EP1817217A1 - Dispositif de freinage electromecanique - Google Patents

Dispositif de freinage electromecanique

Info

Publication number
EP1817217A1
EP1817217A1 EP05811154A EP05811154A EP1817217A1 EP 1817217 A1 EP1817217 A1 EP 1817217A1 EP 05811154 A EP05811154 A EP 05811154A EP 05811154 A EP05811154 A EP 05811154A EP 1817217 A1 EP1817217 A1 EP 1817217A1
Authority
EP
European Patent Office
Prior art keywords
electromechanical brake
brake system
brake
energy source
capacitor
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP05811154A
Other languages
German (de)
English (en)
Inventor
Hans Lang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens 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 Siemens AG filed Critical Siemens AG
Publication of EP1817217A1 publication Critical patent/EP1817217A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices

Definitions

  • the invention relates to an electromechanical brake system, an electromechanical brake system, as well as a motor vehicle with an electromechanical brake system, wherein the electromechanical brake system or the electromechanical Bremssys- tem are particularly suitable for a 12V / 14V electrical system of a motor vehicle.
  • an electromechanical brake system can be completely dispensed with hydraulic devices, the command transmission from the brake pedal to the brake is replaced by electronic signals.
  • the electromechanical brake has for applying the braking force on an electric motor-operated brake calipers, wherein in safety-related facilities, facilities or devices such.
  • two autonomous circuits to power the brakes are necessary so that in case of failure of one of the two systems by means of the other still enough braking power can be provided.
  • Brake disc replaces the hydraulic cylinder by a powerful electric motor, the functions of a hydraulic brake such.
  • ABS ESP or ASR
  • ABS ESP
  • ASR ASR
  • the signals of these devices no longer need to be converted into hydraulic raulische pressures to achieve a corresponding braking performance.
  • the electrical energy required for braking is provided exclusively by the on-board network of the vehicle in the case of the electromechanical brake system (vehicle batteries or vehicle batteries).
  • the braking force generated by an electric motor requires a maximum electrical power per brake actuator unit, ie per wheel of a vehicle, of more than 1 kW, but only for a very short time (about 30 ms) must be provided. Therefore, the power demand of the electromechanical brake system is very high for a short time. It is therefore believed that such a power can be reasonably provided only when operating with a 42V electrical system, as in this way a current load (maximum current flow, current gradient) of the electrical leads for the brakes remains in a real area.
  • ABS anti-lock braking system
  • ASR traction control system
  • ESP driving stability control
  • z. B. in distance control systems, and automatically initiated full braking - can take over.
  • the object of the invention is achieved by means of an electromechanical brake whose Bremsaktuatorü is supplied with electrical energy, which comes from an additionally provided second electrical energy storage, which is preferably a capacitive energy storage.
  • the peak power requirement of the electromechanical brake arises in a rapid acceleration of a rotor of the electric motor either at the beginning of braking or in vehicles with ABS, if wheel slip between the wheel and the road is detected by an ABS control device, and the electric motor very quickly from an application of the Brake pads is switched to a release of the brake pads.
  • second electrical energy storage device it is still possible in line networks whose voltage supply and / or their line cross sections are not actually suitable for electromechanical brake systems, as is the case with a 12V / 14V vehicle electrical system of a motor vehicle To realize such a fast and reliable tightening or clamping the brake pads by means of electric motors.
  • the inventively provided second energy storage device By means of the inventively provided second energy storage device, it is therefore possible to buffer the necessary electrical energy at peak power requirements of an electromechanical brake (ie to make it available at short notice by an "interim storage") and thus to provide a functional brake system even with a low-voltage network.
  • an electromechanical brake ie to make it available at short notice by an "interim storage”
  • an electronic brake pedal simulator is necessary, which can be arranged ergonomically in the footwell of a vehicle and whose lower actuating forces during braking realize a time saving of half a second (TÜV Rheinland) compared to hydraulic brakes; which according to TÜV shortened the stopping distance from a driving speed of 100km / h by 14m to 66m, which corresponds to a shortening of the stopping distance by nearly 20% (based on the stopping distance by means of a conventional brake actuation system).
  • the second energy storage is located directly on the Bremsaktuato- purity or as close as possible to this turn.
  • the second Energy storage in which the second Energyspei- is rather housed very close to the place where its electrical energy is needed, it is possible to keep the power loss in a 12V / 14V electrical system low, since the energy storage in the periods can be charged with low currents, in which no electrical energy for braking must be provided.
  • increased Zuönsqueritese to Bremsaktuatorü unnecessary to compensate for the above-mentioned power loss.
  • Possible One such concept is that much more time is available to charge the second electrical energy store than it must, at worst, provide power for peak load requirements.
  • the second energy source is a backup capacitor connected in parallel to the first energy source of the electromechanical brake system.
  • Capacitors are ideal for buffering peak load requirements because they are fast to charge and can be quickly recharged. In addition, they have a virtually unlimited lifespan, as in contrast to batteries no electrochemical reactions take place in them, but only charges are separated. Particularly in the case of vehicle brakes, in which the condenser is accommodated directly on the brake actuator unit, it is very well suited because of its low weight, since the brake actuator unit and thus also the capacitor belong to the unsprung masses on the wheel, which are as small as possible in motor vehicles should. In addition, small line cross-sections to the capacitor are possible on the basis of a comparatively long charging duration (in contrast to its 30 ms (see below) discharge duration).
  • the capacitor has a capacity of 20OmF to 65OmF, in particular 45OmF.
