JP2017061293A - Method for driving brake system specific to vehicle having motor and control device for at least one motor of brake system specific to vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method for driving a brake system specific to a vehicle having a motor.SOLUTION: A method for driving a brake system specific to a vehicle having a motor includes: a step of calculating a brake preset value (s) related to a target vehicle deceleration speed; and a step of executing the target vehicle deceleration speed by at least temporarily using the motor. At least one target value related to target motor brake torque to be generated is decided in consideration of a prescribed or decided characteristic curve (k) and at least one brake preset value (s), and the motor is controlled correspondingly. In this case, at least only once determination (P) of the characteristic curve (k) is performed in consideration of at least one latest information (I1) related to at least one volume/pressure relation of at least one brake circuit of the brake system and/or at least one air gap of at least one wheel brake cylinder of the brake system.SELECTED DRAWING: Figure 1a

Description

  The present invention relates to a method for driving a vehicle-specific brake system with an electric motor. Similarly, the invention relates to a control device for at least one electric motor of a vehicle-specific braking system. The invention also relates to an electric motor for a vehicle-specific brake system and a brake system for the vehicle.

  Patent document 1, patent document 2 and patent document 3 describe a method for operating a vehicle-specific brake system and a correspondingly designed control device. In carrying out one of the respective methods, the target vehicle deceleration required by the driver of the vehicle equipped with the brake system to be driven is preferably an electric motor designed exclusively for braking the vehicle. It is generated only by regenerative operation. The master brake cylinder of the brake system at the time of the target vehicle deceleration request by the driver in order to limit or prevent the undesired brake pressure from being formed in at least one wheel brake cylinder of the brake system during regenerative operation of the motor The brake fluid volume pushed out from is moved through at least one valve opening into at least one pressure accumulation volume. At the same time, taking into account the target vehicle deceleration requested by the driver, the motor is controlled so that the requested target vehicle deceleration is generated at least in part by the motor, so that the driver braking request Is satisfied.

German Patent Publication No. 10201211278 German Republic Patent Publication No. 102012222974 German Patent Publication No. 102012222978

  The invention relates to a method for operating a vehicle-specific brake system comprising an electric motor having the features of claim 1, a control device for at least one electric motor of the vehicle-specific brake system having the features of claim 5, An electric motor for a vehicle-specific brake system having the features of claim 9 and a brake system for a vehicle having the features of claim 10 are provided.

  The present invention provides an easily feasible possibility to generate at least one-time adaptation of the relationship between the required target vehicle deceleration and the actual motor brake torque generated by the motor, in which case The driver automatically adapts the driver's target vehicle deceleration requirement to at least one latest hydraulic stiffness and / or at least one air gap of at least one brake circuit. In particular, the present invention also provides a regular / regular or continuous adaptation of the relationship between the required target vehicle deceleration and the actual motor brake torque of the generated motor. As will be explained in detail below, when using the present invention, the driver may request the driver's target vehicle deceleration even during braking when the required target vehicle deceleration is generated solely by the motor. Is adapted to match the current hydraulic stiffness and / or at least one air gap of the at least one brake circuit. This allows a pure regenerative braking mode (in which the required target vehicle deceleration is generated solely by the motor) or a combined hydraulic / regenerative braking mode (in which the required target vehicle reduction is required). Because the speed is partly generated by the motor and partly by the increase in brake pressure in at least one wheel brake cylinder), the pure hydraulic brake mode (in this brake mode the required target vehicle deceleration is the brake system) During the transition of the braking system to (performed only by a corresponding increase in brake pressure in at least one wheel brake cylinder) to ensure that the driver is unaware of the (recognizable / senseable) deceleration variation . This improves the braking comfort of a brake system equipped with an electric motor.

