric brake systems for motor vehicles, a parking brake function and / or an additional reset device are included in the control and / or in connection with the reliability and availability of the device. It is an object of the present invention to provide means taking into account the particularity of the brake setting device.

[0004]

SUMMARY OF THE INVENTION An electromechanical brake system for a motor vehicle according to the present invention is associated with at least one wheel brake and controls at least one control for controlling an actuator for operating the wheel brake based on a set value. It has a unit. The actuator comprises an electric motor and a locking device, in particular a release device, in order to operate the wheel brake via the electric motor, the locking device is first released, and after the wheel brake has been actuated, the locking device is reconnected.

[0005] The operating characteristics of the braking device are improved by the cooperation of an electric motor and a parking brake (eg an electromechanical release device) for adjusting the brake lining of the disk or drum brake.

[0006] It is particularly advantageous that this cooperation makes it possible to generate and maintain the braking torque with low energy consumption. In this case, the use of a release device is advantageous because the generated braking force can be maintained continuously without energy consumption. Thereby, the parking brake function can be easily formed.

[0007] With the aid of an additional reset device, it is possible to release the brake in the event of a failure of the energy supply (battery), which release is operated by a control unit supplied by another supply. You.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (Open loop or closed loop) control of a service brake function and a parking brake function of an automobile brake device will be described. The decentralized splitting of the brake system and the redundancy provided in the system ensure sufficient brake functionality and the reliability of operation of the brake system in the event of static and dynamic errors. .
In addition, error conditions are stored for inspection purposes,
And it is output as a signal in some cases. In this case, reference numerals assigned to components and signals described in the description and the drawings are summarized in the column of [Description of References].

FIG. 1 shows a first embodiment of the configuration of the electromechanical brake device, and respective input / output signals. This device features a distributed configuration,
This distributed configuration comprises a pedal unit 10, four wheel units 12, 14, 16 and 18, an energy diagnostic unit 20, and a processing unit 22.

The pedal unit 10 of the electromechanical brake device is mainly used for detecting a driver's braking desire,
Analyzes the status of the entire system and introduces a reset method in case of an error.

Each wheel unit 12, 14, 16, 18
Are the wheel modules 12a, 14a, 16a, 18a,
Wheel sensor device (e.g. n 1, F 1i, see s IH, etc.),
And actuators 12b, 14b, 16b, 18b
It is composed of The wheel modules 12a, 14a,
16a and 18a each include microcomputer electronics, monitor elements, and power electronics for operating the actuator.

The electrical energy supply of the electrical device takes place via both independent on-board power sources (energy sources) E 1 and E 2 . Each two wheel units are supplied with energy from the same energy source. In the device structure shown in FIG. 1, it is configured diagonally split, that is, the wheel unit 12, 14 for the front left wheel and the right rear wheel is supplied energy from a common energy source E 1. The same applies for the wheel units 16, 18 for the right front wheel and left rear wheel, energy is supplied from the energy source E 2 in these wheel units. 1
A variant in which both wheel units for one axle are each associated with one energy source is likewise possible. This variant is not described below. Similar advantages are obtained when the method described below is used for this split configuration. The wheel units are located near the respective wheel brakes, while the pedal unit and the processing unit are mounted together or separately in a central position.

[0013] Data exchange between the individual components in the brake system is carried out by two independent communication device K 1 and K 2, the communication device K 1 and K 2 are formed particularly serial bus system, for example as a CAN Is preferred. Energy from different vehicle electrical is supplied to the communication device K 1 and K 2. Furthermore, coupling is formed as a control unit for engine control by the communication device K 3.

In each wheel module, the associated actuator is operated in order to control the desired tightening force or the desired braking torque. To this end, in each actuator, either the wheel tightening force or the wheel brake torque is measured by a sensor device. The electromechanical actuator forms the tightening stroke of the disc brake or drum brake via the transmission stage without a hydraulic intermediate stage. For this purpose, the wheel unit controls the clamping force of the individual wheels or the braking torque of the individual wheels. The required guide values are provided via the relevant bus system.

In a preferred embodiment, the wheel unit
Actuators 12b, 14b, 16b, 18b
Furthermore, an electromagnetically operated release device (i1K, I2K,
i3K, I 4KOperation), while the release device
Performs the parking brake function, and the steady braking process
At no point in the braking system without energy consumption
To the position. Actuator 12b, 1 for each wheel
In 4b, 16b and 18b, a reset device is further provided.
(I1R, I2R, I3R, I4ROperation) is incorporated,
All reset devices prevent wheel release
Release the appropriate wheel for the error type. D
Even if the energy diagnosis unit 20 fails,
Of the same axle to make it possible to detect
By adjacent wheel units (eg for 12b
The operation of the reset device is performed (from 18a). Write here
In the configuration of the diagonal division of the energy circuit described above, one
Always different energy sources for both wheel units of the axle
Is supplied with energy. This allows any state
If one energy source fails in a state,
Release of the actuator is reached by the reset device
Can be achieved.

The energy diagnostic unit 20 measures the state of charge of the energy supply unit and transmits this information c 1 , c 2 to the pedal unit 10. The function and configuration of the device components of the electromechanical brake device will be described below in detail with reference to FIGS.

FIG. 2 shows the basic configuration of the pedal unit 10. The task of this device component is to detect the driver's braking wishes, in particular with regard to service and parking brake actuation, and to generate the necessary guide values for the wheels of the front and rear axles. The detection and evaluation of the status information of all device components, the analysis of the overall status of the brake system at that time, possibly the introduction of reset means, and the output of signals to the driver in the event of an error or in the error memory. The initialization of all the components of the brake system when the brakes are operated after the ignition has been switched on or while the ignition has been switched off, the braking of the brake system after driving has been completed, and the stop lamp. Operation.