  • the situations in which the brake actuator unit has to perform its peak performance (braking begins or, in the ABS case, when wheel slip between the wheel and the road is recognized) take up to 30 ms ( ⁇ t). So z.
  • These supercapacitors are capacitors with very high capacities (in the range up to several thousand Farad) and can be used as energy storage, whereby they can replace batteries. They are characterized by small dimensions and a low mass.
  • the high capacitance is possible because the side surfaces of the capacitor, in which the charges are in the charged state, are provided by means of microscopic carbon particles with a very finely structured three-dimensional surface, so that very high surface contents and therefore very high capacities are possible ,
  • the outer shape of such a capacitor is not subject to any special requirements, so that almost any shapes are possible. All of these are suitable for supercapacitors, in particular for electromechanical brake actuator units in vehicle brakes.
  • supercapacitors are temperature sensitive, they are preferably in or at a cool region of the brake actuator unit. The temperatures at this location should not exceed 7O 0 C to 125 0 C.
  • a brake system for a motor vehicle is equipped with electromechanical brakes or brake systems.
  • the brake pedal has low actuation forces and, for.
  • ABS for example, it does not pulsate and thus can not tempt the driver, who is irritated by a pulsating brake pedal, to take his foot off the brake.
  • the response of the brake is individually adjustable.
  • FIG. 1 shows a schematic representation of an electromechanical brake system for a motor vehicle
  • FIG. 2 shows a circuit arrangement for a brake actuator unit according to the invention.
  • the electromechanical brake system has a plurality of electromechanically actuated brake systems which can each brake a brake disk 16 by means of brake pads provided in a brake caliper 14, the brake pads being actuated by means of an electromechanical brake actuator unit 10.
  • an electric motor 12 and preferably additionally a transmission form the brake actuator unit 10, which generates the application forces in the brake caliper 14.
  • Such Bremsaktuatoratti 10 is able to provide the necessary braking forces within a few milliseconds, which can be up to several tons.
  • a controller 40 processes signals received from a brake pedal simulator 50, optionally linking them with data from other sensors and control systems, and calculated for each wheel individually required force with which the brake actuator 10 is to press the brake pads 14 of the brake caliper 14 to the brake disc 16.
  • a brake pedal 52 of the brake pedal simulator 50 is connected to a pedal travel sensor 54, the pedal travel sensor 54 relaying to the controller 40 a detected pedal travel and a pedal actuation force.
  • the control device 40 forwards the braking deceleration desired by the driver to the brake actuator units 10.
  • the brake pedal ending in a feel-stimulator can no longer vibrate as in conventional hydraulic brakes and therefore reduces the risk of an inexperienced driver taking his foot off the brake in a dangerous situation.
  • the main energy source of the brake actuator units 10 are two accumulators 20, which receive their electrical charging energy from a generator (alternator). In order to avoid a total failure of the brake system z. B. to avoid failure of a battery 20, two independent electrical systems are necessary.
  • an accumulator 20 is associated with the brakes of a front axle and the other accumulator 20 with the brakes of a rear axle of the vehicle (other combinations are also possible). This ensures that at least the brakes of the other is still completely intact in case of failure of the power supply for the brakes of one of the two axes.
  • the respectively other one can be connected to the electromechanical brakes affected by the failure of the accumulator 20.
  • the brake actuator unit 10 for housing within the rim should be compact and also light.
  • FIG. 1 The supplied by an accumulator 20 electric motor 12 of the e- lektromechanischen brake is a second energy source 30, preferably a capacitor 30, connected in parallel.
  • the capacitor 30 is as close as possible to the electric motor 12, so that the power loss when discharging the capacitor 30 is as low as possible and beyond the lines between the capacitor 30 and the electric motor 12 due to a corresponding dimensioning not too long , It should be ensured that the temperatures of the capacitor 30 does not go beyond a certain temperature range between 70 0 C and 125 0 C len sol. This may require not providing the capacitor directly to the electric motor 12.
  • the circuit according to the invention allows the operation of an electromechanical brake system with a 12V electrical system instead of the previously considered necessary 42V electrical system. This allows for a separate 42V power supply, which would cause a loss of additional costs for a vehicle.
  • Preferred capacitors for the arrangement according to the invention are so-called gold cap, supercap, or ultracapacitors.
  • Capacitors These capacitors are characterized by a very high capacity with low weight and small volume.
  • capacitors 30 it is also possible to combine the above two ideas and multiple blocks of series connected capacitors 30 in parallel with the power supply to switch as backup capacitor arrangements. For such a capacitor block turn four to eight, in particular five to seven, capacitors 30 offer.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de freinage électromécanique destiné en particulier à un véhicule automobile comprenant un réseau de bord 12V/14V, le dispositif de freinage comprenant une unité d'actionnement de frein (10) qui présente un moteur électrique (12) destiné à la production d'une force de freinage, et une alimentation électrique destinée au moteur électrique (12), qui présente une source d'énergie électrique (20), en particulier un accumulateur d'un réseau de bord (60). Selon l'invention, l'alimentation électrique du moteur électrique (12) présente en outre au moins une source d'énergie capacitive (30) qui est connectée en parallèle de la première source d'énergie (20). L'invention a également pour objet un système de freinage électromécanique ainsi qu'un véhicule automobile, en particulier une voiture particulière, comprenant un système de freinage électromécanique.
EP05811154A 2004-11-29 2005-11-11 Dispositif de freinage electromecanique Withdrawn EP1817217A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004057498 2004-11-29
PCT/EP2005/055903 WO2006058825A1 (fr) 2004-11-29 2005-11-11 Dispositif de freinage electromecanique

