WO2018130480A1 - Système de freinage pour véhicule automobile et deux procédés pour faire fonctionner ce système de freinage - Google Patents

Système de freinage pour véhicule automobile et deux procédés pour faire fonctionner ce système de freinage Download PDF

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Publication number
WO2018130480A1
WO2018130480A1 PCT/EP2018/050324 EP2018050324W WO2018130480A1 WO 2018130480 A1 WO2018130480 A1 WO 2018130480A1 EP 2018050324 W EP2018050324 W EP 2018050324W WO 2018130480 A1 WO2018130480 A1 WO 2018130480A1
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WO
WIPO (PCT)
Prior art keywords
pressure
brake
brake system
valve
electronic device
Prior art date
Application number
PCT/EP2018/050324
Other languages
German (de)
English (en)
Inventor
Jochen Zimmermann
Original Assignee
Continental Teves Ag & Co. Ohg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2018130480A1 publication Critical patent/WO2018130480A1/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
    • B60T8/32—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
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic 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
    • B60T13/10—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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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

Definitions

  • the invention relates to a brake system according to the preamble of claim 1 and a method for operating a brake system.
  • AI is a brake system with hydraulically actuated wheel brakes and an actuated by means of a brake pedal simulation device, with no mechanical and / or hydraulic operative connection between the brake pedal and the wheel brakes is provided. It is a single electrically controllable pressure source with a stepped piston and two Dich ⁇ tiatan provided in order to achieve increased availability of the brake system.
  • the pressure-providing devices are both designed as a linear actuator, in which a brake pressure is set by moving a piston back and forth by means of an electric motor with a downstream rotational-translation gear. Should u.ä. in the linear actuator or its control. there is a systematic error or weak point, there is a relatively high risk that both linear actuators could fail at the same time.
  • the object of the present invention to provide a suitable prevailzu ⁇ for highly automated driving Brake system which is simple and inexpensive, but which offers the highest possible availability for highly automated driving.
  • the invention is based on the idea to provide a brake system for a motor vehicle with a simulation device, a first electrically controllable pressure supply device, which is hydraulically connected separably via a separating valve with a brake supply line to which the wheel brakes are connected via in each case one of the inlet valves, and a second electrically controllable pressure supply device which is hydraulically connected to the brake supply line, wherein in the brake supply line, an electrically operable Kreistrennventil is arranged such that when the closed Kreistrennventil the Bremsver- sorgungs effet is hydraulically separated into a first line section and a second line section, wherein the first line section with two the inlet valves is hydraulically connected and the second line section is hydraulically connected to the remaining inlet valves, and wherein the second Druck washerst ellungs adopted with the first line segment is hydraulically connected and the first Ready to print ⁇ provision device is hydraulically connected via the diverter valve with the second line section, wherein the second pressure generating device comprises
  • the invention provides the advantage that can be autonomous or performed by an autopilot function even after a fatal error such as a failure of one of the electrically controllable pressure supply facilities, the main brake functions,ssen build particular delay ⁇ comply with the blocking order of the vehicle axles and a destabilizing at to prevent high delays, as well as maintain controllability.
  • radin ⁇ individual and at least individual brake circuit pressures are not ⁇ agile and the setting of respective precise brake pressure curves including pressure build-up, pressure reduction and pressure hold.
  • the brake system is thus particularly suitable for the realization of highly automated driving functions. A fallback with a driver-operated master cylinder is therefore not necessary.
  • the pressure connection of the second pressure-ready position device is preferably connected to the first line section.
  • the brake system preferably comprises a pressure medium reservoir, in particular under atmospheric pressure.
  • the suction connection of the second pressure preparation device is connected to the pressure medium reservoir.
  • the overflow valve is preferably arranged in a hydraulic connection between the pressure connection of the second pressure supply device or the first line section and the pressure medium reservoir.
  • the Brake system preferably an electrically actuated exhaust valve per wheel brake.
  • the associated wheel brake is connected to the, in particular at atmospheric pressure ste ⁇ henden, pressure medium reservoir to allow wheel individual pressure reduction on the wheel by opening the exhaust valve, in particular at a pressure ⁇ provision by the second pressure supply device.
  • the outlet valves are connected to the pressure medium reservoir via a common hydraulic connection.