The detection of the driver's desire for service brake operation is effected by independent sensors b 1 , b 2 and b 3 , which are preferably in various embodiments the analog driver's desire on the brake pedal. (Brake pedal angle and / or operating force). The sensor is supplied energy from different energy sources E 1 to E 2 in, for example, the sensor b 1 and b 2, the energy source E 1, and sensor b 2 and b 3
Energy is supplied from the energy source E 2 in. Driver command of the parking brake operation, (by the detection of the operation angle of similarly eg parking brake lever) detected by the sensor b 4 and b 5, energy from different energy sources is supplied to the sensors. The analog sensors for detecting the service brake request and the parking brake request may each be replaced by a binary transmitter.

The pedal unit 10 itself is constituted in an error-tolerant manner, for example by an embodiment comprising a redundant microcomputer device, which further comprises the necessary peripheral elements, memory elements and watches. It comprises microcomputers P 1 and P 2 including a dog element, and a monitor element P 3 . The microcomputers P 1 and P 2 and the monitoring element P 3 communicate via an internal communication channel C, which is formed, for example, by a serial bus system or by using a serial interface. Microcomputer P 1 and independent program within P 2 Pr1 and Pr2 are performed. The computer program Pr1, via the input interface U 1, the b 5 to the sensor signal b 1 not is input, stored,
And the microcomputer P 2 via the communication channel C
Supplied to Similarly, the computer program Pr2
Accordingly, the sensor signals b 1 to b 5 are input, stored and transmitted to the microcomputer P 1 via the input interface U 2 . Thus, the driver's desired six measurements for service brake operation and the driver's desired four measurements for parking brake operation are available in both computers.

Microcomputer P1And PTwoThat of
In each case, the measured values for service
By selecting a large value,
Representative signal value bB, repAre respectively determined. This is an individual
Is taken into account when there is an error of
Individual measurements that are more than a certain value away from other measurements
Are not considered in forming the reference value. Microcomputer
TA P1And PTwoThe reference value calculated in
B, rep, 1Or bB, rep, 2Is attached. Reference value b
B, rep, 1Exceeds a predetermined limit, the signal uBLBy
The operation of the stop lamp is performed.

Similarly, in both microcomputers, a representative signal value is calculated from the driver's desired measurement of the parking brake actuation. Representative signal values determined in the microcomputers P 1 and P 2 include b
F, rep, 1 or b F, rep, 2 is added. These representative signal values is the maximum value of the measured sensor signals b 4 and b 5 at the time of the passenger car is stopped (for example, as determined by the evaluation of one or more wheel speed signals) in the passenger car operation, i.e. When not stopped, it is the minimum value of both of these sensor signals.

In both microcomputers, the reference values b B, rep1 and b
From B, rep2 , a guide value for the desired average tightening force or the desired average brake torque of the wheels when the service brake is operated is calculated. This guide value includes the microcomputer P
Code F B, rep, 2 is attached in the code F B, rep, 1 is given, and the microcomputer P 2 in 1.

Similarly, the microcomputer P1and
PTwoUse the characteristic curves stored in advance in
Using the sensor signal bF, rep, 1And bF, rep, 2Parking from
Average tightening force or average braking force of the wheel when the brake is applied
The driver's desire for torque is calculated. This mo
The microcomputer P1In the symbol FF
, res, 1Is attached to the microcomputer PTwoAt
Is the symbol FF, res, 2Is attached.

Calculated by microcomputer
For service brake and parking brake
Guide values to be transferred to other microcomputers
It is provided via an internal communication channel C. Both microphones
In the computer, the value FB, res, 1Is the value FB, res, 2When
Compared and the value FF, res, 1Is the value FF, res, 2Is compared to
You. If the comparison values are within the specified tolerance limits,
Value FB, res, 1And FB , res, 2From the arithmetic mean
Value F for the desired brake brakeB, resIs formed and the value
FF, res, 1And FF, res, 2Arithmetic average of parking brake
Combined value F for desiredF, resIs formed.

[0025] If the comparison value do not match, on the basis of the computer monitoring, error-free signal value is uniquely detected for service brake desired and parking brake desired by monitoring component P 3 described below . In both microcomputers, error-free signal values are assigned the value FB, res or FF, res .

Signal FB, resAnd FF, resFrom the relation F
res= Maximum (FB, res, FF , res) By the wheel
Synthetic average tightening force FresIs formed. This value FresIs
In the alternative, the service brake or parking brake
Combined average braking torque required by operation
May be supported. Value FresFrom, by appropriate distribution,
The desired tightening force or brake torque for the front axle wheels
Luc FVOr the desired tightening force for the rear axle wheels.
Wheel brake torque FHIs calculated.

The pedal unit 10 transmits, via the communication devices K 1 and K 2 , the desired values F V and F H for the clamping force or the braking torque to the connecting components of the electromechanical brake device.

