EP2964496A1 - Procédé pour faire fonctionner un système de freinage, système de freinage mettant en uvre ce procédé et utilisations du système de freinage - Google Patents

Procédé pour faire fonctionner un système de freinage, système de freinage mettant en uvre ce procédé et utilisations du système de freinage

Info

Publication number
EP2964496A1
EP2964496A1 EP14706064.4A EP14706064A EP2964496A1 EP 2964496 A1 EP2964496 A1 EP 2964496A1 EP 14706064 A EP14706064 A EP 14706064A EP 2964496 A1 EP2964496 A1 EP 2964496A1
Authority
EP
European Patent Office
Prior art keywords
brake
wheel
braking
electric drive
pressure chamber
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Withdrawn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
EP14706064.4A
Other languages
German (de)
English (en)
Inventor
Georg Roll
Jürgen Böhm
Marco Besier
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 Teves AG and Co OHG
Original Assignee
Continental Teves AG and 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 and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP2964496A1 publication Critical patent/EP2964496A1/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Withdrawn legal-status Critical Current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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition

Definitions

  • the invention relates to a method according to the preamble of claim 1, a brake system according to the preamble of claim 12, and the use of the braking system.
  • Motor vehicles with at least partially electric drive which are also known by the term hybrid vehicles, enjoy increasing popularity.
  • at least one electrical machine of the electrical drive can be operated as a generator to store the kinetic energy of the vehicle as electrical energytechnischzugewin ⁇ nen and in a battery; This is also known as recuperation.
  • recuperation For maximum energy ⁇ recovery it is desirable to apply the braking deceleration during a recuperative braking as completely as possible by the or the generators of the electric drive. Since energy can no longer be stored in a fully-filled battery or the electric drive is not always available as a generator, hybrid vehicles are additionally equipped with friction-based wheel brakes in order to provide sufficient power at all times
  • the wheel brakes are operated in a 'brake-by-wire "mode, ie, uncoupled from the brake ⁇ operation by the driver.
  • the wheels of the driving axle / n which here thus the electrically powered / n axle / n is / are meant to be braked exclusively by the electric drive during braking with a low deceleration and at the same time via a pedal simulator a comfort for the driver. tables pedal feel are provided.
  • the electrohydraulic brake system known from DE 10 2010 040 097 A1 in which hydraulic wheel brakes are supplied with pressure via an electrically driven cylinder-piston arrangement, can be activated in a "brake-by-wire" mode.
  • the Bremskraftvertei ⁇ lung is affected by the drive configuration: For example, if an internal combustion engine and an electrical ⁇ specific machine in a common powertrain arranged which acts on the wheels of a drive axle, so will set a braking force distribution depressurized wheel brakes, which significantly deviates from the optimum braking force distribution under driving stability aspects. Particularly in an electrical drive having high performance can thereby, depending on which axis the Ge ⁇ neratorbremsmoment acts results in the following vehicle dynamics influences the driving behavior of the vehicle:
  • the generator braking torque acts only on the rear axle (the electric drive is configured as a rear-wheel drive), this can be over-braked, wherein on the rear axle in relation to the front axle too strong braking force is brought ⁇ , resulting in an oversteer tendency can result.
  • Such overbraking the rear axle can lead to ei ⁇ nem skidding of the vehicle and is difficult to master for inexperienced driver.
  • the generator braking torque acts only on the front axle, such as in a drive train arranged generator of a vehicle with front-wheel drive, this can be over-braked, wherein the deviation from the ideal braking force distribution at a purely by braking forces on the front axle ⁇ introduced delay is less clear, as a conventional vehicle anyway about 2/3 of its braking power settles on the front axle.
  • overbraking the front axle leads to a stronger tendency of the vehicle to understeer, which is less critical in driving dynamics or, as a rule, easier to control for the driver than an oversteering tendency. Nevertheless, this also negatively affects the steering ability of the vehicle.
  • the generator power of a hybrid vehicle may fluctuate in the course of a braking operation and decrease to zero, in particular when braking to a standstill.