  • the wheel-specific brake pressures are derived from a brake supply pressure in the brake supply line, wherein in an inoperative state, the intake valves forward the brake supply ⁇ pressure to the wheel brakes and lock the exhaust valves outflow of pressure fluid from the wheel brakes.
  • the overflow valve is preferably closed off from ⁇ out to prevent flow of pressure medium via the overflow valve in the pressure medium reservoir, for example, at a pressure buildup by means of the first pressure supply device, without a control / switching of the spill valve is necessary. So can be dispensed with a further isolation valve, via which the second
  • the overflow valve is particularly preferably designed to be adjustable analogously in order to ensure a precise pressure position by means of the second pressure supply device, e.g. in case of failure of the first pressure supply device, to be possible.
  • the second pressure ⁇ supply device is preferably connected directly to the first line section hydraulically. This means that no electrically operable valve is arranged hydraulically between the second pressure supply device or its pressure connection and the first line section.
  • no valve is arranged between the second pressure supply device or its pressure connection and the first line section.
  • the brake system comprises a simulation device for conveying a brake pedal feeling to a driver.
  • the simulation device is by means of a
  • the brake pedal actuated and there is no mechanical and / or hydraulic operative connection between the brake pedal and the wheel brakes provided.
  • the simu ⁇ lations includes a piston, for example, which is mechanically connected via a push rod to the brake pedal, and coupled, that is, which is directly connected to the brake pedal.
  • the simulation device is preferably hydraulically connected to none of the wheel brakes.
  • the brake system preferably does not include a brake master cylinder master cylinder which is connected to one of the wheel brakes.
  • the brake system comprises hydraulically actuated wheel brake for four wheels, which are distributed to a first vehicle axle and a second vehicle axle.
  • the wheel brakes connected to the first line section are particularly preferably associated with the first vehicle axle, advantageously the front axle, and the wheel brakes connected to the second line section are associated with the second vehicle axle, advantageously the rear axle.
  • the second pressure supply device is formed by a piston pump, particularly preferably by a radial piston pump.
  • a piston pump particularly preferably by a radial piston pump.
  • Piston pumps are inexpensive to produce and are based on known technologies, so that their use also represents a very low development risk for the brake system.
  • the second pressure supply device is formed by a piston pump
  • the first Druckr ⁇ positioning device is formed by a cylinder-piston assembly with a hydraulic pressure chamber whose piston is actuated by an electromechanical actuator, the piston for pressure buildup by means of the electromechanical actuator and driven forward is reduced for pressure reduction by means of the electromechanical actuator. Since first and second Druckbe ⁇ provision device using a complementary technology, the risk of a simultaneous failure of both pressure-providing devices is reduced due to a systematic error.
  • the circular selector valve is preferably designed to be normally open. Thus, all wheel brakes without energizing / switching the circular valve from the first or the second pressure supply device can be pressurized. However, the brake system can be separated, for example in the case of leakage, by closing the circular valve in a first hydraulic brake circuit and a second hydraulic brake circuit.
  • the first hydraulic brake circuit comprises the second pressure supply device with the overflow valve, the first line section, as well as two of the wheel brakes with the associated two inlet valves.
  • the second hydraulic Brake circuit includes the first pressure supply device, the isolation valve, the second line section and the other wheel brakes with the associated inlet valves.
  • the pressure medium level of the pressure fluid reservoir ⁇ is detected by means of a measuring device in order to detect a leak and possibly make a Kreistrennung.
  • the isolation valve is preferably designed to be normally open. Thus, the wheel brakes without energizing / switching the isolation valve can be acted upon by the first pressure supply device with a pressure. In case of failure of the first
  • Pressure supply device can, in particular to prevent a loss of pressure medium volume, the first pressure supply device are separated by closing the separating valve hydraulically from the brake supply line.
  • the first pressure supply device is preferably by a cylinder-piston arrangement with a hydraulic
  • a cylinder-piston arrangement can be a
  • the electromechanical actuator comprises an electric motor with a downstream rotation-translation gear.
  • the first pressure supply ⁇ device comprises a single pressure chamber, wherein the pressure chamber via exactly one separating valve, namely the separating valve, with the Brake supply line is separably connected.
  • the brake system preferably comprises a first electronic device, by means of which the first Druckmaschineruss- device is controlled, and a second electronic device, by means of which the second pressure supply ⁇ device is controlled.
