WO2010100276A1 - Frein de stationnement actionnable de façon électromécanique pour véhicules automobiles et procédé permettant de faire fonctionner un frein de stationnement - Google Patents

Frein de stationnement actionnable de façon électromécanique pour véhicules automobiles et procédé permettant de faire fonctionner un frein de stationnement Download PDF

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Publication number
WO2010100276A1
WO2010100276A1 PCT/EP2010/052886 EP2010052886W WO2010100276A1 WO 2010100276 A1 WO2010100276 A1 WO 2010100276A1 EP 2010052886 W EP2010052886 W EP 2010052886W WO 2010100276 A1 WO2010100276 A1 WO 2010100276A1
Authority
WO
WIPO (PCT)
Prior art keywords
parking brake
ecu
control unit
control
brake
Prior art date
Application number
PCT/EP2010/052886
Other languages
German (de)
English (en)
Inventor
Oleg Bauer
Eduard Wiens
Rüdiger PUFF
Original Assignee
Continental Teves Ag & Co. Ohg
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 Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2010100276A1 publication Critical patent/WO2010100276A1/fr

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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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • the present invention relates to an electromechanically actuable parking brake for motor vehicles and an associated operating method.
  • electromechanically actuated parking brakes some constructively very differently structured technical systems are in competition with one another, each of which has very different constructively based advantages and also properties. Examples include the electromechanical brakes (EMB), the so-called cable pull actuators (CP for "cable-pull”) and the integrated in a hydraulic caliper electromechanical Parkbremsaktuatorik (EPB-Ci, Ci for "caliper integrated") called.
  • EMB electromechanical brakes
  • CP cable pull actuators
  • EPB-Ci, Ci hydraulic caliper electromechanical Parkbremsaktuatorik
  • a special variant is so-called electromechanically actuated duo-servo parking brake systems, because they have an integrated gain function and, for example in drum-in-hat design in addition to a disc brake for the parking brake function a completely redundant, separately provided for service brake, wheel brake.
  • duo-servo parking brake systems is a direction of rotation independent self-boosting effect, so that with relatively low application forces high braking forces can be generated, with a so-called C * value is significantly greater than disc brakes.
  • Such systems also have in comparison with a combination containing so-called combination calipers (hydraulically actuated service brake caliper with a locking actuator) and cable actuators whose parking brake device act on already existing brake discs of a service brake system, on the principal advantage that in principle after parking the vehicle with a hot brake no application force loss due to thermal shrinkage processes as a result of thermal cooling occurs.
  • combination calipers hydroaulically actuated service brake caliper with a locking actuator
  • cable actuators whose parking brake device act on already existing brake discs of a service brake system
  • WO 2008/017613A1 an electromechanically actuated parking brake of the duo-servo type, and a scheme has been proposed, wherein a locking force based on the time course of a single measured variable, namely based on a change in current over time (modified current profile) of the electric actuator, and wherein in the system of the parking brake at least one biased spring element is provided, which influences the stiffness of the parking brake.
  • a method for controlling a parking brake wherein a control unit for achieving a predetermined application force, the size of a cut-off current of an electric motor in response to an event number of a counted event - such as in particular a number of braking operations - varies.
  • a duo-servo parking brake system preferably in thermal terms, to be taken into account with a still cost-effective solution.
  • a proposed electromechanical parking brake wherein the reversible actuator has means for detecting a rotational information, which are supplied to an electronic control unit, that the electronic control unit comprises means for detecting the electrical current consumption of the actuator, which are supplied to the electronic control unit, and that at least this information in the frame a control technology Feststellbremsmodell be used predictively for the calculation of a fictitious Zuspannkraft for the purpose of controlling or regulating the energization of the actuator for the application and / or release process.
  • the function of the system is achieved by using at least two measured system variables increased positioning accuracy. Another significant advantage is that with improved function can be dispensed with an immediate force measurement using a separate force sensor, so that an improved yet cost-effective problem solution is given.
  • a correlating method for operating an electromechanical parking brake provides that the reversible actuator is controlled or regulated on the basis of a fictitious clamping force model, and that for predictive formation of a control application force model in an electronic control unit at least one measured rotation information of the actuator, in particular an actuator speed, and at least in addition a measured current consumption of the actuator is used.
  • a fictitious application force is thus predicted in a periodic repetitive manner during operation of the actuator using the variables described, and a modified manipulated variable is fed to the control system on this basis.
  • a modified manipulated variable is fed to the control system on this basis.