  • the object of the present invention is during a recuperative braking of a motor vehicle with an electro-hydraulic brake system and an electric drive obviouslyzustel ⁇ len a constant delay.
  • a method for operating a brake system for motor vehicles wherein the brake system ei ⁇ ne electrically controllable pressure supply device, which comprises a cylinder-piston assembly with a hydraulic pressure chamber and a displaceable by an electromechanical actuator piston, a number of hydraulic wheel brakes, which two axles of the vehicle are assigned ⁇ and via the hydraulic pressure chamber with brake pressure can be supplied, and includes a sensor for detecting the driver's braking request.
  • Minim ⁇ least one axle of the motor vehicle operable as a generator of electrical drive with at least one electric machine assigned to and during a
  • recuperative braking in which a generator delay is established by the electric drive, the Zy ⁇ linder-piston arrangement is driven such that the pressure in the hydraulic pressure chamber is set in accordance with the difference between the requested braking delay and the built-up of the electric drive generator delay ,
  • the maximum generator ⁇ power or a low coefficient of friction of the road (which requires an adapted braking force distribution between the axes) is limited and can not fully implement the driver's request, it is complemented by an electrically controllable pressure supply device constructed as a pressure source, a hydraulic pressure in the wheel brakes of at least one axis.
  • ge ⁇ desired vehicle deceleration, braking torque generator and hyd ⁇ raulische braking force in a common unit are advantageously betrach ⁇ tet, for example, converted into an equivalent pressure. Then, by means of a simple difference formation, the required hydraulic pressure can be determined.
  • the pressure source has a cylinder-piston assembly with electrically movable piston, both an increase in pressure and a Reduction of pressure without actuation of solenoid valves. This ensures minimal noise and comfort.
  • all wheel brakes are connected to the hydraulic pressure chamber during a recuperative braking. Then the brake pressure in all wheel brakes can be adjusted directly above the system pressure in the cylinder-piston assembly. There are no critical valve actuations with regard to noise generation.
  • the wheel brakes at an axle to which the operated as genera tor ⁇ electric drive acts at least zeitwei ⁇ se separated from the hydraulic pressure chamber. This allows a targeted influence on the brake force distribution between the axles.
  • a valve disposed between the hydraulic pressure chamber and the wheel brake inlet valve, in particular a currentless geöff ⁇ netes solenoid valve, and arranged between the wheel and a non-pressurized reservoir outlet valve ⁇ has, in particular a normally closed solenoid valve, wherein during a recuperative braking, the brake pressure in at least one, in particular, the electrically driven axis ⁇ wheel drives by switching of the Inlet valves and / or the exhaust valves is modulated.
  • each wheel brake which is associated with an electrically driven axle, on which the operated as a generator of electric drive acts, and in particular each wheel brake of the motor vehicle, having a valve disposed between the hydraulic pressure chamber and the wheel brake inlet valve, in particular a normally open magnetic valve, wherein the wheel brakes of the electrically driven axle are separated from the hydraulic pressure chamber for the entire duration of a recuperative braking.
  • a valve disposed between the hydraulic pressure chamber and the wheel brake inlet valve in particular a normally open magnetic valve
  • recuperative braking based on the driver braking wanting or a standstill of the motor vehicle is determined, in particular an electrically driven axle wheel brakes associated are then separated from the hydraulic pressure chamber when the generator delay ge ⁇ chooses to zero and is completely replaced by hydraulic braking pressure.
  • the brake system further comprises a master brake cylinder which can be actuated by the driver via a brake pedal and which is connected to all wheel brakes via brake lines, and having at least one is arranged between the master brake cylinder and wheel brakes release valve, in particular a normally open solenoid valve, the Hauptbremszy ⁇ linder is separated from the wheel brakes during a recuperative braking.
  • the master cylinder provides a hyd ⁇ raulische fallback mode by direct actuation of the wheel brake ⁇ with muscle strength. By being disconnected during recuperative braking, reduced efficiency of recuperation can be prevented by undesirable pressure build-up.