  • the second electronic device is electrically independent of the first electronic device, so that an electrical or electronic fault in one of the electronic devices does not lead to failure of both electronic devices.
  • the two electronic devices are electrically independent of each other in the sense that failure of the first electronic device does not cause failure of the second electronic device, and vice versa, i. the two electronic devices are galvanically isolated.
  • the first electronic device is powered by a first electrical power supply or comprises a first electrical power supply.
  • the second electronic device is powered by a second electric energy supply and comprises a second electrical Ener ⁇ giemakers.
  • the first electrical energy supply is independent of the second electrical energy supply.
  • the two electronic devices can be arranged in a common housing or on a common circuit board, for example in a common electronic control unit (ECU).
  • ECU electronice control unit
  • the two elekt ⁇ tronic devices may be arranged in two separate housings or on two separate printed circuit boards, for example in the two electronic control units.
  • the first electronic device is designed to actuate or control the first pressure supply device.
  • the first pressure supply ⁇ device is also supplied by the first electronic device with electrical energy.
  • the second pressure supply device is actuated or activated by means of the second electronic device.
  • the second pressure supply device is also supplied by the second electronic device with electrical energy.
  • the overflow valve and the separating valve are preferably controlled by means of the second electronic device or supplied with electrical energy.
  • the first pressure supply device or the first electronic device or the first energy supply fails, a hydraulic separation of the first pressure supply direction and a pressure control of the brake pressure provided by the second pressure supply device for the wheel brakes are possible by closing the separating valve by means of the second electronic device, the second pressure-providing device is actuated and the overflow valve is activated.
  • the overflow valve and the separating valve are particularly preferably activated or actuated exclusively by means of the second electronic device in order to dispense with more expensive, double-controllable valves.
  • the intake valves, and if present the exhaust valves, are preferably energized by the second electronic device.
  • wheel-individual brake pressure curves can still be made by means of the second electronic device.
  • the inlet valves and, if present, the outlet valves valves are particularly preferably driven exclusively by means of the second electronic device or. operated in a cost-intensive, double controllable valves to dispense ⁇ ver.
  • the brake system comprises according to a preferred embodiment, a wheel speed sensor for each wheel associated with a wheel or is connected to such.
  • the wheel speed sensors are preferably supplied and / or evaluated by means of the second electronic device with electrical energy.
  • the wheel speeds of the second electronic device necessary for the wheel-specific brake pressure control are available.
  • the wheel speed sensors are supplied and / or evaluated exclusively by means of the second electronic device with electrical energy.
  • the Kreistrennventil is preferably controlled by means of the first electronic device or supplied with electrical energy.
  • brake circuit individual (ie brake circuit different) brake pressure curves can be made by the first Druckr einsei- direction and the Kreistrennventil be operated by means of the first electronic device.
  • the brake circuit different brake pressures are adjusted by a brake circuit multiplex method. With appropriate assignment of the wheel brakes to the axles of the motor vehicle achsinduelle Bremstik ⁇ courses and an achtagens screens are possible by means of the Kreistrennventils.
  • the circular selector valve is particularly preferably activated or actuated exclusively by means of the first electronic device or supplied with electrical energy in order to dispense with a more costly, double-controllable valve.
  • the brake system comprises according to a further preferred embodiment, a driving dynamics sensor or connected to such.
  • the vehicle dynamics sensor system particularly preferably comprises at least one measuring device for detecting one or more of the following variables: longitudinal acceleration, in particular
  • the vehicle dynamics sensor system is preferably supplied and / or evaluated with electrical energy by means of the first electronic device. So are available in case of failure of the second elekt ⁇ tronic device necessary for the individual brake circuit the brake pressure control and maintain the stability of driving dynamic variables of the first electronic device.
  • the vehicle dynamics sensor system is particularly preferably supplied and / or evaluated exclusively by means of the first electronic device with electrical energy. Thus, redundant sensors / measuring devices and the associated signal connections are saved to the second electronic device.
  • the brake system according to the invention is "brake-by-wire" type.
  • the simulation device to the driver's intention detecting a first, preferably redundantly ⁇ led sensor for detecting a first physical quantity which characterizes the braking request of the driver, and a second, preferably redundantly executed, sensor for detecting a different, second physical quantity, which characterizes the braking request of the driver Size can be a walk and the second size a push or a force.