  • the essential point of the present invention is to use the physical analogy to the work done mechanically (force x path), namely the electrically performed work (voltage x current consumption) on the basis of corresponding measured quantities to form a control model of the application force of an actuator for a parking brake ,
  • the clamping force model is formed iteratively periodically, and that the respectively detected or measured instantaneous values of the system are used for the iterative calculation.
  • a clock frequency for the periodically repeated calculation on the basis of the clamping force model is fixed predetermined or variable.
  • FIG. 1 is a schematic representation of an electromechanically actuated parking brake of the duo-servo type for motor vehicles on the example of Fig. 1 of WO2008 / 017613A1,
  • FIG. 3 schematically shows a diagram with a family of characteristics for qualitative clarification of the force-displacement curve for various thermal operating states, including worst-case characteristics (hot / cold),
  • FIG. 4 shows a diagram as in FIG. 3 exclusively with two worst-case characteristics (hot / cold), FIG.
  • Fig. 5 qualitatively model diagram to illustrate current consumption I, Zuspannkraft F and voltage U, respectively over the path s of an actuator, during the clamping operation of an electromechanical actuator.
  • an electromechanically actuated parking brake is described by way of example, which essentially comprises a drum brake type wheel brake known per se of the design "duo-servo" and an electromechanical actuator 15.
  • This drum brake is shown in FIG. 017613A1 known in principle, and the disclosure content is, including in view of the basic operating method and the explanations accompanying, expressly included in the disclosure.
  • an inventive control method is primarily explained on the structural example of an electromechanically actuated duo-servo parking brake device with an electromechanical actuator, a transfer to other electromechanical service brake or parking brake systems seems in principle possible and useful.
  • Fig. 1 illustrates an electromechanically operable drum brake parking brake of the "duo-servo" type comprising an actuator unit 2 in the form of an expanding lock with an electromechanical actuator 15.
  • a rotor 5, in the form of a brake drum, is fixedly connected to a motor vehicle wheel and
  • the rotor 5 additionally has a friction ring for a disc brake type service brake device (drum-in-hat construction) Drive rotational movement of the electromechanical actuator 15 into a translatory application movement of the brake shoes 3, 4.
  • the friction linings 10, 11 of the brake shoes 3, 4 are brought into engagement with a friction surface of the rotor 5.
  • a characteristic feature of a drum brake of the "Duo -Servo" is a floating between the brake shoes 3,4 arranged supporting device 16, which is the expansion lock 2 arranged parallel to each other.
  • the actuating unit 2 essentially comprises a threaded nut spindle arrangement 8 and two pressure pieces 13, 14.
  • the pressure piece 13 interacts with the spindle 7, and the pressure piece 14 cooperates with the threaded nut 6.
  • the threaded nut spindle arrangement 8 is actuated by a drive wheel 1, which is actuated by the electromechanical actuator 15 with the interposition of a schematically illustrated reduction gear 12 is driven.
  • the threaded nut 6 has a toothing on the circumference which runs parallel to the axis of the threaded nut 6. With this spur toothing of the threaded nut 6, the just mentioned drive wheel 1 forms a drive gear. The rotary drive of the drive wheel 1 causes the threaded nut 6 in a rotational movement.
  • the rotational movement of the threaded nut 6 is converted by the spindle 7 of the threaded nut spindle assembly 8 in the desired translational movement, and brings the two brake shoes 3, 4 with the desired clamping force with the friction surfaces of the rotor 5 into engagement.
  • either the reduction gear 12 or the threaded nut spindle assembly 8 is self-locking.
  • basically ball screw drives can be used.
  • WO 2008 / 017613A1 describes that, when parking on a slope, the mechanism occurs that after removal of a (usually hydraulically induced) service brake effect in the service brake system, the parking brake system is taken over by electromechanical brake application of the parking brake.
  • a (usually hydraulically induced) service brake effect in the service brake system the parking brake system is taken over by electromechanical brake application of the parking brake.
  • conventional duo-servo brake systems takes place in this context, a barely noticeable reminding phenomena are completed, and the friction linings are rotationally fixed in the circumferential direction.
  • the set electromechanical application force is at least slightly influenced, namely reduced.
  • Fig. 5 is a schematic curve of a Zuspannkraft F, a characteristic of a current consumption I and a characteristic curve of a voltage U respectively depending on the path s of an actuator when applying the parking brake applied. Markings with "refer in each case to characteristic curves, data, values, reference numbers or other information in connection with changed characteristic curves, such as in particular a worst-case characteristic (hot characteristic curve) under changed boundary conditions according to FIG. 4 (right-hand characteristic curve) can by worn friction linings 10,11 and worn rotor 5, deteriorated friction, hot braking system or the like
  • FIGS. 3 and 4 show a family of curves to illustrate many, in principle imaginable, curves and Fig. 4 two extreme cases and dashed the application and the release process based on the set trigger T.
  • a reference characteristic (removed in the context of a brake calibration in new condition at Room temperature) compared to a worst-case characteristic as a critical limiting case in the most critical boundary conditions on the right-hand edge of the diagram.