  According to a preferred embodiment of the method, during the time interval after the last brake pressure formation in the at least one wheel brake cylinder, as at least one up-to-date information on the at least one air gap of the at least one wheel brake cylinder. At least one lateral acceleration of the vehicle at is calculated. The at least one lateral acceleration then determines the possibility of the presence of at least one air gap in the at least one wheel brake cylinder, the size of the at least one air gap and / or the respective in the at least one wheel brake cylinder. It can be evaluated as at least one piece of up-to-date information regarding the auxiliary volume provided to overcome the air gap. By taking into account at least one of the above-mentioned values when determining the (new) characteristic curve, the driver automatically adds (possibly present) when the target vehicle deceleration is requested. A relationship between the required target vehicle deceleration and the actual motor brake torque produced is obtained, such as moving the brake fluid volume from the master brake cylinder (sufficient to overcome at least one air gap). It is done. As a result, the additional brake fluid volume can be temporarily stored in the at least one reservoir of the brake system solely by the motor during the target vehicle deceleration, without problems, so that when the motor is deactivated And additional brake fluid for overcoming at least one air gap in the wheel brake cylinder only by forming a brake pressure in the at least one wheel brake cylinder at the time of execution of the requested target vehicle deceleration. There is a product.

  According to another preferred embodiment of the method, as at least one piece of current information regarding at least one volume / pressure relationship of at least one brake circuit, the previously requested target vehicle deceleration is primarily solely by the motor. Or from a first operating mode of the brake system, partially filled by an electric motor, to a second operating mode of the braking system, in which the previously requested target vehicle deceleration is subsequently satisfied exclusively by at least one wheel brake cylinder. A deceleration difference, a pressure difference and / or a brake torque difference generated at the time of transition of the brake system is calculated. In particular, it is possible to detect whether the hydraulic stiffness of at least one brake circuit is below the characteristic curve (not yet adapted to the latest state) in the deceleration difference that has occurred during such a transition. it can. Subsequently, by a (new) determination of the characteristic curve taking into account at least one latest information, the characteristic curve is subsequently adapted as desired to the current hydraulic stiffness of the at least one brake circuit. Can be adapted.

  Supplementally or alternatively to the above embodiment, adjusted by the driver during the previous request for the target vehicle deceleration as at least one up-to-date information regarding at least one volume / pressure relationship of the at least one brake circuit. A relationship between the time increase of the adjustment stroke of the at least one brake operating member and the time increase of at least one brake pressure in the at least one wheel brake cylinder may be calculated. Such a relationship can be used in particular to detect whether the latest hydraulic stiffness of at least one wheel brake cylinder is located on a characteristic curve (not yet updated). Again, the (new) determination of the characteristic curve allows the characteristic curve to be adapted to the current hydraulic stiffness of the at least one brake circuit as desired.

  The advantages described above are also guaranteed in a corresponding control device for at least one electric motor of the vehicle-specific brake system. It should be pointed out that this control device can be further improved according to the above-described embodiment of the method for operating a vehicle-specific brake system with an electric motor.

  Furthermore, a motor for a vehicle-specific brake system and a brake system for a vehicle, each equipped with such a control device, also provide the above advantages. Again, the control device can be further improved according to the above embodiment of the method for operating the vehicle specific brake system.

  Other features and advantages of the present invention are described below with reference to the drawings.

1 is a coordinate system for explaining a first embodiment of a method for driving a vehicle-specific brake system equipped with an electric motor. 1 is a coordinate system for explaining a first embodiment of a method for driving a vehicle-specific brake system equipped with an electric motor. 4 is a coordinate system for explaining a second embodiment of a method for operating a vehicle-specific brake system equipped with an electric motor. 2 is a schematic view of an embodiment of a control device for at least one electric motor of a vehicle-specific brake system. FIG.

  In the following, various embodiments of a method for operating a vehicle-specific brake system with an electric motor and a control device for at least one electric motor of the vehicle-specific brake system are described. The feasibility of the illustrated method and the corresponding use of the control device are not limited to a given brake system type of the vehicle-specific brake system, and also for vehicles / automobiles equipped with such a brake system. It is not limited to a predetermined vehicle type / automobile type. For example, a method for operating each of the conventional brake systems described in Patent Literature 1, Patent Literature 2, and Patent Literature 3 can be implemented. The embodiments described below of a method for driving a vehicle-specific braking system with an electric motor may be combined with the conventional methods described in the above publications. Furthermore, the control device can be used for each of the conventional brake systems.

