WO2011023329A1 - Système de freins à récupération pour véhicule, et procédé de fonctionnement correspondant - Google Patents

Système de freins à récupération pour véhicule, et procédé de fonctionnement correspondant Download PDF

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Publication number
WO2011023329A1
WO2011023329A1 PCT/EP2010/005096 EP2010005096W WO2011023329A1 WO 2011023329 A1 WO2011023329 A1 WO 2011023329A1 EP 2010005096 W EP2010005096 W EP 2010005096W WO 2011023329 A1 WO2011023329 A1 WO 2011023329A1
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WO
WIPO (PCT)
Prior art keywords
brake
vehicle
hydraulic
braking operation
brake circuit
Prior art date
Application number
PCT/EP2010/005096
Other languages
German (de)
English (en)
Inventor
Heinrich Plewnia
Leo Gilles
Michael Keller
Boris Koeth
Original Assignee
Lucas Automotive Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Automotive Gmbh filed Critical Lucas Automotive Gmbh
Publication of WO2011023329A1 publication Critical patent/WO2011023329A1/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
    • 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
    • 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
    • B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—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 having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • 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
    • B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—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 having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—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 having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the present disclosure relates generally to the field of vehicle brakes. More specifically, a regenerative vehicle brake for a hybrid drive vehicle will be described. Furthermore, an operating method for this regenerative vehicle brake is specified.
  • Such vehicles Due to scarce and therefore more expensive fossil fuels, more and more motor vehicles have been equipped with a hybrid drive in recent years. Such vehicles also include an electric motor in addition to a conventional internal combustion engine.
  • the electric motor drives the vehicle in certain driving conditions in addition to the internal combustion engine or instead of the internal combustion engine.
  • the electric motor is further adapted to be operated as a generator in a so-called regenerative braking to charge a vehicle battery.
  • the stored in the charged battery chemical energy is then used in an electric motor operation of the generator again for driving the motor vehicle.
  • valve devices may be interposed between the main be provided cylinder and the wheel brakes or existing valve devices are suitably controlled.
  • the valve devices are switched to a blocking position in regenerative braking operation to prevent the actuation of the wheel brakes.
  • the displaced from a master cylinder of the vehicle brake hydraulic fluid then does not flow to the wheel brakes, but is moved, for example, in the brake fluid reservoir or in an additionally provided chamber at atmospheric pressure. So that the driver receives the usual pedal reaction behavior even in regenerative braking operation, it is common in regenerative braking operation to switch on a simulation device which simulates the usual pedal feedback.
  • shut-off valve device In conventional hydraulic vehicle brake systems with two brake circuits, one shut-off valve device and one pedal retroactive simulator are provided for each of the two brake circuits.
  • the shut-off valve devices By means of the shut-off valve devices, all of the usually four wheel brakes are decoupled from the master cylinder during regenerative braking operation, while at the same time the two simulators are connected.
  • the conventional regenerative vehicle brakes require a relatively high effort in terms of additionally provided components and their control. This effort not only leads to higher costs and additional security risks. Rather, the additional components often take up scarce space, increase the overall weight and are also regularly to maintain.
  • a regenerative vehicle brake which comprises a first hydraulic brake circuit to which a first vehicle axle is assigned, a second hydraulic brake circuit to which a second vehicle axle is assigned, and a master cylinder, by means of which the two brake circuits can be supplied with hydraulic fluid.
  • the regenerative vehicle brake further comprises a regeneration device, one with respect to the first and the second Brake circuit allows asymmetric regenerative braking operation, in which compared to a normal braking operation, a brake pressure build-up by means of the master cylinder to the wheel brakes of the first brake circuit is at least reduced and at
  • Wheel brakes of the second brake circuit is substantially unreduced.
  • the brake pressure build-up by means of the master cylinder can also be completely blocked in regenerative braking operation.
  • the first vehicle axle may be selectively coupled to a generator of a vehicle hybrid drive in regenerative braking mode.
  • the second vehicle axle can be formed in a conventional manner (that is, for example, not provided for coupling to the generator).
  • the asymmetry of the regenerative braking operation results from the fact that only one of the two vehicle axles delivers a regeneration power in the regenerative braking operation via the switched-on generator.
  • the first vehicle axle may be a rear axle or a front axle. At least the first vehicle axle may be a powered vehicle axle.
  • the displaced from the master cylinder in the regenerative braking operation in the direction of the wheel brakes of the first brake circuit hydraulic fluid can be promoted according to a first variant in the brake fluid reservoir.
  • this hydraulic fluid is conveyed in an additional, under atmospheric pressure chamber.
  • the regeneration device comprises a low pressure accumulator associated with the first brake circuit, which accumulator is designed to receive hydraulic fluid from the master cylinder in the regenerative braking mode.
  • the hydraulic fluid delivered into the low-pressure accumulator can, if necessary, be returned to the first brake circuit (and in particular to the wheel brakes of the first brake circuit).