Through various measurements and calculations, unintended braking or wheel tightening forces or wheel brakes
An error is detected that can lead to an incorrect guide value for the torque. Erroneous memory contents that may lead to similar malfunctions are also detected. Monitoring component P 3 via the internal bus system C, to no microcomputer P 1 communicates with P 2. Monitoring component P 3, the program Pr1 and Pr
2 program execution monitoring, further P 1 and P
Monitor the computing power of 2 . To ensure reliability in the case of the microcomputer P 1 or computer errors in P 2, still programs Pr1 and Pr2 are must run properly in the case of this error, or program executed normally It must be reliably detected that nothing has been done. If the program has not been executed successfully, the associated computer channel is shut off and an error signal is output by means of the signals d P1 and d P2 . In the illustrated modification, functionality is checked by communicating an inquiry / answer. Microcomputer P 1 and P 2, pull the inquiry from the monitoring component and to answer each account all program parts associated with certainty within a predetermined time interval with respect to the inquiry. Contact
This program part, especially the computer function test (R
It should be designed so that correct answers are given only during error-free execution of AM tests, ROM tests, etc.) and instruction tests (for additions, subtractions, etc.). The partial answers formed from the partial programs are combined into one comprehensive answer in each microcomputer. In the monitor element, the microcomputer P 1
And overall answer each formed from P 2 is being monitored for coincidence in bits accuracy correct answers compatible with respect to the time interval of the occurrence and the query, and error protection operation to the signal output and channel blockade is derived. Functionality of the monitor element, the microcomputer P 1 and P 2, are tested via appropriate test query. These test queries are answered correctly by the monitor element only when the function is completely correct.

In the pedal unit 10, furthermore, internal error information and an error signal message of the connected wheel unit or an error message d V of the processing unit are obtained.
Detected and stored in error memory. Further, detection of the state signals c 1 and c 2 of the energy diagnosis unit 20 is performed. This detection takes place not only during the test phase before starting, but also during all driving phases. All error and status signals are evaluated in the pedal unit 10 according to a predetermined table, which stores the actions to be performed for each error type and each state. As a result of the evaluation, in the course of the driving, messages corresponding to the resetting actions in the various components of the brake system are derived corresponding to the danger potential of the error condition, which messages are transmitted to the processing unit 22 and the wheel units 12, 14, 16. , 18 by signals r 1 , r 2 , r 3 , r 4 and r V. In the case of an error relating to certainty, a signal is output to the driver by means of an error signal d P1 or d P2 . If an error condition is detected during the test process before the vehicle starts, an error signal is output similarly. In the case of a critical error with respect to certainty, the initialization of the braking device is interrupted and the release of the parking brake is prevented. In the case of critical operating conditions with regard to certainty during driving, engagement with the engine control takes place in order to further reduce the available drive torque.

The other components of the electromechanical brake system are also activated by the pedal unit via the signal lines z 1 and z 2 after the ignition has been switched on or, in the case of braking, when the ignition has been switched off. Be transformed into In addition, this signal causes the intended shutoff of the device components when the driving has been completed.

The service person can access the brake device via the service interface d S and can read the error memory for the entire device.

The energy diagnostic unit 20 monitors the energy source (battery) for sufficient power for the required power or energy during the braking process. For this purpose, at least the energy required to achieve the minimum braking action specified in the regulations must be ensured. The monitoring is performed, for example, by a suitable sensor L for measuring the charging current and the consumption current.
The 1 and L 2, also carried out by the mathematical model. This model takes into account the history of the energy supply unit, for example electromechanical and physical properties such as the number of overdischarges. The energy diagnostic unit 20 is preferably formed in the form of a redundant microcomputer device, which is supplied with energy from both energy sources and whose partial devices are connected via an internal bus system. Data can be exchanged.

In the processing unit 22, a braking device
Is performed. For this purpose, in particular the tightening of wheels
Individual wheel guides for force or brake torque
Value F 1, FTwo, FThreeAnd FFourIs calculated. This calculation
Is applied to all brakes in the case of antilock control.
Consideration of the rotational speed of each wheel, consideration of the drive slip control function
For example, steering angle δL, Lateral acceleration ayAnd yo
-Skidding using other sensors for angular velocity Ψ '
Execution of driving dynamics control to avoid the situation, braking
・ Partial breakage for the purpose of forming uniform wear of the lining
Brake lining thickness of individual wheels during key operation
Consideration of hill holder function, front axle and rear axle
Load conditions to achieve optimal braking force distribution to wheels
Consideration, measuring steering to achieve improved dynamic characteristics
Curve inside one axle as a function of
Achieve adaptive braking force distribution between the outer wheels of the
Correction of individual braking force in case of knit failure,
Communication device K for the key request ThreeTo the engine control through
Critical for achieving engagement and the reliability of the brake system
Known source of engagement to engine control in the event of a serious error
This is done using the logic. In addition to that, the processing unit
22 is a guide value F for each wheel.1Or FFourTotal
Control value F to calculate1i, F2i, F3iAnd F4iMeasurement
Supply the actual value. In addition, to support the monitor function
Of the running dynamic characteristic reference value within the range of the wheel unit
May be. Details are explained in Wheel unit functions
I do.

As shown in FIG. 3, the processing unit 22
Microcomputer devices RV1And RV2By joke
Long, two microcomputer devices RV1You
And RV2Is the internal communication channel C1Calculation data via
Exchange. The processing unit 22 includes both communication devices K1
And KTwoVia the wheel units 12 to 18
Rotation speed n of each wheel1Or nFour, Tightening force or
Actual value of torque and torque F 1iOr F4iAnd also
From the pedal unit 10, the tightening force of the front axle wheels or
Guide value F for brake torqueVOr rear axle
Guide value for wheel tightening force or brake torque
FHReceive.