  Regarding the feasibility of the embodiment of the method for driving a vehicle-specific brake system with an electric motor and the possibility of using the corresponding control device, reference is made to the above-mentioned patent document 1, patent document 2 and patent document 3 It should be construed as an example only. An embodiment of a method for driving a vehicle-specific brake system with an electric motor and the corresponding control device can be used for (almost) all brake systems of a vehicle with an electric motor. An electric motor can be interpreted as an (electric) motor. This motor allows the actual motor brake torque to act on at least one wheel of each vehicle and / or at least one axle of each vehicle, thereby reducing the actual vehicle reduction caused by at least the actual motor brake torque. It is decelerated based on the speed or braked until it stops. The electric motor is configured so that the kinetic energy of the vehicle can be converted into electric energy and can be stored in the reserve unit / battery, particularly by (regenerative / generator type) operation for braking the vehicle. Good. For this purpose, alternatively or additionally, the electric motor may be a drive motor for (selectively) accelerating the vehicle. However, it should be pointed out that the feasibility of an electric motor is not limited to a given motor type.

  1a and 1b show a coordinate system for explaining a first embodiment of a method for operating a vehicle-specific brake system with an electric motor.

  When performing the method described below (when the brake driver / brake pedal is operated by the driver of the vehicle), at least one brake preset value relating to the target vehicle deceleration of the vehicle requested by the driver is obtained. Calculated. The at least one brake preset value corresponds to, for example, an operation force for operating the brake operation member / brake pedal by the driver. In particular, the brake operation member / brake pedal adjustment stroke, the brake operation member / driver brake force transmission member adjustment stroke connected to the brake pedal and / or the driver brake applied to the brake operation member / brake pedal by the driver The force can be calculated as at least one brake preset value. In order to calculate at least one brake preset value, at least one brake operating member sensor, such as a brake pedal stroke sensor, a rod stroke sensor, a differential stroke sensor and / or a driver brake force sensor, may be used. The at least one brake preset value calculated in this manner generally corresponds to the requested target vehicle deceleration magnitude requested by the driver through the operation force of the brake operating member / brake pedal. To do.

  The requested target vehicle deceleration is performed at least temporarily using the electric motor. This has the advantage that the kinetic energy of the vehicle is converted into electrical energy by driving the electric motor to brake the vehicle. The electrical energy obtained by the generator / regenerative operation of the motor can be temporarily stored in at least one reserve unit / battery of the vehicle and can be withdrawn later if necessary. Therefore, by executing the required target vehicle deceleration while using the electric motor at least temporarily, the vehicle energy consumption is reduced, and in some cases, the generation of harmful substances in the running vehicle is also reduced.

  Preferably, in order to obtain as much electrical energy as possible in this manner, the required target vehicle deceleration is performed exclusively by the electric motor as often as possible. However, as long as at least one reserve unit / battery has not yet been fully charged and the vehicle is running at at least the lowest speed required to drive the motor in a generator / regenerative manner, the motor Can only be used to brake the vehicle.

  Therefore, in general, it is impossible to brake the vehicle to its stop state solely by the electric motor. Therefore, a vehicle-specific brake system equipped with an electric motor usually also has at least one wheel brake cylinder, which is connected to the master brake cylinder of the brake system via at least one brake circuit. . Thus, as soon as the electric motor is no longer usable to brake the vehicle, a pressure increase in the at least one wheel brake cylinder causes the actual friction brake torque Mhyd of the at least one wheel brake cylinder to be applied to at least one wheel of the vehicle. In effect, the actual motor brake torque Mm, which is no longer necessary for the motor, can be corrected by the (newly generated) actual friction brake torque of at least one wheel brake cylinder.

  This process is often referred to as “Verblenden”. This is because, from the first operating mode, the brake system is driven from the first operating mode in which the required target vehicle deceleration (approximately / nearly zero except for the residual friction brake torque of at least one wheel brake cylinder) is satisfied solely by the motor. In this case, it can also be said that in the second mode of operation, the required target vehicle deceleration is (substantially) fulfilled exclusively by at least one wheel brake cylinder. Further, the first operation mode is referred to as a pure regenerative brake mode, and the second operation mode is referred to as a pure hydraulic brake mode.

  In a preferred form, the method described here is such that at least one reserve unit / battery is not fully charged and / or vehicle speed is required for generator / regenerative operation of the motor. As long as the minimum speed is exceeded, the required target vehicle deceleration (approximately / nearly zero except for the residual friction brake torque of at least one wheel brake cylinder) is generated solely by the motor. This is because at least one target value relating to a target brake torque acting on at least one wheel of the vehicle and / or at least one axle of the vehicle by means of an electric motor is a predetermined or determined characteristic curve k and at least one brake preset value. Is determined by taking into account. The electric motor then has the required target vehicle deceleration (at least partially / nearly zero except for the residual friction torque of at least one wheel brake cylinder) corresponding to the target motor brake torque and at least one wheel and Controlled to be executed by actual motor brake torque Mm acting on at least one axle.

