WO2011104056A1 - Hydraulisches bremssystem und verfahren sowie steuergerät zu dessen betrieb - Google Patents
Hydraulisches bremssystem und verfahren sowie steuergerät zu dessen betrieb Download PDFInfo
- Publication number
- WO2011104056A1 WO2011104056A1 PCT/EP2011/050973 EP2011050973W WO2011104056A1 WO 2011104056 A1 WO2011104056 A1 WO 2011104056A1 EP 2011050973 W EP2011050973 W EP 2011050973W WO 2011104056 A1 WO2011104056 A1 WO 2011104056A1
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- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- hydraulic
- wheel
- brake
- brake system
- Prior art date
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Classifications
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- 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
-
- 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
- B60T13/12—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 the fluid being liquid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
- B60T13/745—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 acting on a hydraulic system, e.g. a master cylinder
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- 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
- B60T8/4018—Pump units characterised by their drive mechanisms
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- 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
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
Definitions
- the invention relates to a hydraulic brake system, in which by means of a volume adjusting device and by means of an actuating unit
- Brake system is set.
- a pressure adjustment can in particular be carried out on a wheel-specific basis and take place within the framework of an anti-lock control, a phase with active pressure build-up and / or during a regenerative braking.
- the list is not exhaustive.
- EP 0292648 A2 discloses a brake system with anti-lock control, consisting essentially of a pedal operated hydraulic
- Hydraulic medium-containing space the brake pressure is variable. As soon as the wheel rotational behavior reveals a tendency to block, in such systems the pressure medium path from the brake pressure transducer to the relevant wheel brake is blocked and, using an auxiliary force, the volume of a wheel brake connected to it, which is a closed hydraulic medium
- the driver is in an anti-lock control of the hydraulic brake system disconnected. This can cause him to feel a hard brake pedal, which can be irritating to a driver.
- the patent application DE 3317629 AI relates to a method for controlling a brake slip-controlled, provided for motor vehicles, especially road vehicles brake system in which the pedal force is assistive transmitted to a master cylinder and from this over several independently lockable pressure fluid paths to the individual wheel brake and in which the Radcard En and the vehicle speed or a vehicle speed corresponding size measured, the signals logically linked and processed and evaluated to generate control signals with which, as a rule, ie when a tendency to lock on a wheel occurs, depending on the wheel rotational behavior, the brake pressure at the wheels is lowered individually or in groups, kept constant or increased.
- Brake systems as listed in the cited documents can cause a changed pedal feel in the described pressure control, which can be irritating for the driver.
- An independent claim is directed to a hydraulic braking system for a vehicle.
- the hydraulic brake system in this case has a force-pressure conversion element which is in hydraulic communication with at least one wheel brake cylinder of at least one wheel.
- the hydraulic brake system comprises a volume adjusting element in hydraulic communication with the at least one wheel brake and the force-pressure conversion element and an actuating unit for actuating the force-pressure conversion element.
- the actuating unit also has an input element.
- the pressure in the at least one wheel brake cylinder, so the brake pressure is through Operate the volume adjustment unit and / or the actuator set.
- the force-pressure conversion element may for example be a master cylinder of a hydraulic brake system, the actuator unit, for example, a brake booster, which has an input element, such as an input rod.
- the actuator unit for example, a brake booster, which has an input element, such as an input rod.
- driver and / or brake booster of the master cylinder is actuated.
- the cited volume adjusting unit may be a plunger which is driven by a motor. If the pressure in the hydraulic brake system, or in parts thereof, is adjusted by means of the plunger, in particular on a wheel brake cylinder, this is done by operating the brake booster and the volume adaptation unit.
- a change in pressure may be performed by a volume adjusting unit in the hydraulic braking system, wherein the operating state of the input rod and thereby a brake pedal connected to or coupled to the input rod remains with the pressure change.
- the driver feels no irritating reaction via the pedal at such a pressure change.
- Equally advantageous is a change in the wheel pressure on at least one wheel, ie wheel-individual.
- the pressure change can take place on the at least one wheel brake cylinder, in which a pressure change due to the current driving situation is necessary.
