WO2005007474A1 - Method for controlling a brake system and brake system for a vehicle - Google Patents

Method for controlling a brake system and brake system for a vehicle Download PDF

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Publication number
WO2005007474A1
WO2005007474A1 PCT/EP2004/007497 EP2004007497W WO2005007474A1 WO 2005007474 A1 WO2005007474 A1 WO 2005007474A1 EP 2004007497 W EP2004007497 W EP 2004007497W WO 2005007474 A1 WO2005007474 A1 WO 2005007474A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
brake system
braking
recuperation
longitudinal
Prior art date
Application number
PCT/EP2004/007497
Other languages
German (de)
French (fr)
Inventor
Gustavo Brausch
Wolfgang Clar
Walter Kupper
Original Assignee
Daimlerchrysler Ag
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 Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2005007474A1 publication Critical patent/WO2005007474A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • 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
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
    • 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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
    • B60T8/267—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means for hybrid systems with different kind of brakes on different axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for controlling a brake system of a vehicle having a friction brake system and a recuperation brake system, which is driven by an electric motor that can be operated as a component of the recuperation brake system for braking the vehicle as a generator, wherein only the friction brake system is used to brake the vehicle. if a specified shutdown condition is met.
  • the invention also relates to a brake system for performing this method.
  • Such a method or such a braking system are known from DE 41 24 496 AI, the switch-off condition being fulfilled if an anti-lock and / or traction control system is present.
  • the recuperation brake system is deactivated with the aid of a blocking circuit in the event of an anti-lock protection and / or traction control system.
  • the object of the present invention to provide a method for controlling the brake system or a brake system that ensures increased driving safety.
  • the object is achieved according to the invention in that the switch-off condition is only fulfilled if a longitudinal dynamic variable describing the vehicle longitudinal dynamics lies outside an admissible range - or if the wheel speed difference of the vehicle wheels operated on a vehicle axle is greater than a speed threshold value.
  • vehicle dynamic driving conditions are given in which increased safety is achieved during a braking operation if the deceleration takes place exclusively via the friction brake system.
  • the friction brake system can achieve a significantly higher dynamic brake force buildup or brake force reduction dynamic with a correspondingly shorter braking distance and a slip control.
  • deceleration with the recuperation brake system is dispensed with if the wheel speed difference of the driven vehicle wheels, a common vehicle axis, is greater than a speed threshold value. This is the case, for example, with so-called split braking processes, which also represent a dynamically critical state and require the wheel to make individual, rapid changes in braking force that cannot be achieved via the recuperation braking system.
  • the longitudinal dynamic variable is one or a combination of several of the following variables: longitudinal vehicle speed, longitudinal vehicle deceleration, a time derivative of the longitudinal vehicle speed and / or longitudinal vehicle deceleration and / or a variable correlated with the longitudinal vehicle deceleration and / or the longitudinal vehicle speed.
  • the longitudinal dynamic range is advantageously outside a permissible range if the actual or the requested deceleration is greater than a deceleration threshold.
  • a limit can be specified on the basis of the deceleration threshold value, above which there are vehicle decelerations, which can potentially lead to safety-critical driving conditions, or which are so high that they cannot be reached or cannot be reached quickly enough by the recuperation braking system. In these cases, only the friction brake system is activated.
  • the longitudinal dynamics magnitude may be outside the allowable range if the vehicle's longitudinal speed is less than a speed threshold. Below this speed threshold value, the recuperation brake system cannot achieve a sufficient deceleration effect, so that in these cases only the friction brake system is used to decelerate the vehicle.
  • the speed threshold value and / or the deceleration threshold value are dependent on one or more driving state variables of the vehicle. be true.
  • one or both threshold values can be adapted to the respective driving state of the vehicle.
  • the speed threshold value and / or the deceleration threshold value can be determined as a function of the state of charge of the battery feeding the electric motor. For example, the lower the current charging capacity of the battery, the smaller the delay threshold. It is also possible to choose the speed threshold the greater the lower the current charging capacity of the battery.
  • the longitudinal dynamic range is outside the permissible range if the triggering or request for an emergency braking operation with maximum braking pressure has been detected. As soon as the driver manually or the braking system automatically requests or triggers an emergency braking process with maximum braking pressure or braking force, the greatest possible vehicle deceleration is requested for the vehicle.
  • the longitudinal dynamic range which in this case describes the vehicle deceleration, is then outside a permissible range, so that only the friction brake system is used for vehicle deceleration. Since critical driving conditions often occur in this deceleration range, for example, a brake slip control must be activated, for reasons of driving safety, only the friction brake system is activated, which ensures high dynamics in the change in brake pressure or braking force.
  • recuperation brake system is deactivated during a braking process as soon as the switch-off condition is fulfilled. This means that if the switch-off condition is met, not only is the activation of the recuperation brake system prevented, but that even during a braking The recuperation brake system is deactivated as soon as the switch-off condition is fulfilled. This further increases driving safety.
  • the friction braking system is activated first when the shutdown condition is not met.
  • recuperation brake system and the friction brake system can be controlled in such a way that the brake slip on the driven vehicle wheels and the brake slip on the non-driven vehicle wheels are of the same size.
  • Fig. 1 is a block diagram of an embodiment of a brake system according to the invention.
  • FIG. 2 shows a flow diagram of an exemplary embodiment of the method according to the invention.
  • the friction brake system 7 is constructed in a manner known per se as a hydraulic friction brake system or an electrohydraulic friction brake system and has a master brake cylinder that can be mechanically actuated by a brake pedal 11 13, which is hydraulically connected to a hydraulic unit 19 via a first output line 15 of a first brake circuit and a second output line 17 of the second brake circuit.
  • a brake pedal 11 13 which is hydraulically connected to a hydraulic unit 19 via a first output line 15 of a first brake circuit and a second output line 17 of the second brake circuit.
  • the four wheel brake devices 21, 23, 25, 27 of the Vehicle connected so that the brake pressure in the wheel brake devices 21, 23, 25, 27 wheel can be set individually via the hydraulic unit 19.
  • hydraulic unit 19 The exact structure of the hydraulic unit 19 is known to the person skilled in the art from hydraulic or electro-hydraulic braking systems which are customary in modern vehicles and have driving stability controls (e.g. ESP), anti-lock controls (ABS) or traction control systems (ASR). Therefore, the exact structure is not further explained here.
  • driving stability controls e.g. ESP
  • ABS anti-lock controls
  • ASR traction control systems
  • the brake pedal position is detected by a brake pedal sensor 29 and transmitted to a control device 31.
  • the control device 31 controls the friction brake system 7 and the recuperation brake system 9 in accordance with the desired deceleration of the vehicle.
  • a wheel speed sensor 33 is assigned to each vehicle wheel, the detected wheel speeds being transmitted to the control device 31, which then controls the hydraulic unit 19 to adjust the wheel to individual brake pressures.
  • the braking system 5 is provided for a vehicle which is driven by an electric motor 35. As a result, the vehicle does not have to be driven exclusively by the electric motor 35. It can also be a hybrid vehicle with an electric motor 35 and a further drive unit, in particular an internal combustion engine.