The computer in the pedal unit 10
If a channel fails, data transmission via the connected communication device is interrupted. The processing unit 22 determines in this error situation the guide values F of the individual axles received from the other computer channels of the pedal unit 10.
Wheel units 12 to 18 connected to V and F H and messages r 1 to r 4 for reset operation
To be transmitted. Furthermore, in the event of this error, the diagnostic messages d 1 to d 4 of the wheel units can be transmitted to a functional computer channel of the pedal unit 10. For example, it assumes that the microcomputer P 2 of the pedal unit 10 has failed here. For this error, it is possible to transmit to no wheel module 12a via the communication device K 1 and the processing unit 22 from the pedal unit 10 a message to 18a. Diagnostic messages from the wheel modules 12a to 18a take the reverse path. In order to calculate the individual wheel guidance values required for the FDR (driving dynamics control) function, the necessary values (steering angle, lateral acceleration and rotational speed) are also measured in the processing unit 22. .

The above calculations are performed on both computer devices R
Performed independently in V1 and R V2 and compared to each other. If the results do not match, the processing unit 22 is shut off and an error message d V is transmitted via the communication device.

In the wheel units 12 to 18, the control of the tightening force or the braking torque of the individual wheels is performed. To this end, the communication devices K 1 and K 2 provide guide values.

The wheel units are supplied with energy from different sources of electrical energy, ie the wheel units 12
And from the energy source E 1 to 14, the wheel unit 1
The 6 and 18 are supplied from the energy source E 2. Furthermore, the connection between the wheel unit and the other device units (modules) is made via different communication devices. Wheel units 12 and 14 via the communication device K 1, wheel units 16 and 18 communicate via a communication device K 2.

The wheel unit 12 will be described below with reference to FIG. Other wheel units are configured accordingly. The wheel unit 12 serves to control the tightening force or braking torque of the wheels and to guide a reset operation if the actuator 18b of the wheel unit 18 fails. The wheel unit 12 communicates with other device components via a communication device K1. Via this communication device, the wheel unit receives the following variables: F 1 , F V and r 1 .

F 1 : Guide value of an individual wheel for controlling the tightening force or brake torque of the wheel. This value is formed by the processing unit 22 at the time of engagement of ABS (antilock control), ASR (drive slip control) or FDR (driving dynamic characteristic control). This guide value may in another embodiment be further calculated by the processing unit, in particular for the following tasks a), b) and c).

A) the task of achieving uniform wear of all brake linings of the vehicle; b) adaptively distributing the desired overall braking torque of the vehicle to the front and rear axle wheels as a function of the current axle load distribution. problem, in order to achieve c) improved travel dynamics, problems of achieving adaptive brake force distribution between the single curve inside wheel axle and the curve outside wheels as a function of the measured steering angle, F V : Front axle alternative guide value for front axle wheel tightening force or brake torque. (Similarly substitute guide value FH for related wheel units to the rear axle is used.) Guide value F V is formed from service brake desired and the parking brake of the driver, and wheels of both of the front axle It is supplied to the unit as well as the processing unit. The guide values for the individual axles can be set within the processing unit or within the wheel unit, unless a faulty individual wheel guide value is formed even if the processing unit fails.
Used for controlling the tightening force or brake torque.

R 1 : control message for guiding the execution of the change process in the wheel unit. This message is formed by the pedal unit or the processing unit from the generated error signal message of the connection device module.

The signal generated via the communication device is redundantly stored in the memory cell Si of the microcomputer device R1A . For functional monitoring of the wheel units, it may be treated following signals generated by further via the communication line K 1 in modification.

A R2 , a R3 , a R4 : deceleration of other wheels a V, ref : reference value for deceleration difference of front axle wheels s R2 , s R3 , s R4 : slip of other wheels Δs V, ref : reference value for the slip difference between the front axle wheels v F : evaluation value of the vehicle speed The following signals are supplied to the connection device module via the communication device K1 as output values of the wheel units.

N 1 : formed rotational speed signal of the relevant wheel d 1 : periodic error signal message of the wheel unit F 1i : measured actual value of the controlled variable In a variant for monitoring functions in other wheel units, Is required from the wheel unit 12.

[0046] a R1: related wheel deceleration s R1: Slip these signals associated wheel is supplied via the communication device K 1 to the other module.

The wheel unit 12 includes the following elements a) -h). a) microcomputer device R 1A with associated peripheral, memory and watchdog configuration groups b) monitor element R 1B c) rotational movement to movement of the brake lining of the disk or drum brake An electric motor M 1H including the required transmission stage for the conversion d) a torque path which is closed by a spring element when no current is flowing and which in this state serves to hold the shaft in its current angular position; The electromagnetically actuated release device Ku1 which engages with the shaft present between the motor and the brake lining in the design of this release device ensures that each controlled clamping force is applied to the brake disc Must be done as follows.

E) Reset module M 1R in the form of an electromagnetically operated release device or as an electric motor, which is supplied with energy from an energy source E 2 and which is operated by a wheel unit 18 .

[0049] f) reset incorporated in power electronics LE 1K h) wheel unit 18 for power electronics LE1H g) Operation of the solenoid-operated release device K u1 for operating the motor M IH &
The power electronics LE 2R elements c), d) and e) for the operation of the module M 2R are hereinafter referred to as the actuator 12b of the wheel unit 12.

The microcomputer device R 1A receives the following input signals from the associated wheels: wheel rotational speed n 1 , actual value F 1i for wheel tightening force or wheel brake torque, tightening stroke or transmission stage or The motor rotation angle s 1H , and possibly the motor current i 1H of the actuator, are supplied via a peripheral input configuration group and are stored redundantly in a memory cell Si.