  • the brake system further comprises a pedal simulator, which can be connected via a simulator valve, in particular a normally closed solenoid valve, with the master cylinder, the simulator valve is geöff ⁇ net during a regenerative braking.
  • a pedal simulator ensures consistent pedal feel, regardless of whether braking is recuperative or purely hydraulic. It is advantageous if the pedal simulator receives the volume of brake fluid, which would be recorded in a purely hydraulic braking with a corresponding vehicle deceleration in the wheel brakes.
  • it can also be provided to set a suitable pedal characteristic or pedal counterforce by means of elastic elements or an electromechanical actuator.
  • Brake pedal or the master cylinder arranged actuating travel sensor and / or connected to the master cylinder pressure sensor is evaluated as a sensor for detecting the driver's brake request / are.
  • the evaluated sensor Sor can advantageously be chosen depending on the extent of the operation.
  • the entire requested braking deceleration is built up by the electric drive up to a predetermined maximum value, wherein the maximum value is selected in particular according to the generator power and / or the vehicle speed and / or the level of a battery connected to the electric drive.
  • a wheel speed sensor is arranged at each wheel of the motor vehicle, wherein the generator delay is limited or reduced if a slip amount calculated on the basis of the wheel speeds, in particular a ratio between a Radgeschwindig ⁇ ness of a connected with the electric drive wheel and a free-running wheel exceeds a predetermined slip threshold.
  • a slip amount calculated on the basis of the wheel speeds in particular a ratio between a Radgeschwindig ⁇ ness of a connected with the electric drive wheel and a free-running wheel exceeds a predetermined slip threshold.
  • the invention further relates to a brake system for a motor vehicle, comprising an electrically controllable pressure supply device, which comprises a cylinder-piston arrangement with a hydraulic pressure chamber and a displaceable by an electromechanical actuator piston, with a number of hydraulic wheel brakes, which are associated with two axes of the motor vehicle and about the hydraulic pressure chamber can be supplied with brake pressure, and with a sensor for detecting the driver's braking request.
  • an electrically controllable pressure supply device which comprises a cylinder-piston arrangement with a hydraulic pressure chamber and a displaceable by an electromechanical actuator piston, with a number of hydraulic wheel brakes, which are associated with two axes of the motor vehicle and about the hydraulic pressure chamber can be supplied with brake pressure, and with a sensor for detecting the driver's braking request.
  • At least one axis of the vehicle is associated with an operable as a generator electric drive with at least one electric machine
  • the brake ⁇ system comprises an electronic control unit, which performs a method according to the invention.
  • the invention relates to the use of a brake system according to the invention in a motor vehicle.
  • the rear axle of the motor vehicle is associated with an electric An ⁇ shoot, so it is advantageous if the wheel ⁇ brakes of the rear axle from the hydraulic pressure chamber are separated at least temporarily. By separating these wheel brakes overbraking the rear axle can be safely avoided.
  • FIG. 1 is a schematic representation of a motor vehicle
  • FIG. 2 is a schematic representation of an active brake system, which can be controlled by a method according to the invention
  • Fig. 5 shows a braking operation according to a second embodiment of the invention
  • Fig. 6 shows a braking operation according to a third embodiment of the invention.
  • FIG. 1 shows a motor vehicle 1 which has a brake system suitable for carrying out the method according to the invention.
  • a motor vehicle 1 which has a brake system suitable for carrying out the method according to the invention.
  • the exemplary vehicle is a hybrid vehicle, which is an internal combustion engine 5 and an electric drive 6 with one or more
  • Electric machines which can be controlled as a generator for charging the battery to charge one or more vehicle batteries, not shown.
  • To control the electric drive is a
  • Motor control unit 12 is provided, which with a
  • the electric drive 6 acts on the rear axle HA of the vehicle.
  • a method according to the invention can in principle be used independently of which wheels 4-a, 4-b, 4-c, 4-d in addition to the friction brakes 2-a, 2 -b, 2-c, 2-d
  • the wheels of one or more axles may be connected to an electric machine arranged in the drive train, but also one
  • Configuration with wheel hub motors on the wheels of at least one axis can be controlled by a method according to the invention.