  • the electric motor 35 is part of the recuperation brake system 9 and is controlled by the control device 31. To brake or decelerate the vehicle, the electric motor can be switched from an engine operating state to a generator operating state, with the electric motor gate 35 converts kinetic energy of the vehicle into electrical energy in its generator operating state. The vehicle is decelerated.
  • the electric motor 35 can also be formed by a plurality of electric motor units, for example by a plurality of hub motor units.
  • the electric motor 35 is in generator operation during a braking operation with the recuperation braking system 9 activated, only the electric motor unit driven at the currently higher speed remains activated and the slower running electric motor units are switched off.
  • the control device 31 can control the friction brake position 7 and / or the recuperation brake system 9.
  • a first step 40 it is first checked whether the driver and / or a vehicle system has triggered a braking request or a braking request. According to the example, this is done, on the one hand, by evaluating the signal of the brake pedal sensor 29, which indicates whether the driver wishes to decelerate the vehicle manually by actuating the brake pedal 11.
  • control signals of vehicle systems (not shown in any more detail) can be evaluated, which trigger a driver's independent, automatic braking process.
  • vehicle systems are, for example, adaptive cruise control, emergency braking systems, vehicle dynamics control systems or the like.
  • the brake pedal sensor 29 can directly detect the brake pedal position as a displacement sensor or, alternatively, can also measure the manually generated pressure in the master brake cylinder 13 as a pressure sensor. In modification of the illustrated embodiment it is also possible to use pressure sensors, which determine the brake pressure in the wheel brake devices 21, 23, 25, 27, to recognize both a manual and a driver-independent braking request. As soon as there is an increase in brake pressure in at least one of the wheel brakes 21, 23, 25, 27, there is either a braking process initiated by the driver or by a vehicle system.
  • this first step 40 is repeated.
  • a jump is made to the second step 42 and a check is carried out to determine whether a specified switch-off condition is met or not. If the switch-off condition is fulfilled, the vehicle is decelerated exclusively by the friction brake system 7. The recuperation brake system 9 is then not used to brake the vehicle.
  • the method is continued in third step 44, wherein both the recuperation brake system 9 and the friction brake system 7 are used to decelerate the vehicle by the control device 31.
  • the friction brake system 7 is activated, since a higher dynamic when building the braking force can be achieved via the friction brake system 7.
  • the total braking force from the friction brake system 7 and the recuperation brake system 9 is set in accordance with the braking request. It is possible to control the recuperation brake system 9 and the friction brake system 7 in such a way that the brake slip on the driven vehicle wheels and the brake slip on the non-driven vehicle wheels are of the same size, which results in a particularly favorable driving dynamics state.
  • the method starts again at the first step 40.
  • the fourth step 46 it is checked whether the recuperation brake system 9 is already active or not. If the recuperation brake system 9 has already been activated and branches to a fifth step 48, in that the recuperation brake system 9 is deactivated and only the friction brake system 7 is used to achieve the desired vehicle deceleration. If it was determined in the fourth step 46 that the recuperation brake system 9 is not active, the desired vehicle deceleration is generated in a sixth step 50 exclusively on the basis of the friction brake system 7.
  • two criteria are checked to determine in the second step 42 whether the switch-off condition is met.
  • a first criterion it is determined that the wheel speed difference of the driven vehicle wheels of the driven vehicle wheels of the same vehicle axis is greater than a predetermined speed threshold value. If this is the case, the switch-off condition is fulfilled. If the wheel speed difference of the driven vehicle wheels of the same vehicle axle exceeds the speed threshold value, a slip control of these vehicle wheels is necessary, which is not possible or is less possible when the recuperation brake system 9 is activated. For this reason, the regenerative braking system 9 is then not used to decelerate the vehicle.
  • second criterion for fulfilling the switch-off condition in the second step 42 it is checked whether a longitudinal dynamics quantity describing the longitudinal dynamics of the vehicle lies outside a permissible range.
  • the longitudinal dynamics size describes in particular the vehicle longitudinal deceleration and / or the vehicle longitudinal speed.
  • the longitudinal dynamic range is outside the permissible range if the instantaneous vehicle deceleration or the vehicle longitudinal deceleration requested when the braking request is greater than a deceleration threshold value. In this case, the vehicle longitudinal deceleration is so great that brake slip control or driving stability control must be expected. Therefore, only the friction brake system is used to decelerate the vehicle.
  • the longitudinal dynamic range is therefore also outside the permissible range if an emergency braking operation with the maximum possible brake pressure or maximum possible brake force is triggered or requested when the brake is requested.
  • the longitudinal dynamic range is also outside the permissible range if the longitudinal vehicle speed is less than a speed threshold. At longitudinal vehicle speeds below this speed threshold value, the recuperation brake system 9 can no longer achieve a sufficient vehicle deceleration. Therefore, only the friction brake system 7 is used to brake the vehicle.
  • the speed threshold value and / or the deceleration threshold value can either be predetermined or determined depending on one or more driving state variables of the vehicle.
  • the deceleration threshold can be a function of the current road surface friction be determined. With a low coefficient of friction, which can make slip control necessary even with low braking forces or at low braking pressures, the deceleration threshold value is chosen to be correspondingly small.
  • the recuperation brake system 9 is therefore not used to brake the vehicle even when there is a braking request with a relatively small vehicle deceleration and is therefore deactivated even before the slip control is triggered.
  • the speed threshold value and / or the deceleration threshold value are a function of the current state of charge of the battery feeding the electric motor. The lower the currently remaining charge capacity of the battery, the smaller the deceleration threshold will be chosen, since the maximum possible deceleration caused by the recuperation brake system 9 decreases with the charge capacity of the battery still available.
  • the speed threshold is increased. If, owing to the decreasing charging capacity of the battery, the maximum possible deceleration by means of the recuperation braking system 9 is lower, only the friction braking system 7 is used for vehicle deceleration even at higher longitudinal vehicle speeds.

Abstract

The invention relates to a method for controlling a brake system (5) and to a brake system (5) for a vehicle, comprising a friction brake system (7) and a recuperation brake system (9). The vehicle is driven by an electric motor (35) which can be switched from a motor operating state to a generator operating state as a component of the recuperation brake system (9) for braking the vehicle. A control device (31) exclusively controls the friction brake system (7) for braking the vehicle once predetermined shutdown condition has been met. Said shutdown condition is met when at least one of the following two criteria is met: a longitudinal dynamics variable describing the longitudinal vehicle dynamics lies beyond a permissible range; the wheel speed difference of the driven vehicle wheels of a vehicle axle is greater than a speed threshold value.