  • a hydraulic pump may be provided, which is connected on the input side to the low-pressure accumulator or connectable.
  • the hydraulic pump can be designed to promote the generation of brake pressure or increase the brake pressure in the regenerative braking operation hydraulic fluid from the low pressure accumulator into the first brake circuit. In this way, during the generator operation, brake pressure can be built up on the wheel brakes of the first brake circuit.
  • the resulting operation of the wheel brakes by means of the hydraulic pump in regenerative braking operation is sometimes referred to as "blending".
  • the regeneration device may comprise a delay device which, in the regenerative braking mode, delays a build up of brake pressure by means of the master cylinder at the wheel brakes of the second brake circuit in comparison with the normal brake operation. This delay can affect a temporal behavior, at one
  • Brake pedal travel or refer to both.
  • the brake pedal travel in order to build up a specific brake pressure in the second brake circuit may be shorter in the normal braking mode than in the regenerative braking mode.
  • the brake pressure build-up at the wheel brakes of the second brake circuit may be unreduced (but, for example, a longer pedal travel may be required to build up the maximum brake pressure).
  • the delay device may comprise a first valve device with one or more valves.
  • the first valve device is designed to connect the regenerative braking operation, the master cylinder with the low-pressure accumulator and / or separate the master cylinder from the low pressure accumulator during normal braking operation.
  • the delay device may comprise a blocking valve which is arranged between the master cylinder and the wheel brakes of the second brake circuit. The blocking valve can be opened in the regenerative braking mode in comparison to the normal brake operation and with respect to the brake pedal travel delayed to delay the brake pressure build-up at the wheel brakes of the second brake circuit.
  • a suitable, for example, coupled with a pedal travel sensor control means may be provided.
  • the regeneration device comprises a first one
  • Brake circuit associated pedal feedback simulation device and a switching means for selectively connecting the simulation device in the first brake circuit.
  • the second brake circuit can, but no such simulation device must be assigned.
  • the delay device may be configured to activate the simulation device a period of time after the start of the regenerative braking operation.
  • the time span can be fixed, variable or adjustable. An adjustability of the time span can be realized, for example, via an adjustable brake pedal travel, which leads to an activation of the simulation device (in this case, a pedal travel sensor can be used).
  • a pedal travel sensor can be used.
  • the simulation device can be designed in different ways.
  • the simulation device comprises a hydraulic chamber with a piston slidably received therein, which divides the hydraulic chamber into an input-side sub-chamber and into an output-side sub-chamber.
  • the two subchambers may be selectively connectable to each other.
  • the input-side sub-chamber can be connected or connectable to the master cylinder.
  • the connection device may comprise a second valve device with one or more valves.
  • the second valve device may be designed to assume a switch-on position and / or a switch-off position.
  • the simulation device In the switch-on position, the simulation device is connected to the first brake circuit by means of a fluidic separation of the two subchambers.
  • the simulation device In the shutdown position, however, the simulation device is switched off by means of a fluidic coupling of the two subchambers (that is, not connected to the first brake circuit).
  • the second valve device may at least partially comprise the first valve device.
  • at least one valve may belong to both the first valve device and the second valve device.
  • the output-side sub-chamber may be connected to the low-pressure accumulator in the shut-off position, while in normal braking mode in the same position, the output-side sub-chamber is separated from the low-pressure accumulator.
  • the master cylinder may comprise two hydraulic chambers separated by a displaceable piston, wherein a first hydraulic chamber is associated with the first brake circuit and a second hydraulic chamber is associated with the second brake circuit.
  • the deceleration Device be realized in that a hydraulic chamber-closing path of the second hydraulic chamber is longer than a hydraulic chamber-closing path of the first hydraulic chamber.
  • the closing path difference can be up to a few millimeters (for example, about 0.7 mm to 3 mm).
  • the deceleration device can cause hydraulic fluid from the first hydraulic chamber of the master cylinder to escape into the first brake circuit substantially without resistance (ie, for example, with a pressure less than approximately 1 to 5 bar) when the main cylinder is actuated by means of the brake pedal. that the hydraulic volume of the second hydraulic chamber remains substantially constant.
  • the first hydraulic chamber can be coupled or coupled to the low-pressure accumulator, so that the hydraulic fluid from the first hydraulic chamber can escape into the low-pressure accumulator essentially without resistance.
  • the regenerative vehicle brake may further comprise a third valve device, which is designed for the hydraulic decoupling of the wheel brakes of at least the first brake circuit in the regenerative braking operation of a hydraulic pressure built up in the first brake circuit (for example by means of the master cylinder).
  • the third valve device may comprise one or more valves (for example, valves of a vehicle stability control device).
  • valves for example, valves of a vehicle stability control device.
  • the above-discussed lock-up valve of the delay device may be associated with the third valve device.
