WO1997047501A1 - Braking system with means for active brake actuation - Google Patents

Braking system with means for active brake actuation Download PDF

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Publication number
WO1997047501A1
WO1997047501A1 PCT/EP1997/003104 EP9703104W WO9747501A1 WO 1997047501 A1 WO1997047501 A1 WO 1997047501A1 EP 9703104 W EP9703104 W EP 9703104W WO 9747501 A1 WO9747501 A1 WO 9747501A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
brake
braking system
active brake
active
Prior art date
Application number
PCT/EP1997/003104
Other languages
German (de)
French (fr)
Inventor
Gunther Buschmann
Original Assignee
Itt Manufacturing Enterprises, Inc.
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 Itt Manufacturing Enterprises, Inc. filed Critical Itt Manufacturing Enterprises, Inc.
Publication of WO1997047501A1 publication Critical patent/WO1997047501A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—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 vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/246—Change of direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/313—ESP control system with less than three sensors (yaw rate, steering angle, lateral acceleration)

Definitions

  • the present invention relates to a brake system with a device for active brake application according to the preamble of claim 1.
  • Such a braking system is known for example from DE 42 41 59b ⁇ l. It is a hydraulic vehicle brake system which has an anti-lock device and is further developed to improve the vehicle's lane behavior, in particular in bends, by means of active brake actuation.
  • a pressure source supplies pressure medium to an anti-lock device, by means of which brake pressures can be individually adjusted in the wheel brakes.
  • the auxiliary pressure source and the anti-lock device there are cylinders with separating pistons for building up pressure in the front axle and in the rear axle brake circuit, the separating pistons being provided with valve openings which interact with lip seals.
  • An active brake actuation serves to stabilize the vehicle, more "ie a Uber-steer tendency or an Untersteue- runqstendenz or a risk of skidding or an already e ⁇ nq Q treLenen spin counter.
  • a method for determining such a size relevant to driving dynamics is known, for example, from DE 42 00 061 AI.
  • a method for determining the transverse vehicle speed and / or the slip angle is proposed here.
  • sensors are required for the steering angle of the front wheels and possibly the rear wheels, for the individual wheel speeds for determining a vehicle reference speed, for the yaw angle speed and for the vehicle lateral acceleration.
  • a transverse acceleration sensor it is proposed to measure or estimate the brake pressures on the wheels.
  • a generic brake system which is to be suitable for active brake actuation and carries out a corresponding evaluation of the current driving situation, therefore requires a relatively high additional effort in the form of additional hydraulics for the selective active brake pressure build-up, this optionally being carried out on one or more of the four wheels should, and additional sensors such as yaw rate sensor, steering wheel angle sensor or wheel steering angle sensor, lateral acceleration sensor and brake pressure sensors at least in the main brake lines of the brake circuits.
  • the present invention is based on the object of proposing a braking system of the type mentioned at the outset which is also suitable for use in small and very small cars, that is to say it is very inexpensive and can be produced and installed with little effort and without significant losses in driving to accept safety.
  • the principle of the present invention lies in the fact that, particularly in small and very small cars, critical driving behavior usually occurs due to oversteer of the vehicle. Understeering - especially under load - is a minor problem in the generally weakly motorized small vehicles.
  • the invention thus limits the braking system to measures that are necessary to prevent oversteering. Because of the less critical situation in the case of understeering, those functions which are primarily necessary against the understeering are omitted. This means that both hydraulics and sensors can be made simpler and cheaper. It is no longer necessary, for example, to detect the yaw rate of the vehicle, but rather it is sufficient to ascertain whether the rear part breaks out when driving through a curve. An entry criterion in an active brake application can therefore be the lateral acceleration of the rear of the vehicle if it exceeds a certain threshold.
  • a brake system according to the invention can therefore be equipped in such a way that only the front axle, which is driven anyway in small cars, is provided with the possibility of active brake actuation. If, for example, there is a front axle / brake axle brake circuit division in a hydraulic brake system, it is sufficient to use a brake system known per se for traction control for active brake actuation for the purpose of stabilizing the driving behavior. The brake axle brake circuit would then only be equipped with a blocking protection function.
  • a traction-slip-controlled brake system would be suitable, since such a brake system allows active brake pressure build-up on the front axle and, during such an intervention, separates the master axle brakes from the auxiliary pressure source during such an intervention.
  • the lateral acceleration of the rear of the vehicle is suitable as a criterion for recognizing oversteer, it is sufficient to provide a lateral acceleration sensor as the only sensor for detecting the driving dynamics when cornering, which sensor is installed as far back as possible in the vehicle.
  • a yaw rate sensor can be omitted. To combat understeer, it is not necessary to determine whether or not a measured yaw rate is following a predetermined target yaw rate. It is characteristic of the oversteering of a vehicle that the rear of the vehicle breaks out, so that the lateral acceleration sensor, which is installed in the rear of the vehicle, provides reliable information about the need for control intervention.
  • a brake system equipped for traction control is upgraded in an inexpensive manner to a braking system which is used for active brake actuation for the purpose of stabilizing the driving behavior of the vehicle in a curve Is provided .
  • the advantage of a brake system according to the invention is thus the reduction of the effort compared to known brake systems with devices for active braking.
  • the driving behavior in critical situations is significantly improved compared to brake systems that are exclusively equipped with an anti-lock and traction control function. Only in those driving situations that are not highly critical anyway and are more likely to be mastered by the driver is there no active intervention by brake actuation. Oversteering, which, in contrast to understeering, cannot be mastered so easily by the driver of the vehicle, is certainly prevented.