Description

Verfahren zur Steuerung eines Bremssystems und BremsSystem für ein Fahrzeug Method for controlling a brake system and brake system for a vehicle
Die Erfindung betrifft ein Verfahren zur Steuerung eines eine Reibungsbremsanlage und eine Rekuperationsbremsanlage aufweisenden Bremssystems eines Fahrzeugs, das durch einen Elektromotor angetrieben wird, der als Bestandteil der Rekuperationsbremsanlage zum Abbremsen des Fahrzeugs als Generator betreibbar ist, wobei ausschließlich die Reibungsbremsanlage zum Abbremsen des Fahrzeugs verwendet wird, wenn eine vorgegebene Abschaltbedingung erfüllt ist. Die Erfindung betrifft auch ein Bremssystem zur Durchführung dieses Verfahrens .The invention relates to a method for controlling a brake system of a vehicle having a friction brake system and a recuperation brake system, which is driven by an electric motor that can be operated as a component of the recuperation brake system for braking the vehicle as a generator, wherein only the friction brake system is used to brake the vehicle. if a specified shutdown condition is met. The invention also relates to a brake system for performing this method.
Ein derartiges Verfahren bzw. ein derartiges Bremssystem sind aus der DE 41 24 496 AI bekannt, wobei die Abschaltbedingung erfüllt ist, wenn eine Blockierschutz- und/oder Antriebsschlupfregelung vorliegt. Die Rekuperationsbremsanlage wird mit Hilfe eines Sperr-Schaltkreises im Falle einer Blockierschutz- und/oder Antriebsschlupfregelung außer Funktion gesetzt.Such a method or such a braking system are known from DE 41 24 496 AI, the switch-off condition being fulfilled if an anti-lock and / or traction control system is present. The recuperation brake system is deactivated with the aid of a blocking circuit in the event of an anti-lock protection and / or traction control system.
Ausgehend vom nächstkommenden Stand der Technik ist es die Aufgabe der vorliegenden Erfindung ein Verfahren zur Steuerung des Bremssystems bzw. ein Bremssystem anzugeben, dass eine erhöhte Fahrsicherheit gewährleistet. Die Aufgabe wird erfindungsgemäß dadurch gelöst, dass die Abschaltbedingung nur dann erfüllt ist, wenn eine die Fahrzeuglangsdynamik beschreibende Langsdynamikgroße außerhalb eines zulässigen Bereiches liegt -oder wenn die Raddrehzahldifferenz der betriebenen Fahrzeugräder einer Fahrzeugachse größer ist als ein Drehzahlschwe11enwert .Starting from the closest prior art, it is the object of the present invention to provide a method for controlling the brake system or a brake system that ensures increased driving safety. The object is achieved according to the invention in that the switch-off condition is only fulfilled if a longitudinal dynamic variable describing the vehicle longitudinal dynamics lies outside an admissible range - or if the wheel speed difference of the vehicle wheels operated on a vehicle axle is greater than a speed threshold value.
Sobald die Langsdynamikgroße des Fahrzeugs außerhalb des zulässigen Bereichs liegt, sind fahrdynamische Fahrzeugzustände gegeben, bei denen eine erhöhte Sicherheit während eines Bremsvorgangs erreicht wird, wenn die Verzögerung ausschließlich über die Reibungsbremsanlage erfolgt. Beispielsweise kann bei sehr hohen Verzögerungsanforderungen, wie Notbrems- Vorgängen, mit der Reibungsbremsanlage eine deutliche höhere Bremskraftaufbau- bzw. Bremskraftabbaudynamik mit entsprechend kürzerem Bremsweg und einer Schlupfregelung realisiert werden. Zudem wird das Verzögern mit der Rekuperationsbremsanlage verzichtet, wenn die Raddrehzahldifferenz der angetriebenen Fahrzeugräder, einer gemeinsamen Fahrzeugachse größer ist als ein Drehzahlschwellenwert. Dies ist beispielsweise bei sogenannten -Split-Bremsvorgängen der Fall, die ebenfalls einen f hrdynamisch kritischen Zustand darstellen und Rad individuelle, schnelle Bremskraftänderungen erfordern, die über die Rekuperationsbremsanlage nicht zu leisten sind.As soon as the longitudinal dynamic range of the vehicle is outside the permissible range, vehicle dynamic driving conditions are given in which increased safety is achieved during a braking operation if the deceleration takes place exclusively via the friction brake system. For example, in the case of very high deceleration requirements, such as emergency braking processes, the friction brake system can achieve a significantly higher dynamic brake force buildup or brake force reduction dynamic with a correspondingly shorter braking distance and a slip control. In addition, deceleration with the recuperation brake system is dispensed with if the wheel speed difference of the driven vehicle wheels, a common vehicle axis, is greater than a speed threshold value. This is the case, for example, with so-called split braking processes, which also represent a dynamically critical state and require the wheel to make individual, rapid changes in braking force that cannot be achieved via the recuperation braking system.
Als Langsdynamikgroße kommt eine oder eine Verknüpfung von mehreren der folgenden Größen in Betracht: Fahrzeuglängsgeschwindigkeit, Fahrzeuglängsverzögerung, eine zeitliche Ableitung der Fahrzeuglängsgeschwindigkeit und/oder der Fahrzeuglängsverzögerung und/oder eine mit der Fahrzeuglängsverzögerung und/oder der Fahrzeuglängsgeschwindigkeit korrelier- te Größe . Insgesamt ist festzustellen, dass sobald zumindest eines der genannten Kriterien erfüllt ist, der Bremsvorgang lediglich mit der Reibungsbremsanlage durchgeführt wird. Die Rekuperationsbremsanlage wird erfindungsgemäß bereits deaktiviert, bevor aufgrund einer fahrdynamisch kritischen Situation eine fahrdynamische Regelung, wie z.B. eine Schlupfregelung erfolgt. Aus diesem zeitlichen Vorsprung ergibt sich eine erhöhte Fahr- bzw. Verkehrssicherheit.The longitudinal dynamic variable is one or a combination of several of the following variables: longitudinal vehicle speed, longitudinal vehicle deceleration, a time derivative of the longitudinal vehicle speed and / or longitudinal vehicle deceleration and / or a variable correlated with the longitudinal vehicle deceleration and / or the longitudinal vehicle speed. Overall, it should be noted that as soon as at least one of the criteria mentioned is met, the braking process is only carried out with the friction brake system. According to the invention, the recuperation brake system is already deactivated before driving dynamics control, such as slip control, takes place due to a driving dynamics critical situation. This lead in time results in increased driving and traffic safety.
Vorteilhafte Ausgestaltungen des erfindungsgemäßen Verfahrens ergeben sich aus den abhängigen Patentansprüchen.Advantageous refinements of the method according to the invention result from the dependent patent claims.
Vorteilhafterweise liegt die Langsdynamikgroße dann außerhalb eines zulässigen Bereiches, wenn die tatsächliche oder die angeforderte Verzögerung größer ist als ein Verzögerungsschwellenwert. Anhand des Verzögerungsschwellenwertes kann eine Grenze angegeben werden, oberhalb der Fahrzeugverzöge- rungen vorliegen, die potentiell zu sicherheitskritischen Fahrzuständen führen können, oder die derart hoch sind, dass sie durch die Rekuperationsbremsanlage nicht, oder nicht schnell genug erreicht werden können. In diesen Fällen wird dann lediglich die Reibungsbremsanlage aktiviert .The longitudinal dynamic range is advantageously outside a permissible range if the actual or the requested deceleration is greater than a deceleration threshold. A limit can be specified on the basis of the deceleration threshold value, above which there are vehicle decelerations, which can potentially lead to safety-critical driving conditions, or which are so high that they cannot be reached or cannot be reached quickly enough by the recuperation braking system. In these cases, only the friction brake system is activated.