  • the vehicle brake may comprise a device which, in regenerative braking operation, distributes a brake pressure distribution between the first vehicle and the vehicle brake. generating axle and the second vehicle axle relative to the normal braking operation in favor of the first vehicle axle raises.
  • the hydraulic pump can be activated in order to build up or increase a brake pressure in the first brake circuit.
  • the raising of the brake pressure distribution in favor of the first vehicle axle can take place in a lower brake pressure range (for example below a predetermined brake pressure upper limit) without reducing the brake pressure build-up at the wheel brakes of the second brake circuit.
  • the device may comprise a supply valve, by means of which the hydraulic pump hydraulic fluid (for example, from the brake fluid reservoir) can be fed.
  • a method for operating a regenerative vehicle brake with a first hydraulic brake circuit, which is associated with a first vehicle axle, a second hydraulic brake circuit, which is associated with a second vehicle axle, and a master cylinder, by means of which the two brake circuits are supplied with hydraulic fluid provided.
  • an asymmetric regenerative braking operation is performed with respect to the first and second brake circuits, in which compared to a normal braking operation, a brake pressure buildup is at least reduced by means of the master cylinder to wheel brakes of the first brake circuit and substantially unreduced to wheel brakes of the second brake circuit.
  • a buildup of brake pressure by means of the master cylinder in the second brake circuit can be delayed compared to normal brake operation.
  • the delay may refer to a brake pedal travel.
  • the deceleration is adjustable, for example, to implement two or more different pedal travel characteristics (eg, sporty / normal / parked).
  • the brake pressure buildup in the second brake circuit can only take place a certain period of time after the beginning of the regenerative braking operation.
  • the period of time can be variable and / or adjustable.
  • the adjustability of the time span may relate, for example, to the brake pedal travel, from which the brake pressure buildup takes place in the second brake circuit.
  • the beginning of the brake pressure build-up in the second brake circuit can be achieved by connecting a pedal reaction simulation device assigned to the first brake circuit. go hand in hand.
  • the brake pressure build-up in the second brake circuit can be an immediate consequence of the connection of the simulation device.
  • a brake pressure distribution between the first vehicle axle and the second vehicle axle is increased at least in regions (for example in a predetermined brake pressure range) in favor of the first vehicle axle compared to the normal brake operation.
  • a change in the brake pressure distribution can be done, for example, at the beginning of a regenerative braking with the aid of the hydraulic pump.
  • lo can reduce the efficiency of the regenerative braking operation by building a brake pressure on the wheel brakes of the first vehicle axle or even go back to zero, such a measure is quite tolerable in some operating conditions.
  • Such an operating state can be present, for example, when the vehicle battery i5 is completely or almost completely charged by the generator, the generator being disconnected from the first vehicle axle and / or the vehicle battery.
  • FIG. 2 is a state diagram of operating states of the regenerative vehicle brake of FIG. 1;
  • FIG. 3A is a schematic representation of the brake circuits of the vehicle brake according to FIG. 1 in normal braking operation
  • FIG. 3B is a sectional view of a pedal reaction simulation device of the vehicle brake according to FIG. 1 as well as the valve devices associated with this simulation device in normal brake operation;
  • FIG. 4A shows a schematic representation of the brake circuits of the vehicle brake system according to FIG. 1 at the beginning of a regenerative braking operation;
  • FIG. 4A shows a schematic representation of the brake circuits of the vehicle brake system according to FIG. 1 at the beginning of a regenerative braking operation;
  • 4B is a schematic diagram of the brake pressure on both axes of
  • Vehicle brake of Figure 1 at the beginning of the regenerative braking operation.
  • FIG. 5A is a schematic illustration of the brake circuits of the vehicle brake system according to FIG. 1 during a first phase of the regenerative braking operation
  • FIGS. 5B are schematic diagrams of the braking pressure on both axles of the driving and 5C generating brake according to FIG. 1 during the first phase of the regenerative braking
  • FIG. 6A is a schematic representation of the brake circuits of the vehicle brake system according to FIG. 1 during a second phase of the regenerative braking operation
  • FIG. 6B is a cross-sectional view of the pedal depression simulation apparatus of FIG. 3B and the valve means in the second phase of the regenerative braking operation
  • FIG. 6A is a schematic representation of the brake circuits of the vehicle brake system according to FIG. 1 during a second phase of the regenerative braking operation
  • FIG. 6B is a cross-sectional view of the pedal depression simulation apparatus of FIG. 3B and the valve means in the second phase of the regenerative braking operation
  • Fig. 6C is a schematic diagram of the brake pressure on both axes of
  • Vehicle brake of Figure 1 during the second phase of the regenerative braking operation.
  • Fig. 6D is a schematic diagram illustrating an adjustability of the deceleration of the brake pressure structure at the front axle
  • 7A is a schematic illustration of the brake circuits of the vehicle brake system according to FIG. 1 during a third phase of the regenerative braking operation; 7B is a schematic diagram of the brake pressure on both axes of
  • FIG. 8 is a schematic diagram illustrating the raising of the brake pressure distribution in favor of the rear axle in the regenerative braking operation.