  One embodiment for the characteristic curve k is described in the coordinate system of FIG. In the coordinate system of FIG. 1a, the abscissa shows the rod stroke s as an example for at least one brake preset value, while the ordinate shows the brake torque M. (Instead of the brake torque M, the at least one target value may be another value indicating the operation of the electric motor.)

  The characteristic curve k is a function that determines (directly or via at least one target value) the target motor brake torque of the motor that is to be generated in pure regenerative braking mode based on at least one brake preset value. Can be prescribed. The characteristic curve k is derived in a preferred form from the output characteristic curve recorded before / at the start of operation of the brake system, which results in at least one brake preset value and pure regenerative braking mode. The output relationship between the target motor brake torque to be clamped is as follows: the target motor brake torque determined for the pure regenerative brake mode is (approximately) at least one respective brake preset value Is determined (directly or indirectly) to correspond to the actual friction brake torque Mhyd generated in a purely hydraulic brake mode. This can also be rephrased that the output characteristic curve corresponds to the (generally) first / original hydraulic stiffness of at least one brake circuit before / when the brake system is started, and from this hydraulic stiffness, Output between at least one brake preset value (or in this case the brake fluid volume moved from the master brake cylinder into at least one brake circuit) and the actual friction brake torque Mhyd produced in pure hydraulic brake mode A ratio is obtained.

  In a preferred embodiment of the method described here, furthermore, as soon as the motor is no longer usable in generator / regenerative mode, the actual motor brake torque Mm (no longer needed) of the motor is reduced to at least one friction brake. It is replaced by the actual friction brake torque Mhyd of the cylinder. This process is illustrated in FIG.

  The coordinate system of FIG. 1b has a time axis t as the abscissa, while the ordinate of the coordinate system of FIG. 1b represents the actual motor brake torque Mm and the actual friction brake torque Mhyd applied to the vehicle. Total brake torque Mtotal consisting of In the example of FIG. 1b, until the time t1, the required target vehicle deceleration (possibly almost zero except for the residual friction brake torque of at least one wheel brake cylinder) is generated solely by the motor. Accordingly, the total brake torque Mtotal is (approximately) the same as the actual motor brake torque Mm until time t1. In other words, the brake system is in a pure regenerative braking mode until time t1.

  In a preferred form, in pure regenerative braking mode, the brake fluid volume pushed out from the master brake cylinder of the brake system when the driver requests the target vehicle deceleration (operation of the brake operating member / brake pedal) Are temporarily stored in at least one reservoir (eg, a low pressure reserve chamber). The possibilities for executing the pure regenerative braking mode are described, for example, in patent document 1, patent document 2 and patent document 3.

  From time t1, the brake system is shifted from the pure regenerative brake mode to the pure hydraulic brake mode. For this purpose, for example, the motor is deactivated, whereas the temporarily stored brake fluid volume is moved into at least one brake circuit (and thus in at least one wheel brake cylinder). Accordingly, the increase in the actual friction brake torque Mhyd of at least one wheel brake cylinder starts from time t1 to time t2. Until the time t3, the motor is “stopped”. Accordingly, from time t3, the total brake torque Mtotal becomes the same as the actual friction torque Mhyd of at least one wheel brake cylinder.

  However, the hydraulic stiffness of the at least one brake circuit often changes after the brake system is started. In particular, the aging effect and / or the temperature can cause a certain change in the hydraulic stiffness of the at least one brake circuit. In the embodiment of FIG. 1b, the hydraulic stiffness of the at least one brake circuit requires a larger (relative to the original / original hydraulic stiffness) brake fluid volume in order to produce a given brake pressure. Have a change. Before / at the start of operation of the brake system, at least one friction is generated while the volume of brake fluid moved back into the at least one brake circuit from time t1 generates the “standard friction brake torque” Mhyd0. The actual friction brake torque Mhyd of the brake cylinder is obviously small at time t3.