Die Langsdynamikgroße kann außerhalb des zulässigen Bereichs liegen, wenn die Fahrzeuglängsgeschwindigkeit kleiner ist als ein Geschwindigkeitsschwellenwert. Unterhalb dieses Geschwindigkeitsschwellenwertes kann durch die Rekuperationsbremsanlage keine ausreichende Verzδgerungswirkung erzielt werden, so dass in diesen Fällen ausschließlich die Reibungsbremsanlage zur Fahrzeugverzögerung verwendet wird.The longitudinal dynamics magnitude may be outside the allowable range if the vehicle's longitudinal speed is less than a speed threshold. Below this speed threshold value, the recuperation brake system cannot achieve a sufficient deceleration effect, so that in these cases only the friction brake system is used to decelerate the vehicle.
Es ist vorteilhaft, wenn der Geschwindigkeitsschwellenwert und/oder der Verzögerungsschwellenwert in Abhänghän igkeit von einer oder mehreren Fahrzustandsgrößen des Fahrzeugs be- stimmt werden. Auf diese Weise können einer oder beide Schwellenwerte an den jeweiligen Fahrzustand des Fahrzeugs angepasst werden. Insbesondere können der Geschwindigkeitsschwellenwert und/oder der Verzögerungsschwellenwert in Abhängigkeit vom Ladezustand der den Elektromotor speisenden Batterie ermittelt werden. Beispielsweise kann der Verzögerungsschwellenwert umso kleiner gewählt werden, je geringer die aktuelle Ladekapazität der Batterie ist . Es ist auch möglich den Geschwindigkeitsschwellenwert um so größer zu wählen, je geringer die aktuelle Ladekapazität der Batterie ist.It is advantageous if the speed threshold value and / or the deceleration threshold value are dependent on one or more driving state variables of the vehicle. be true. In this way, one or both threshold values can be adapted to the respective driving state of the vehicle. In particular, the speed threshold value and / or the deceleration threshold value can be determined as a function of the state of charge of the battery feeding the electric motor. For example, the lower the current charging capacity of the battery, the smaller the delay threshold. It is also possible to choose the speed threshold the greater the lower the current charging capacity of the battery.
Bei einer weiteren Ausgestaltung liegt die L ngsdynamikgroße außerhalb des zulässigen Bereiches, wenn die Auslösung bzw. Anforderung eines Notbrems organges mit maximalem Bremsdruck erkannt wurde. Sobald der Fahrer manuell oder das Bremssystem automatisch einen Notbremsvorgang mit maximalem Bremsdruck bzw. maximaler Bremskraft anfordert oder auslöst, wird für das Fahrzeug die größtmögliche Fahrzeugverzögerung angefordert. Die Langsdynamikgroße, die in diesem Fall die Fahrzeugverzögerung beschreibt, liegt dann außerhalb eines zulässigen Bereiches, so dass lediglich die Reibungsbremsanlage zur Fahrzeugverzögerung eingesetzt wird. Da in diesem Verzögerungsbereich häufig kritische Fahrzustände auftreten, beispielsweise muss eine Bremsschlupfregelung aktiviert werden, ist aus Gründen der Fahrsicherheit lediglich die Reibungsbremsanlage aktiviert, die eine hohe Dynamik bei der Bremsdruck- bzw. Bremskraftänderung gewährleistet.In a further embodiment, the longitudinal dynamic range is outside the permissible range if the triggering or request for an emergency braking operation with maximum braking pressure has been detected. As soon as the driver manually or the braking system automatically requests or triggers an emergency braking process with maximum braking pressure or braking force, the greatest possible vehicle deceleration is requested for the vehicle. The longitudinal dynamic range, which in this case describes the vehicle deceleration, is then outside a permissible range, so that only the friction brake system is used for vehicle deceleration. Since critical driving conditions often occur in this deceleration range, for example, a brake slip control must be activated, for reasons of driving safety, only the friction brake system is activated, which ensures high dynamics in the change in brake pressure or braking force.
Es ist weiterhin vorteilhaft, wenn die bereits aktivierte Rekuperationsbremsanlage während eines Bremsvorgangs deaktiviert wird, sobald die Abschaltbedingung erfüllt ist. Das heißt, dass bei erfüllter Abschaltbedingung nicht lediglich das Aktivieren der Rekuperationsbremsanlage verhindert wird, sondern, dass auch während eines bereits eingeleiteten Brems- Vorganges die Rekuperationsbremsanlage deaktiviert wird, sobald die Abschaltbedingung erfüllt ist . Dadurch wird die Fahrsicherheit weiter erhöht.It is also advantageous if the already activated recuperation brake system is deactivated during a braking process as soon as the switch-off condition is fulfilled. This means that if the switch-off condition is met, not only is the activation of the recuperation brake system prevented, but that even during a braking The recuperation brake system is deactivated as soon as the switch-off condition is fulfilled. This further increases driving safety.
Zur Verbesserung der Dynamik beim Bremskraft- bzw. Brems- druckaufbau wird bei nichterfüllter Abschaltbedingung zusätzlich zur Rekuperationsbremsanlage und insbesondere zuerst die Reibungsbremsanlage aktiviert.In order to improve the dynamics in the build-up of braking force or brake pressure, in addition to the recuperation braking system and in particular the friction braking system is activated first when the shutdown condition is not met.
Dabei kann die Rekuperationsbremsanlage und die Reibungsbremsanlage derart angesteuert werden, dass der Bremsschlupf an den angetriebenen Fahrzeugrädern und der Bremsschlupf an den nicht angetriebenen Fahrzeugrädern gleich groß ist.The recuperation brake system and the friction brake system can be controlled in such a way that the brake slip on the driven vehicle wheels and the brake slip on the non-driven vehicle wheels are of the same size.
Im Folgenden wird ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens bzw. des erfindungsgemäßen Systems anhand der beigefügten Zeichnung näher erläutert. Es zeigen:An exemplary embodiment of the method according to the invention or of the system according to the invention is explained in more detail below with reference to the attached drawing. Show it:
Fig. 1 ein Blockschaltbild eines Ausführungsbeispiels eines erfindungsgemäßen Bremssystems oderFig. 1 is a block diagram of an embodiment of a brake system according to the invention or
Fig. 2 ein Flussdiagramm eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens.2 shows a flow diagram of an exemplary embodiment of the method according to the invention.