  • FIG. 1 shows an exemplary embodiment of a regenerative vehicle brake 10 for a hybrid two-axle motor vehicle.
  • two wheel brakes 12, 14, 16, 18 are provided on each of the two vehicle axles.
  • HR denotes the right rear wheel
  • HL the left rear wheel
  • VL the left front wheel
  • VR the right front wheel.
  • the vehicle brake 10 includes two hydraulic brake circuits 20, 22.
  • the wheel brakes 12, 14, 16, 18 are the two brake circuits 20, 22 according to a
  • the first brake circuit 20 supplies the two wheel brakes 12, 14 of the rear axle with hydraulic fluid
  • the second brake circuit 22 supplies the two wheel brakes 16, 18 of the front axle with hydraulic fluid.
  • the hybrid drive acts at least on the rear axle.
  • the vehicle brake shown in Fig. 1 further comprises a brake pedal 24 with a brake pedal 24 associated pedal travel sensor 26, a coupled to the brake pedal 24 brake booster 28 and a brake booster 28 in the direction of actuation of the brake pedal 24 subsequent Hauptzylin- 30th
  • the master cylinder 30 is a Associated brake fluid reservoir 32 in which under atmospheric pressure hydraulic fluid is stored.
  • the master cylinder 30 comprises two separate hydraulic chambers each having a variable volume.
  • the two hydraulic chambers of the master cylinder 30 are hydraulically coupled to one of the two brake circuits 20, 22, respectively, in order to convey hydraulic fluid to the wheel brakes 12, 14, 16, 18.
  • FIG. 2 illustrates the various operating states of the regenerative vehicle brake 10 of FIG. 1 in response to a driver request to decelerate the vehicle.
  • the brake request of the driver is first detected upon actuation of the brake pedal 24 in step 202.
  • the detection of the desired braking can be done for example by means of the pedal travel sensor 26.
  • next step 204 it is decided whether the braking request by means of a normal braking operation or a regenerative braking operation should be followed.
  • the current vehicle speed is evaluated for this purpose. For example, when the vehicle speed is below a lower speed limit (eg, 10 km / h) or above an upper speed limit (eg, 100 km / h), it may be decided to operate the vehicle brake 10 in the normal braking mode (state I in FIG. 2).
  • a decision for the normal braking operation can also be made when emergency braking takes place.
  • An emergency braking is usually present when, by means of the pedal travel sensor 26, a particularly rapid actuation of the brake pedal 24 is detected.
  • the wheel brakes 12, 14, 16, 18 are hydraulically actuated in a conventional manner without a generator for charging a battery
  • step 206 the current vehicle deceleration is determined in step 206 and the braking request in step 202 if necessary tracked.
  • the vehicle can be braked in a controlled manner.
  • step 204 If a decision is made against the normal braking operation in step 204,
  • regenerative braking operation In regenerative braking operation, the generator is connected to charge the vehicle battery.
  • the regenerative braking operation illustrated in FIG. 2 is asymmetrical with respect to the brake pressure buildup in the two brake circuits 20, 22. Namely, while in lo compared to the normal braking operation, a driver-induced brake pressure build-up by the master cylinder 30 to the wheel brakes 12, 14 of the driven rear axle (brake circuit 20) is locked, the brake pressure builds on the wheel brakes 16, 18 of the front axle (brake circuit 22) is delayed, but in total unreduced.
  • step 208 or state II. in FIG. 2 the case of regenerative braking without blending (step 208 or state II. in FIG. 2) is considered first. In regenerative braking without blending, in a first phase (step 210 or state ILI in FIG. 2), both the wheel brakes 12, 14 of the rear axle and the wheel brakes 16, 18 of FIG.
  • a further alternative provides that all wheel brakes 12, 14, 16, 18 remain coupled to the master cylinder 30, but actuation of the master cylinder 30 does not lead to any significant build up of brake pressure at the wheel brakes 12, 14, 16, 18.
  • step 210 a continuous comparison of the currently measured vehicle deceleration (step 206) with the currently measured braking request (step 202).
  • step 212 a second phase is changed, which is illustrated in FIG. 2 by step 212 (state ILII).
  • step 212 the wheel brakes 12, 14 of the rear axle remain fluidically disconnected from the master cylinder 30, while in a conventional manner, a brake pressure build-up on the wheel brakes 16, 18 of the front axle.
  • this brake pressure build-up at the front axle is delayed in relation to the brake pedal travel (that is, to achieve the same braking force at the front axle, a longer pedal travel is to be overcome in regenerative braking operation).
  • the maximum buildable on the wheel brakes 16, 18 of the front axle brake pressure is not locked or limited compared to the normal operation. In other words takes place at these wheel brakes 16, 18 a total unredu establisher brake pressure build-up.