  Therefore, the actual friction brake torque Mhyd of the at least one wheel brake cylinder generated at the time point t2 is also smaller than the actual motor brake torque Mm of the electric motor that exists until the time point t1. Therefore, since the total brake torque Mtotal obtains the brake torque difference Δ between the time points t2 and t3, it corresponds to the brake torque difference at the time of the transition of the brake system from the pure regenerative brake mode to the pure hydraulic brake mode. It is also possible to determine the deceleration difference to be performed.

  Of course, by the method described here, it is possible to prevent a significant deceleration difference from being repeatedly generated during the transition from the pure regenerative brake mode to the pure hydraulic brake mode. For this purpose, the characteristic curve k is determined at least once (newly) taking into account at least one current information I1 concerning at least one volume / pressure relationship of at least one brake circuit of the brake system. For example, in the embodiment of FIGS. 1a and 1b, the deceleration difference that occurs during the transition of the brake system from pure regenerative brake mode to pure hydraulic brake mode is the at least one volume / pressure relationship of at least one brake circuit. Is calculated as at least one latest information I1. The subsequent determination of the characteristic curve k at least once (new) taking into account at least one latest information I1 is indicated by the arrow P in FIG. (A corresponding pressure difference and / or brake torque difference may be used as a supplement to the deceleration difference or alternatively.)

  Due to the graph I1 as the at least one current information I1, in FIG. 1a a brake with a greater hydraulic stiffness (relative to the initial ratio) for the changed hydraulic stiffness of the brake system to affect the determined actual friction brake torque Mhyd It has been shown that liquid volume is required. However, by determining at least once (new) taking into account at least one latest information I1, the characteristic curve k (as the newly determined characteristic curve kc) is changed to the changed fluid of the at least one brake circuit. It can be adapted to the pressure rigidity. This prompts the driver to pump more brake fluid out of the master brake cylinder in order to produce a predetermined target vehicle deceleration due to the “decrease in the characteristic curve k” already in the pure regenerative braking mode. As a result, even during the transition from the pure regenerative brake mode to the pure hydraulic brake mode that is performed next, a sufficiently large amount of brake fluid causes the actual motor brake torque Mm that becomes unnecessary (equal to the actual motor brake torque Mm). It is guaranteed to be provided for complete consumption (in fact by the formation of the friction brake torque Mhyd). Thus, the adaptation of the characteristic curve k shown in FIG. 1a results in a newly determined characteristic curve kc that is better adapted to the hydraulic stiffness that is actually present during the next braking.

  A continuous adaptation of the characteristic curve k can also be carried out by determining the characteristic curve k many times in the above-mentioned manner. Since the change in hydraulic stiffness of the at least one brake circuit is usually not abrupt, but over a longer period of time, the characteristic curve can be adapted already after braking, in which case The deceleration difference that occurs during the transition from pure regenerative braking mode to pure hydraulic braking mode is so small that it cannot be recognized by the driver yet. Thus, when utilizing the method shown in FIGS. 1a and 1b, the driver can use pure regenerative braking even after the occurrence of a significant aging effect that adversely affects the hydraulic stiffness of at least one brake circuit. When changing from mode to pure hydraulic brake mode, there is little variation in deceleration. Therefore, the braking comfort of the vehicle-specific brake system is still guaranteed after a longer start of operation or after a longer operation.

  FIG. 2 shows a coordinate system for explaining a second embodiment of the method for driving a vehicle-specific brake system having an electric motor. Also in the coordinate system of FIG. 2, the abscissa indicates an example rod stroke s for at least one brake preset value, while the ordinate indicates the brake torque M.

  Furthermore, the differences of the method of FIG. 2 with respect to the embodiment are described. However, it should be pointed out that the method of FIG. 2 may also include the method steps.

  In the embodiment of FIG. 2, at least one during at least one braking performed in pure hydraulic braking mode as at least one current information I2 regarding at least one volume / pressure relationship of at least one brake circuit. The relationship between the time increase of the rod stroke s in one wheel brake cylinder and the time increase of at least one brake pressure (or the actual friction brake torque Mhyd generated by at least one wheel brake cylinder) is calculated. In this manner, the graph I2 for the hydraulic stiffness of the at least one brake circuit can be calculated even during at least one braking performed in the pure regenerative braking mode. Moreover, instead of the rod stroke s, another value relating to the adjustment stroke of the at least one brake operation member adjusted by the driver when the target vehicle deceleration is requested or the driver brake force transmission member connected to the brake operation member Can also be evaluated.