- the adjustment of the pressure in the at least one wheel brake cylinder is carried out by operating the volume adjustment unit and / or the actuating unit with manufactured hydraulic connection between the at least one wheel brake cylinder and the volume adjustment unit, so the plunger, and the master cylinder.
- the hydraulic connection between the remaining wheel brake cylinders, so not provided for pressure adjustment wheel brake cylinders, the plunger and the master cylinder is interrupted.
- an adjustment of the brake pressure on at least one wheel brake cylinder is possible in an advantageous manner. Since the master cylinder is connected to the wheel brake cylinder can be dispensed with advantageously in this pressure setting on isolation valves, which decouple the master cylinder from the rest of the brake system. Such a waiver of further isolation valves is associated with a space and / or cost savings.
- the actuating unit has a brake booster. Maintaining the operating state of the input member is to maintain a force to be applied which must be applied to hold the input member in position.
- the brake booster is controlled such that the force to be applied by the driver to hold the input member at a position is independent of the pressure prevailing in the brake system.
- the force to be applied is independent of the pressure set by means of the volume adjustment unit. According to the invention it is provided to operate the brake booster such that an actuating position of the brake booster is maintained.
- interruption means are provided to establish or interrupt the hydraulic connection between the wheel brake cylinder (s) and the master cylinder and the plunger.
- the interruption means can be provided in the form of hydraulic valves.
- the hydraulic valves are either switching valves or control valves.
- the features of the hydraulic brake system with switching and / or control valves has the advantage that the position of the valves and thus the distribution of the pressure in the hydraulic brake system can be controlled by means of a control device. Also, a volume transport to brake medium can be guided by means of the valves in the hydraulic brake system and influenced in terms of dynamics. When using control valves, for example, the flow rate can be varied by a corresponding hydraulic line.
- the valves of the first type are normally closed valves and the valves of the second type normally open valves. The valves of the first type are used for coupling / decoupling the plunger to the rest of the hydraulic brake system and / or the flow control of brake fluid from or into the plunger.
- valves of the second type are assigned to the individual wheel brakes.
- a pressure setting can be assigned to a single wheel, or be performed on this.
- the equipment of the brake system with normally closed valves of the first kind and normally closed valves of the second type allows in case of power failure or defect in the brake system with open connection from the master cylinder to the wheel brakes braking alone by the driver who directly, possibly only by muscle directly in the wheel brake cylinders brakes.
- the hydraulic connection of the at least one wheel brake cylinder with the master cylinder takes place via exactly one valve of the second type, ie via a normally open control and / or switching valve. There is no additional valve in the hydraulic path between the wheel brake cylinder. In this way, an interpretation of the hydraulic brake system, each with a wheel to be assigned valve is possible.
- the described possibility of wheel-individual pressure adjustment with such a small number of valves - one per wheel and at least one for the plunger - and the fact that further isolation valves are not required brings a huge space savings and cost reduction.
- the energy consumption is reduced because only a small number of valves must be operated.
- the pressure adjustment in at least one wheel brake cylinder by operating the plunger via at least one direct hydraulic connection of the volume adjustment unit with the at least one wheel brake cylinder and / or at least one indirect hydraulic connection via the force Pressure conversion element, here is the master cylinder.
- the coupling of the plunger with only one line and only one valve to the rest of the hydraulic brake system only a portion of the wheel brakes connected to the brake system may optionally be directly connected to the plunger via the valves present in the line.
- Next wheel brakes can not be coupled directly to the plunger, for example, because they are assigned to a brake circuit to which the plunger is not connected.
- a pressure setting on the wheels not directly connected is still possible if the pressure setting according to the invention takes place via the skin brake cylinder.
- the present invention relates to a method for operating a hydraulic brake system.
- the hydraulic brake system comprises a force-pressure conversion element in hydraulic communication with at least one wheel brake cylinder of at least one wheel, a volume Adjusting element in hydraulic communication with the at least one wheel brake cylinder and the force-pressure conversion element,
- an actuator unit for actuating the force-pressure conversion element.
- the actuator further includes an input member.
- the described components can, as already mentioned above, for example in the form of a master cylinder, a plunger and a brake booster with an input element associated with the brake booster for receiving a braking operation by the driver.