  • the invention also relates to a method for operating a brake system according to the invention.
  • the separating valve are preferred in case of failure of the first pressure-supplying ⁇ provision means or the first electronic device or the first power supply closed, a means of the second pressure generating device
  • Pressure build-up performed and adjusted by means of the intake valves (6a-6d), and if present the exhaust valves, and the spill valve wheel-specific brake pressures at the wheel brakes.
  • This is particularly preferably carried out by means of the second electronic device, which operates the second pressure READY ⁇ averaging means and the inlet valves, the isolation valve and the overflow valve and, if present, the exhaust valves controls, respectively.
  • pressure buildup is preferably carried out by means of the first pressure supply device and individual, ie brake circuit-individual, brake pressures are set at the wheel brakes by means of the circular valve for the first and the second line sections.
  • This is particularly preferably carried out by means of the first electronic device, which activates or actuates the first pressure supply device and the circular valve.
  • Fig. 1 shows an embodiment of an inventive
  • FIG. 1 an embodiment of a brake system according to the invention for a motor vehicle with four hydraulically betä ⁇ tigbaren wheel brakes 8a-8d is shown schematically.
  • the wheel brake 8a is assigned to the left front wheel (FL), the wheel brake 8b to the right front wheel (FR), the wheel brake 8c to the left rear wheel (RL) and the wheel brake 8d to the right rear wheel (RR).
  • the wheel brakes 8a, 8b are thus associated with the front axle VA and the wheel brakes 8c, 8d of the rear axle HA.
  • Other assignments of the wheel brakes 8a-8d to the wheels (FL, FR, RL, RR) are conceivable.
  • the brake system comprises a means of a brake pedal 1 be ⁇ sectionbare simulation means 3, a first electrically controllable pressure supply device 5, a second electrically controllable pressure supply device 2, an under-atmospheric pressure fluid reservoir 4, and individual wheel brake pressure modulation valves which according to the example as an inlet valves 6a-6d and an outlet ⁇ valves 7a-7d per wheel brake 8a-8d are executed.
  • an electronic control unit 12 is provided for controlling the electrically actuatable components of the brake system, for supplying power to electrical components of the brake system and / or for evaluating signals from sensors of the brake system or from environmental sensors.
  • Simulation device 3 has a housing in a simulator piston 31, which is supported by a arranged in a simulator rear chamber 30 elastic member 33 (eg simulator spring) on the housing.
  • the corresponding Kolbenwegsignal is a measure of the Bremspedalbe ⁇ concernedungswinkel. It represents a braking request of a driver.
  • a further sensor 20 is provided which detects an independent of the piston stroke of the simulator piston 31 physical quantity, which characterizes the braking request of the driver. This can be eg a force sensor or a pressure sensor.
  • the first electrically controllable pressure supply device 5 is designed as a hydraulic cylinder-piston arrangement (or a single-cylinder electro-hydraulic actuator (linear actuator)) whose piston 36 is actuated by a schematically indicated electric motor 35 with the interposition of a rotationally-translational gear 39 likewise shown schematically, in particular can be moved back and forth to build up a pressure in a pressure chamber 37 and.
  • the piston 36 limits the pressure chamber 37 of the Druck washerstel ⁇ lling device 5.
  • a rotor position of the electric motor 35 detected, only sche ⁇ matically indicated rotor position sensor 44 is provided.
  • a system pressure line section 38 is connected to the pressure chamber 37 of the first electrically controllable pressure supply device 5.
  • Line section 38 is via an electrically actuated, preferably normally open,
  • Separating valve 26 connected to a brake supply line 13, via which the input terminals of all intake valves 6a-6d with the pressure chamber 37 of the first electrically controllable
  • Pressure supply device 5 are connected. Through the isolation valve 26, the hydraulic connection between the Pressure chamber 37 and the first pressure supply device 5 and the brake supply line 13 (and thus the input terminals of the intake valves 6a-6d) controlled open and shut off.
  • the pressure chamber 37 in an unactuated state of the piston 36, the pressure chamber 37 is connected to the pressure medium reservoir 4 via one or more sniffer holes and a line 42. This connection between the pressure chamber 37 and the line 42 or the pressure medium reservoir 4 is separated during a (sufficient) actuation of the piston 36 in the direction of pressure build-up (to the right in FIG. 1).