Fig. 1 zeigt ein Bremssystem 5 für ein nicht näher dargestelltes Fahrzeug, mit einer Reibungsbremsanlage 7 und einer Rekuperationsbremsanlage 9. Die Reibungsbremsanlage 7 ist in an sich bekannter Weise als hydraulische Reibungsbremsanlage oder elektrohydraulische Reibungsbremsanlage aufgebaut und verfügt über einen durch ein Bremspedal 11 mechanisch betätigbaren Hauptbremszylinder 13, der über eine erste Ausgangsleitung 15 eines ersten Bremskreises und eine zweite Aus- gangsleitung 17 des zweiten Bremskreises mit einem Hydraulikaggregat 19 hydraulisch verbunden ist. An das Hydraulikaggregat 19 sind die vier Radbremseinrichtungen 21, 23, 25, 27 des Fahrzeugs angeschlossen, so dass der Bremsdruck in den Radbremseinrichtungen 21, 23, 25, 27 Rad individuell über das Hydraulikaggregat 19 eingestellt werden kann.1 shows a brake system 5 for a vehicle, not shown in detail, with a friction brake system 7 and a recuperation brake system 9. The friction brake system 7 is constructed in a manner known per se as a hydraulic friction brake system or an electrohydraulic friction brake system and has a master brake cylinder that can be mechanically actuated by a brake pedal 11 13, which is hydraulically connected to a hydraulic unit 19 via a first output line 15 of a first brake circuit and a second output line 17 of the second brake circuit. To the hydraulic unit 19, the four wheel brake devices 21, 23, 25, 27 of the Vehicle connected so that the brake pressure in the wheel brake devices 21, 23, 25, 27 wheel can be set individually via the hydraulic unit 19.
Der genaue Aufbau des Hydraulikaggregates 19 ist dem Fachmann aus in modernen Fahrzeugen übliche hydraulische oder elektro- hydraulische Bremsanlagen bekannt, die Fahrstabilitätsrege- lungen (z.B. ESP), Antiblockierregelungen (ABS) oder Antriebsschlupfregelungen (ASR) aufweisen. Daher wird der genaue Aufbau an dieser Stelle nicht weiter erläutert.The exact structure of the hydraulic unit 19 is known to the person skilled in the art from hydraulic or electro-hydraulic braking systems which are customary in modern vehicles and have driving stability controls (e.g. ESP), anti-lock controls (ABS) or traction control systems (ASR). Therefore, the exact structure is not further explained here.
Die Bremspedalstellung wird durch einen Bremspedalsensor 29 erfasst und an eine Steuereinrichtung 31 übermittelt. Die Steuereinrichtung 31 steuert dann die Reibungsbremsanlage 7 und die Rekuperationsbremsanlage 9 entsprechend der gewünschten Verzögerung des Fahrzeugs an. Zur Fahrdynamik- und/oder Schlupfregelung ist jedem Fahrzeugrad ein Raddrehzahlsensor 33 zugeordnet, wobei die erfassten Raddrehzahlen der Steuereinrichtung 31 übermittelt werden, die dann das Hydraulikaggregat 19 zur Einstellung der Rad individuellen Bremsdrücke ansteuert .The brake pedal position is detected by a brake pedal sensor 29 and transmitted to a control device 31. The control device 31 then controls the friction brake system 7 and the recuperation brake system 9 in accordance with the desired deceleration of the vehicle. For vehicle dynamics and / or slip control, a wheel speed sensor 33 is assigned to each vehicle wheel, the detected wheel speeds being transmitted to the control device 31, which then controls the hydraulic unit 19 to adjust the wheel to individual brake pressures.
Das Bremssystem 5 ist für ein Fahrzeug vorgesehen, das über einen Elektromotor 35 angetrieben wird. Das Fahrzeug muss dadurch nicht ausschließlich durch den Elektromotor 35 angetrieben sein. Es kann sich auch in einem Hybrid-Fahrzeug mit Elektromotor 35 und einem weiteren Antriebsaggregat, insbesondere Verbrennungsmotor handeln.The braking system 5 is provided for a vehicle which is driven by an electric motor 35. As a result, the vehicle does not have to be driven exclusively by the electric motor 35. It can also be a hybrid vehicle with an electric motor 35 and a further drive unit, in particular an internal combustion engine.
Der Elektromotor 35 ist Bestandteil der Rekuperationsbremsanlage 9 und wird durch die Steuereinrichtung 31 angesteuert. Zum Abbremsen bzw. zum Verzögern des Fahrzeugs kann der Elektromotor von einem Motorbetriebszustand in einen Genera- torbetriebszustand umgeschaltet werden, wobei der Elektromo- tor 35 in seinen Generatorbetriebszustand kinetische Energie des Fahrzeugs in elektrische Energie umwandelt. Dabei wird das Fahrzeug verzögert .The electric motor 35 is part of the recuperation brake system 9 and is controlled by the control device 31. To brake or decelerate the vehicle, the electric motor can be switched from an engine operating state to a generator operating state, with the electric motor gate 35 converts kinetic energy of the vehicle into electrical energy in its generator operating state. The vehicle is decelerated.
Der Elektromotor 35 kann auch von mehreren Elektromotoreinheiten gebildet sein, beispielsweise von mehreren Nabenmotor- einheiten. Beim Generatorbetrieb der Elektromotors 35 während eines Bremsvorgangs mit aktivierter Rekuperationsbremsanlage 9 bleibt nur die mit aktuell höherer Drehzahl angetriebene Elektromotoreinheit aktiviert und die jeweils langsamer laufenden Elektromotoreinheiten werden abgeschaltet .The electric motor 35 can also be formed by a plurality of electric motor units, for example by a plurality of hub motor units. When the electric motor 35 is in generator operation during a braking operation with the recuperation braking system 9 activated, only the electric motor unit driven at the currently higher speed remains activated and the slower running electric motor units are switched off.
Das erfindungsgemäße Verfahren wird anhand eines Ausführungs- beispiels im Folgenden mit Bezug auf Fig. 2 erläutert.The method according to the invention is explained below using an exemplary embodiment with reference to FIG. 2.
Zum Abbremsen bzw. zum Verzögern des Fahrzeugs kann die Steuereinrichtung 31 die Reibungsbremsenlage 7 und/oder die Rekuperationsbremsanlage 9 ansteuern. In einem ersten Schritt 40 wird zunächst überprüft, ob der Fahrer und/oder ein Fahrzeugsystem eine Bremsanforderung bzw. einen Bremswunsch ausgelöst haben. Dies erfolgt beispielsgemäß zum Einen durch die Auswertung des Signals des BremspedalSensors 29, das angibt, ob der Fahrer manuell durch Betätigen des Bremspedals 11 eine Fahrzeugverzögerung wünscht. Zum Anderen können Ansteuersig- nale von nicht näher dargestellten Fahrzeugsystemen ausgewertet werden, die einen Fahrer unabhängigen, selbsttätigen Bremsvorgang hervorrufen. Bei solchen Fahrzeugsystemen handelt es sich beispielsweise um Abstandsregeltempomaten, Not- bremssysteme, FahrdynamikregelSysteme oder dergleichen.To brake or decelerate the vehicle, the control device 31 can control the friction brake position 7 and / or the recuperation brake system 9. In a first step 40, it is first checked whether the driver and / or a vehicle system has triggered a braking request or a braking request. According to the example, this is done, on the one hand, by evaluating the signal of the brake pedal sensor 29, which indicates whether the driver wishes to decelerate the vehicle manually by actuating the brake pedal 11. On the other hand, control signals of vehicle systems (not shown in any more detail) can be evaluated, which trigger a driver's independent, automatic braking process. Such vehicle systems are, for example, adaptive cruise control, emergency braking systems, vehicle dynamics control systems or the like.