In the microcomputer R 1A , the values F 1 to F V periodically received via the communication channel
Is selected as the guide value F 1F . From the actual value F 1i for the wheel tightening force or the wheel brake torque measured at that time, the control deviation x d1 is given by the following equation: x d1 (t) = F 1F (t) -F 1i (t) (1) It is formed. Next, using the limit values ε and μ to be set and the time intervals Tε and Tμ, | x d1 (t) | ≦ ε where 0 <t <Tε (2) | dx d1 (t) / dt | ≦ μ However, the comparison can be made according to 0 <t <Tμ (3). If conditions (2) and (3) are fulfilled, no adjustment is made at the actuator. If these conditions are not met, the last output by the digital control algorithm (eg proportional / differential controller or proportional / differential
By taking into account the setpoints of the integrating / differential integrator, the current setpoints required for operating the wheel clamping force or the wheel brake torque are calculated. This set value is output to the power electronics LE 1H in the form of a PWM (pulse width modulation) signal u 1H . In addition, electromagnetically operated release device K
u1 is, the control signal f 1 and power electronics L
It is operated by E 1K , which makes it possible for the first time to carry out a rotational movement of the motor in order to produce a modified wheel clamping force. If the conditions (2) and (3) are fulfilled during the operation of the clamping force or the wheel brake torque, the operation of the electromagnetically actuated release device Ku1 is terminated, and the motor M 1H is subsequently switched on by the electric current. It can be switched to a state that does not flow. In order to avoid unintended changes in the wheel tightening force due to the error function of the microcomputer device R 1A , the start signal g 1H and the start signal e 1H from the monitor element R 1B are generated in the operating part of the power electronics LE 1R. Only then can the operation of the motor be enabled by the current i 1H (LE 1H
(See & (AND) join in).

Wheel clamping force held by the release device
To avoid unintended declines in
No. g1HAnd monitor element R1BStart signal e from1HFormed
When the release device K is releasedu1The operation is current
i1K(LE 1K& (AND) join in
See). Integrate an electromagnetically operated release device into the control process
This makes it possible for the driver to almost always
If necessary, the required tightening force is first formed via the motor,
Electromagnetically operated lily without consuming electric energy
The clamping force can be maintained only by the spring force in the
Wear. Therefore, it is difficult to operate the parking brake of passenger cars.
The required tightening force in a simple way and
Can be held without consumption. Release wheel brake
In order to release, first the release device operates the operating signal f1By
The motor M1HIs operated by negative voltage
You. This release causes errors in the actuator, for example,
If blocked by the transmission stage in the actuator,
This error is due to the measured tightening force or wheel brake torque.
And can be uniquely detected. This is, for example,
Operation and wheel rotation speed, and sometimes rotation angle
Done. For example, despite the operation, the motor
If no change in the turning angle is detected and / or
Is also detected when there is brake slip on the relevant wheel.
Will be issued. Subsequently, control is interrupted and the communication
Error message d1Is transmitted. This method
The message is evaluated in the pedal unit 10,
As a result, an error canceling unit is guided. Communication device KTwoTo
Reset message r transmitted viaTwoBy the figure
The wheel unit 18 shown in FIG.
Reset device M1RTo Power Electronics LE1R
And signal i1RTo receive information to operate.
Reset device M1RIs the energy source ETwoOperated by
Therefore, the wheel brake function related to the wheel unit 12
Liberation is the energy source E1Even if
I can.

Similarly, in the wheel unit 12,
The wheel solution associated with the braked wheel unit 18
Reset message r containing information for release1Against
A response is made. This message type is signal u2R
And output this signal u2RPower Electronics
Kusu LE2RIs activated. However, actuaries
Reset device M in the terminal 18b2RControl signal for operating
No. i2RIs the start signal g 2RAnd e2RIs formed
Activated for the first time (LE2R& (AND) join in
See).

The accuracy of the measured actual values of the wheel clamping force or the wheel brake torque can be ensured by the redundancy of the analysis. In forming this redundancy according to the invention, one or more of the following measures may be implemented.

Means for comparing the actual value of the wheel tightening force or wheel brake torque with a reference value Fr, a . To determine F r, a , the change of the position measurement or the rotation angle measurement s 1H from the start of braking is first measured, and then converted into a force or torque physical quantity by a function provided by design. You. This function takes into account all the elasticity of the components located in the force path of the actuator. In the case of wheel brake torque control, this function additionally
A friction model as a function of the temperature of the disk (eg, modeling heating and cooling of the disk) is incorporated.

Means for comparing the actual value of the wheel tightening force or wheel brake torque with a reference value Fr, b . To determine F r, b , the current of the electric motor M 1H is measured during the steady-state braking process and subsequently converted into a force or torque physical quantity by a predetermined function. This function first considers the design data of the motor and the transmission, possibly using a temperature model and a friction model. Furthermore, the current effective input voltage and the direction of rotation before reaching the steady-state operating point are taken into account. In the case of wheel brake torque control, this function may further incorporate a friction model of the brake disc as a function of temperature.

Another method is based on a comparative observation of the wheel deceleration in the partial braking range. The calculation of the deceleration in the individual wheel units is started by a message of the processing unit at time Tx. The calculation of the deceleration of the wheel related to the wheel unit 12 is performed by the following equation: a R1 (Tx) = C 1 [n (Tx) −n (Tx−Ta)] (4) Here, Ta is a periodic scanning time point at which the rotation speed measurement is performed in each wheel unit, and C 1
Is a constant determined by the wheel shape and the scanning time.

