WO2020126368A1 - Système pour un frein de stationnement - Google Patents

Système pour un frein de stationnement Download PDF

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Publication number
WO2020126368A1
WO2020126368A1 PCT/EP2019/082730 EP2019082730W WO2020126368A1 WO 2020126368 A1 WO2020126368 A1 WO 2020126368A1 EP 2019082730 W EP2019082730 W EP 2019082730W WO 2020126368 A1 WO2020126368 A1 WO 2020126368A1
Authority
WO
WIPO (PCT)
Prior art keywords
power path
control device
parking brake
actuators
switching
Prior art date
Application number
PCT/EP2019/082730
Other languages
German (de)
English (en)
Inventor
Wolfgang Brandstätter
Manfred Kalhammer
Sebastian RIECHMANN
Original Assignee
Audi Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Publication of WO2020126368A1 publication Critical patent/WO2020126368A1/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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of 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
    • B60T13/741—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 an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • B60T7/10—Disposition of hand control
    • B60T7/107—Disposition of hand control with electrical power assistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up

Definitions

  • the invention relates to a system for a parking brake of a motor vehicle according to the type specified in the preamble of claim 1.
  • Modern vehicles often have an electric parking brake which can be actuated by the driver using an operating switch which is connected to an electronic control unit.
  • the control unit controls a common or two separate parking brake actuators for two wheels, in particular the rear axle.
  • the actuator is a drive unit that is equipped with an electric motor and a gearbox in order to close or release the parking brake by moving the brake pistons of the brake calipers. As a result, the brake pads are pressed or released against the brake discs.
  • a transmission lock which can act as a parking lock, is integrated in the vehicles which have a transmission.
  • an automatic shift is a mechanical locking of the transmission, which is engaged in position P of the selector lever and prevents the vehicle from rolling away.
  • Even vehicles with a manual gearbox can be adequately parked on a slope by inserting a suitable gearbox stage.
  • the transmission lock, together with the electric parking brake, which acts on at least two wheels on one axle, is a redundant one System by leading to a secure hold of the vehicle in the parked state without rolling away, even in the event of a single fault in one of the systems.
  • DE 10 2004 017 544 A1 describes an electric parking brake system which has at least two independent parking brake system sections which are each assigned to one of the wheels.
  • Each of the parking brake system sections comprises a parking brake driven by a motor, which can exert a braking force on the associated wheel and a control device for determining a brake command signal to be delivered to the engine.
  • Each control device controls the operation of the electric parking brake, which is included in its own brake section, and additionally monitors the state of the other brake system, the control devices communicating with one another via a data bus. If an error occurs in a brake section, the other control device can optimize the control or drive command of the faulty brake system section by sending a correction signal.
  • DE 10 2011 084 534 A1 provides an electronic control unit for a parking brake system, which has an interface to a fixed-part brake operating switch and two control circuits for electric actuators, in particular electric parking brake actuators.
  • the electronic control unit has two or more independent computing units that are directly connected to one another via a data bus. Since the computing units are independent of one another and communicate directly with one another via a data bus, either each computing unit can normally control the actuator assigned to it or one computing unit can control all actuators of the parking brake. By using two control circuits and two independent computing units, redundancy is available in the parking brake system.
  • a parking brake system for a motor vehicle is known from DE 10 2012 010 562 A1, which has two control units, by means of which two actuators can be controlled for the respective actuation of a wheel brake.
  • the control units are connected via separate lines to an energy source, with only one of the control units being connected to an operating device which transmits signals for actuating the wheel brakes to the control unit, the control unit being designed to be dependent on the signals for actuating the To control wheel brakes at least one of the actuators.
  • the invention has for its object to provide a system for a parking brake, in which a reliable locking of the vehicle can be achieved in a parking position even when a single error occurs by at least two wheels of an axle are locked.
  • a system for a parking brake of a motor vehicle comprises at least one operating device by means of the signals for actuating wheel brakes arranged on the wheels of the motor vehicle can be transmitted to at least one control device, the control device being connected to at least one actuator and, depending on the signals from the operating device, the actuator, which has a first power path and a second power path is connected to at least one energy source, activated to actuate at least one wheel brake of a wheel.