Der Bremspedalsensor 29 kann als Wegsensor direkt die Bremspedalstellung erfassen, oder alternativ auch als Drucksensor den manuell hervorgerufenen Druck im HauptbremsZylinder 13 messen. In Abwandlung zum dargestellten Ausführungsbeispiel besteht auch die Möglichkeit, anhand von Drucksensoren, die den Bremsdruck in den Radbremseinrichtungen 21, 23, 25, 27 bestimmen, sowohl eine manuelle, als auch eine Fahrer unabhängige Bremsanforderung zu erkennen. Sobald ein Bremsdruckanstieg in zumindest einer der Radbremsen 21, 23, 25, 27 erfolgt, liegt entweder ein vom Fahrer oder durch ein Fahrzeugsystem eingeleiteter Bremsvorgang vor.The brake pedal sensor 29 can directly detect the brake pedal position as a displacement sensor or, alternatively, can also measure the manually generated pressure in the master brake cylinder 13 as a pressure sensor. In modification of the illustrated embodiment it is also possible to use pressure sensors, which determine the brake pressure in the wheel brake devices 21, 23, 25, 27, to recognize both a manual and a driver-independent braking request. As soon as there is an increase in brake pressure in at least one of the wheel brakes 21, 23, 25, 27, there is either a braking process initiated by the driver or by a vehicle system.
Wird im ersten Schritt 40 keine Bremsanforderung erkannt, so wird dieser erste Schritt 40 wiederholt.If no braking request is recognized in the first step 40, this first step 40 is repeated.
Sobald im ersten Schritt 40 eine Bremsanforderung erkannt wurde, wird zum zweiten Schritt 42 gesprungen und überprüft, ob eine vorgegebene Abschaltbedingung erfüllt ist oder nicht. Bei erfüllter Abschaltbedingung erfolgt die Fahrzeugverzöge- rung ausschließlich durch die Reibungsbremsanlage 7. Die Rekuperationsbremsanlage 9 wird dann nicht zum Abbremsen des Fahrzeugs verwendet .As soon as a braking request has been recognized in the first step 40, a jump is made to the second step 42 and a check is carried out to determine whether a specified switch-off condition is met or not. If the switch-off condition is fulfilled, the vehicle is decelerated exclusively by the friction brake system 7. The recuperation brake system 9 is then not used to brake the vehicle.
Bei nicht erfüllter Abschaltbedingung wird das Verfahren im dritten Schritt 44 fortgesetzt, wobei zur Verzögerung des Fahrzeugs durch die Steuereinrichtung 31 sowohl die Rekuperationsbremsanlage 9, als auch die Reibungsbremsanlage 7 verwendet wird. Zunächst wird die Reibungsbremsanlage 7 aktiviert, da über die Reibungsbremsanlage 7 eine höhere Dynamik beim Aufbau der Bremskraft erzielt werden kann. Die Gesamt- bremskraft aus der Reibungsbremsanlage 7 und der Rekuperationsbremsanlage 9 wird entsprechend der Bremsanforderung eingestellt. Dabei ist es möglich, die Rekuperationsbremsanlage 9 und die Reibungsbremsanlage 7 derart anzusteuern, dass der Bremsschlupf an den angetriebenen Fahrzeugrädern und der Bremsschlupf an den nicht angetriebenen Fahrzeugrädern gleich groß sind, wodurch sich ein besonders günstiger fahrdynamischer Zustand ergibt . Nach dem dritten Schritt 44 beginnt das Verfahren wieder beim ersten Schritt 40.If the switch-off condition is not met, the method is continued in third step 44, wherein both the recuperation brake system 9 and the friction brake system 7 are used to decelerate the vehicle by the control device 31. First of all, the friction brake system 7 is activated, since a higher dynamic when building the braking force can be achieved via the friction brake system 7. The total braking force from the friction brake system 7 and the recuperation brake system 9 is set in accordance with the braking request. It is possible to control the recuperation brake system 9 and the friction brake system 7 in such a way that the brake slip on the driven vehicle wheels and the brake slip on the non-driven vehicle wheels are of the same size, which results in a particularly favorable driving dynamics state. After the third step 44, the method starts again at the first step 40.
Ist im zweiten Schritt 42 die Abschaltbedingung erfüllt, so wird im vierten Schritt 46 geprüft, ob die Rekuperationsbremsanlage 9 bereits aktiv ist oder nicht. Ist die Rekuperationsbremsanlage 9 bereits aktiviert und zu einem fünften Schritt 48 verzweigt, indem die Rekuperationsbremsanlage 9 deaktiviert und lediglich die Reibungsbremsanlage 7 zur Erzielung der erwünschten Fahrzeugverzögerung verwendet wird. Wurde im vierten Schritt 46 festgestellt, dass die Rekuperationsbremsanlage 9 nicht aktiv ist, so wird in einem sechsten Schritt 50 die gewünschte Fahrzeugverzögerung ausschließlich anhand der Reibungsbremsanlage 7 erzeugt .If the switch-off condition is met in the second step 42, then in the fourth step 46 it is checked whether the recuperation brake system 9 is already active or not. If the recuperation brake system 9 has already been activated and branches to a fifth step 48, in that the recuperation brake system 9 is deactivated and only the friction brake system 7 is used to achieve the desired vehicle deceleration. If it was determined in the fourth step 46 that the recuperation brake system 9 is not active, the desired vehicle deceleration is generated in a sixth step 50 exclusively on the basis of the friction brake system 7.
Nach den Schritten 48 bzw. 50 beginnt das Verfahren wieder im ersten Schritt 40.After steps 48 and 50, the method starts again in first step 40.
