WO1996029222A1 - Procede et dispositif de commande ou de regulation du systeme de freinage d'un vehicule - Google Patents

Procede et dispositif de commande ou de regulation du systeme de freinage d'un vehicule Download PDF

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Publication number
WO1996029222A1
WO1996029222A1 PCT/DE1996/000329 DE9600329W WO9629222A1 WO 1996029222 A1 WO1996029222 A1 WO 1996029222A1 DE 9600329 W DE9600329 W DE 9600329W WO 9629222 A1 WO9629222 A1 WO 9629222A1
Authority
WO
WIPO (PCT)
Prior art keywords
pedal
actuation
brake
error
force
Prior art date
Application number
PCT/DE1996/000329
Other languages
German (de)
English (en)
Inventor
Hermann Winner
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO1996029222A1 publication Critical patent/WO1996029222A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • the invention relates to a method and a device for controlling or regulating the brake system of a vehicle
  • Such a method or such a device is known from US 5,230,549.
  • a brake system with an electronic control unit which actuates the wheel brakes depending on a driver specification (braking request).
  • the actuation of a control element is determined as the driver's specification.
  • a first sensor for the actuating force of the brake pedal and a second sensor for the distance covered by the brake pedal are provided for detecting the pedal actuation.
  • the actuation force signal or the travel signal is used, depending on the operating variables.
  • the brake request is determined on the basis of the distance signal if the deceleration of the vehicle is less than a predetermined value, the distance covered by the brake pedal or the actuating force is less than a predetermined value.
  • the function of the brake system depends on the electrically determined one If there is a braking request, an undesired situation can arise in the event of an error in the determination of the braking request, in particular in the event of an error in the pedal actuation detection. Measures for error detection and / or for availability in connection with the determination of the braking request are not described in US Pat. No. 5,230,549.
  • the operational safety of the brake system is ensured. Error states in the area of the pedal actuation detection are reliably recognized. It is particularly advantageous to use the signal from a brake pedal switch, which can also be used to control the brake lights, as a third signal for checking the error.
  • the availability of the brake system is ensured even in the event of error states in the area of the brake request determination. This advantageously results in the possibility of localizing the error that has occurred and of continuing the braking function without restriction on the basis of the functional elements. If all the components function correctly, it is particularly advantageous to increase the accuracy of the braking request and thus the determination of the target value by evaluating the signals from at least two sensors which operate on different measuring principles.
  • the measures according to the invention are advantageously used in conjunction with all conceivable measuring principles for pedal force and pedal travel sensing and with all known brake systems, whether hydraulic, pneumatic or electrical, with and without emergency brake circuits.
  • FIG. 1 shows a block diagram of a control system of a brake system
  • FIG. 2 shows a diagram of the actuating force over the pedal travel for a preferred exemplary embodiment of a brake pedal characteristic.
  • Preferred exemplary embodiments for determining errors and braking requests are shown with the aid of the flow diagrams in FIGS. 3 to 5.
  • FIG. 1 shows an electronic control system for a vehicle brake system.
  • 10 represents an operating element that can be actuated by the driver, preferably a brake pedal.
  • a measuring device 12 for detecting the actuating force F
  • a measuring device device 14 for detecting the distance traveled or angle X and, in an advantageous exemplary embodiment, connected to a switch 16 for binary detection of the brake pedal actuation BS.
  • This pedal actuation detection unit generally comprises a mechanical unit, not shown, which offers the driver a progressive force curve, that is to say an actuating force that increases with increasing actuation.
  • the pedal is connected to an elastic unit which yields to the force applied by the driver and has the characteristics outlined.
  • the actuating force can be determined via strain gauge bridges in front of the flexible unit on the basis of the pedal deflection or the compression of the connecting rod between the pedal and the flexible unit.
  • the force can be detected at a support point in the flexible unit. Strain gauge bridges in particular are used to record the mechanical
  • the flexible unit is a displacement piston (pneumatic or hydraulic)
  • the pedal actuation force can be obtained by measuring the pressure in the flexible unit.
  • the operative connection between the brake pedal 10 and measuring devices 12, 14 and 16 is symbolized in FIG. 1 by a mechanical connection 18.