- a first operating mode the pressure in the at least one wheel brake cylinder is set by operating the volume adjustment unit and the actuating unit.
- an operating mode is here seen, which corresponds for example to a pressure modulation on at least one wheel brake cylinder (ABS), or an active pressure build-up (ESP).
- ABS pressure modulation on at least one wheel brake cylinder
- ESP active pressure build-up
- the hydraulic brake system can be operated in a regenerative braking system.
- the pressure in the at least one wheel brake cylinder is adjusted by operating the volume adjusting unit and the operating unit.
- the brake booster, the driver and / or and or both together have built up the pressure in the brake system.
- a pressure setting on the individual wheel brake cylinder is then carried out by the volume adjusting unit, so the plunger.
- a pressure adjustment with volume adjustment unit and the actuator unit In the case of an active pressure build-up can be provided to build the pressure with the plunger and / or with the brake booster.
- only the sniffer holes of the master cylinder are closed by means of the brake booster, and so a pressure build-up is made possible solely by the plunger. Even with active pressure build-up is thus by volume adjustment unit and actuator. It is provided that by operating the operating unit when operating the volume adjusting unit Operating state of the input element is maintained. Maintaining the state of actuation of the input member and the associated benefits have already been discussed.
- the pressure in the at least one wheel brake cylinder is adjusted in chronological sequence with at least one of the remaining wheel brake cylinders.
- This procedure describes a method for operating the braking system in the multiplex method. In chronological order in this case means consecutive or successive.
- the order of pressure setting of the individual wheels is variable and can be adapted in an advantageous manner to the present driving situation. For example, the brake pressure can always be set on the currently blocking wheel during braking.
- a second operating mode of the hydraulic brake system it may be provided that the pressure is adjusted solely by actuating the actuating unit.
- an active pressure build-up is performed by the method according to the invention.
- a driver-independent active pressure build-up for example in an ESP functionality of the hydraulic brake system.
- Driver independence refers to driver independence with respect to a brake application.
- the pressure adjustment can take place at a pressure modulation on at least one wheel brake cylinder.
- the pressure setting can be done with a regenerative braking. In this case, by means of the pressure setting, an adaptation of a hydraulic braking effect to the braking effect of the regenerative braking torque. In particular, a total braking effect is kept constant.
- Advantages of the pressure setting in said operating situations according to the method according to the invention are a representation of the operating situations via the brake system according to the invention.
- a hydraulic brake system which manages in the manner described with a small number of valves and prevents disturbing / irritating reaction of the hydraulic brake system for the driver via the input member.
- a hydraulic brake system is operable, which can represent different functions, such as an ABS or ESP function.
- functions such as an automatic follow-up run, brake disk wipers, pre-filling of the wheel brakes and / or a hydraulic accumulator can also be realized by active pressure build-up.
- Figure 1 shows the hydraulic brake system according to the invention, which essentially an actuator unit 4, a force-pressure conversion element 2, a hydraulic unit 8, connected to the hydraulic unit wheel brakes 5a-5d, a control unit 7 and a volume adjustment unit 3.
- Figure 2 shows a control device by means of which the hydraulic brake system is controlled and by means of which the inventive method is performed.
- the present invention is concerned with a brake system of a vehicle.
- the brake system is in particular a hydraulic brake system.
- the brake system may comprise further brake systems, in particular a regenerative braking system.
- the hydraulic brake system 1 of the embodiment shown in Figure 1 essentially comprises an actuator unit 4, a force-pressure conversion element 2, a hydraulic unit 8 and connected to the hydraulic unit wheel brakes 5a-5d.
- the hydraulic brake system 1 has a control unit 7.
- the control unit 7 may be present as a single control unit, but it is also conceivable that the control unit 7 is provided as a subunit of a control unit of the entire brake system or of the vehicle. In the context of this application, a control is also a regulation.
- the hydraulic brake system 1 has a volume adjustment unit 3, which is hydraulically connected to the hydraulic unit 8 and the force-pressure conversion element 2.
- the operating unit 4 comprises an input element 9, shown here as an input rod 9.
- the input rod 9 serves to receive a force applied by the driver.
- the driver applies this force to operate the brake system, in particular the hydraulic brake system and to trigger a braking of the vehicle.