  • the first pressure supply device 5 is a
  • Brake system realizes the normal brake function with maximum comfort and maximum dynamics.
  • the second electrically controllable Druck washer einssein- device 2 is advantageously designed as a piston pump, in ⁇ particular a radial piston pump. It has a suction port 23, which communicates via a hydraulic connection 41 with the pressure fluid reservoir 4, and a pressure port 27.
  • the pressure port 27 of the second pressure supply device 2 is connected to the brake supply line 13, so that the input ports of the intake valves 6a-6d with the Pressure port 27 of the second pressure supply device 2 are connected.
  • Between the pressure port 27 and the brake supply line 13 is, for example in accordance with no valve (for example, another electrically betae ⁇ tigbares separating valve) is arranged.
  • the radial piston pump 2 is associated with an overflow valve 32, whose activation is a pressure limitation and pressure reduction rea- can l equation.
  • the overflow valve 32 is, for example, normally closed and analogously controllable.
  • the brake system comprises per each hydraulically actuable wheel brake 8a-8d an inlet valve 6a-6d and an outlet valve 7a-7d, which are hydraulically interconnected in pairs via center connections and connected to the wheel brake 8a-8d.
  • the inlet valves 6a-6d are each connected in parallel with a brake supply line 13 to the opening, unspecified check valve.
  • the off ⁇ gear connections of the exhaust valves 7a-7d are connected via a ge ⁇ my same return line 14 with the pressure fluid supply reservoir. 4
  • the input ports of all intake valves 6a-6d can be supplied with pressure by the brake supply line 13, which is provided by the first pressure supply device 5 or, for example, in the event of failure of the first pressure supply device of the second pressure supply device 2.
  • an electrically operable, advantageously normally open Kreistrennventil 40 is arranged, through which the brake supply line 13 in a first line section 13 a, which is connected to the second pressure supply device 2, and a second line section 13 b, which (via the isolation valve 26) the first pressure supply device 5 is connected, can be disconnected.
  • the first line section 13a with two of the intake valves, namely the intake valves 6a and 6b, hydraulically connected and the second line section 13b is hydraulically connected to the remaining inlet valves, namely the inlet valves 6c and 6d.
  • the brake system is thus hydraulically separated or divided into two (partial) brake circuits I and II.
  • the first brake circuit I the second pressure supply device 2 is connected to only the wheel brakes 8a and 8b, and in the second brake circuit II the first pressure supply device 5 is connected to only the wheel brakes 8c and 8d.
  • the brake system comprises per brake circuit I or II, a pressure sensor 19. This is preferably in front of one of the wheel brakes, according to the wheel brakes 8a and 8d, arranged.
  • the brake system for leakage monitoring comprises a level measuring device 50 for determining a pressure medium level in the pressure medium reservoir 4.
  • a wheel speed sensor 10a-10d which may be e.g. for anti-lock control functions (ABS) are required.
  • the brake system is further connected to a driving dynamics sensor 60 or includes such.
  • the driving dynamics sensor 60 comprises at least one measuring device for detecting one or more of the following variables:
  • the first pressure supply device 5 is assigned to the control of a first electronics or first electronic device B.
  • the electronic device B is for example part of the electronic control unit 12, but it can also be designed as a separate unit or elekt ⁇ ronic control unit.
  • the second pressure supply device 2 is assigned to the control of a second electronics or second electronic device A.
  • the electronic device A is for example part of the electronic control unit 12, but it can also be designed as a separate unit or elekt ⁇ ronic control unit. In this case, the second electronic device A is electrically independent of the first electronic device B.
  • the first electronic device B is powered by or includes a first electrical energy source.
  • the first pressure supply device 5 is also from the first electrical energy source or
  • the first pressurizing device 5 is supplied with power (from the first electric power source) via the first electronic device B.
  • the first electrical energy source is e.g. a first electrical system.
  • the second electronic device A is supplied by or comprises a second electrical energy source or energy supply.
  • the second pressure supply device 2 is likewise supplied by the second electrical energy source or energy supply.
  • the second electrical energy source is eg a second electrical system.
  • the second electrical energy source or energy supply is independent of the first energy source or energy supply.