  • This control unit 20 or the microcomputer 22 are supplied with the input line 24 from the measuring device 12, the input line 26 from the measuring device 14 and, if appropriate, the input line 28 from the switch 16.
  • the control unit 20 or the microcomputer 22 are supplied with input lines 30 to 32 from further measuring devices 34 to 36 which detect selected operating variables of the brake system, the vehicle and / or its drive unit. Via the output lines 38 to 44, the control unit 20 or the microcomputer 22 is connected to control elements 46 to 52, which actuate the wheel brakes.
  • control elements are valve arrangements which control the pneumatic or hydraulic pressure in the wheel brake cylinders.
  • the valve arrangements can each be assigned to a wheel brake and the wheel brakes to an axle.
  • the control unit 20 actuates the wheel brakes in the context of a pressure control circuit, the setpoint of which is specified individually by the braking request.
  • the actuating elements 46 to 52 are electric motors which actuate the individual wheel brakes.
  • the control unit 20 or the microcomputer 22 detects the actuating force F, the pedal travel X and, in an advantageous exemplary embodiment, the brake light signal state BS via its input lines.
  • These signals are evaluated on the one hand for error detection, on the other hand for determining the braking request and thus for determining the setpoint for the control or regulation of the brake system.
  • the determined braking request is converted into target values for the individual wheel brakes, taking into account further operating variables such as brake pad wear, axle loads, etc., in accordance with predetermined characteristic curves or fields.
  • these setpoints represent the brake pressure to be set, the braking torque to be set, the braking force, the vehicle deceleration, etc. They are then regulated in the context of one or more control loops.
  • the pedal actuation detection unit has a predetermined characteristic. This pedal characteristic is shown in FIG. 2 as pedal force F over path X.
  • Both values can be changed from the value 0 to a maximum value.
  • the actuation force begins to differ from 0.
  • the course of the actuating force over the path X is progressive.
  • the basic idea of the measures according to the invention is the use of measuring devices which record both the pedal force F and the pedal travel X. Since the pedal characteristic F (X) is known or can be determined, an error check is carried out on the basis thereof. For this purpose, the measured values F and X are compared with the known profile of the pedal characteristics and an error is detected in the event of impermissible deviations. It can be determined that one of the two sensors has failed or that the pedal characteristic is abnormal. This procedure is particularly suitable for brake systems with hydraulic or pneumatic emergency operation.
  • the measured actuation force F and the measured pedal travel X are read in in the first step 100.
  • the pedal force FX to be expected is then determined in step 102 in accordance with the known pedal characteristic as a function of the measured pedal travel X.
  • the amount of the difference between the measured pedal force F and the expected pedal force FX is compared with a tolerance value ⁇ . If the amount of the difference is less than or equal to the tolerance value, error-free operation is recognized according to step 106 and the error flag is set to the value 0. If the amount of the difference exceeds the tolerance value, an error must be hen. According to step 108, the error flag is then set to the value 1 and a warning is issued to the driver. After steps 106 and 108, the program part is ended.
  • the pedal travel to be expected is determined on the basis of the measured pedal force using the pedal characteristic.
  • the error check is then carried out by comparing the difference between the measured and the expected pedal travel with a predetermined tolerance amount.
  • actuation force F and pedal travel X are read in in the first step.
  • a check is then made in query step 202 as to whether the error flag is set, that is to say whether an error state in the area of the brake request determination has been detected. If this is the case, a switch is made to emergency operation in step 204. In the case of a brake system with a hydraulic or pneumatic emergency brake circuit, this is done by switching to this emergency brake circuit.
  • the braking request is determined in step 206. In the preferred embodiment, this takes place on the basis of predetermined characteristic curves or fields from pedal force and / or path. In a preferred exemplary embodiment, the braking request is determined from the mean value of the two measured values, and weighted mean values can also be used. In other advantageous exemplary embodiments, depending on the operating range of the brake system, one or the other measured value can be used to determine the braking request. reasons lie. A minimum or maximum selection (depending on the operating range of the brake system) from the available measured values can also be advantageous.