  • step 212 a brake pressure build-up takes place only on the wheel brakes 16, 18 of the front axle, while the wheel brakes 12, 14 of the rear axle continue to be fluidically separated from the master cylinder 30 and thus remain unconfirmed.
  • step 212 If it is determined in step 212 by branching to steps 206 and 202 that the current vehicle deceleration remains behind the driver's braking request, it may be necessary to build up a brake pressure on the wheel brakes 12, 14 of the rear axle as well. In this case, the regenerative braking operation enters a third phase, which is illustrated in FIG. 2 by step 214 (state III.). According to step 214, a so-called blending takes place on the wheel brakes 12, 14 of the rear axle.
  • the wheel brakes 12, 14 are indeed disconnected from the master cylinder 30, but in the wheel brakes 12, 14 associated brake circuit 20th independent of the driver, a brake pressure is built up by means of the hydraulic pump of the hydraulic unit 34 in order to actuate the wheel brakes 12, 14 and to decelerate the rear axle.
  • a comparison of the current vehicle deceleration (step 206) with the current braking request of the driver (step 202) continuously takes place in order to ensure that the current brake state still agrees with the driver's request.
  • each of the states II.I, ILII and III. can be changed to normal brake operation (state I.). Such a change can, for example, be granted in the event of a fault or emergency braking.
  • FIG. 3A schematically shows further details of the structure of the vehicle brake system 10 according to FIG. 1.
  • FIG. 3A illustrates the components of the hydraulic unit 34 and their position in the normal braking mode (state I in FIG. 2).
  • the hydraulic unit 34 comprises a regeneration device 40, which is associated exclusively with the brake circuit 20 with the wheel brakes 12, 14 of the rear axle.
  • the brake circuit 22 assigned to the wheel brakes 16, 18 of the front axle has a conventional construction and, at any rate, is not adapted to the regenerative braking operation in the exemplary embodiment illustrated in FIG. 3A.
  • no regeneration device is provided between the master cylinder 30 and the wheel brakes 16, 18 of the rear axle. This measure is advantageous for safety reasons (less failure-prone components), simplifies the structure of the hydraulic unit 34 and also leads to a smaller size and lower production costs.
  • the two brake circuits 20, 22 have a matching construction except for the regeneration device 40 additionally provided in brake circuit 20. For this reason, only the structure of one of the two brake circuits 20, 22 will be explained in more detail below.
  • a common hydraulic pump 42 is provided for both brake circuits 20, 22 .
  • the hydraulic pump 42 is formed in the present embodiment as a six-piston pump, wherein each of the two brake circuits 20, 22 are each associated with three pistons.
  • the hydraulic pump 42 is on the input side via a respective shut-off Valve 44 ("supply valve") with the brake fluid reservoir 32 connectable. By opening the shut-off valve 44, the hydraulic pump 42 can therefore suck in hydraulic fluid from the brake fluid reservoir 32.
  • the hydraulic pump 42 is further connected to the regeneration device 40 and, with respect to the front axle brake circuit 22, to a low pressure accumulator (LPA).
  • LPA low pressure accumulator
  • the hydraulic pump 42 is connected via a respective further shut-off valve 46, 48 (“ABS ISO valve”), each with a wheel brake 12, 14, 16, 18.
  • ABS ISO valve shut-off valve
  • TC ISO valve check valve
  • TC ISO valve check valve
  • TC ISO valve check valve
  • each low-pressure accumulator 56 in each of the brake circuits 20, 22 is provided to temporarily store the hydraulic fluid flowing back from the wheel brakes 12, 14, 16, 18 when the dump valves 50, 52 are opened. Since each low-pressure accumulator 56 is coupled to the input side of the hydraulic pump 42, the cached hydraulic fluid can then during a subsequent operation of the hydraulic pump 42 again
  • the low-pressure accumulator 56 assigned to the rear axle brake circuit 20 also assumes an additional function explained in more detail below during the regenerative braking operation and is therefore shown in FIG. 3A as part of the regeneration device
  • the regeneration device 40 further comprises a pedal return simulation device 60 coupled on the input side to the master cylinder 30 and two valves 62, 64 connected downstream of the master cylinder 30 to the simulation device 60.
  • the valve 62 is opened in its normal position in normal braking mode as illustrated in FIG. 3A ("Normally Open” or NO valve),
  • FIG. 3B is a sectional view of the regeneration device 40 of FIG. 3A.
  • the regeneration device 40 comprises a housing 70, in which both the pedal action simulation device 60 and the NO valve 62 and the NC valve 64 are accommodated.
  • the housing 70 comprises a total of three fluid connections, namely a first fluid connection 72 to the master cylinder 30, a second fluid connection 74 to the low-pressure accumulator 56 and a third fluid connection 76 to the TC ISO valve 54.
  • the fluid connection 72 to the main cylinder 30 opens into a housing area in which the simulation device 60 is accommodated. As shown in Fig. 3B,
  • the simulation device 60 comprises a hydraulic chamber which is divided by a movable, spring-loaded piston 80 into an input-side sub-chamber 82 which can be coupled to the main cylinder 30 and an output-side sub-chamber 84.