Abstract

The invention relates to a brake system for stabilisation of a vehicle during cornering which can be manufactured and fitted easily and at particularly low cost. Said system is consequently particularly suitable for small cars. Since oversteering is a greater problem in said small vehicles than understeering which is easier for the driver to control, the brake system according to the invention is restricted to a regulation operation only when there is a tendency to oversteer. The sensors and functions which are predominantly required for preventing understeering are not included, for example a yaw rate sensor. A transverse acceleration sensor is fitted instead as far as possible to the rear of the vehicle to detect transverse acceleration in the vehicle rear. If the transverse acceleration of the vehicle rear exceeds a certain threshold which may relate to the speed or the steering angle, then the regulation operation is carried out on the curve-outside front wheel.

Description

Bremssystem mit einer Einrichtung zur aktiven BremsbetatigungBrake system with a device for active brake application
Die vorliegende Erfindung betrifft ein Bremssystem mit einer Einrichtung zur aktiven Bremsbetatigung gemäß dem Oberbegriff des Anspruchs 1.The present invention relates to a brake system with a device for active brake application according to the preamble of claim 1.
Ein derartiges Bremssystem ist beispielsweise aus der DE 42 41 59b Λl bekannt. Es handelt sich dabei um eine hydraulische Fahrzeugbremsanlage, welche eine Blockierschutzeinrichtung besitzt und außerdem weitergebildet ist zur Verbesserung des Fahrzeugspurverhaltens insbesondere m Kurven durch eine akti¬ ve Bremsbetatigung. Bei einer aktiven Bremsbetatigung liefert eine 1111fsdruckquelle Druckmittel in eine Blockierschutzein¬ richtung, mittels derer in den Radbremsen Bremsdrucke indivi¬ duell einstellbar sind. Hierfür befinden sich zwischen der Hil fsdruc kquelle und der Blockierschutzeinrichtung Zylinder mit Trennkolben zum Druckaufbau im Vorderachs- und im Hinter- achsbremskreis, wobei die Trennkolben mit Ventiloffnungen ver¬ sehen sind, die mit Lippendichtrmgen zusammenwirken. Eine aktive Bremsbetatigung dient zur Stabilisierung des Fahrzeugs, wirk" also einer Ubersteuerungstendenz oder einer Untersteue- runqstendenz oder einer Schleudergefahr oder einem bereits eιnqQtreLenen Schleudern entgegen. Zur Gewinnung der Steuer¬ signale werden beispielsweise Schraglaufwmkel gemessen und mit vorgewählten Schwellenwerten verglichen. Beispielsweise kann auch mittels eines Gierratensensors die Drehgeschwmdig- kei des Fahrzeugs um die Hochachse beobachtet werden. Alter- nativ können achsenspezifische Querbeschleunigungen gemessen werden und in eine Gierwinkelgeschwindigkeit umgerechnet wer¬ den.Such a braking system is known for example from DE 42 41 59b Λl. It is a hydraulic vehicle brake system which has an anti-lock device and is further developed to improve the vehicle's lane behavior, in particular in bends, by means of active brake actuation. In the case of active brake actuation, a pressure source supplies pressure medium to an anti-lock device, by means of which brake pressures can be individually adjusted in the wheel brakes. For this purpose, between the auxiliary pressure source and the anti-lock device, there are cylinders with separating pistons for building up pressure in the front axle and in the rear axle brake circuit, the separating pistons being provided with valve openings which interact with lip seals. An active brake actuation serves to stabilize the vehicle, more "ie a Uber-steer tendency or an Untersteue- runqstendenz or a risk of skidding or an already eιnq Q treLenen spin counter. Signals for obtaining the Steuer¬ Schraglaufwmkel, for example, measured and compared to the preselected threshold values For example, too. the speed of rotation of the vehicle about the vertical axis can be observed by means of a yaw rate sensor. natively, axis-specific transverse accelerations can be measured and converted into a yaw rate.