  • a conventional system for a parking brake of a motor vehicle has an operating device which can be actuated by the driver, for example an electrical button or a switch.
  • the operating device is connected via an interface to an electronic control device which converts the input signals into corresponding output signals, e.g. a brake exercise signal and / or a brake release signal, converts.
  • the control device controls at least one actuator of the parking brake. Depending on the output signals, the activation of the actuator causes the parking brake to be applied and / or the parking brake to be released.
  • At least one energy source is assigned to each actuator via a first power path and a second power path in order to actuate the wheel brakes of the parking brake, which are arranged in particular on the wheels of the rear axle.
  • the actuators of the parking brake are connected exclusively to the first power path or the second power path, where a switchover device is provided when switching between the first power path and the second power path. If an individual error occurs in the first power path, there is a second possibility of actuating the actuators of the parking brake, in that a switchover device switches from the first power path to the second power path.
  • the parking brake has redundancy, which ensures the functionality of the parking brake and reliably prevents the vehicle from rolling away, even if an error occurs, at least two wheels of the motor vehicle are locked.
  • a first control device is assigned to the first power path.
  • the actuators of the parking brake are normally controlled (i.e. in trouble-free operation) primarily via the first power path.
  • the first control device has an H-bridge arrangement in order to reverse the polarity / direction of the motor. This enables both the application and release of the parking brake.
  • a second control device is preferably assigned to the second power path.
  • the first control device and the second control device work independently of one another, wherein they transmit the brake control signals to the actuators via the first and second power paths respectively assigned to them.
  • the two power paths are in particular spatially separated from one another.
  • the actuators of the parking brake can be controlled by the independently operating control devices, with the transmission of the information for controlling the actuators either via the first power path or via the second power path.
  • the first and the second control device are connected to one another and to the rest of the vehicle via a data communication interface.
  • the two control devices are designed to communicate with each other.
  • the data communication interface can be, for example, a bus system or the like.
  • the signals received by one control device for actuating the wheel brakes can be transmitted to the other control device. If the driver requests the parking brake to be applied or released, the control units synchronize e.g. via communication via the internal data bus.
  • At least one of the two control devices comprises means for error detection which output a signal when an error occurs.
  • a fault detection in particular of the first control device, or a faulty communication between the first and the second control device, it is provided that a signal is triggered in order to correct a malfunction of the parking brake either manually or automatically via the redundancy.
  • the signal triggered by the error detection can take the form of a warning message, for example a lamp lighting up in the cockpit or the like, in order to immediately inform the user of the motor vehicle about the error detection.
  • the user of the vehicle can react to the signal accordingly. That can for example in the form of manual access to the redundancy and / or rectification of the error by specialist personnel.
  • the triggered signal automatically controls the redundancy of the parking brake in order to switch independently from the first power path to the second power path.
  • Fault detection makes it possible to switch from a primary system, or from the first power path, to a secondary system, which is not required for trouble-free operation, or a second power path. A failure of the parking brake due to a single fault can advantageously be prevented by the error detection.
  • the switching device between the first power path and the second power path is designed as an electromechanical relay.
  • electro-mechanical relays enable the switching on, off and switching of circuits. Relays are built very robustly for the functions in motor vehicles and can work with an on-board voltage of in particular 12 V or 24 V. Relays are based on a simple construction, they are easy to integrate into circuits, heat up only slightly and are very inexpensive.
  • the electromechanical relay in the system according to the invention is designed as a changeover switch which switches between two states, or “normally open” and “normally closed”, a contact being established in both states. This means that when a circuit is opened, another circuit closes at the same time.
  • the relay is installed in the circuit of the system according to the invention, for example, in such a way that, in the open state, it connects the actuator to a current source via the first power path.
  • the redundant second performance path is not connected.
  • the first power path is the primary path via which the actuators are controlled in trouble-free operation.