- the driver acts on an elastic element, in the embodiment shown here, a spring, in particular a compression spring 10.
- the spring 10 thereby supports on a projection 11 of the input rod 9 and with the second side on a support member 12.
- the approach 11 can be integral with the input rod 9, or else integrally formed on this, glued, welded or otherwise secured.
- the driver specifies a braking request by the input rod 9 is acted upon by the actuating force.
- a sensor device 13 which is a displacement of the input rod. 9 intended for supporting part 12.
- the sensor device is in particular a displacement sensor, or else a differential displacement sensor.
- the sensor unit 13 is connected to the control unit 7 via a line 21, in particular a data line.
- the signals of the sensor unit 13 are used by the control unit 7 for controlling the brake system.
- the actuating unit 4 has a brake booster 14, shown in this embodiment as an electromechanical brake booster.
- the brake booster 14 is a controllable / controllable brake booster that can be operated depending on and / or independently of the driver. In particular, the assisting force of the brake booster 14 can be adjusted depending on and / or independently of the operating force applied by the driver.
- the electromechanical brake booster 14 shown in FIG. 1 comprises an output element 15 which transmits the force applied by the actuating unit 4 for actuating the brake system 1 to the force-pressure conversion element.
- This output element 15 is either in one piece or connected to an amplifier body 18 of the brake booster 14.
- the booster body 18 has a gear 19, which converts a rotation of a motor 16 of the brake booster 14 via a gear rod 17 in a translation of the booster body 18.
- Other types of transmission are conceivable, such as a ball screw drive or a worm drive.
- the brake booster 14 in particular the booster body, can be moved both forward and backward.
- the engine is also controlled by the control unit 7.
- the controller is capable of both controlling the engine and controlling the engine 16.
- the motor 16 is connected via a line, in particular via a data line 20 to the control unit 7.
- the support member 12 has, as already described, a system for the spring 10. Furthermore, the support part comprises at least partially a damping element 22, which is located between the support part 12 - in particular between the side facing away from the input rod 9 of the system of the support member - and the output member.
- the driver When braking, the driver actuates the input rod 9 by applying an actuation force to it, thereby displacing the input rod against the support member 12, thereby compressing the elastic member 10.
- the driver's braking request can be detected as follows.
- a displacement of the input rod 9 is determined relative to the support member 12 by means of the sensor device 13.
- the spring 10 and the damping element 22 each have a characteristic curve, via which a deformation of spring 10, or of damping element 22 in relation to a resulting restoring force, or counterforce, which acts on the input element 9.
- the spring 10 may have a linear characteristic.
- the input element 9 is not in contact with the damping element 22. In this operating range can be determined very accurately by means of the sensor device 13, the force introduced by the driver from the spring characteristic of the spring 10. If the input element 9 is in contact with the damping element 22 in a second operating range, which is explained below, then a combined characteristic curve from the action of the damping element 22 and the spring 10 must be taken into account.
- the control unit 7 controls the motor of the brake booster so that by operating the motor 16, the booster body 18 occupies a new position.
- the position to be assumed by the booster body 18 can be adjusted by means of the sensor unit 13.
- the applied by the driver for this braking pedal force, so the force that is applied during braking to hold the pedal at this position depends on the spring 10, in particular from the deformation of the spring 10 through the input rod.
- a detained Relativausschung of input rod 9 and support member 12 corresponds to a fixed pedal force.
- the driver can break the spring 10 with the input rod 9 comes with the damping element 22 in abutment.
- the driver can apply the output element 15, either via the support member 12 or spring 10 and damping member 22 itself with the actuating force and so still perform braking in case of failure of the brake booster, or increase the brake pressure, in the event that Support force of the brake booster is no longer sufficient for braking, but both under increased effort.
- the force-pressure conversion element as shown in Figure 1 corresponds to a master cylinder, shown here as a tandem master cylinder.
- the housing 23 has in a known manner two chambers 24a and 24b, which are both in hydraulic communication with a brake fluid reservoir.
- the chambers are formed by a first piston 25b, a second piston 25a and the housing 23.
- the first piston 25b serves to receive the actuating force applied by the actuating unit.
- each chamber has a preloaded spring which serves to restore the master cylinder 2.