  • the qualitative effect of all negative influencing variables therefore consists in the fact that a characteristic curve is shifted to the right in the diagrams in the direction of extended actuation paths, depending on the operating factors and the boundary condition.
  • control strategy according to the invention allows the consideration of the boundary conditions and influencing variables described above in the sense of a specification and correction of previously used ideal models by the fictitious clamping force is calculated on the basis of electrical work, which will be described in Individual will be explained in more detail.
  • this state of the proposed control strategy correlates to Fzero (FIG. 3) on the basis of a fictitious, negative assumed application force between the landmarks so, sl and s2 and on the assumption that a characteristic branch with a negative sign and a constant assumed slope ⁇ 2 the application force F is present over the path s. This provides a first regulatory corrective. Subsequent to s ⁇ in FIG.
  • the further curve in section A illustrates the initial setting of the actuator 15 at the beginning of a clamping operation which requires a comparatively high starting current I with decreasing tendency, which in particular reflects an overcoming of mechanical inertia and frictional forces.
  • This is followed between way mark sl and s2 to a certain extent an idle and application phase B, in which, for example, L Broadfic ascended with the lowest power consumption and the friction linings 10,11 are finally applied to the rotor 5.
  • the friction linings 10, 11 essentially come into contact with the rotor 5
  • a trigger Tl is set and the application force F increases.
  • the application force F increases during the following Zuspannphase C up to the waypoint S 3 with an approximately proportional slope.
  • FIG. 2 describes a preferably software-implemented, and integrated in an electronic control unit ECU of the parking brake device trained, electronic control device and a corresponding control process in more detail.
  • a control circuit designed according to the invention has a reference variable 20, which is referred to below as the requested application force Freq.
  • the reference variable 20 is impressed on a control module 17 for control or regulation by the electric motor 18 / M.
  • a controller module 19 which includes a software measure with an algorithm that models the clamping force, and in principle serves a virtual Zuspannkraftab mark or a derived variable for evaluating a control error predictive, as well as periodic-cyclical with a predetermined fixed or variable clock frequency essentially in real time based on input data, values or information.
  • the ECU, and in particular its controller module 19, the current current consumption 24, information about a motor shaft speed 23, and the applied supply voltage 22 is supplied.
  • the predictive (fictitious) application force 21 formed in this way in the model is subtracted from the reference variable 20 at the summation point. The difference formed is impressed on the controlled system.
  • the model thus formed for a clamping force control on the basis of a fictitious application force 25 therefore contains at least one measured or determined one System size, which represents the current current consumption I and a measured or determined system size representing the current engine speed n from the actuator 15.
  • Disturbance variables 26, which may occur in particular as a result of friction and wear influences, are not sensed on the basis of this fictitious application force model, and are principally ignored or otherwise taken into account, for example as a model with a separate control module.
  • these disturbance variables 26 can acquire an increased significance, in particular on the basis of system aging, stored on the basis of empirical values in a separate controller module, stored in a separate nonvolatile memory module 30 that can be electrically erased and rewritten by the ECU, and after Need separately the control device switched, without departing from the invention.
  • the memory module 30 is preferably designed for this purpose as an EEPPROM or flash module. At the output of the controlled system thus formed, the controlled variable 27 in the form of the application force F can be seen.
  • An arrow 28 illustrates an area of the control system in which data and information are actually measured or determined by means of sensors S, encoders G or similar measures internally integrated or arranged externally of the ECU, while the arrow 29 illustrates a system area in which data and information that is not sensory measured or determined, but provided on a different basis.
  • sensors S are available which monitor a movement of the vehicle, in particular wheel rotation sensors, which are required in any case for a stability control program ESP.
  • both a rotation information for example a motor shaft speed and additionally the current consumption I from Motor 18 / M is determined or measured to form a fictitious clamping force.
  • an incrementally operating rotary encoder is provided for the rotation information.
  • the parking brake control unit ECU may be provided separately in the vehicle and electronically networked with an ESP control unit ESP-ECU.
  • an ESP control unit ESP-ECU it is possible to provide the ECU as an integrated part of an already required ESP control unit of a service brake device, which simplifies the effort for indirect or direct, separate, electronic supply and networking and connection to externally provided encoder G and sensors S and contributes to the rationalization ,
  • the electronic control unit ECU has a plausibility stage, wherein an error message can be output to a suitable human machine interface MMI if error conditions have been detected.
  • T1 T2 trigger s path [mm] sx path mark ⁇ gradient