  As braking executed in the pure hydraulic brake mode, all braking that is not regeneratively braked from the start of operation of the brake operating member / brake pedal to the complete release of the brake operating member / brake pedal can be used. This is the case, for example, when braking is required at low shaft speeds, for example when entering and starting at parking, when the temperature is too high and / or when at least one reserve unit / battery is fully charged.

  In the example shown in FIG. 2, the hydraulic stiffness of at least one brake circuit is above the characteristic curve k (not yet updated). However, even under such circumstances, a suitable adaptation is possible by a new determination of the characteristic curve k (as a newly determined / updated characteristic curve kc) shown in the drawing in FIG.

  For all the above methods, the fact that the hydraulic fluid is moved only within the brake system during each braking is utilized. The above embodiments of the method for driving a vehicle-specific braking system with an electric motor may be combined in one common method.

  Also, by making at least one (new) determination of the characteristic curve, additionally taking into account at least one latest information on at least one air gap of at least one wheel brake cylinder of the brake system, The above embodiments or a combination of the two embodiments can be further improved. Instead of considering at least one updated information I1 or I2 on at least one volume / pressure relationship of at least one brake circuit, consider at least one updated information on at least one air gap of at least one wheel brake cylinder However, the characteristic curve may be selectively determined.

  Accordingly, it is possible to appropriately respond to a short time increase in the volume accommodating portion of the brake system. The cause of such a short time increase in the volume accommodating part of the brake system is the so-called increase in the air gap, which can be called the distance of the brake disc relative to the brake lining. This interval is significantly increased, for example, when traveling for a long time without braking or when traveling with high lateral acceleration.

  At least one lateral acceleration of the vehicle during a time interval after the last brake pressure occurrence in the at least one wheel brake cylinder is calculated as at least one latest information on at least one air gap of the at least one wheel brake cylinder. Therefore, it is possible to respond to the increase in the interval as described above. Similarly, the running time without braking after the last occurrence of brake pressure in the at least one wheel brake cylinder can be calculated as at least one latest information regarding at least one air gap of the at least one wheel brake cylinder. Then, with at least one updated information on the possibly increased air gap, an inaccurate response of the wheel brake cylinder may cause additional brake fluid volume to overcome at least one air gap. The characteristic curve k can be determined in advance so that it can be avoided. Thus, inaccurate response characteristics generated in the conventional form of at least one wheel brake cylinder can be avoided by the method described here in order to obtain the desired braking action. Sensors for calculating at least one lateral acceleration and / or a running time after the last occurrence of brake pressure in at least one wheel brake cylinder are already mounted on the vehicle in a conventional manner. Thus, no additional sensors are required in the vehicle to implement the preferred method described herein.

  All the embodiments described here are suitable for continuously adapting the characteristic curve k over multiple brakings, so that the braking system from pure regenerative braking mode to pure hydraulic braking mode There is no deceleration fluctuation at the time of transition.

  It should also be pointed out that in all the above embodiments, the consumption process can be implemented without affecting the braking distance of the vehicle. Also, the brake operating member / brake pedal stiffness is suitable for the driver (standard) regardless of whether the required target vehicle deceleration is performed purely regeneratively or purely hydraulically. It can be adjusted to have a braking feeling (pedal feeling). The possibilities for adjusting the rigidity of the brake operating member / brake pedal have already been described in patent document 1, patent document 2 and patent document 3.

  FIG. 3 shows a schematic diagram of an embodiment of a control device for at least one electric motor of a vehicle-specific brake system.

  The control device 10 can cooperate with different motor types of the motor 12 of the vehicle specific brake system. For example, the control device 10 may be incorporated into one of the brake systems of Patent Document 1, Patent Document 2, or Patent Document 3.

  The control device 10 has an electronic device 14 which is generated by the motor 12 (on at least one wheel of the vehicle and / or at least one axle of the vehicle) equipped with a brake system. Designed to determine at least one target value for brake torque. The determination of the at least one target value is made in view of at least one provided brake preset signal 16 relating to the target vehicle deceleration requested by the driver of the vehicle, for example. Optionally, the motorized device 14 relates to a target motor deceleration generated by the motor 12, wherein at least one target value is determined taking into account the requested target vehicle deceleration (by another vehicle component 20). It may be designed to be determined taking into account at least one provided motor preset signal 18. The electronic device takes into account at least one target value, at least one provided brake preset signal 16 or at least one provided motor preset signal 18, and a stored characteristic curve k (in the reserve unit 22). It is clearly pointed out here that it is designed to be determined with additional considerations.