  • a Switching the relay causes the first power path to be interrupted in order to connect the second power path for the transmission of signals. By switching, the actuators are connected to the second control device and an energy source via the second power path.
  • the switching device which is designed as an electromechanical relay, enables redundant actuation of the actuators of the parking brake.
  • the switching device between the first power path and the second power path is designed as an arrangement of semiconductor relays.
  • Semiconductor relays or solid-state relays (SSR) are non-contact, purely electronic relays that have no moving parts. Their function as a remote-controlled switching device for a circuit takes place via components such as MOSFETs (metal oxide semiconductor field-effect transistors), triacs, transistors or the like.
  • MOSFETs metal oxide semiconductor field-effect transistors
  • triacs transistors or the like.
  • Semiconductor relays are particularly quiet, durable and insensitive to shocks and bumps. In an advantageous manner, semiconductors switch several orders of magnitude faster than conventional relays.
  • the switchover device is preferably controlled via a control unit.
  • the control device can have an interface to the control device of the parking brake system.
  • the control unit can, for example, communicate with the control device via the BUS system.
  • the control unit there is logic for actuating the switchover device, which is caused by the occurrence of an individual error in the actuation of the actuator. As a result, a self-sufficient circuit from the first power path to the second power path is provided via the control unit.
  • the switchover device is controlled via a control device which is connected to the first or the second power path is assigned.
  • a control device which is connected to the first or the second power path is assigned.
  • the switchover device is preferably controlled by a locking logic after a period of time has expired.
  • the actuators In particular in the case of a switching device designed as a semiconductor relay, it is possible for the actuators to be controlled via both power paths. In order to ensure a connection of the actuators with only one energy source, the switching of the switching device is timed. This means that a power path is locked after a certain time by switching to the other power path.
  • the switching device can be switched by means of a manually operable relay.
  • the relay can be designed, for example, as a changeover switch in the form of an opener and closer.
  • the open relay connects the actuator to an energy source via the first power path.
  • This embodiment of the invention provides that the switchover from the first power path to the second power path takes place manually via a button when an individual error occurs in the actuation of the actuator after, for example, a signal informs the user of the vehicle about the malfunction of the first power path Has.
  • the relay closes when the button is pressed.
  • the connection of the actuator via the first power path is interrupted, and a connection is established via the second power path.
  • the relay can be formed as a multi-pole changeover switch. As a result, at least two poles must advantageously be switched correctly. This advantageously prevents a faulty closing of the parking brake by simple errors while driving.
  • the manual actuation of the switching device causes the wheel brake to be applied.
  • the voltage from the vehicle electrical system is applied to the actuators in such a way that the actuation of the actuator motors takes place exclusively in one direction of rotation.
  • the actuators are actuated exclusively in the application direction.
  • the parking brake can no longer be released due to the redundant control of the actuators and can only be restarted by specialist personnel.
  • the manual actuation of the switching device via the relay causes the actuator to apply and / or release the wheel brake.
  • an H-bridge circuit is arranged in the second power path, by means of which the polarity / direction of the actuator motors can be reversed.
  • the voltage from the vehicle electrical system can be applied to the actuators by manual actuation of the button in such a way that the parking brake can be applied.
  • a change in polarity enables a change in the direction of rotation of the actuators, which causes the parking brake to be released.
  • the switching device is designed as a manually operable multi-pole changeover switch.
  • This embodiment of the invention provides that switching from the first performance tion path to the second power path when an individual error occurs in the actuation of the actuator is carried out manually via a button, for example after a signal has informed the user of the vehicle about the malfunction of the first power path.
  • the changeover switch connects the actuator to the first control device and an energy source via the first power path.
  • the two-way switch makes no contact via the second power path.
  • the changeover switch switches to the second power path.
  • the connection of the actuator breaks off via the first performance path.
  • Figure 1 is a schematic representation of a system for a parking brake of a motor vehicle.
  • Fig. 2 is a circuit diagram of a first electromechanical scarf device for controlling an actuator of a parking brake
  • Fig. 3 is a circuit diagram of a second electromechanical scarf device for controlling an actuator of a parking brake