The deceleration a R1 (Tx) and a of the front axle wheel
The deceleration difference Δa V (Tx) of the front axle wheel is formed from R2 (Tx). Δa V (Tx) = a R1 (Tx) −a R2 (Tx) (5) The value a R2 (Tx) required for this is determined by the wheel unit 18.
It is supplied via the communication device K 1 from. If the tightening force control or the brake torque control is functioning correctly, the following equation must be satisfied for the deceleration difference Δa V (Tx).

| Δa V (Tx) −Δa V, ref (Tx) | <εa (6) where Δa V, ref is a reference value for the deceleration difference of the front axle wheels. εa indicates an error limit value as a parameter. The reference value Δa V, ref is a measured value of the traveling dynamic characteristic measured periodically in the processing unit, that is, the steering angle δ.
It is calculated by a mathematical model using L , the lateral acceleration a y and the yaw angular velocity Ψ ′ and taking into account the evaluation value for the vehicle speed v F. If the condition (6) is not fulfilled, it is possible to estimate an error in the tightening force sensor or the brake torque sensor of one of the wheels. By using both wheels of one axle for error detection, the effects of disturbance values acting on both wheels are eliminated. The method starts with the fact that the functionality of the control algorithm and the setpoint output and the error-free measurement of the rotational speed of both wheels of the front axle are ensured by other monitoring methods. The determination of whether the error detected is wheel unit 12 or wheel unit 18 is determined by the wheel deceleration values a R3 (T
x) and a R4 (Tx) (for example by comparing the individual values with the corresponding values of the rear wheels).

Another method is to use individual parts in the partial brake range.
It is based on a comparative observation of the slip values of the various wheels. Individual car
Observation of the slip in the wheel unit is performed at the time Tx.
Is started by the message of the management unit. Wheel Yu
The slip of the related wheel in the knit 12 is the wheel rotation speed n1And
And vehicle speed vFUsing the evaluation value ofR1(Tx) = 1-CTwon1(Tx) / vF(Tx) is calculated by (7). Constant CTwoIs determined by the wheel shape
You. Supplied from the wheel unit 18 via the communication device
Wheel slipsR2(Tx) gives the slip difference Δs between the front axle wheelsV
Is ΔsV(Tx) = sR1(Tx) -sR2(Tx) (8) Tightening force control or brake torque
If the control function is correct, the slip difference ΔsV(Tx)
The following equation | ΔsV(Tx) -ΔsV, ref(Tx) │ <εs (9) must be satisfied. Where ΔsV, refIs before
This is a reference value for the difference in axle wheel slip. εs is a parameter
Indicates the error limit value as data. Reference value Δs
V, r efIs a measurement that is periodically measured in the processing unit.
Constant value, that is, steering angle δ L, Lateral acceleration ayand
Using a yaw angular velocity Ψ '
And the individual wheel tightening forces or wheel brakes
It is calculated in consideration of the guide value for the torque.

ΔsV, ref(Tx) = f1{ΔL, ay, Ψ ', F1, FTwo, FThree, FFour} (10) In another embodiment, the improvement reference value ΔsV, refThe car
Wheel load FN1, FN2, FN ThreeAnd FN4No measurements for
Can be determined using the evaluation value. For this reason
And Δs in the processing unit by the extended dynamics model
V, refIs formed. This allows the wheel load to move
The effect given is taken into account in the calculation. Condition (9)
If this is not the case, this will
In the force sensor or brake torque sensor,
Can be estimated. In this case, the control function
Performance and errors in the rotational speed of both front axle wheels
No measurement is ensured by other monitoring methods
Departure. The detected error is wheel unit 1 or
Identify which of the wheel units 2 is the rear axle
Both slip values s for the wheelR3(Tx) and sR4(Tx)
(For example, the individual values can be
(By comparing with the corresponding value of the wheel).

The monitoring method of the wheel module comprises four logic levels L 1 , L 2 , L 3 , L 4 and two hardware levels. At the hardware level, microcomputer device R 1A and monitor element R 1B operate.

The monitor element R 1B communicates with the microcomputer device R 1A via the internal bus system. The monitor element R 1B monitors the computing power of the microcomputer device and monitors the execution of a program in the computer. The selected type of data communication between the microcomputer device R 1A and the monitoring element R 1B allows mutual monitoring of these components. To this end, the following tasks have been assigned to the logic levels:

Level 1 is a microcomputer device R 1A
Formed within. Level 1 involves the following tasks: calculation of the control functions for the operation of the electric motor M 1H , operation of the electromagnetically operated release device Ku 1 , operation of the reset module M 2R , wheel tightening force or wheel brake torque. A calculation is performed to check the accuracy of the measured actual value F 1i by the redundancy of the analysis shown.

Level 2 is the same as the microcomputer R
1AContained within. This level is the level within level 1
Performed within level 1 using an algorithm different from the algorithm
Check the accuracy of the calculations performed. For performing calculations
Further, the input redundantly stored in the memory cell Si
Data is used, resulting in errors due to incorrect storage contents.
Error is detected. Inspection of control functions in parallel with control devices
This is done by the placed mathematical model, this mathematical model
Is a redundantly stored alternative guide F1Or FVTo
Data and wheel tightening force or wheel brake torque
Actual value F of luk1 iIs calculated using Model output value and
Significant deviation from calculations performed within level 1
If so, an error condition is detected. In addition, Level 2
Is still checked for correct functioning of the control process.
You. For this purpose, the set value and the control amount F are calculated using the disturbance value.1i
A mathematical model of the control process showing the dynamic relationship between
It is. This model has a level 1 control algorithm.
The calculated value is supplied. Model output values and wheels
Actual measured value of tightening force or wheel brake torque F1iWhen
Error condition is detected if there is a significant deviation between
You. Operation signal f for electromagnetically operated reset device1Absent
Operation signal u for the reset module2RIs similar
Has been checked for accuracy at level 2 and
Detects an error condition. The model used is the one
It is derived from a physical relationship.