  The electronic device 14 then allows the motor 12 controlled by the motor control signal 24 to enable / activate the actual motor brake torque corresponding to the target motor brake torque on at least one wheel and / or at least one axle. In addition, the motor control signal 24 corresponding to at least one target value is designed to be output to the motor 12.

  The electronic device 14 additionally has at least one characteristic curve k relating to at least one air gap of at least one wheel brake cylinder of the brake system and / or at least one volume / pressure relationship of at least one brake circuit of the brake system. It is newly determined in consideration of the latest information 26-30 and is designed for storing (in the reserve unit 22 as a newly determined characteristic curve kc). In the embodiment shown in FIG. 3, the electronic device 14, for example, outputs at least one provided lateral acceleration 26 of the vehicle during a time interval after the last pressure build in at least one wheel brake cylinder to at least one wheel. Considered as at least one up-to-date information 26 on at least one air gap of the brake cylinder, it is designed for newly determining and storing the characteristic curve k. Optionally, the electronic device 14 may be configured to calculate / measure at least one lateral acceleration. Furthermore, the running time without braking after the last brake pressure formation in the at least one wheel brake cylinder may be taken into account in order to newly determine the characteristic curve k.

  In a preferred form, the electronic device 14 provides the previously requested target vehicle from the first operating mode (pure regenerative braking mode) of the brake system in which the previously requested target vehicle deceleration is first met only by the motor. Automatically calculated or provided that occurs during the transition of the braking system to a second operating mode (pure hydraulic braking mode) of the braking system in which the deceleration is subsequently satisfied only by at least one wheel brake cylinder Designed to newly determine and store the characteristic curve k, taking into account the deceleration difference 28 to be taken as at least one up-to-date information 28 on at least one volume / pressure relationship of at least one brake circuit Has been. Similarly, the electronic device 14 may increase the adjustment stroke of the at least one brake operating member adjusted by the driver during the previous request for the target vehicle deceleration, and at least (during a pure hydraulic brake mode). Considering the relationship 30 between the temporal increase of at least one brake pressure in one wheel brake cylinder as at least one up-to-date information 30 on at least one volume / pressure relationship of at least one brake circuit The characteristic curve k may be newly determined and stored.

  This control device 10 fulfills all the advantages mentioned above. This control device 10 may be designed to carry out all the method steps described above. Furthermore, an electric motor 12 for a vehicle-specific brake system with such a control device 10 or a brake system for a vehicle with a corresponding control device 10 provides the above advantages.

DESCRIPTION OF SYMBOLS 10 Control device 12 Electric motor 14 Electronic device 16 Brake preset signal 16 Brake preset signal 18 Motor preset signal 20 Vehicle component 22 Reserve unit 24 Motor control signal 26 Latest information, lateral acceleration 28 Latest information, deceleration difference 30 Latest information , Relationship k characteristic curve kc newly determined characteristic curve M brake torque Mhyd actual friction brake torque Mm actual motor brake torque Mtotal total brake torque P arrow, characteristic curve (k) determined at least once s adjustment stroke, rod stroke t Time axis t1, t2, t3 Time, time point Δ Brake torque difference I1, I2 Latest information, graph

Claims (10)