Ein Verfahren zur Bestimmung derartiger fahrdynamisch relevan¬ ter Größe ist beispielsweise aus der DE 42 00 061 AI bekannt. Um für alle kritischen Fahrsituationen eine Einschätzung der nötigen Bremseneingriffe zu ermöglichen, wird hierin ein Ver¬ fahren zur Bestimmung der Fahrzeugquergeschwindigkeit und/oder des Schwimmwinkels vorgeschlagen. Zur Durchführung dieses Ver¬ fahrens sind Sensoren für den Lenkeinschlag der Vorderräder und ggf. der Hinterräder, für die Einzelradgeschwindigkeiten zur Ermittlung einer Fahrzeug-Referenzgeschwindigkeit, für die Gierwinkelgeschwindigkeit sowie für die Fahrzeugquerbeschleu- nigunq erforderlich. Alternativ zu einem Querbeschleunigungs¬ sensor wird vorgeschlagen, die Bremsdrücke an den Rädern zu messen oder zu schätzen.A method for determining such a size relevant to driving dynamics is known, for example, from DE 42 00 061 AI. In order to enable the necessary brake interventions to be assessed for all critical driving situations, a method for determining the transverse vehicle speed and / or the slip angle is proposed here. To carry out this method, sensors are required for the steering angle of the front wheels and possibly the rear wheels, for the individual wheel speeds for determining a vehicle reference speed, for the yaw angle speed and for the vehicle lateral acceleration. As an alternative to a transverse acceleration sensor, it is proposed to measure or estimate the brake pressures on the wheels.
Ein gattungsgemäßes Bremssystem, welches sich zur aktiven Bremsbetätigung eignen soll und eine entsprechende Auswertung der aktuellen Fahrsituation vornimmt, fordert also einen rela¬ tiv hohen Zusatzaufwand in Form von zusätzlicher Hydraulik zum selektiven aktiven Bremsdruckaufbau, wobei dieser wahlweise an einem oder an mehreren der vier Räder erfolgen soll, und zu¬ sätzlicher Sensorik wie Gierratensensor, Lenkradwinkelsensor oder Radlenkwinkelsensor, Querbeschleunigungssensor sowie Bremsdrucksensoren zumindest in den Hauptbremsleitungen der Bremskreise . - 3 -A generic brake system, which is to be suitable for active brake actuation and carries out a corresponding evaluation of the current driving situation, therefore requires a relatively high additional effort in the form of additional hydraulics for the selective active brake pressure build-up, this optionally being carried out on one or more of the four wheels should, and additional sensors such as yaw rate sensor, steering wheel angle sensor or wheel steering angle sensor, lateral acceleration sensor and brake pressure sensors at least in the main brake lines of the brake circuits. - 3 -
Insbesondere bei Klein- und Kleinstwagen ist ein derart hoher Aufwand, der für ein vollwertiges Bremssystem mit einer Ein¬ richtung zur aktiven Bremsbetatigung zur Stabilisierung des Fahrverhaltens investiert werden muß, durch den hohen Preis und den großen erforderlichen Bauraum nur schwer auf dem Markt durchzusetzen.In the case of small and very small cars in particular, such a high outlay, which has to be invested in a fully-fledged braking system with a device for active brake actuation to stabilize driving behavior, is difficult to achieve on the market due to the high price and the large installation space required.
Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein Bremssystem der eingangs genannten Art vorzuschlagen, welches sich auch für die Verwendung in Klein- und Kleinstwagen eig¬ net, also sehr preiswert und mit geringem Aufwand herzustellen und einzubauen ist, ohne signifikante Einbußen an der Fahr- zeugsicherheit hinzunehmen.The present invention is based on the object of proposing a braking system of the type mentioned at the outset which is also suitable for use in small and very small cars, that is to say it is very inexpensive and can be produced and installed with little effort and without significant losses in driving to accept safety.
Diese Aufgabe wird gelost in Verbindung mit den kennzeichnen¬ den Merkmalen des Anspruchs 1.This object is achieved in connection with the characterizing features of claim 1.