Zur Feststellung im zweiten Schritt 42, ob die Abschaltbedingung erfüllt ist, werden beim Ausführungsbeispiel zwei Kriterien überprüft. Als erstes Kriterium wird ermittelt, die Raddrehzahldifferenz der angetriebenen Fahrzeugräder der angetriebenen Fahrzeugräder derselben Fahrzeugachse größer ist, als ein vorgegebener Drehzahlschwellenwert. Ist dies der Fall, so ist die Abschaltbedingung erfüllt. Überschreitet die Raddrehzahldifferenz der angetriebenen Fahrzeugräder derselben Fahrzeugachse den Drehzahlschwellenwert, so ist eine Schlupfregelung dieser Fahrzeugräder notwendig, die bei aktivierter Rekuperationsbremsanlage 9 nicht oder weniger gut möglich ist. Aus diesem Grund wird dann die Rekuperationsbremsanlage 9 nicht zur Verzögerung des Fahrzeugs herangezogen. Als weiteres, zweites Kriterium zur Erfüllung der Abschaltbedingung im zweiten Schritt 42 wird geprüft, ob eine die Längsdynamik des Fahrzeugs beschreibende Langsdynamikgroße außerhalb eines zulässigen Bereichs liegt. Die Langsdynamikgroße beschreibt insbesondere die Fahrzeuglängsverzögerung und/oder die Fahrzeuglängsgeschwindigkeit.In the exemplary embodiment, two criteria are checked to determine in the second step 42 whether the switch-off condition is met. As a first criterion, it is determined that the wheel speed difference of the driven vehicle wheels of the driven vehicle wheels of the same vehicle axis is greater than a predetermined speed threshold value. If this is the case, the switch-off condition is fulfilled. If the wheel speed difference of the driven vehicle wheels of the same vehicle axle exceeds the speed threshold value, a slip control of these vehicle wheels is necessary, which is not possible or is less possible when the recuperation brake system 9 is activated. For this reason, the regenerative braking system 9 is then not used to decelerate the vehicle. As a further, second criterion for fulfilling the switch-off condition in the second step 42, it is checked whether a longitudinal dynamics quantity describing the longitudinal dynamics of the vehicle lies outside a permissible range. The longitudinal dynamics size describes in particular the vehicle longitudinal deceleration and / or the vehicle longitudinal speed.
Die Langsdynamikgroße liegt außerhalb des zulässigen Bereiches, wenn die momentane oder die bei der Bremsanforderung angeforderte Fahrzeuglängsverzögerung größer ist, als ein Verzögerungsschwellenwert. In diesem Fall ist die Fahrzeug- längsverzδgerung derart groß, dass mit einer Bremsschlupfregelung oder einer Fahrstabilitätsregelung gerechnet werden muss. Deshalb wird lediglich die Reibungsbremsanlage zur Fahrzeugverzögerung verwendet. Beispielsgemäß liegt die Langsdynamikgroße deshalb auch dann außerhalb des zulässigen Bereiches, wenn bei der Bremsanforderung ein Notbremsvorgang mit maximal möglichem Bremsdruck bzw. maximal möglicher Bremskraft ausgelöst bzw. angefordert wird.The longitudinal dynamic range is outside the permissible range if the instantaneous vehicle deceleration or the vehicle longitudinal deceleration requested when the braking request is greater than a deceleration threshold value. In this case, the vehicle longitudinal deceleration is so great that brake slip control or driving stability control must be expected. Therefore, only the friction brake system is used to decelerate the vehicle. For example, the longitudinal dynamic range is therefore also outside the permissible range if an emergency braking operation with the maximum possible brake pressure or maximum possible brake force is triggered or requested when the brake is requested.
Die Langsdynamikgroße liegt auch dann außerhalb des zulässigen Bereiches, wenn die Fahrzeuglängsgeschwindigkeit kleiner ist als ein Geschwindigkeitsschwellenwert. Bei Fahrzeuglängs- geschwindigkeiten unterhalb dieses Geschwindigkeitsschwellenwertes kann durch die Rekuperationsbremsanlage 9 keine ausreichende Fahrzeugverzögerung mehr erzielt werden. Daher wird ausschließlich die Reibungsbremsanlage 7 zum Abbremsen des Fahrzeugs eingesetzt.The longitudinal dynamic range is also outside the permissible range if the longitudinal vehicle speed is less than a speed threshold. At longitudinal vehicle speeds below this speed threshold value, the recuperation brake system 9 can no longer achieve a sufficient vehicle deceleration. Therefore, only the friction brake system 7 is used to brake the vehicle.
Der Geschwindigkeitsschwellenwert und/oder der Verzögerungs- schwellenwert können entweder fest vorgegeben oder aber auch abhängig von einer oder mehreren Fahrzustandsgrößen des Fahrzeugs bestimmt werden. Beispielsweise kann der Verzögerungsschwellenwert in Abhängigkeit vom aktuellen Fahrbahnreibwert festgelegt werden. Bei einem niedrigen Reibwert, der bereits bei geringen Bremskräften bzw. bei geringen Bremsdrücken eine Schlupfregelung notwendig machen kann, wird der Verzögerungs- Schwellenwert entsprechend klein gewählt werden. Somit wird die Rekuperationsbremsanlage 9 bereits bei einer Bremsanforderung mit einer relativ geringen Fahrzeugverzögerung nicht zum Abbremsen des Fahrzeugs herangezogen und ist daher deak- ' tiviert bereits bevor die Schlupfregelung ausgelöst wird.The speed threshold value and / or the deceleration threshold value can either be predetermined or determined depending on one or more driving state variables of the vehicle. For example, the deceleration threshold can be a function of the current road surface friction be determined. With a low coefficient of friction, which can make slip control necessary even with low braking forces or at low braking pressures, the deceleration threshold value is chosen to be correspondingly small. The recuperation brake system 9 is therefore not used to brake the vehicle even when there is a braking request with a relatively small vehicle deceleration and is therefore deactivated even before the slip control is triggered.
Es ist auch möglich, den Geschwindigkeitsschwellenwert und/oder den Verzögerungsschwellenwert in Abhängigkeit vom aktuellen Ladezustand der den Elektromotor speisenden Batterie zu ermitteln. Je geringer die aktuell verbleibende Ladekapazität der Batterie noch ist, desto kleiner wird auch der Verzögerungsschwellenwert gewählt werden, da die durch die Rekuperatoinsbremsanlage 9 maximal mögliche Verzögerung mit der noch verfügbaren Ladekapazität der Batterie abnimmt .It is also possible to determine the speed threshold value and / or the deceleration threshold value as a function of the current state of charge of the battery feeding the electric motor. The lower the currently remaining charge capacity of the battery, the smaller the deceleration threshold will be chosen, since the maximum possible deceleration caused by the recuperation brake system 9 decreases with the charge capacity of the battery still available.
Umgekehrt wird mit abnehmender, noch verbleibender Ladekapazität der Batterie der Geschwindigkeitsschwellenwert erhöht . Ist auf Grund der abnehmenden Ladekapazität der Batterie die maximal mögliche Verzögerung mittels der Rekuperationsbremsanlage 9 geringer, so wird bereits bei höheren Fahrzeuglängsgeschwindigkeiten lediglich die Reibungsbremsanlage 7 zur Fahrzeugverzögerung verwendet . Conversely, as the battery's remaining charging capacity decreases, the speed threshold is increased. If, owing to the decreasing charging capacity of the battery, the maximum possible deceleration by means of the recuperation braking system 9 is lower, only the friction braking system 7 is used for vehicle deceleration even at higher longitudinal vehicle speeds.