  • Fig. 4 is a block diagram wherein the circuit for driving a
  • Fig. 5 is a circuit diagram of a manual circuit for controlling an actuator of a parking brake.
  • 1 to 5 show a schematic illustration of a system, designated overall by reference number 10, for a parking brake of a motor vehicle.
  • FIG. 1 schematically shows a simplified illustration of a system 10 for a parking brake of a motor vehicle, not shown here.
  • the system 10 comprises an operating device 12 which has an interface to a first control device 15.
  • the control device 15 transmits signals via a first power path 16 to the actuators 18 for actuating the parking brake, which is arranged in particular on the wheels of an axle. If an error occurs in the transmission of the signals from the first control unit 15 via the first power path 16 to the actuators 18, a second power path 20 is provided as a fallback level.
  • the second power path 20 can also be assigned a control device 21.
  • the system 10 can be switched over from the first power path 16 to the second power path 20 according to the invention via a switching device 22 if a fault occurs in the actuation of the actuators via the first power path 16. Due to the redundancy of the parking brake system 10 or by switching from the first power path 16 to the second power path 20, it is possible for the signals to be reliably transmitted to the actuators 18, even if an individual error occurs.
  • 2 shows a circuit diagram for a first exemplary embodiment of the system 10 according to the invention for a parking brake. For the sake of clarity, the circuit diagram for an individual actuator 18 is shown. The circuit must be doubled to hold two wheels of the parking brake.
  • the first power path 16 is assigned a first control device 15 and the second power path 20 is assigned a second control device 21.
  • the two control devices 15, 21 work independently of one another and can communicate with one another and the rest of the vehicle via a BUS system 24.
  • At least one of the control devices 15, 21 has means for recognizing individual errors in the transmission of signals for actuating the actuators 18.
  • a parking brake request by the driver is indirect via the operating device 12.
  • the control device 15 controls the actuators 18 of the parking brake via the first power path 16 in order to apply or release the respective wheel brakes.
  • the actuators 18 are always connected to a current source (not shown here) in the trouble-free operation by the position of a switching device 22 via the first power path 16.
  • the switching device 22 is designed as an electromechanical relay 26 with a multi-pole changeover switch ter.
  • the relay 26 can switch between an open and a closed state, the relay 26 making contact in both states.
  • the relay 26 is built into the circuit of the system 10 in such a way that it is open in the idle state, and it connects the actuators 18 to the control device 15 and a current source exclusively via the first power path 16, even if no current flows.
  • the switching of the relay 26 is purely logic-driven and is caused by the occurrence of an individual error in the actuation of the actuator 18.
  • the logic for the control is present in the second control device 21. It is also conceivable that the first control device 15 can control the switchover.
  • the relay 26 is driven by the second control device 21 via a current control circuit 28.
  • the relay 26 In the active state, the relay 26 is flowed through by current, as a result of which the relay 26 is switched, or the contact in the relay 26 changes in the present case from the first Leis tion path 16 to the second power path 20.
  • the first power path 16 is interrupted and the actuator 18 is connected via the second power path 20 to the second control device 21 and a current source, not shown here.
  • the switching device 22 embodied as an electromechanical relay 26 enables redundant activation of the actuators 18 of the parking brake when an individual error occurs.
  • the relay 26 can be controlled by the control unit 15 via an additional control line, not shown here, in order to prevent, for example, an incorrect switching of the relay 26 by the control unit 21.
  • FIG. 3 another embodiment of the system 10 for a parking brake is shown.
  • the circuit is Darge for a single actuator 18, and must be doubled for holding two wheels of the parking brake.
  • the switching device 22 for switching between the first power path 16 and the second power path 20, as described in FIG. 2 is formed as an electromechanical relay 26, with the difference that the logic for controlling the relay 26 in a separate control device 30 is arranged.
  • the separate control device 30 communicates with the first control device 15 and / or the second control device 21 via an internal data bus 24. graces.
  • the control device 30 completely monitors the two power paths 16, 20 from the control line to the output line to the actuator 18.
  • FIG. 4 shows an alternative embodiment of the system 10 of a parking brake according to the invention, the circuits for controlling the actuators 18 of the parking brake being implemented via semiconductor relays, in particular via MOSFET transistors.
  • Fig. 4 shows an example of the circuit for a single actuator 18 of the parking brake. The circuit must be doubled to hold two wheels.
  • the system 10 has a first control device 15 and a second control device 21, which are each assigned to a first power path 16 and a second power path 20.