  • various embodiments are one
  • a braking request of the driver is detected by a brake operation ⁇ unit 9 which includes a brake pedal 7, a main bremszlinder 8, and at least one sensor 10 for detecting the driver's braking requirement.
  • This conducts brake fluid (shown as a solid line) and electrical
  • electro-hydraulic control unit 11 further and may preferably also be integrated with this in a housing.
  • the vehicle has wheel speed sensors 3-a, 3-b, 3-c, 3-d, which also send their signals to the electro-hydraulic control unit 11, whereby e.g. a slip control of the brake pressure in the individual wheel brakes 2-a, 2-b, 2-c, 2-d can be done.
  • Electronic brake control unit 11 and engine control unit 12 exchange for a recuperative
  • Braking required information such as the current vehicle speed and the currently available generator delay ⁇ or the maximum possible generator braking torque .
  • the vehicle is preferably decelerated only by the generator 6, the brake fluid volume displaced by the master cylinder 8 preferably being diverted into a pedal simulator.
  • the drive wheels can no longer transmit the braking force and their wheel speed decreases sharply.
  • Braking torque can be limited by means of known methods. If during a brake operation, the battery is already fully charged, the entire delay request of the driver is converted via a hydraulic pressure build-up in the wheel brakes. Here, the degraded kinetic energy of the vehicle is converted into heat.
  • Figure 2 shows a schematic representation of an active brake system, in which therefore an electrically controllable pressure supply device driver independently a
  • a brake actuation unit 9 is for detecting a ⁇ Ver the driver deceleration request, and for providing a comfortable pedal feel.
  • About brake pedal 7 is operated the Fah ⁇ rer a master cylinder 8, in particular a tandem master brake cylinder, said brake actuation means of an actuating travel sensor 10 and / or with the Hauptbrems- cylinder 8 hydraulically connected pressure sensor 13 can be detected. If the brake system is activated in a "brake-by-wire" mode of operation, the master brake cylinder 8 is hydraulically separated from the wheel brakes 2 and via a
  • Simulator valve 15 is connected to a pedal simulator 26, which provides a pleasant pedal feel. This can be performed, for example, similar to a low-pressure accumulator with a spring-loaded piston; Alternatively, the use of a "cap” made of elastomer or an electromagnetic actuator for setting a variable reaction force is possible.
  • the brake pressure is generated by an electrically controllable pressure supply device 25.
  • This comprises a hydraulic pressure chamber 18, which is expediently designed as a cylinder, in which a piston 19 is displaceably arranged Piston 19 is driven by an electromechanical actuator, which preferably comprises an electric motor 21, in particular an electronically commutated motor with rotor comprising permanent magnets, and a rotational-translation gear 20, such as a Ku ⁇ gelgewindetrieb constructed.
  • an electromechanical actuator which preferably comprises an electric motor 21, in particular an electronically commutated motor with rotor comprising permanent magnets, and a rotational-translation gear 20, such as a Ku ⁇ gelgewindetrieb constructed.
  • the hydraulic pressure chamber 18 with the wheel brakes 2-a, 2-b, 2-c, 2-d are connected.
  • the piston is moved at a Bremsbet decisivi ⁇ supply by the electromechanical actuator to a new position 19 wherein fluid displaced from the hydrauli ⁇ 's pressure chamber 18 and the brake lines a brake pressure is built up in the wheel brakes 2.
  • a pressure build-up or WUR deflected ⁇ de by retraction of the piston 19 equally a reduction in brake pressure in all wheel brakes 2-a, 2-b, 2-c, he 2-d ⁇ follow.
  • By closing the connecting valves 17-1, 17-11 and retracting the piston 19 can be carried out via a check valve 22 and a suction additional brake fluid from a reservoir 23.