If an error is detected at level 1 as well as at level 2, the associated start signals g 1H to g 2R are reset and the error message d 1 is transmitted to the communication device K 1
Is output via.

[0067] Level 3 is formed in the microcomputer R 1A. In order to guarantee a reliable functioning of the wheel unit in the event of a computer or program error, it is necessary to ensure that in the case of an error, the level 1 and 2 programs execute normally or that abnormal execution is not detected. No. In the illustrated variant,
A check is made by level 3 and level 4 inquiry / answer communication. Microcomputer unit R1A receives the query from the monitor computer and answers the query, taking into account all the program parts relating to certainty within a predetermined time interval. Queries are answered correctly only when error free execution of the program for computer functional tests and instruction tests is given. The partial answers formed from the partial programs are combined into an overall answer and supplied to level 4 in the monitor element.

This level is formed in the monitor element. Here, respondents overall formed by a microcomputer R 1A is, for the time interval of the occurrence is checked whether matching with the correct answer and bitwise accuracy conforms to the inquiry. If the execution of the inquiry / answer communication with the level 3 is not normal, the start signal e 1H or e 2H is cut off in the monitor element R 1B .

In another modification (modification 2),
The functions of the two wheel units in a diagonal or axle arrangement are integrated into the wheel pair units, as in the previous embodiment. The configuration of this variant of the electromechanical brake device is shown in FIG.

In variants 1 and 2 of the electromechanical brake device, the two wheels are not always braked if the energy source or the communication device K 1 or K 2 fails. This disadvantage is avoided in variant 3. The configuration of this modification is shown in FIG. 7, and the wheel unit is shown in FIG. This modification is particularly, before the wheel wheel modules are coupled by respective redundant communication device K 1 and K 2 and the other module, and energy is supplied from both energy sources to the front wheel wheel module This is different from the above-described first modification.

The functions described are formed by a corresponding program executed in a corresponding computer.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a first embodiment of an electromechanical brake device of the present invention.

FIG. 2 is a configuration diagram of the pedal unit shown in FIG. 1;

FIG. 3 is a configuration diagram of a processing unit shown in FIG. 1;

FIG. 4 is a configuration diagram of a wheel unit shown in FIG. 1;

FIG. 5 is a configuration diagram of another wheel unit shown in FIG. 1;

FIG. 6 is a configuration diagram of a second embodiment of the electromechanical brake device of the present invention.

FIG. 7 is a configuration diagram of a third embodiment of the electromechanical brake device of the present invention.

FIG. 8 is a configuration diagram of a wheel unit of a third embodiment of the electromechanical brake device shown in FIG. 7;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Pedal unit 12, 14, 16, 18 Wheel unit 12a, 14a, 16a, 18a Wheel module 12b, 14b, 16b, 18b Wheel brake (actuator) 20 Energy diagnostic unit 22 Processing unit aR1 , aR2 , aR3 , a R4 Wheel deceleration a V, ref , a H, ref Reference value for deceleration difference of front axle wheel or rear axle wheel a y Lateral acceleration b 1 , b 2 , b 3 Desired measurement signal of driver (for example, (Brake pedal angle) b 4 , b 5 Measurement signal for parking brake request b B, rep, 1 , b B, rep, 2 Reference value for service brake request b F, rep, 1 , b F, rep, 2 Parking brake Jo about the state of the reference values C, C 1 internal communication device c 1, the operation of the diagnostic signal d diagnostic unit of the state of charge of c 2 energy source signals d P1, d P2 electromechanical brake system for desired Message d S pedal unit Service Interface d V processing error signals d 1 units, d 2, d 3, d 4 Error messages E 1 of the wheel unit, E 2 energy source e 1H, e 2H, e 3H , e 4H wheel unit logic operation signal e 1R for power electronics, e 2R, e 3R, guide value F B for the logic operation signal F B service brake force to the power electronics of the reset device e 4R wheel unit, res service brake detection value F B of the desired, res, 1, F B, res, 2 guide value F F with respect to the guide value F F parking brake force to the entire force of the service brake, the detection value F F of res parking brake desired, res, 1, F F, res, 2 Guide value for the total parking brake force F H Guide value for the wheel tightening force (or wheel brake torque) of the rear axle F N1 , F N2 , F N3 , F N4 Wheel load Fr, a , Fr, b Reference value for wheel tightening force or wheel brake torque F res Guide value for desired braking force F V For wheel tightening force of front axle (or wheel brake torque) Guide values F 1 , F 2 , F 3 , F 4 For individual wheel guide values F 1F , F 2F , F 3F , F 4F for wheel brake force or wheel brake torque For wheel tightening force or wheel brake torque Of the selected individual wheels F 1i , F 2i , F 3i , F 4i Actual values of the wheel braking force or brake torque f 1 , f 2 , f 3 , f 4 Operation of the electromagnetic clutch in the wheel unit Signals g 1H , g 2H , g 3H , g 4H Logical operation signals for the power electronics in the wheel unit g 1R , g 2R , g 3R , logical operation for the power electronics of the reset device in the g 4R wheel unit Operating signal i 1K , i 2K , i 3K , i 4K Operating current for electromagnetic release device in wheel unit i 1H , i 2H , i 3H , i 4H Operating current for motor in wheel unit i 1R , i 2R , i 3R, operating current K u1, K u2 release device for resetting device in i 4R wheel unit (locking device) K 1, K 2, K 3 communication device LE 1H, LE 2H, LE 3H , for the operation of LE 4H motor Power Electronics LE 1K , LE 2K , LE 3K , LE 4K Power Electronics for Operation of Electromagnetically Operated Release Device LE 1R , LE 2R , LE 3R , Power Electronics for Operation of LE 4R Reset Device L 1, L determined sensor device M IH state of charge of the second energy source, M 2H motor M 1R, M 2R reset device (reset module) n 1, n 2, n 3, n 4 wheels times Directing the execution of the microcomputer P 3 monitor element in the pedal unit Pr1, Pr2 programs r 1, r 2, r 3 , r 4 wheel unit change processing in the measuring values P 1, P 2 pedal unit speed Control signal for guiding the execution of the change processing in the V processing unit R V1 , microcomputer device in the R V2 processing unit R 1A microcomputer device in the wheel unit R 1B monitor element in the wheel unit s 1H, s 2H, s 3H, s 4H rotation angle s R1 stroke tightening brake disc or brake drum or the motor or transmission stages, s R2, s R3, s R4 wheel slip S 1 · · · Sn wheel Memory cell in the module Ta Periodical scanning time Tx time Tε, Tη Time interval U 1 , U 2 Input interface u BL of pedal unit u BL
Stop lamp operating signal u 1H, u 2H, u 3H , power electronics for u operation signal for the power electronics of the motor in 4H wheel units u 1R, u 2R, u 3R , reset devices in u 4R wheel unit operation signal v F evaluation value of the vehicle speed x d1, x d2, x d3 , x d4 initialization and shutdown signal of the control deviation z 1, z 2 brake system components in the wheel units [delta] L steering angle epsilon, .epsilon.a for, .epsilon.s, mu limit value [psi 'yaw rate .DELTA.a V, ref forward sliding difference Delta] s V for the deceleration difference Delta] s V front axle wheels of the reference value .DELTA.a V front axle wheels for deceleration difference axle wheels, ref, Δs H, ref before Reference values for differential slip between axle wheels or rear axle wheels