Claims

Patentansprüche claims
Verfahren zur Steuerung eines eine Reibungsbremsanlage (7) und eine Rekuperationsbremsanlage (9) aufweisenden Bremssystems (5) eines Fahrzeugs, das durch einen Elektromotor (35) angetrieben wird, der als Bestandteil der Rekuperationsbremsanlage (9) zum Abbremsen des Fahrzeugs als Generator betreibbar ist, wobei ausschließlich die Reibungsbremsanlage (7) zum Abbremsen des Fahrzeugs verwendet wird, wenn eine vorgegebene Abschaltbedingung (42) erfüllt ist, d a d u r c h g e k e n n z e i c h n e t , dass die Abschaltbedingung (42) nur dann erfüllt ist,Method for controlling a brake system (5) of a vehicle which has a friction brake system (7) and a recuperation brake system (9) and which is driven by an electric motor (35) which can be operated as a component of the recuperation brake system (9) for braking the vehicle as a generator, wherein only the friction brake system (7) is used to brake the vehicle when a predetermined switch-off condition (42) is met, characterized in that the switch-off condition (42) is only met,
- wenn eine die Fahrzeuglangsdynamik beschreibende Langsdynamikgroße außerhalb eines zulässigen Bereiches liegt und/oder- If a longitudinal dynamic range describing the vehicle longitudinal dynamics lies outside a permissible range and / or
- wenn die Raddrehzahldifferenz der angetriebenen Fahrzeugräder einer Fahrzeugachse größer ist als ein Drehzahlschwellenwert .- If the wheel speed difference of the driven vehicle wheels of a vehicle axle is greater than a speed threshold.
Verfahren nach Anspruch 1 , d a d u r c h g e k e n n z e i c h n e t , dass die Langsdynamikgroße außerhalb des zulässigen Bereiches liegt, wenn die tatsächliche oder die angeforderte Fahrzeuglängsverzögerung größer ist als ein Verzögerungsschwellenwert . Method according to claim 1, characterized in that the longitudinal dynamic range is outside the permissible range if the actual or the requested vehicle longitudinal deceleration is greater than a deceleration threshold value.
3. Verfahren nach Anspruch 1 oder 2 , d a d u r c h g e k e n n z e i c h n e t , dass die Langsdynamikgroße außerhalb des zulässigen Bereiches liegt, wenn die Fahrzeuglängsgeschwindigkeit kleiner ist als ein Geschwindigkeitsschwellenwert.3. The method of claim 1 or 2, d a d u r c h g e k e n e z e i c h n e t that the longitudinal dynamic range is outside the permissible range if the longitudinal vehicle speed is less than a speed threshold.
4. Verfahren nach Anspruch 2 oder 3 , d a d u r c h g e k e n n z e i c h n e t , dass der Geschwindigkeitsschwellenwert und/oder der Verzögerungsschwellenwert in Abhängigkeit von einer oder mehreren Fahrzustandsgrößen des Fahrzeugs bestimmt werden.4. The method of claim 2 or 3, d a d u r c h g e k e n e z e i c h n e t that the speed threshold and / or the deceleration threshold are determined depending on one or more driving state variables of the vehicle.
5. Verfahren nach Anspruch 4 , d a d u r c h g e k e n n z e i c h n e t , dass der Geschwindigkeitsschwellenwert und/oder der Verzögerungsschwellenwert in Abhängigkeit vom Ladezustand der den Elektromotor speisenden Batterie bestimmt wird.5. The method according to claim 4, so that the speed threshold and / or the deceleration threshold is determined as a function of the state of charge of the battery feeding the electric motor.
6. Verfahren nach einem der Ansprüche 1 bis 5, d a d u r c h g e k e n n z e i c h n e t , dass die Langsdynamikgroße außerhalb des zulässigen Bereiches liegt, wenn die Auslösung bzw. Anforderung eines Notbremsvorgangs mit maximalem Bremsdruck und/oder maximaler Bremskraft erkannt wurde.6. The method according to any one of claims 1 to 5, d a d u r c h g e k e n n z e i c h n e t that the slow dynamic range is outside the permissible range if the triggering or request for an emergency braking process with maximum braking pressure and / or maximum braking force has been detected.
7. Verfahren nach einem der Ansprüche 1 bis 6, d a d u r c h g e k e n n z e i c h n e t , dass die bereits aktivierte Rekuperationsbremsanlage (9) während eines Bremsvorgangs deaktiviert wird, wenn die Abschaltbedingung erfüllt ist (Schritt 48) . 7. The method according to any one of claims 1 to 6, characterized in that the already activated recuperation brake system (9) is deactivated during a braking process when the switch-off condition is fulfilled (step 48).
8. Verfahren nach einem der Ansprüche 1 bis 7, d a d u r c h g e k e n n z e i c h n e t , bei nicht erfüllter Abschaltbedingung zusätzlich zur Rekuperationsbremsanlage (9) und insbesondere zuerst die Reibungsbremsanlage (7) aktiviert wird (Schritt 44) .8. The method according to any one of claims 1 to 7, d a d u r c h g e k e n n e e c h e n t, in addition to the recuperation brake system (9) and in particular the friction brake system (7) is activated (step 44) if the shutdown condition is not met.
9. Verfahren nach Anspruch 8 , d a d u r c h g e k e n n z e i c h n e t , dass die Rekuperationsbremsanlage und die Reibungsbremsanlage derart angesteuert werden, dass der Bremsschlupf an den angetriebenen Fahrzeugrädern und der Bremsschlupf an den nicht angetriebenen Fahrzeugrädern gleich groß sind.9. The method according to claim 8, so that the recuperation brake system and the friction brake system are controlled in such a way that the brake slip on the driven vehicle wheels and the brake slip on the non-driven vehicle wheels are of the same size.
10. Bremssystem für ein Fahrzeug mit einer Reibungsbremsanlage (7) und einer Rekuperationsbremsanlage (9) , wobei das Fahrzeug durch einen Elektromotor (35) angetrieben wird, der als Bestandteil der Rekuperationsbremsanlage (9) zum Abbremsen des Fahrzeugs von einem Motorbetriebszustand in einen Generatorbetriebszustand umschaltbar ist, und mit einer Steuereinrichtung (31) die ausschließlich die Reibungsbremsanlage (7) zum Abbremsen des Fahrzeugs ansteuert, wenn eine vorgegebene Abschaltbedingung (42) erfüllt ist, d a d u r c h g e k e n n z e i c h n e t , dass die Abschaltbedingung (42) nur dann erfüllt ist, wenn eine die Fahrzeuglangsdynamik beschreibende Langsdynamikgroße außerhalb eines zulässigen Bereiches liegt und/oder wenn die Raddrehzahldifferenz der angetriebenen Fahrzeugräder einer Fahrzeugachse größer ist als ein Drehzahlschwellenwert . 10. Brake system for a vehicle with a friction brake system (7) and a recuperation brake system (9), the vehicle being driven by an electric motor (35) which, as part of the recuperation brake system (9), can be switched from an engine operating state to a generator operating state for braking the vehicle and with a control device (31) which exclusively controls the friction brake system (7) for braking the vehicle when a predetermined switch-off condition (42) is fulfilled, characterized in that the switch-off condition (42) is only fulfilled if one describes the vehicle longitudinal dynamics The longitudinal dynamic range is outside a permissible range and / or if the wheel speed difference of the driven vehicle wheels of a vehicle axle is greater than a speed threshold value.
PCT/EP2004/007497 2003-07-16 2004-07-08 Method for controlling a brake system and brake system for a vehicle WO2005007474A1 (en)

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