  • the piston 80 i5 In its basic position shown in FIG. 3B, the piston 80 i5 is resiliently biased such that the volume of the input-side sub-chamber 82 is minimized.
  • the NO valve 62 is in the normal braking mode in its open basic position and connects the input-side sub-chamber 82 both (via the terminal 76) with
  • the NC valve 64 In normal braking operation, the NC valve 64 is in its closed basic position. In this basic position, the low-pressure accumulator 56 is on the input side of the output side of the NO valve 62 (and thus also of the sub-chambers 30 82, 84 of the simulation device 60 and the TC ISO valve 54) separated. This means that the master cylinder 30 is not coupled to the low-pressure accumulator 56 in the normal braking operation.
  • the vehicle brake 10 is then operated in the regenerative braking mode when a braking request has been detected in step 202 and a decision against the normal braking operation has been made in step 204.
  • a decision against the normal braking operation can be made, for example, when the vehicle speed is within a predetermined speed interval when the braking request is detected and, moreover, there is no emergency braking.
  • the NC valve 64 is opened. As explained with reference to FIG. 3B, in the open position of the NC valve 64, hydraulic fluid can be shifted from the master cylinder 30 to the low-pressure accumulator 56.
  • the generator is also connected to the rear axle and generates a braking torque acting on the vehicle when the generator is switched on.
  • FIG. 4B shows the course of the hydraulic pressures at the wheel brakes 12, 14 of the rear axle ("pressure HA") as well as at the wheel brakes 16, 18 of the front axle (“pressure VA”) from the actuation path of an input member of the master cylinder 30.
  • Fig. 4B can be read as a pedal characteristic of the brake pedal 24 in the regenerative braking mode
  • the pressure plotted in FIG. 4B is measured by the pressure sensors disposed between the respective TC ISO valve 54 and the ABS ISO valves 46, 48 in FIG. 4A.
  • the regenerative braking component refers to the deceleration effect on the motor vehicle, which results solely from the connection of the generator.
  • a master cylinder closing path (of about 1.5 mm) from the master cylinder 30.
  • no hydraulic fluid is supplied to the brake circuits 20, 22.
  • no hydraulic pressure is built up before overcoming the closing path in the brake circuits 20, 22.
  • the generator is already switched on immediately after detecting the desired braking and thus before overcoming the closing path, a regenerative deceleration of the motor vehicle originating from the very beginning builds up on the generator. This also starts the charging of the vehicle battery immediately after detecting the desired braking and before the construction of a hydraulic pressure by means of the master cylinder 30th
  • the wheel brakes 12, 14 of the rear axle are selectively separated from the master cylinder 30.
  • a separation is optional because, due to the open NC valve 64, the hydraulic fluid delivered by the master cylinder 30 is initially displaced into the low-pressure accumulator 56 without a substantial increase in pressure.
  • the ABS ISO valves 46, 48 are open in the initial stage of regenerative braking, no significant brake pressure could be generated on the wheel brakes 12 of the rear axle anyway, so that the ABS ISO valves 46, 48 could also remain open in state ILI (cf. Fig. 4A). As shown in the diagram of FIG.
  • Pressure increase in the front axle brake circuit 22 limited to the maximum value of about 1 bar.
  • This limitation of the pressure increase in the front-axle brake circuit 22 is due to a peculiarity of the master cylinder 30.
  • the hydraulic chamber of the master cylinder 30 associated with the front-axle brake circuit 22 is disposed between two movable pistons whose relative distance remains approximately constant as long as hydraulic fluid can escape from the hydraulic chamber associated with the rear-axle brake circuit 20 into the low-pressure accumulator 56 without a significant increase in pressure. Since the volume of the hydraulic chamber associated with the front axle brake circuit 22 thus remains approximately constant during the first phase of the regenerative braking operation, no hydraulic fluid is displaced from this hydraulic chamber into the front axle brake circuit 22. Therefore, the hydraulic pressure in the front-axle brake circuit 22 can not increase.
  • the first phase of the regenerative brake operation shown in FIGS. 5B and 5C corresponds to the state II illustrated in FIG. 2.
  • all wheel brakes 12, 14, 16, 18 are disconnected from the brake pressure build-up (or the brake pressure build-up at the wheel brakes 16, 18 is limited in any case), is the Regeneration efficiency extremely high during this phase of regenerative braking operation.
  • the regenerative braking operation then enters a second phase.
  • This second phase corresponds to the state II. II illustrated in FIG. 2, in which only the wheel brakes 12, 14 of the rear axle remain disconnected from the master cylinder 30, while a pedal-path-dependent hydraulic pressure is now established at the wheel brakes 16, 18 of the front axle.