- Each of the chambers 24a and 24b has an outlet to which a respective hydraulic line 26a and 26b is connected.
- each of these lines leads to a connected brake circuit.
- Each of these brake circuits can be assigned at least one wheel brake with at least one wheel brake cylinder 5a, 5b, 5c, 5d to at least one wheel 6a, 6b, 6c, 6d.
- the assignment of the wheels and the number of wheels depends on the present brake circuit distribution and may vary from vehicle to vehicle. Likewise, the number of wheels per connected to the master cylinder 2 brake circuit vary. Thus, for example, be provided per brake circuit only ever a wheel, in particular to connect a wheel the same axis.
- the operation of the master cylinder is assumed to be known in the following.
- the hydraulic unit 8 is connected to the master brake cylinder 2 via at least one hydraulic line 26a, 26b, ie is hydraulically connected thereto.
- the hydraulic device 8 as shown in Figure 1 comprises two brake circuits. Hydraulic line 26a branches at a point 27a. At the branch 27a, two valves 28a and 28b are connected. The valves are used to interrupt the hydraulic lines that lead to the respective connected wheel brakes. Depending on the design of the valves, the valves can also be used to control the inflow and / or outflow, in particular the flow rate of brake fluid be used.
- the valves can be, for example, control valves or switching valves.
- valves 28a and 28b are present as normally open switching valves.
- the valves 28a and 28b are associated with the wheel brakes 5a and 5b.
- the hydraulic unit 8 has two valves 28c and 28d, which are connected to the hydraulikeitung 26b and the wheel brakes 5c and 5d are assigned.
- the valves 28c and 28d are also normally open valves.
- the control unit 7 For controlling the valves 28a, 28b, 28c, and 28d, these are connected to the control unit 7, in particular via a data line 29 and / or via a line 29 for the transmission of control signals.
- the line 29 is drawn as a single line, it is also conceivable that each leads a single line to the valves.
- a volume adaptation unit 3 is understood to be a unit by means of which the volume of brake medium present in a part of the hydraulic brake system is increased and / or reduced.
- the part of the hydraulic brake system is taken from the / volume of brake fluid and / or added the hydraulic brake system minus the volume adjustment unit 3.
- hydraulic supply or discharge lines in the sense of hydraulic lines to be considered, in particular if you lie between discussed below valves and the volume adjustment unit 3.
- the volume adjusting unit 3 is provided here in the form of a plunger.
- An embodiment of the plunger as shown in Figure 1, comprises a cylinder 30 with a slidingly mounted in the cylinder plate 31.
- the plate 31 shares the cylinder 30 in a first part and a second part.
- brake fluid can be absorbed and / or released from this.
- In the second part of the cylinder 30 is a return spring 32 and a piston rod 33.
- the piston rod protrudes into the second part of the cylinder 30 and is intended to support the plate 30 or to apply a force to it.
- a transmission may be arranged.
- a motor 34 may displace the piston rod 33 with respect to the cylinder 30 via this transmission. In particular, it can be provided to move the piston rod 33 parallel to the axis of the cylinder, in particular concentrically therewith.
- the motor is controlled and / or regulated by the control device 7.
- the first part of the cylinder, in particular the chamber 35 serves to receive or dispense brake fluid.
- the chamber 35 is connected to at least one of the conduits 26a and 26b via at least one conduit 36a, 36b.
- the at least one hydraulic line 36a, 36b opens into the hydraulic line 26a, 26b either above or below the respective branching point 27a, 27b.
- the at least one line 36a, 36b can be interrupted by at least one respective valve 37a, 37b.
- the at least one hydraulic line 36a, 36b is not only interrupted, but that a variable opening of the valve 37a, 37b is adjustable.
- the valve 37a, 37b By means of the valve 37a, 37b, the inflow and / or outflow of brake fluid from the plunger 3, in particular from the chamber 35 is controlled or adjusted.
- the pressure in the just connected to the chamber 35 part of the hydraulic brake system be changed / adjusted. Which part of the hydraulic brake system is currently connected to the chamber depends on the instantaneous position of the valves 28a-d and 37a, b. A selection of the part of the brake system currently connected to the chamber is thus possible by controlling the valves by means of the control unit 7.