  • Both control units 15, 21 have a circuit arrangement of MOSFETs in the form of H-bridges 32. This makes it possible to change the polarity of the motor voltage of the actuators 18.
  • the first control device 15 and the second control device 21 are each connected to at least one separate voltage source 38, 39.
  • the two control devices 15, 21 can communicate with one another via a BUS system 24.
  • the first power path 16 connects the actuators 18 to the respective voltage source 38, the MOSFETs of the first power path 16 being conductive.
  • the parking brake is actuated primarily by the first control device 15, while the second control device 21 is not authorized to control the actuators 18 by itself. If an error occurs in the primary control device 15, this can ideally issue a command to control the actuators 18 via the secondary control device 21.
  • the secondary control device 21 is given the right to control the actuators 18 from the vehicle. This can be initiated in particular by an overlaid monitoring function outside the parking brake system, or due to the lack of communication of the primary control device 15 when an error occurs. Furthermore, it is conceivable that a user interaction, for example the actuation of a button due to an error message in the cockpit, grants the secondary control device 21 the right to access or actuate the actuators.
  • the switching from the first power path 16 to the second power path 20 takes place according to the invention via a switching device 22, which in the present case is designed as an arrangement of semiconductor relays.
  • the switching takes place in connection with a logic 40.
  • a switching unit 54 comprises the switching device 22, the logic 40 and the voltage supplies 48, 50 of the logic 40.
  • the signal lines 52 can be used to report the switching state of the switching device 22 and / or serve the logic 40 to the control unit 15, 21.
  • the logic 40 serves on the one hand to detect the correct power path 16, 20 to control the actuators 18 and on the other hand to lock the MOSFETs of the other power path 16, 20 in the case of a double control of the actuators 18 via both power paths 16, 20 first power path 16 to second power path 20 constructed such that simultaneous actuation of actuators 18 by control devices 15 and 21 via power paths 16 and 20 is excluded. This also prevents an undesired connection of the voltage supplies 38 and 39 from occurring via the switching device 22.
  • the logic 40 and the control of the MOSFETs in the switching device 22 are supplied either by the voltage supply 48, which is tapped from the first power path 16, or alternatively via a voltage supply 50, which is tapped from the second power path 20.
  • the switching unit 54 is supplied directly by a regular connection to an energy network 38, 39. This is particularly advantageous in order to carry out a possibly necessary diagnosis of the switching unit 54 independently of the actuation of the actuators 18.
  • the switching unit 54 can be optionally connected to the bus system 24 of the vehicle with its logic 40.
  • FIG. 5 shows a circuit diagram in which a switchover from the first power path 16 to the second power path 20 takes place via a switchover device 22, which in the present case takes place by manual actuation of a relay 26.
  • the relay 26 is built into the brake control system 10 such that it is open in trouble-free operation.
  • the actuators 18 are always connected via the first power path 16 to the control unit 15 and a power source (not shown here), even when de-energized.
  • the first power path 16 has a control device 15 which outputs a signal when an error occurs.
  • the signal can be in the form of a warning message, for example a lamp lighting up in the cockpit or the like, in order to immediately inform the user of the motor vehicle of the fault detection.
  • the user can correct the malfunction of the system 10 for the parking brake manually via the redundancy, ie via the second power path 20, by pressing a button 42.
  • the relay 26 is supplied with current and switches from the first power path 16 to the second power path 20.
  • the manually operable button 42 is in the present case designed as a multi-pole changeover switch, with at least two poles having to be switched correctly in order to prevent incorrect actuation and consequently incorrect closing of the parking brake by simple errors while driving.
  • the switchover from the first power path 16 to the second power path 20 takes place via a switchover device 22, which in particular has two buttons 42.
  • the system 10 has one circuit for each braked wheel, wherein, for example, a button 42 can be assigned to each circuit.
  • the actuator 18 is in this case supplied directly from the battery 36.
  • the connection 44 of the relay 26 takes place via the negative pole of the battery 36.
  • the actuators are actuated exclusively in the application direction.
  • the parking brake can no longer be released via system 10 and can only be put into operation again by specialist personnel.
  • the polarity / direction of the actuator motors can be reversible by interposing an H-bridge arranged in the second power path 20.
  • the current can be applied to the actuators 18 in such a way that they can both apply and release the parking brake.
  • the embodiment enables the vehicle to be put into operation even without specialist personnel in order to be able to drive to a workshop to remedy the individual fault.