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Peter Blessing Germany 74078 Heilbronn, Burgundenstrasse 95

Claims (9)

    [Claims]
  1. A wheel brake (12b, 14b, 12b, 14b,
    16b, 18b) for controlling an actuator for operating the at least one control unit (12a, 14b).
    a, 16a, 18a), wherein the actuator comprises an electric motor (M 1H ) and a locking device, in particular a release device (K u1 ); Wherein the locking device is first released to operate the vehicle, and the locking device is reconnected after the operation of the wheel brake is completed.
  2. 2. Related to at least two wheel brakes
    Energy from various energy sources
    The wheel brakes (12b, 14b) are set based on the set values.
    b, 16b, 18b) Actuator for operating
    At least two control units (12a,
    14a, 16a, 18a) with an electromechanical motor vehicle
    In the brake device, the actuator is provided with an additional reset device (M1R)
    And reset device (M 1R) But one wheel brake failed
    In case of failure, the control unit of the other wheel brake
    Electro-mechanical brakes for automobiles
    Rake equipment.
  3. 3. Each of said control units controls a braking force or a braking torque, provided that a deviation between a set value and an actual value exceeds a predetermined limit value, or 3. The motor vehicle according to claim 1, wherein when the change exceeds a limit value, a control engagement is performed, the locking device is released first, and the electric motor is operated based on the deviation. For electromechanical brake equipment.
  4. 4. The electric machine according to claim 3, wherein when the two conditions are not satisfied, the operation of the lock device is terminated and the electric motor is switched to a state in which no current flows. Type brake device.
  5. 5. The control unit according to claim 1, wherein the control unit includes a microcomputer device for checking an error, and the motor and the locking device can be operated only in an error-free operation. Electromechanical brake device for automobiles.
  6. 6. The vehicle according to claim 1, wherein in the case of an error preventing the release of the wheel brake, control is interrupted and the release is effected via an additional reset device. Electromechanical brake device.
  7. 7. The electromechanical brake according to claim 1, wherein the error preventing the release of the wheel brake is determined based on a measured brake torque or a measured brake force. apparatus.
  8. 8. The information of the error is evaluated in another unit, the other unit being coupled not only to the control unit of the erroneous actuator but also to a control unit for a reset device,
    8. The electromechanical brake device according to claim 1, wherein an operation command is transmitted to a control unit for the reset device.
  9. 9. The electric motor and the reset device,
    9. The electromechanical brake device according to claim 8, wherein energy is supplied from various energy sources.
JP11157966A 1998-06-12 1999-06-04 Electromechanical brake device for automobile Ceased JP2000016262A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE19826130.6 1998-06-12
DE19826130A DE19826130A1 (en) 1998-06-12 1998-06-12 Electromechanical braking system for a motor vehicle

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ID=7870645

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JP11157966A Ceased JP2000016262A (en) 1998-06-12 1999-06-04 Electromechanical brake device for automobile

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JP (1) JP2000016262A (en)
KR (1) KR20000006066A (en)
DE (1) DE19826130A1 (en)
GB (1) GB2338274B (en)

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GB2338274A (en) 1999-12-15
KR20000006066A (en) 2000-01-25
GB9911799D0 (en) 1999-07-21

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