  • this braking request value is emitted in the subsequent step 210 to determine the possibly wheel-specific target values and the program part is ended.
  • Fault diagnosis is achieved by integrating the brake pedal switching signal. This measure can provide information about the source of the error and this knowledge can be taken into account when determining the braking request and thus the setpoint in the event of an error. The result is an error-tolerant brake request or setpoint acquisition.
  • a preferred exemplary embodiment for fault diagnosis using the brake pedal switching signal is shown in the flow chart according to FIG. 5.
  • the signal values for the pedal force F, for the pedal travel X and the signal state of the brake pedal switching signal BS are read in in the first step 300.
  • the pedal force FX to be expected is then determined in step 302 from the pedal characteristic depending on the pedal travel X or the pedal travel to be expected on the basis of the pedal force.
  • the difference between the measured and the expected value is compared with a first tolerance value ⁇ l. If it is found in query step 304 that the difference is greater than the tolerance value, then in step 306 the pedal force signal is compared with the switching state of the brake pedal switch.
  • step 304 If the immediately in step 304 that the signal state and the measured value contradict each other, the pedal force detection is recognized as faulty in step 308 and the target value for the brake system is determined in step 322 on the basis of the measured pedal travel.
  • the warning lamp for indicating the error that has occurred is then activated in accordance with step 316 and the program part is ended.
  • step 306 If it was recognized in step 306 that the pedal force travel and the brake pedal switch state do not contradict each other, the pedal force travel and the brake pedal switch state do not contradict each other.
  • Step 310 performed the appropriate comparison of the pedal travel with the brake pedal switch. If the two values contradict each other, then according to step 312 the pedal travel detection is recognized as faulty, and in the subsequent step 314 the target value for the brake system is determined on the basis of the pedal force signal then assumed to be correct. After step 314, step 316 is performed. If the brake pedal switch signal and the pedal travel do not conflict according to step 310, a defect in the mechanical component of the pedal detection unit is determined in step 318. In particular, the path simulator used there is assumed to be too hard. The setpoint value determination is then expediently carried out in this error state on the basis of the pedal force signal according to step 314, since in this case this is a more precise measure of the braking request than the pedal travel.
  • step 304 If it was determined in step 304 that the difference does not exceed the tolerance value .DELTA.l, it is determined in accordance with step 305 whether the difference falls below a second tolerance value .DELTA.2, in particular whether the difference has negative values. If this is the case, in step 320, the pedal force path is compared with the brake pedal switch signal analogously to step 306. If a contradiction between the two signals is detected, the pedal force detection is assumed to be faulty in accordance with step 308 and the Setpoint determination as shown above. If there was no contradiction between the two signals in step 320, the pedal travel signal is compared in step 324 in accordance with step 310 with the brake pedal switch. If there is a contradiction between the two signals, proceed to step 314.
  • step 326 a defect in the mechanical part of the pedal detection unit is assumed in accordance with step 326.
  • the path simulator is assumed to be too soft, so that the target value determination in this case of error is carried out according to step 322 on the basis of the pedal travel signal.
  • step 305 showed that the difference does not fall below the tolerance value ⁇ 2, that is, if the difference lies within a tolerance range between the values ⁇ l and the preferably negative value ⁇ 2, then according to step 328 one of the signals is compared with the brake pedal switch signal. In the event of an objection, the brake pedal switch is assumed to be faulty in accordance with step 330 and in accordance with
  • Step 332 issued a warning signal to the driver.
  • the setpoint determination and the function check according to FIGS. 3 and 4 are then carried out.
  • the setpoint calculation in this error case is, just like in error-free operation, if the decision is positive
  • Step 328 according to step 334 is carried out analogously to FIG. 4, steps 206 and 210.
  • the program section is then ended and repeated at the appropriate time.
  • the pedal force is converted into a pedal travel and FIG. 5 is carried out accordingly.
  • the two values ⁇ l and ⁇ 2 are equal in terms of amount.
  • the person skilled in the art defines the tolerance values in accordance with the experimentally determined tolerance conditions of the pedal detection unit.