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

Abstract

L'invention concerne un système (10) pour un frein de stationnement d'un véhicule à moteur, comprenant au moins un dispositif de commande utilisateur (12) au moyen duquel des signaux destinés à l'actionnement de freins de roue disposés sur les roues du véhicule à moteur peuvent être transmis à au moins un dispositif de commande (15, 21), le dispositif de commande (15, 21) étant relié à au moins un actionneur (18) et, en fonction des signaux du dispositif de commande utilisateur (12), activant l'actionneur (18), qui peut être relié à au moins une source d'énergie (36, 38, 39) par l'intermédiaire d'un premier trajet de puissance (16) et d'un deuxième trajet de puissance (20), afin d'actionner au moins un frein d'une roue. L'invention se caractérise par le fait que seul le premier trajet de puissance (16) ou le deuxième trajet de puissance (20) est relié à l'actionneur ou aux actionneurs (18) du frein de stationnement, un dispositif de basculement (22) servant au basculement entre le premier trajet de puissance (16) et le deuxième trajet de puissance (20).
PCT/EP2019/082730 2018-12-21 2019-11-27 Système pour un frein de stationnement WO2020126368A1 (fr)

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DE102018222794.2A DE102018222794A1 (de) 2018-12-21 2018-12-21 System für eine Feststellbremse

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DE102020211834A1 (de) 2020-09-22 2022-03-24 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Ansteuern einer elektromechanischen Feststellbremse
CN114248746B (zh) * 2020-09-25 2023-04-11 芜湖伯特利电子控制系统有限公司 用于机动车制动冗余控制的控制方法
EP4032763A1 (fr) * 2021-01-25 2022-07-27 Hitachi Astemo Netherlands B.V. Un système de freinage pour freiner un véhicule et un actionneur automobile
DE102021202612A1 (de) * 2021-03-18 2022-09-22 Continental Teves Ag & Co. Ohg Verfahren zur Überwachung des Löseverhaltens einer elektromechanischen Radbremse eines Fahrzeugs
GB202212636D0 (en) * 2022-08-31 2022-10-12 Nicoventures Trading Ltd Electronic circuit for an aerosol generator of an aerosol provision device

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US6702405B1 (en) * 1998-03-31 2004-03-09 Continental Teves Ag & Co., Ohg Electric parking brake
US6802401B1 (en) * 1999-06-01 2004-10-12 Continental Teves Ag & Co., Ohg Device and method for controlling an electrically actuated parking brake
DE102004017544A1 (de) 2003-04-11 2004-10-21 Asmo Co., Ltd., Kosai Elektrisches Feststellbremssystem
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DE102011084534A1 (de) 2010-10-18 2012-04-19 Continental Teves Ag & Co. Ohg Fehlersichere Parkbremse für Kraftfahrzeuge
DE102012010562A1 (de) 2012-05-26 2013-11-28 Audi Ag Feststellbremsensystem für ein Fahrzeug

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DE102015114176C5 (de) * 2015-08-26 2020-07-16 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Elektrische Parkbremseinrichtung mit zusätzlicher Energieversorgung

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WO1999026818A1 (fr) * 1997-11-20 1999-06-03 Continental Teves Ag & Co. Ohg Installation electromecanique de freinage de stationnement
US6702405B1 (en) * 1998-03-31 2004-03-09 Continental Teves Ag & Co., Ohg Electric parking brake
US6802401B1 (en) * 1999-06-01 2004-10-12 Continental Teves Ag & Co., Ohg Device and method for controlling an electrically actuated parking brake
DE102004017544A1 (de) 2003-04-11 2004-10-21 Asmo Co., Ltd., Kosai Elektrisches Feststellbremssystem
DE10354296A1 (de) * 2003-11-20 2005-06-02 Robert Bosch Gmbh Energiebordnetz zur Versorgung eines Hochleistungsverbrauchers mit erhöhten Anforderungen an die Verfügbarkeit
DE102011084534A1 (de) 2010-10-18 2012-04-19 Continental Teves Ag & Co. Ohg Fehlersichere Parkbremse für Kraftfahrzeuge
DE102012010562A1 (de) 2012-05-26 2013-11-28 Audi Ag Feststellbremsensystem für ein Fahrzeug

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Publication number Priority date Publication date Assignee Title
CN112739593A (zh) * 2020-12-22 2021-04-30 华为技术有限公司 汽车的驻车制动系统、汽车及其控制方法

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