  • components of the brake system are advantageously assigned either to the first electronic device B (which actuates the first pressure supply device 5) or to the second electronic device A (which activates or actuates the second pressure supply device 2). That They are controlled or actuated by this device and / or supplied with electrical energy and / or signal side connected to this device and / or are evaluated by this device.
  • those components which are associated with the first electronic device B ie associated with the so-called partition B
  • those components associated with the second electronic device A ie the so-called partition A are assigned
  • a component is only or exclusively controllable by one of the two electronic devices, but not by the other electronic device. operable or supplied with electrical energy or signal connected or evaluable.
  • the spill valve 3 and the isolation valve 26 are associated with the second electronic device A and are thus controlled by the second electronic device A and / or supplied with electrical energy.
  • the inlet and outlet valves are also partition A assigned and are controlled by the second electronic device A and / or supplied with electrical energy.
  • the circular separator valve 40 is associated with the partition B and is controlled by means of the first electronic device B and / or supplied with electrical energy.
  • the wheel speed sensors 10a-10d are assigned to the partition A and are supplied with electrical energy by means of the second electronic device A and / or evaluated by the second electronic device A.
  • the driving dynamics sensor 60 is associated with the partition B and is supplied and / or evaluated by means of the first electronic device B with electrical energy.
  • the second partition A (second electronic device A and / or second power supply) and the first partition B (first electronic device B and / or first power supply) are electrically independent.
  • the hydraulic components in particular the components 2, 3, 5, 6a-6d, 7a-7d, 32, 40 and 26, in a common module, i. in a single hydraulic control unit (HCU) arranged.
  • the hydraulic control unit is associated with the electronic control unit (ECU) 12.
  • HCU and ECU are advantageously implemented in a manner known per se as one unit (HECU). It can also be provided two or more electronic control units.
  • HCU hydraulic control and regulating units
  • ECU electronice control unit
  • the simulation device 3 can advantageously be designed in a separate module.
  • Other divisions and further modules are conceivable.
  • the separating valve 26 is closed by means of the second electronic device A assigned to the second pressure supply device 2, in order to avoid a pressure medium volume loss through the sniffer hole of the failed pressure supply device 5.
  • the second pressure supply device 2 is assigned to the control thereof, in particular the electric motor of the radial piston pump, the second electronic device A, wherein this also the
  • Isolating valve 26 controls or its valve coil with
  • Control strategy for residual brake function after an error a) Failure of the first pressure supply device 5
  • the second electronic device A / second energy supply of the second pressure supply device 2 (partition A), in addition to the isolation valve 26, also the wheel associated wheel valves 6a-6d, 7a-7d, ie the wheel control valves 6a-6d, 7a-7d are controlled by the second electronic device A (second partition A) or supplied with electrical energy.
  • the wheel speed sensors 10a-10d are associated with the second electronic device A (second partition A), ie their signals are supplied to the second electronic device A and advantageously evaluated by the second electronic device A.
  • the second electronic device A or A partition now leads practically unchanged, as basically known from Antiblo- ckierregelungen and other wheel-individual brake pressure control ⁇ functions and realized along with the ability to build up brake pressure, all residual brake functions.
  • failure of the second pressure supply device 2, the first electronic device B / first power supply (Partition B) the first compression Deployment ⁇ device 5, the circuit cut-off valve 40 as well as, for example, are associated with the driving dynamics sensors 60th
  • the pressure-providing device 5 is the high-performance pressure plate, which realizes the normal braking function in the highest degree of comfort and dynamics in the error-free system.
  • the partition B or the first partition is the high-performance pressure plate, which realizes the normal braking function in the highest degree of comfort and dynamics in the error-free system.
  • Pressure supply device 5 regulates the pressure even in case of failure of the pressure supply device 2 still with very high dynamics and accuracy centrally.
  • the controllability of the circular valve 40 by the first electronic device B ⁇ even allows that different pressures can be adjusted by axle. This is done by an axis-multiplexing method.
  • the performance of this control strategy is not at the level of the faultless system in terms of braking performance. However, it is sufficient for the ⁇ written error case to ensure the residual braking functions.
  • the exemplary brake system provides the necessary redundancy for the realization of highly automated driving functions to implement autonomous braking requirements.