- the valves 37a, 37b are normally closed valves. In particular, the valves 37a, 37b switching valves or control valves. In particular, the control valves are continuously adjustable control valves.
- the valves 37a, 37b are connected to the control unit 7 via a data and / or signal connection 38. In this case, the data and / or signal connection 38 may be the same connection as the connection for activating the motor 34.
- At least one point of the hydraulic brake system in particular a position in at least one of the brake lines 27a or 27b, may be provided with a pressure sensor 39 for detecting the pressure in that part of the hydraulic brake system which is connected to the pressure sensor.
- the signals of the at least one pressure sensor can be used to control the brake system.
- the pressure sensor is connected to the control unit 7 via a data and / or signal line.
- the control unit 7 of the hydraulic brake system has at least one receiving segment 209 for receiving signals and / or data and at least one output segment 210 for outputting signals and / or data.
- the recording segment 209 can have subsegments, including subsegments for receiving signals and / or data from the displacement sensor 201 and the at least one pressure sensor 202.
- signals and / or data can be supplied to the control device, which represent the current driving situation of the vehicle.
- signals and / or data 203 can be included in the control unit, which signal a need for ABS braking, in particular which (s) wheel / wheels just blocked.
- signals that have a need for indicate an active pressure build-up on at least one wheel brake such as a driving stability program, automatic emergency braking or automatic following travel.
- control unit 7 can include data and / or signals 204 in the control unit 7, which represent the state of a regenerative braking system of the vehicle, in particular the currently acting braking torque.
- control device has a data segment 211 in which specific parameters of the brake system are stored. Thus, for example, there can be stored the characteristic curve with which the controllable brake booster 14 is controlled.
- an evaluation segment 212 of the control unit 7 the data and / or signals of the input segment and / or the data segment, at least partially evaluated and forwarded to the output segment or made available to this, if necessary, again via the data segment 211.
- Control variables, signals and / or data are output, for example, magnitudes 205 for controlling the motor 16 of the brake booster 14, sizes 206 for controlling at least one of the valves 28a-d, sizes 207 for controlling at least one of the valves 37a, b and / or sizes Control of the motor 34 of the plunger.
- the representation of the control variables 206 and 207 as an output variable does not mean that the respective valves are switched to the same position, a selective control of the valves via the control unit 7, in particular via the output unit 210 is provided and possible.
- another mode of operation is a braking situation in which blocks at least one wheel 6a-6d, or has a tendency to lock. If such a situation, it is advantageous in the wheel brake of the wheel concerned to reduce the brake pressure.
- This is done in the present method according to the invention by closing all the valves 28a-28d of the hydraulic unit 8 in a first step. This is done by energizing the valves 28a-d. By closing the valves 28a-d, the brake fluid is locked in the wheel brakes, in particular in the wheel brake cylinders 5a-5d.
- the supply lines (not numbered in Figure 1) between valve 28a-d also contain trapped volume of brake fluid.
- the one valve of the valves 28a-d associated with the corresponding wheel is opened.
- a hydraulic connection is made between the first chamber 35 of the volume adjusting unit 3 and the corresponding wheel.
- the pressure in the wheel brake cylinder 5a of the wheel 6a is to be reduced, then first all the valves 28a-d are closed. In a next step, the valve 28a and the valve 37a are opened. Thus, the chamber 35 is in communication with the wheel brake cylinder 5a. Since the ABS braking usually precedes a regular braking, prevails in the braking system, For this reason, the brake fluid flows from the wheel brake cylinder 5a back into the chamber 35. For this purpose, if necessary, the position of the piston rod 33 must be changed so that the plate 31 can be moved. Thus, the pressure in the wheel brake cylinder 5a is reduced.
- the pressure in the wheel brakes can thus be reduced on a wheel-individual basis.
- the pressure in the wheel brakes can be increased in this way individually for each wheel.
- a consecutive wheel-individual adjustment of the pressure at each of the wheel brake cylinders 5a-5d individually is also referred to as multiplexing.
- the target pressure at the wheel brake cylinder currently to be set must always be set in the chamber. This means that the volume of the chamber, for example, in consecutive Radweise pressure reduction is increased consecutively. In extreme cases, this is almost the entire volume of the hydraulic brake systems record, if in all wheel brake cylinders, a very low pressure to be set.