Publications (1)

Publication Number Publication Date
EP1817217A1 true EP1817217A1 (fr) 2007-08-15

Family

ID=35703191

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05811154A Withdrawn EP1817217A1 (fr) 2004-11-29 2005-11-11 Dispositif de freinage electromecanique

Country Status (4)

Country Link
US (1) US20080135357A1 (fr)
EP (1) EP1817217A1 (fr)
CN (1) CN101065281A (fr)
WO (1) WO2006058825A1 (fr)

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US7890240B2 (en) * 2007-04-26 2011-02-15 GM Global Technology Operations LLC Brake system fault pedal gain change method and system
EP2371643A1 (fr) * 2008-12-06 2011-10-05 Nissan Motor Co., Ltd. Dispositif de frein et procédé de commande de dispositif de frein
US8106529B2 (en) * 2009-08-31 2012-01-31 Cnh America Llc Farm implements with capacitor for peak electric loads
DE102009046231A1 (de) * 2009-10-30 2011-05-05 Robert Bosch Gmbh Elektrisches Bremssystem, insbesondere elektromechanisches Bremssystem
DE102009046234A1 (de) * 2009-10-30 2011-05-19 Robert Bosch Gmbh Elektrisches Bremssystem, insbesondere elektromechanisches Bremssystem, Verfahren zum Betreiben eines elektrischen Bremssystems
TWI421177B (zh) * 2011-03-18 2014-01-01 Ind Tech Res Inst 節能控制方法與系統
DE102015210433A1 (de) * 2015-06-08 2016-12-08 Robert Bosch Gmbh Verfahren zum Abbremsen eines Fahrzeugs
EP3339119A1 (fr) 2016-12-22 2018-06-27 Haldex Brake Products Aktiebolag Système de frein électrique pour un véhicule
DE102018210021A1 (de) * 2018-06-20 2019-12-24 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Kraftfahrzeugs, sowie Steuergerät und Bremssystem
EP3790149A1 (fr) 2019-09-09 2021-03-10 Aptiv Technologies Limited Système d'alimentation de secours
CN112757905B (zh) * 2019-10-21 2022-12-23 瀚德万安(上海)电控制动***有限公司 一种电子机械制动***
DE102021119939A1 (de) * 2021-07-30 2023-02-02 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Redundantes elektromechanisches Bremssystem sowie Aktuator dafür
EP4166401A1 (fr) * 2021-10-13 2023-04-19 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Procédé permettant de libérer des freins électromécaniques, dispositif de stockage d'énergie mobile pour libérer les freins électromécaniques, et système de dispositif de stockage d'énergie mobile et système de freinage d'un train
DE102022205070A1 (de) 2022-05-20 2023-11-23 Zf Friedrichshafen Ag Bremsvorrichtung zur Verzögerung eines elektrisch angetriebenen Fahrzeuges
DE102022209930A1 (de) 2022-09-21 2024-03-21 Continental Automotive Technologies GmbH Bremssystem mit flexibler Architektur und Verfahren zum Betreiben eines derartigen Bremssystems

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Also Published As

Publication number Publication date
CN101065281A (zh) 2007-10-31
WO2006058825A1 (fr) 2006-06-08
US20080135357A1 (en) 2008-06-12

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