  • the brake system is able to continue to implement certain residual braking functions autonomously or controlled by an autopilot.
  • the most important residual brake functions of the brake system are:

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un système de freinage pour véhicule automobile comprenant au moins quatre freins de roue (8a-8d) à actionnement hydraulique, un dispositif de simulation (3), une soupape d'admission (6a-6d) à commande électrique pour chaque frein de roue (8a-8d), un premier dispositif générateur de pression (5) à commande électrique qui est relié hydrauliquement de manière séparable par l'intermédiaire d'une vanne de séparation (26) à une conduite d'alimentation de frein (13) à laquelle sont raccordés les freins de roue (8a-8d), et un deuxième dispositif générateur de pression (2) à commande électrique qui est relié hydrauliquement à la conduite d'alimentation de frein (13). Une vanne de séparation de circuit (40) à commande électrique est agencée dans la conduite d'alimentation de frein (13) de telle sorte que lorsque la vanne de séparation de circuit est fermée, la conduite d'alimentation de frein (13) est séparée hydrauliquement en un premier et un deuxième segment de conduite (13a, 13b), le premier segment de conduite (13a) étant relié hydrauliquement à deux des soupapes d'admission (6a, 6b) et le deuxième segment de conduite (13b) étant relié hydrauliquement aux soupapes d'admission (6c, 6d) restantes. Le deuxième dispositif générateur de pression (2) est relié hydrauliquement au premier segment de conduite (13a) et le premier dispositif générateur de pression (5) est relié hydrauliquement au deuxième segment de conduite (13b) par l'intermédiaire de la vanne de séparation (26). Selon l'invention, le deuxième dispositif générateur de pression (2) comprend un raccord d'aspiration (23) et un raccord de pression (27), une soupape de décharge (32) étant prévue pour le réglage ou la régulation de la pression fournie par le deuxième dispositif générateur de pression (2), cette soupape de décharge reliant hydrauliquement le raccord de pression (27) au raccord d'aspiration (23). L'invention concerne également des procédés pour faire fonctionner ce système de freinage.
PCT/EP2018/050324 2017-01-11 2018-01-08 Système de freinage pour véhicule automobile et deux procédés pour faire fonctionner ce système de freinage WO2018130480A1 (fr)

Applications Claiming Priority (4)

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DE102017200347.2 2017-01-11
DE102017200347 2017-01-11
DE102017222435.5A DE102017222435A1 (de) 2017-01-11 2017-12-12 Bremsanlage für ein Kraftfahrzeug sowie Verfahren zu deren Betrieb
DE102017222435.5 2017-12-12

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WO2018130480A1 true WO2018130480A1 (fr) 2018-07-19

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DE102019213057A1 (de) * 2019-08-29 2021-03-04 Continental Teves Ag & Co. Ohg Bremssystem für ein Kraftfahrzeug
DE102021209715A1 (de) 2021-09-03 2023-03-09 Continental Automotive Technologies GmbH Bremssystem

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DE202019101586U1 (de) * 2019-02-12 2020-05-13 Ipgate Ag Packaging für ein Bremssystem
DE202019101596U1 (de) 2019-02-12 2020-05-13 Ipgate Ag Hydrauliksystem mit mindestens zwei hydraulischen Kreisen und mindestens zwei Druckversorgungseinrichtungen
KR102580406B1 (ko) * 2019-03-11 2023-09-19 에이치엘만도 주식회사 전자식 브레이크 시스템
DE102019210611A1 (de) * 2019-07-18 2021-01-21 Robert Bosch Gmbh Elektrohydraulische Fremdkraft-Fahrzeugbremsanlage insbesondere für ein autonom fahrendes Landfahrzeug

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DE102013217954A1 (de) 2013-09-09 2015-03-12 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug und Betriebsverfahren
DE102013223859A1 (de) 2013-11-21 2015-05-21 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
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WO2012146461A1 (fr) * 2011-04-28 2012-11-01 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour faire fonctionner le système de freinage
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DE102019213057A1 (de) * 2019-08-29 2021-03-04 Continental Teves Ag & Co. Ohg Bremssystem für ein Kraftfahrzeug
DE102021209715A1 (de) 2021-09-03 2023-03-09 Continental Automotive Technologies GmbH Bremssystem

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