- valves 28a-d are designed as switching valves, the pressure modulation, for example in the ABS case, can be provided by the volume adaptation unit 3. If necessary, this places a high demand on the dynamics of the volume adaptation unit. If the desired pressure to be set in at least two wheel brake cylinders of the wheels 6a-6d is the same, it can be provided that the pressure in these wheel brake cylinders is then set simultaneously. If the valves 28a-d are designed as control valves (control valves), the pressure can also be set simultaneously in a plurality of wheel brake cylinders, for example during pressure build-up.
- signals of the at least one pressure sensor 39 can be used to control the motor 34 of the plunger 3 as well as to control the valves 37 a, b and 28 a-d involved. In particular, it can be determined by means of the pressure sensor 39 how long the involved valves are to be kept open and what position the plate 31 and the piston rod 33 have to occupy. In this way, a suitable target pressure on each wheel is controlled adjustable. If necessary, a connection to the controller must be used for this control, which links the volume of brake fluid present in the brake system with the pressure resulting therefrom, for example a p-V characteristic which can be stored in the control unit 7. If necessary, a wheel-specific p-V characteristic is also required.
- Such an active pressure build-up can be used in a driving stability program, an automatic emergency braking or an automatic follow-up drive.
- Next need situations for an active pressure buildup are conceivable.
- the chamber 35 is pre-filled with the required volume to reach the pressure to be set.
- the pressure buildup is analogous to the manner described above by matching the respective valves and actuation of the plunger 3, so that brake fluid from the chamber 35 is moved into the lines 36 a and / or 36 b, and thus in the hydraulically with the lines 36 a and / or 36b straight connected wheel brakes.
- the brake booster 14 only needs to be operated so far that the first and second pistons 25a, b of the master cylinder, the openings, in particular the sniffer holes in the housing 23, which connect the chambers 24a, b of the master cylinder with the brake fluid reservoir 40, already run over in a known manner Has. Otherwise, no pressure build-up by pressing the plunger 3 would be possible.
- the driver notices, if at all, only a very slight offset of the brake pedal. In this way, no further shut-off valves are required for an active pressure build-up. It is also possible to perform the active pressure build-up not alone with the plunger 3, as well as the controllable brake booster can be operated for active pressure buildup, together with the plunger 3 or alone.
- the hydraulic brake system is suitable for operation as part of a brake system, which comprises at least one further brake system in addition to the hydraulic brake system, in particular a regenerative braking system.
- a generator may be connected to an axle of the vehicle, which operates a consumer in the vehicle, in particular an energy store loads. The operation of the generator also leads to a Braking effect for the vehicle.
- the regenerative braking effect is strongly speed-dependent and changes during braking.
- the regenerative braking effect is partly switched on, or disconnected, depending on the driving situation.
- the hydraulic braking effect In order to combine such a changing regenerative braking action in a suitable manner with the braking effect of the hydraulic brake system to a total braking effect for the vehicle, the hydraulic braking effect must be adjusted. It can be provided to adjust the braking effect only on the vehicle axle in the brakes assigned to the axle, which also bears the regenerative braking effect. However, it is also possible to adjust all hydraulically operated wheel brake cylinders.
- the pressure in particular on a wheel-specific basis, and thus also on an axle-specific basis, can be modulated.
- a single hydraulic line may be provided instead of the two lines 36a and 36b, which lead from the plunger, in particular from the chamber 35, to the brake circuits, respectively the lines 26a and 26b.
- the method described above for modulating the brake pressure on at least one wheel, for active pressure build-up and / or for recuperation must then be modified. If in this embodiment, for example, only the line 36a provided with valve 37a, so the pressure in the wheel brakes 5a and 5b are modulated analogously to the method already described. A pressure modulation in the wheel brakes 5 c and / or 5 d must be done in other ways. Since the line 36b is missing, the pressure modulation must now take place via the master brake cylinder 2.
- the master cylinder 2 must be designed as a floating piston.
- valves 37a and 37b are not present in the conduits 36a and 36b.