A method for driving a vehicle-specific brake system with an electric motor (12), comprising:
Calculating at least one brake preset value (s) relating to a target vehicle deceleration of the vehicle requested by a driver of the vehicle equipped with the brake system;
Performing the requested target vehicle deceleration at least temporarily using the electric motor (12), wherein
At least one target value for a target motor brake torque to be applied to at least one wheel of the vehicle and / or at least one axle of the vehicle by the electric motor (12) is a predetermined or determined characteristic curve ( k) and at least one said brake preset value (s), and
The requested target vehicle deceleration is performed by an actual motor brake torque (Mm) that at least partially corresponds to the target motor brake torque and acts on at least one wheel and / or at least one axle. In the method in which the electric motor (12) is controlled,
The characteristic curve (k) is at least one current with respect to at least one air gap of at least one wheel brake cylinder of the brake system and / or at least one volume / pressure relationship of at least one brake circuit of the brake system. Method for operating a vehicle-specific brake system with an electric motor, characterized in that it comprises a step (P) of determining at least once taking into account information (I1, I2, 26-30) .   As at least one latest information (26) on at least one air gap of at least one wheel brake cylinder, at least of the vehicle during a time interval after the last brake pressure formation in at least one wheel brake cylinder. The method of claim 1, wherein one lateral acceleration (26) is calculated.   As at least one piece of current information (I1, 28) regarding at least one volume / pressure relationship of at least one brake circuit, the previously requested target vehicle deceleration is primarily solely or partly by the motor (12). From the first operating mode of the brake system that is satisfied by the electric motor (12), the second target of the brake system in which the previously requested target vehicle deceleration is subsequently satisfied exclusively by at least one wheel brake cylinder. 3. The method according to claim 1, wherein a deceleration difference (I 1, 28), a pressure difference and / or a brake torque difference generated during the transition of the brake system to the operating mode is calculated.   Adjustment of at least one brake operating member adjusted by the driver during a previous request for target vehicle deceleration as at least one updated information (I2, 30) on at least one volume / pressure relationship of at least one brake circuit The relationship (I2, 30) between the time increase of the stroke (s) and the time increase of at least one brake pressure in the at least one wheel brake cylinder is calculated. The method of any one of these. A control device (10) for at least one electric motor (12) of a vehicle-specific braking system,
An electronic device (14), the electronic device (14) providing at least one provided brake preset signal (16) relating to the target vehicle deceleration requested by the driver of the vehicle equipped with the brake system. Or in consideration of at least one provided motor preset signal (18) relating to the target motor deceleration determined by the requested target vehicle deceleration and generated by the motor (12). 12) to determine at least one target value for a target motor brake torque to be applied to at least one wheel of the vehicle and / or at least one axle of the vehicle, and to the at least one target value The corresponding motor control signal (24) is controlled by this motor control signal (24). The motor (12) outputs an actual motor brake torque (Mm) corresponding to the target motor brake torque so that it can act on at least one wheel and / or at least one axle. Designed to
The electronic device (14) takes into account at least one of the target values, at least one of the provided brake preset signal (16) or at least one of the provided motor preset signal (18), and additionally In a form designed to take into account the stored characteristic curve (k)
The electronic device (14) additionally provides at least one updated information (I1, I2, 26-30) on at least one air gap of at least one wheel brake cylinder of the brake system and / or of the brake system. Vehicle-specific braking system designed to newly determine and store said characteristic curve (k) taking into account at least one volume / pressure relationship of at least one brake circuit A control device (10) for at least one of the motors (12).   The electronic device (14) is configured to provide at least one automatically calculated or provided lateral acceleration (26) of the vehicle during a time interval after the last brake pressure formation in at least one wheel brake cylinder. Designed to newly determine and store the characteristic curve (k) in view of at least one latest information (26) on at least one air gap of at least one wheel brake cylinder The control device (10) according to claim 5.   The electronic device (14) is configured to cause the previously requested target vehicle deceleration from a first operating mode of the brake system, in which the previously requested target vehicle deceleration is satisfied solely by the motor (12) only. Automatically calculated or provided deceleration difference (I1,28) occurring at the time of the transition of the brake system to the second operating mode of the brake system, which is only filled later by at least one of the wheel brake cylinders ) As at least one piece of current information (I1,28) relating to at least one volume / pressure relationship of at least one of the brake circuits to newly determine and store the characteristic curve (k) 7. The control device (10) according to claim 5 or 6, which is designed as follows.   The electronic device (14) increases the time increase of the adjustment stroke (s) of at least one brake operating member adjusted by the driver during a previous request for the target vehicle deceleration and in at least one of the wheel brake cylinders. The relationship between at least one brake pressure increase over time (I2, 30) as at least one current information (2, 30) regarding at least one volume / pressure relationship of the at least one brake circuit The control device (10) according to any one of claims 5 to 7, wherein the characteristic curve (k) is newly determined and stored in consideration.   Electric motor (12) for a vehicle-specific brake system, comprising the control device (10) according to any one of claims 5 to 8.   A brake system for a vehicle, comprising a control device (10) according to any one of claims 5 to 8 or an electric motor (12) according to claim 9.

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