Abstract

L'invention concerne un procédé et un dispositif de commande ou de régulation du système de freinage d'un véhicule. Selon ce procédé, l'actionnement de la pédale de frein par le conducteur est détecté par au moins deux dispositifs de mesure (12, 14) qui détectent différents paramètres (F, X), de préférence à l'aide de différents principes de mesure, et la détection d'erreurs dans le domaine de la détection de l'actionnement de la pédale de frein s'effectue sur la base d'au moins deux de ces paramètres (F, X).
PCT/DE1996/000329 1995-03-23 1996-02-28 Procede et dispositif de commande ou de regulation du systeme de freinage d'un vehicule WO1996029222A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1995110522 DE19510522C2 (de) 1995-03-23 1995-03-23 Verfahren und Vorrichtung zur Steuerung bzw. Regelung der Bremsanlage eines Fahrzeugs
DE19510522.2 1995-03-23

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Publication Number Publication Date
WO1996029222A1 true WO1996029222A1 (fr) 1996-09-26

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PCT/DE1996/000329 WO1996029222A1 (fr) 1995-03-23 1996-02-28 Procede et dispositif de commande ou de regulation du systeme de freinage d'un vehicule

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DE (1) DE19510522C2 (fr)
WO (1) WO1996029222A1 (fr)

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DE19703838A1 (de) * 1997-02-01 1998-08-06 Itt Mfg Enterprises Inc Verfahren und Regelsysteme zum Aufbringen definierter Betätigungskräfte
DE19708832A1 (de) 1997-03-05 1998-09-10 Mannesmann Rexroth Ag Elektrisch gesteuertes Bremssystem für ein Radfahrzeug
DE19829126A1 (de) * 1997-11-22 1999-05-27 Itt Mfg Enterprises Inc Elektromechanisches Bremssystem
JPH11170991A (ja) * 1997-12-16 1999-06-29 Toyota Motor Corp 電気式ブレーキ異常判定方法
DE19841335A1 (de) * 1998-02-07 1999-08-12 Itt Mfg Enterprises Inc Generierung eines Bremswunsches für die Steuerung der elektrischen Bremsanlage
JP4499281B2 (ja) * 1998-02-07 2010-07-07 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト ブレーキ−バイ−ワイヤ原理の車両のブレーキ装置を制御および調整する方法と装置
DE19811265B4 (de) * 1998-02-21 2006-09-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Bremsanlage
DE19814482A1 (de) * 1998-04-01 1999-10-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Erzeugung eines Fehlersignals bei einem Kraftfahrzeug
DE19834661B4 (de) 1998-07-31 2007-09-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Bremsanlage
GB2345322B (en) * 1998-12-31 2002-12-11 Lucas Ind Plc Driver warning of braking malfunction in electro-hydraulic (EHB) braking systems
WO2001014195A1 (fr) * 1999-08-25 2001-03-01 Continental Teves Ag & Co. Ohg Procede et dispositif pour determiner une grandeur d'entree consolidee
DE10015225A1 (de) * 1999-08-25 2001-04-05 Continental Teves Ag & Co Ohg Verfahren und Vorrichtung zur Ermittlung einer konsolidierten Eingangsgröße
FR2820702B1 (fr) * 2001-02-09 2003-08-22 Bosch Gmbh Robert Servomoteur de freinage a position controlee
US20090090585A1 (en) * 2005-08-02 2009-04-09 Continental Teves Ag & Co. Ohg Method of Monitoring the Operability of a Brake Actuation Unit
DE102008015287B4 (de) * 2007-03-27 2014-04-24 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Pedalfreigabeübergangssteuerungsvorrichtung und -verfahren für elektronisches Bremssystem
US7805232B2 (en) * 2007-06-07 2010-09-28 Gm Global Technology Operations, Inc. Adaptive electronic brake system control apparatus and method
US8245563B2 (en) 2007-10-30 2012-08-21 Renault S.A.S. System for determining a setpoint associated with the position of a pedal in an automobile
DE102008039306A1 (de) * 2007-11-21 2009-05-28 Continental Teves Ag & Co. Ohg Bremsbetätigungseinheit
DE102008003801A1 (de) * 2008-01-10 2009-07-16 Robert Bosch Gmbh Vorrichtung und Verfahren zum Ansteuern eines elektrischen Bremssystems
DE102008029310C5 (de) 2008-06-20 2019-01-03 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Überwachungseinrichtung zur Überwachung von Systemen eines Fahrzeugs
DE102010034828A1 (de) * 2010-08-19 2012-02-23 Lucas Automotive Gmbh Unterdruckbremskraftverstärker mit reduzierter Geräuschemission und Verfahren zum Herstellen eines solchen Unterdruckbremskraftverstärkers
DE102014226211A1 (de) 2014-12-17 2016-06-23 Continental Teves Ag & Co. Ohg Verfahren zur Steuerung und/oder Regelung einer Bremsanlage für ein Fahrzeug sowie Bremsanlage
DE112020002307T5 (de) 2019-05-09 2022-02-17 Cts Corporation Fahrzeugbremspedal mit pedalwiderstandsbaugruppe und kraft-/positionssensor

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DE19510522A1 (de) 1996-09-26
DE19510522C2 (de) 2000-02-03

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