  • this pressure build-up at the wheel brakes 16, 18 of the front axle but delayed because a longer pedal travel must be covered so that the same hydraulic pressure at the wheel brakes 16, 18 adjusts the front axle.
  • Closing the NO valve 62 causes the simulation device 60 to be activated. More specifically, closing the NO valve 62 releases the fluidic short circuit between the input-side sub-chamber 82 and the output-side sub-chamber 84 of the simulation device 60 (see FIG. , From the-
  • the hydraulic fluid flowing from the master cylinder into the input-side sub-chamber 82 can no longer escape in the direction of the low-pressure accumulator 56 or the TC ISO valve 54. Rather, the hydraulic fluid delivered from the master cylinder 30 collects in the input-side sub-chamber 82 and leads to a displacement of the piston 80 against its spring-biased
  • Fig. 3B shows the increase in volume of the input-side sub-chamber 82 and the concomitant reduction in volume of the output-side sub-chamber 84th
  • the hydraulic separation of the fluid column between the master cylinder 30 and the input-side sub-chamber 82 of the simulation device 60 on the one hand and the fluid column between the output-side sub-chamber 84 and the further downstream components of the rear-axle brake circuit 20 on the other hand is characterized in Fig. 6A by different line types.
  • the first fluid column is illustrated with dotted lines, while the second fluid column is indicated by solid lines.
  • the closing of the NO valve 62 and the associated activation of the simulation device 60 cause a pressure increase in the first, dotted column of fluid with further actuation of the brake pedal 28.
  • This pressure increase is due to the fact that an increase in the volume of the input side sub-chamber 82 of the simulation device 60 only against the resilient bias of the piston 80 is possible.
  • the bias of the piston 80 therefore defines the course of the pressure rise.
  • the increase in pressure in the front-axle brake circuit 22 is attributable to the fact that the hydraulic chamber of the master cylinder 30 assigned to this brake circuit 22 decreases, so that hydraulic fluid from this hydraulic chamber is fed into the front-axle brake circuit 22.
  • the hydraulic chamber reduction is due to the fact that the distance between the two piston defining the hydraulic chamber decreases due to the pressure increase in the hydraulic chamber associated with the rear axle brake circuit 20.
  • FIG. 6C shows that the time of closing the NO valve 62 can be freely selected within certain limits (dotted arrow). In this way, the pedal characteristics can be adjusted in regenerative braking ⁇ operation. Another switching point for the NO valve 62 with respect to the pedal travel thus provides a different pedal feel. This fact can be targeted to realize different Pedalweg characterizinga. As shown in Fig. 6D, for example, in a sporting mode, a previous shift point and thus a "shorter pedal” can be set, while in a normal or park mode, a later shift time and thus a "longer pedal” can be selected.
  • the braking request requested by the driver can not be completely satisfied solely by the deceleration effect of the generator and the brake pressure at the wheel brakes 16, 18 of the front axle.
  • the regenerative braking operation can therefore enter a third phase (state III in FIG. 2) in which an additional brake pressure is generated at the wheel brakes 12, 14 of the rear axle by means of the hydraulic pump 42 ("blending ⁇ " ).
  • the ABS ISO valves 46, 48 are opened prior to activation of the hydraulic pump 42.
  • Fig. 7A shows the state of the vehicle brake 10 after the opening of the ABS ISO valves 46, 48.
  • Fig. 7B shows the state of the vehicle brake 10 after the opening of the ABS ISO valves 46, 48.
  • a brake pressure builds up on the Wheel brakes 12, 14 of the rear axle.
  • Overall therefore, also increases the applied at the rear axle brake component, since in addition to the deceleration effect of the generator brake pressure to the wheel brakes 12, 14 of the rear axle is generated.
  • the hydraulic pump 42 is coupled on the input side to the low-pressure accumulator 56 of the regeneration device 40. Since the low pressure accumulator 56 has been filled with hydraulic fluid in the preceding phases of the regenerative braking operation (see states II.I. and II.II. in Fig. 2), the hydraulic pump 42 stands for blending (state III in Fig. 2). On the input side always sufficient hydraulic fluid available to build a supporting brake pressure to the wheel brakes 12, 14 of the rear axle. The brake pressure build-up on the wheel brakes 12, 14 can therefore take place up to the stability limit, in which control systems such as ABS or ESP intervene.
  • control systems such as ABS or ESP intervene.
  • the resulting deceleration of the pressure build-up at the wheel brakes 16, 18 of the front axle significantly increases the regeneration efficiency at the rear axle.
  • at least the rear wheel brakes 12, 14 can be set pressure-free (0 bar) by closing the ABS ISO valves 46, 48, which also increases the regeneration efficiency.
  • the vehicle battery may have been fully charged by the generator, so that in a subsequent regenerative braking, although the regeneration submission is activated, but the generator remains disconnected from the rear axle and / or the vehicle battery.
  • a braking torque on the rear axle can be generated by building up a brake pressure on the wheel brakes 12, 14 by means of the hydraulic pump 42.