Das Prinzip der vorliegenden Erfindung liegt daim, daß ins¬ besondere bei Klein- und Kleinstwagen ein kritisches Fahrver¬ halten in der Regel durch Übersteuern des Fahrzeugs eintritt. Das Untersteuern - vor allem unter Last - ist bei den in der Regel schwach motorisierten Kleinfahrzeugen ein geringes Pro¬ blem. Die Erfindung beschrankt also das Bremssystem auf Ma߬ nahmen, die gegen das übersteuern erforderlich sind. Wegen der unkritischeren Eahrsituat lon beim Untersteuern werden diejeni¬ gen lunktionen, die vorwiegend gegen das Untersteuern erfor¬ derlich sind, weggelassen. Sowohl Hydraulik als auch Sensorik können dadurch einfacher und billiger gestaltet werden. Es muß beispielsweise keine Gierwmkelgeschwmdigkeit des Fahrzeugs mehr erfaßt werden, sondern es reicht aus, festzu¬ stellen, ob bei Durchfahren einer Kurve das Heck ausbricht. Ein Eintrittskriterium in eine aktive Bremsbetatigung kann also die Querbeschleunigung des Fahrzeughecks sein, wenn diese eine bestimmte Schwelle überschreitet.The principle of the present invention lies in the fact that, particularly in small and very small cars, critical driving behavior usually occurs due to oversteer of the vehicle. Understeering - especially under load - is a minor problem in the generally weakly motorized small vehicles. The invention thus limits the braking system to measures that are necessary to prevent oversteering. Because of the less critical situation in the case of understeering, those functions which are primarily necessary against the understeering are omitted. This means that both hydraulics and sensors can be made simpler and cheaper. It is no longer necessary, for example, to detect the yaw rate of the vehicle, but rather it is sufficient to ascertain whether the rear part breaks out when driving through a curve. An entry criterion in an active brake application can therefore be the lateral acceleration of the rear of the vehicle if it exceeds a certain threshold.
Dabei ist es möglich, diese Schwelle geschwmdigkeitsabhangig und/oder lenkwmkelabhangig zu gestalten, um den Eingriff der jeweiligen Fahrsituation anzupassen.It is possible to make this threshold speed-dependent and / or steering-wheel-dependent in order to adapt the intervention to the respective driving situation.
Um einer Ubersteuerungstendenz gegenzusteuern, reicht es aus, die Radbremse αes kurvenaußeren Vorderrades zu betätigen. Da¬ her kann ein erfmdungsgemaßes Bremssystem so ausgerüstet sein, daß lediglich die - bei Kleinwagen ohnehin angetriebene - Vorderachse mit der Möglichkeit zu einer aktiven Bremsbeta¬ tigung versehen ist. Wenn also beispielsweise eine Vorderachs- Hmterachs-Bremskreisaufteilung bei einer hydraulischen Brems¬ anlage vorliegt, reicht es aus, eine an sich bekannte Brems¬ anlage zur Antriebsschlupfregelung für die aktive Bremsbetati- gunq zum Zwecke einer Stabilisierung des Fahrverhaltens zu verwenden. Der Hmterachsbremskreis wäre dann lediglich mit einer Blocki erschutzfunktion ausgestattet. Aber auch bei einer sogenannten X-Bremskreisaufteilung wäre eine antriebsschlupf- geregelte Bremsanlage geeignet, da eine solche Bremsanlage einen aktiven Bremsdruckaufbau an dei Vorderachse erlaubt und wahrend eines solchen Eingriffs durch ein Trennventii die Hm- terachsbremsen von der Hil fsdruckquelle abtrennt. - 5 -In order to counteract a tendency to oversteer, it is sufficient to actuate the wheel brake on the front wheel outside the curve. A brake system according to the invention can therefore be equipped in such a way that only the front axle, which is driven anyway in small cars, is provided with the possibility of active brake actuation. If, for example, there is a front axle / brake axle brake circuit division in a hydraulic brake system, it is sufficient to use a brake system known per se for traction control for active brake actuation for the purpose of stabilizing the driving behavior. The brake axle brake circuit would then only be equipped with a blocking protection function. But even with a so-called X-brake circuit division, a traction-slip-controlled brake system would be suitable, since such a brake system allows active brake pressure build-up on the front axle and, during such an intervention, separates the master axle brakes from the auxiliary pressure source during such an intervention. - 5 -