- a plunger 3 with a self-locking gear is provided on the motor 34. If no contribution of the plunger is desired to a braking, so no pressure modulation, the plunger 3 is simply not operated. Due to the self-locking gear, the hydraulic connection, for example, from line 26a to the chamber 35 can still be maintained without thereby affecting the pressure in the brake system.
- the described additional embodiments of the hydraulic brake system with a self-locking plunger or only one line 36a or 36b from the chamber 35 as connection to the wheel brakes are also applicable for active pressure build-up in, for example, ACC or ESP situations.
- a pressure modulation in particular an ABS functionality can also be represented with the two further embodiments.
- the individual wheel brakes are also controlled in the multiplex process. A regenerative braking is possible analogously to the procedure described above in the two other embodiments.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/580,517 US9409558B2 (en) | 2010-02-26 | 2011-01-25 | Hydraulic brake system and method as well as control device for its operation |
KR1020127022180A KR20130043607A (ko) | 2010-02-26 | 2011-01-25 | 유압 브레이크 장치, 이의 작동 방법 및 제어 유닛 |
JP2012553244A JP2013520344A (ja) | 2010-02-26 | 2011-01-25 | 液圧式ブレーキシステムおよび液圧式ブレーキシステムを作動させるための制御装置 |
CN201180011290.4A CN102762422B (zh) | 2010-02-26 | 2011-01-25 | 液压制动系统及用于运行液压制动系统的方法和控制设备 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010002406A DE102010002406B4 (de) | 2010-02-26 | 2010-02-26 | Hydraulisches Bremssystem und Verfahren sowie Steuergerät zu dessen Betrieb |
DE102010002406.6 | 2010-02-26 |
Publications (1)
Publication Number | Publication Date |
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WO2011104056A1 true WO2011104056A1 (de) | 2011-09-01 |
Family
ID=43903059
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2011/050973 WO2011104056A1 (de) | 2010-02-26 | 2011-01-25 | Hydraulisches bremssystem und verfahren sowie steuergerät zu dessen betrieb |
Country Status (7)
Country | Link |
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US (1) | US9409558B2 (de) |
JP (1) | JP2013520344A (de) |
KR (1) | KR20130043607A (de) |
CN (1) | CN102762422B (de) |
DE (1) | DE102010002406B4 (de) |
FR (1) | FR2956847A1 (de) |
WO (1) | WO2011104056A1 (de) |
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CN103958300A (zh) * | 2011-12-05 | 2014-07-30 | 罗伯特·博世有限公司 | 用于运行车辆的装有柱塞机构的制动系统的方法以及用于车辆的装有柱塞机构的制动系统的控制装置 |
US9139185B2 (en) | 2011-12-05 | 2015-09-22 | Robert Bosch Gmbh | Method for operating a braking system of a vehicle which is equipped with a plunger device and a control unit for a braking system of a vehicle which is equipped with a plunger device |
DE102012009360A1 (de) * | 2012-05-10 | 2013-11-14 | Lucas Automotive Gmbh | Verfahren zum Betreiben eines elektronisch steuerbaren Bremssystems |
US9221445B2 (en) | 2012-05-10 | 2015-12-29 | Lucas Automotive Gmbh | Method for operating an electronically controllable brake system |
DE102015122098B4 (de) | 2015-03-23 | 2022-02-10 | Hyundai Motor Company | Bremssteuerverfahren für ein Hybridelektrofahrzeug |
DE102016111869A1 (de) | 2016-06-29 | 2018-01-04 | Valeo Schalter Und Sensoren Gmbh | Elektromechanischer Bremskraftverstärker für ein Kraftfahrzeug, Bremssystem sowie Kraftfahrzeug |
Also Published As
Publication number | Publication date |
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JP2013520344A (ja) | 2013-06-06 |
FR2956847A1 (fr) | 2011-09-02 |
US9409558B2 (en) | 2016-08-09 |
DE102010002406A1 (de) | 2011-09-01 |
CN102762422B (zh) | 2016-06-29 |
DE102010002406B4 (de) | 2012-01-26 |
KR20130043607A (ko) | 2013-04-30 |
US20130127237A1 (en) | 2013-05-23 |
CN102762422A (zh) | 2012-10-31 |
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