  • the brake pressure at the wheel brakes 12, 14 of the rear axle can be adjusted in such a way that the portion of the vehicle deceleration going back to the rear axle is increased in regions compared to the normal brake mode ("installed distribution") . This situation is illustrated generally in FIG ,
  • the increase is expediently only in a lower delay range (for example below a predetermined upper limit), since most braking operations take place in this lower range.
  • Fig. 9 is a diagram showing in more detail the rear axle / front axle distribution of brake pressure as a function of time and pedal travel.
  • point 1 in the diagram of Fig. 9.
  • 12 mm pedal travel point 2
  • the increase of the rear axle brake pressure is reduced and the supply valve 44 is closed again with increasing pressure request.
  • the asymmetry proposed herein with respect to the design of the regenerative vehicle brake 10 is particularly advantageous in connection with an asynchronous (ie non-simultaneous) switching of the NO valve 62 and the NC valve 64.
  • the switching points for the NO valve 62 and / or The NC valve 64 can be selected, for example, as a function of the actuation speed (starting speed) of the brake pedal 24, the current vehicle speed or the driving state (realization of a parking aid by a longer brake pedal travel or pedal travel shortening in sports mode or as a "crash assistant") to simulate the brake pad wear on the rear wheel brakes 12, 14, the number of regenerative braking operations are counted (actuation counter).
  • a volume ratio of greater than 1 has proven useful.
  • one volume unit of hydraulic fluid from the master cylinder corresponds to a displacement of 1.5 volume units of hydraulic fluid in the direction of the low-pressure accumulator 56.
  • Such a ratio furthermore ensures that sufficient hydraulic volume is always available in the low-pressure accumulator 56 for intake for the hydraulic pump 42 .
  • the hydraulic gain associated with this translation allows a smaller dimensioning of the brake booster 28 and a pressure superposition with blending of up to fifty percent. It is understood that the embodiments described above can be modified in various ways.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un système de freins à récupération qui est destiné à un véhicule et qui comprend un premier circuit hydraulique de freins (20) affecté à un premier essieu du véhicule, un second circuit hydraulique de freins (22) qui est affecté à un second essieu du véhicule, et un maître-cylindre (30) au moyen duquel les deux circuits de freins sont alimentés en fluide hydraulique. Le système de freins du véhicule comporte un dispositif de récupération (40) qui permet un fonctionnement à récupération des freins et qui intervient de façon asymétrique entre le premier circuit de freins et le second circuit de freins. L'asymétrie résulte de ce que, par rapport à un fonctionnement normal des freins, le maître-cylindre (30) provoque au moins une réduction de la montée de la pression de freinage s'appliquant aux freins des roues (12, 14) du premier circuit de freins (20), alors que ce même maître-cylindre (30) ne réduit pas la montée de la pression de freinage s'appliquant aux freins des roues (16, 18) du second circuit de freins (22).
PCT/EP2010/005096 2009-08-28 2010-08-19 Système de freins à récupération pour véhicule, et procédé de fonctionnement correspondant WO2011023329A1 (fr)

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DE200910039207 DE102009039207A1 (de) 2009-08-28 2009-08-28 Regenerative Fahrzeugbremse und Betriebsverfahren hierfür
DE102009039207.6 2009-08-28

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DE102011121748A1 (de) 2011-12-20 2013-06-20 Lucas Automotive Gmbh Fahrzeugbremssystem
DE102012023319A1 (de) 2012-11-29 2014-06-05 Lucas Automotive Gmbh Bremssystem für ein Landfahrzeug und Verfahren zum Steuern des Bremssystems
DE102012023345B4 (de) 2012-11-29 2021-03-04 Zf Active Safety Gmbh Bremssystem für ein Landfahrzeug und Verfahren zum Steuern des Bremssystems
DE102016007838B4 (de) * 2016-06-28 2019-03-28 Audi Ag Verfahren zum Steuern einer Bremsrekuperationsvorrichtung sowie Bremsrekuperationsvorrichtung

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WO1994025322A1 (fr) * 1993-05-03 1994-11-10 Itt Automotive Europe Gmbh Systeme de freinage pour automobiles a propulsion electrique
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WO1994025322A1 (fr) * 1993-05-03 1994-11-10 Itt Automotive Europe Gmbh Systeme de freinage pour automobiles a propulsion electrique
JPH0993172A (ja) * 1995-09-21 1997-04-04 Nec Corp スペースダイバーシティ合成方式
DE102005024339A1 (de) * 2004-06-08 2006-01-19 Advics Co., Ltd., Kariya Fahrzeugbremsvorrichtung
WO2008155045A1 (fr) * 2007-06-19 2008-12-24 Lucas Automotive Gmbh Installation de frein pour un véhicule terrestre
WO2009046898A1 (fr) * 2007-10-02 2009-04-16 Lucas Automotive Gmbh Unité de freinage électrohydraulique pour un véhicule routier

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