Da als Kriterium zum Erkennen eines Ubersteuerns die Querbe¬ schleunigung des Fahrzeughecks geeignet ist, reicht es aus, als einzigen Sensor zur Erfassung der Fahrdynamik bei einer Kurvenfahrt einen Querbeschleunigungssensor vorzusehen, der möglichst weit hinten im Fahrzeug eingebaut wird. Ein Gierra¬ tensensor kann entfallen. Für die Bekämpfung des Untersteuerns ist es nicht notwendig festzustellen, ob eine gemessene Gier- winkelgeschwmdigkeit einer vorgegebenen Sollgierwinkel- geschwindigkeit folgt oder nicht. Charakteristisch für das Übersteuern eines Fahrzeugs ist es, daß das Fahrzeugheck aus¬ bricht , so daß der Querbeschleunigungssensor, der hinten im Fahrzeug eingebaut ist, eine zuverlässige Information über die Notwendigkeit eines Regeleingriffs gibt.Since the lateral acceleration of the rear of the vehicle is suitable as a criterion for recognizing oversteer, it is sufficient to provide a lateral acceleration sensor as the only sensor for detecting the driving dynamics when cornering, which sensor is installed as far back as possible in the vehicle. A yaw rate sensor can be omitted. To combat understeer, it is not necessary to determine whether or not a measured yaw rate is following a predetermined target yaw rate. It is characteristic of the oversteering of a vehicle that the rear of the vehicle breaks out, so that the lateral acceleration sensor, which is installed in the rear of the vehicle, provides reliable information about the need for control intervention.
Bei einer blockiergeschutzten Bremsanlage sind vier Radsenso¬ ren zur Frfassung der Emzelradumfangsgeschwindigkeiten ohne¬ hin vorhanden. Mit einem zusatzlichen Querbeschleunigungssen¬ sor und einem Lenkwinkelsensor sowie ggf. einem Druckschalter in einem der Bremskreise ist ein zur Antriebsschlupfregelung ausgerüstetes Bremssystem auf preiswerteste Weise zu einem Bi emssystem aufgerüstet, welches zur aktiven Bremsbetatigung zum Zwecke einer Stabilisierung des Fahrverhaltens des Fahr¬ zeugs in einer Kurve ausgestattet ist . Auch die notwendige Software zur Feststellung, ob eine aktive Bremsbetatigung not¬ wendig ist und wenn j a , welche, ist reduzieit, da es sehr ein¬ fache Kriterien für einen Regeleingriff gibt.In the case of an anti-lock brake system, there are four wheel sensors for detecting the peripheral speeds of the wheel. With an additional transverse acceleration sensor and a steering angle sensor and possibly a pressure switch in one of the brake circuits, a brake system equipped for traction control is upgraded in an inexpensive manner to a braking system which is used for active brake actuation for the purpose of stabilizing the driving behavior of the vehicle in a curve Is provided . The software required to determine whether active brake actuation is necessary and, if so, which one is reduced, since there are very simple criteria for a control intervention.
Dei Vorteil eines erfmdungsgemaßen Bremssystems ist also die Reduzierung des Aufwandes gegenüber bekannten Bremssystemen mit Einrichtungen zur Aktivbremsung. Das Fahrverhalten in kri¬ tischen Situationen wird deutlich verbessert gegenüber solchen Bremssystemen, die ausschließlich mit einer Blockierschutz- und Antriebsschlupfregelfunktion ausgestattet sind. Lediglich in solche Fahrsituationen, die ohnehin nicht hochkritisch sind und eher vom Fahrer zu beherrschen sind, wird nicht aktiv durch Bremsbetätigung eingegriffen. Das Übersteuern, das im Gegensatz zum Untersteuern vom Fahrer des Fahrzeugs nicht so leicht beherrscht werden kann, wird aber mit Sicherheit unter¬ bunden.The advantage of a brake system according to the invention is thus the reduction of the effort compared to known brake systems with devices for active braking. The driving behavior in critical situations is significantly improved compared to brake systems that are exclusively equipped with an anti-lock and traction control function. Only in those driving situations that are not highly critical anyway and are more likely to be mastered by the driver is there no active intervention by brake actuation. Oversteering, which, in contrast to understeering, cannot be mastered so easily by the driver of the vehicle, is certainly prevented.
Im Hinblick auf den erheblich niedrigeren Preis im Vergleich zu bekannten Bremssystemen dieser Art ergibt sich also eine breite Anwendungsmöglichkeit für Kleinfahrzeuge. In view of the significantly lower price compared to known brake systems of this type, there is a wide range of applications for small vehicles.