  • each wheel 2-a, 2-b, 2-c, 2-d functional ⁇ advantageously into the brake line between the pressure source and the wheel brake disposed intake valve 15-a, 15-b, 15 -c, 15-d, in particular a normally open solenoid valve, and arranged between the wheel and reservoir reservoir from ⁇ lassventil 16-a, 16-b, 16-c, 16-d.
  • a parallel to the respective inlet valve 15 arranged check valve is preferably prevented that the brake pressure in ei ⁇ ner wheel brake exceeds the system pressure in the hydraulic pressure chamber 18.
  • a system pressure is established in all the connected wheel brakes 2 such that the piston 19 is moved by the electromechanical actuator into the hydraulic pressure chamber 18.
  • This system pressure can be measured via a pressure sensor 24. If the Reibbremslei device must be adjusted due to a changed generator power or a changed driver's brake request, the system pressure is adjusted by moving the piston 19 accordingly. This ge ⁇ schieht unnoticed by the driver, since the electrically
  • controllable pressure supply device 25 through the separating valves 14-1, 14-11 is hydraulically from the brake pedal.
  • the motor vehicle includes, for example, a Fahrdy ⁇ namikregelung, in particular a yaw rate control, or an assistance function as an emergency brake assist, the delay requirement can also by a not shown Vehicle control unit carried out, which is connected for example via a vehicle data bus to the electronic control unit 11 of the brake system. Then, a pressure build-up in one or more wheel brakes 2 always takes place by means of the electrically adjustable pressure supply device 25.
  • Brake system is driven according to a first embodiment of a method according to the invention.
  • the electric drive 6 is configured here as an electric machine acting on the wheels of an axle, ie a generator axle torque 205 acts on the wheels of the electrically driven axle as the braking torque applied by the electric generator to this axle.
  • a generator axle torque 205 acts on the wheels of the electrically driven axle as the braking torque applied by the electric generator to this axle.
  • the generator-pressure equivalent is shown in line 203, ie the corresponding system pressure that would be required to adjust the Ge ⁇ neratorbremsmoment using the friction brakes.
  • a scale of the pressure p is indicated on the left y-axis and a scale of the braking torque M on the right y-axis, while the x-axis indicates the time t.
  • the driver requested deceleration is shown in line 201 as driver request pressure; It is expediently detected by actuation travel sensor 10 and / or pressure sensor 13.
  • the generator pressure equivalent 203 thus indicates the generator pressure ⁇ achsmoment 205 corresponding brake pressure and is suitably subtracted from the driver request pressure 201 to determine the required system pressure 202.
  • This system pressure 202 is thus adjusted by moving the piston 19 in the hydrauli ⁇ 's pressure chamber 18 and acts on all the wheel brakes 2 alike.
  • the vehicle deceleration corresponding to the driver's desired pressure results.
  • the vehicle speed is shown in line 204;
  • the vehicle is braked to the state. Since the available generator power below a Grenzge ⁇ speed decreases sharply, the system pressure is raised at about 5s for compensation.
  • This first embodiment of a method for the combined control of a generator and an electro-hydraulic brake system is expediently in vehicles with an electric drive 6 limited power at the rear axle HA (eg Mild Hybrid or Micro Hybrid), an electric drive 6 any power on the front axle VA or a connected to both axes of the vehicle electric drive 6 is used, since in these configurations the risk of overbraking the wheels HR, HL at the rear axle HA is low. It has the advantage that no additional actuation of electrical ⁇ rule solenoid valves is required, whereby noise is avoided and the life of the brake system is not reduced by additional load cycles of the valves.
  • an electric drive 6 limited power at the rear axle HA eg Mild Hybrid or Micro Hybrid
  • the intake valves 15-c, 15-d and optionally the exhaust valves 16-c, 16-d of the wheel brakes 2-c, 2-d of the rear axle HA are used to the
  • FIG. 5 An exemplary braking operation with control of the brake system according to a second embodiment of the invention is shown in Fig. 5, which according to pressure p or Braking torque M represents over the time t.