Abstract

L'invention concerne un frein de stationnement actionnable de manière électromécanique pour véhicules automobiles, et un procédé de fonctionnement associé. L'invention comprend au moins une unité de commande électronique (ECU) qui présente un logiciel implémenté comprenant une stratégie de réglage permettant de commander ou de régler l'alimentation électrique du frein de stationnement, et qui, à cet effet, est reliée de manière électrique à au moins un actionneur (15) réversible, ainsi qu'à un ou plusieurs capteurs (S) et/ou émetteurs (G) pour la transmission d'informations, afin de transformer un mouvement rotatif d'entraînement en rotation d'une unité d'actionnement (2) en un mouvement entraîné en translation grâce à la stratégie de réglage, de telle sorte que des segments de frein (3, 4) soient pressés, selon une force de serrage définie, contre un rotor (5), ou inversement. L'invention vise à améliorer des stratégies de réglage connues, sans avoir à mesurer directement la force de serrage F. A cet effet, au moins une information relative à une consommation de courant de l'actionneur ainsi qu'une information relative à la rotation de l'actionneur sont transmises à l'unité de commande (ECU) pour le calcul d'une force de serrage fictive (25), la force de serrage fictive (25) déterminée ou une grandeur de réglage déduite de cette dernière, servant à commander l'unité d'actionnement (2).
PCT/EP2010/052886 2009-03-06 2010-03-08 Frein de stationnement actionnable de façon électromécanique pour véhicules automobiles et procédé permettant de faire fonctionner un frein de stationnement WO2010100276A1 (fr)

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DE102009001385 2009-03-06
DE102009001385.7 2009-03-06

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012079801A3 (fr) * 2010-12-17 2012-08-16 Robert Bosch Gmbh Procédé de réglage de la force de serrage exercée par un frein de stationnement
CN106184163A (zh) * 2016-09-13 2016-12-07 北京汽车研究总院有限公司 一种自动控制驻车制动系统及汽车
IT201700086468A1 (it) * 2017-07-27 2019-01-27 Freni Brembo Spa Metodo di stima di una forza frenante esercitabile tra pastiglia e disco freno da un sistema elettrico di frenatura di stazionamento di un veicolo e sistema elettrico di frenatura di stazionamento di un veicolo implementante tale metodo
WO2019175161A1 (fr) * 2018-03-13 2019-09-19 Continental Teves Ag & Co. Ohg Procédé permettant d'activer une fonction de frein de stationnement et système de freinage
CN113002554A (zh) * 2019-12-20 2021-06-22 奥迪股份公司 冗余制动系统、自动驾驶车辆及相应的方法和介质

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022209930A1 (de) 2022-09-21 2024-03-21 Continental Automotive Technologies GmbH Bremssystem mit flexibler Architektur und Verfahren zum Betreiben eines derartigen Bremssystems