Claims

- 7Patentansprüche - 7 patent claims
1. Bremssystem mit einer Einrichtung zur aktiven Bremsbetati¬ gung im Sinne einer Stabilisierung des Fahrverhaltens eines zweiachsigen Fahrzeugs beim Durchfahren einer Kurve, wobei durch gezieltes Bremsbetatigen und/oder Losen an einzelnen Radern auf das Fahrzeug ein Giermoment ausgeübt wird, wel¬ ches das Fahrzeug in eine gewünschte Bahnkurve bringt, da¬ durch gekennzeichnet, daß eine aktive Bremsbetatigung aus¬ schließlich gegen eine Ubersteuerungstendenz eingesetzt wi rd.1. Braking system with a device for active brake actuation in the sense of stabilizing the driving behavior of a two-axle vehicle when negotiating a curve, with a targeted yaw moment exerted on the vehicle by targeted brake actuation and / or loosening on individual wheels brings a desired trajectory, characterized in that an active brake application is used exclusively against an oversteer tendency.
2. Bremssystem nach Anspruch 1, dadurch gekennzeichnet, daß eine aktive Bremsbetatigung nur dann erfolgt, wenn die Querbeschleunigung des Fahrzeughecks eine bestimmte Schwel¬ le überschreitet.2. Braking system according to claim 1, characterized in that an active brake application takes place only when the lateral acceleration of the rear of the vehicle exceeds a certain threshold.
3. Bremssystem nach Anspruch 2, dadurch gekennzeichnet, daß die Schwelle geschwmdigkeitsabhangig ist.3. Braking system according to claim 2, characterized in that the threshold is speed-dependent.
4. Bremssystem nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß die Schwelle lenkwmkelabhangig ist.4. Braking system according to claim 2 or 3, characterized in that the threshold is dependent on the steering wheel.
). Bremssystem nach einem der vorhergehenden Ansprüche, da¬ durch gekennzeichnet, daß eine aktive Bremsbetatigung nur an den Bremsen der Vorderrader erfolgt. Bremssystem nach einem der vorhergehenden Ansprüche, da¬ durch gekennzeichnet, daß der einzige Sensor zur Erfassung der Fahrzeugdynamik bei Kurvenfahrt ein Quer¬ beschleunigungssensor ist, der möglichst nahe am Fahrzeug¬ heck, zumindest in der Nähe oder hinter der Hinterachse angeordnet ist. ). Brake system according to one of the preceding claims, characterized in that active brake actuation takes place only on the brakes of the front wheels. Brake system according to one of the preceding claims, characterized in that the only sensor for detecting the vehicle dynamics when cornering is a transverse acceleration sensor which is arranged as close as possible to the rear of the vehicle, at least in the vicinity or behind the rear axle.
PCT/EP1997/003104 1996-06-13 1997-06-13 Braking system with means for active brake actuation WO1997047501A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1996123596 DE19623596A1 (en) 1996-06-13 1996-06-13 Brake system with a device for active brake actuation
DE19623596.0 1996-06-13

Publications (1)

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WO1997047501A1 true WO1997047501A1 (en) 1997-12-18

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WO2000046087A1 (en) 1999-02-01 2000-08-10 Continental Teves Ag & Co. Ohg Method and device for sensor monitoring, especially for an esp system for motor vehicles
DE19939872B4 (en) * 1999-02-01 2012-07-26 Continental Teves Ag & Co. Ohg Method and device for sensor monitoring, in particular for an ESP system for vehicles
DE10102002A1 (en) * 2001-01-18 2002-07-25 Bosch Gmbh Robert Method and device for coordinating interventions in the driving behavior of a vehicle
DE102008038642A1 (en) * 2007-08-16 2009-02-19 Continental Teves Ag & Co. Ohg System and method for stabilizing a motor vehicle

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