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WO1999026829A1 (fr) * 1997-11-22 1999-06-03 Continental Teves Ag & Co. Ohg Procede et systeme de commande d'un frein de stationnement a actionnement electromecanique pour vehicules automobiles
WO2004108497A2 (fr) * 2003-06-02 2004-12-16 Robert Bosch Gmbh Appareil de commande de conception optimisee pour le frein de stationnement d'un vehicule a moteur
DE10361042B3 (de) 2003-12-23 2005-05-25 Lucas Automotive Gmbh Feststellbremse und Verfahren zur Steuerung derselben
DE102007029632A1 (de) * 2006-06-27 2008-01-10 Continental Teves Ag & Co. Ohg Feststellbremsanlage für Kraftfahrzeuge
WO2008017613A1 (fr) 2006-08-07 2008-02-14 Continental Teves Ag & Co. Ohg Procédé d'actionnement d'un frein à main actionnable de manière électromécanique
DE102007035541A1 (de) * 2006-08-07 2008-02-21 Continental Teves Ag & Co. Ohg Elektromechanisch betätigbare Feststellbremse für Kraftfahrzeuge und Verfahren zu deren Betrieb

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999026829A1 (fr) * 1997-11-22 1999-06-03 Continental Teves Ag & Co. Ohg Procede et systeme de commande d'un frein de stationnement a actionnement electromecanique pour vehicules automobiles
WO2004108497A2 (fr) * 2003-06-02 2004-12-16 Robert Bosch Gmbh Appareil de commande de conception optimisee pour le frein de stationnement d'un vehicule a moteur
DE10361042B3 (de) 2003-12-23 2005-05-25 Lucas Automotive Gmbh Feststellbremse und Verfahren zur Steuerung derselben
DE102007029632A1 (de) * 2006-06-27 2008-01-10 Continental Teves Ag & Co. Ohg Feststellbremsanlage für Kraftfahrzeuge
WO2008017613A1 (fr) 2006-08-07 2008-02-14 Continental Teves Ag & Co. Ohg Procédé d'actionnement d'un frein à main actionnable de manière électromécanique
DE102007035541A1 (de) * 2006-08-07 2008-02-21 Continental Teves Ag & Co. Ohg Elektromechanisch betätigbare Feststellbremse für Kraftfahrzeuge und Verfahren zu deren Betrieb

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012079801A3 (fr) * 2010-12-17 2012-08-16 Robert Bosch Gmbh Procédé de réglage de la force de serrage exercée par un frein de stationnement
CN106184163A (zh) * 2016-09-13 2016-12-07 北京汽车研究总院有限公司 一种自动控制驻车制动系统及汽车
IT201700086468A1 (it) * 2017-07-27 2019-01-27 Freni Brembo Spa Metodo di stima di una forza frenante esercitabile tra pastiglia e disco freno da un sistema elettrico di frenatura di stazionamento di un veicolo e sistema elettrico di frenatura di stazionamento di un veicolo implementante tale metodo
WO2019021246A1 (fr) * 2017-07-27 2019-01-31 Freni Brembo S.P.A. Procédé d'estimation d'une force de freinage applicable entre un patin et un disque de frein par un système électrique de freinage de stationnement d'un véhicule et système de freinage de stationnement électrique d'un véhicule mettant en œuvre un tel procédé
US11623626B2 (en) 2017-07-27 2023-04-11 Freni Brembo S.P.A. Method for estimating a braking force applicable between pad and brake disc by an electric parking-braking system of a vehicle and electric parking-braking system of a vehicle implementing such method
WO2019175161A1 (fr) * 2018-03-13 2019-09-19 Continental Teves Ag & Co. Ohg Procédé permettant d'activer une fonction de frein de stationnement et système de freinage
US11970148B2 (en) 2018-03-13 2024-04-30 Continental Automotive Technologies GmbH Method for activating a parking braking function and a braking system
CN113002554A (zh) * 2019-12-20 2021-06-22 奥迪股份公司 冗余制动系统、自动驾驶车辆及相应的方法和介质
CN113002554B (zh) * 2019-12-20 2024-04-16 奥迪股份公司 冗余制动系统、自动驾驶车辆及相应的方法和介质

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