  • the detected over a Sen ⁇ sor driver demand pressure is shown in line three hundred and first
  • the brake pressure in the wheel brakes of the front axle essentially follows the driver's desired pressure.
  • the generator axle torque established by the electric drive during braking on the rear axle is indicated in line 306.
  • the generator pressure equivalent 304 indicates the corresponding brake pressure in the wheel brakes of the rear axle HA which is required to provide a friction brake torque corresponding to the generator braking torque.
  • the generator pressure equivalent 304 is subtracted from the driver's desired pressure 301.
  • a fluctuating Generatorachsmoment is compensated by appropriate Mo ⁇ dulation of Deutschenachstiks 303,306 and set corresponding to the driver's desired vehicle deceleration.
  • the vehicle speed 305 the motor vehicle is braked to a standstill; Due to the decreasing generator output at low speeds, the rear axle pressure 303 at the end of the braking process corresponds to the driver's request 301 or the system pressure required for purely hydraulic braking.
  • the modulation of the brake pressure 303 at the rear axle he ⁇ follows by closing or opening the intake valves 15-c,
  • the desired vehicle deceleration can be ensured at the same time op ⁇ timaler brake force distribution. Since the modulation of the axle pressure can produce unwanted noise noticeable to the driver by means of the wheel valves depending on the technical design of the valves, in Fol ⁇ constricting a third embodiment of the method of the invention or of the functionality will be described for setting geeigne ⁇ ter brake pressures.
  • the intake valves 15-c, 15-d of the wheel brakes of the rear axle are advantageously switched at the beginning of a recuperative braking, ie as in FIG. 3 shown closed, and only after vehicle standstill reopened.
  • a constant brake pressure prevails during the recuperative braking at the rear axle.
  • this is 0 bar or nearly 0 bar, which is braked almost exclusively recuperatively with the rear axle.
  • the restli ⁇ che required braking power is he witnesses ⁇ by appropriately Vari ⁇ ieren the system pressure in the hydraulic pressure chamber 18 and the pressure in the wheel brakes 2-a, 2-b of the front axle. This is not critical in terms of driving stability, as applied to the front axle due to the Achslastverlagerung significantly greater braking torque than the rear axle ⁇ who can.
  • FIG. 6 shows an example of a braking according to this third embodiment of a method according to the invention, wherein corresponding pressure p or braking torque M are given over the time t.
  • Line 401 shows the driver request pressure
  • line 404 the brake pressure in the wheel brakes of the front axle
  • line 408 the generator brake torque
  • line 406 the generator pressure equivalent.
  • the motor vehicle as ⁇ slowed down to a standstill.
  • the wheel brakes 2-c, 2-d of the rear axle HA are up to the vehicle standstill

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne un procédé servant à faire fonctionner un système de freinage de véhicules automobiles, comprenant : un dispositif d'alimentation en pression (25) à commande électrique qui comprend un ensemble piston/cylindre possédant une chambre de pression hydraulique (18) ainsi qu'un piston (19) déplaçable par l'intermédiaire d'un actionneur électromécanique (20,21) ; une pluralité de freins de roue hydrauliques (2-a, 2-b ; 2-c, 2-d) qui sont associés à deux essieux (VA;HA) du véhicule (1) et qui peuvent être alimentés en pression de freinage par l'intermédiaire de la chambre de pression hydraulique (18) ; et un capteur (10,13) servant à détecter le souhait de freinage du conducteur. Selon l'invention, un entraînement électrique (6), qui peut aussi fonctionner en générateur et qui comprend au moins un moteur électrique, est associé à au moins un essieu (HA) du véhicule et, pendant un freinage récupératif pendant lequel une temporisation de générateur est établie par l'entraînement électrique (6), l'ensemble piston/cylindre (18-20) est actionné de manière à ajuster la pression (202;303;402,403) dans la chambre de pression hydraulique (18) en fonction de la différence entre la décélération de freinage demandée (201;301;401) et la temporisation de générateur (203;304;406) établie par l'entraînement électrique (6). L'invention concerne en outre un système de freinage mettant en œuvre ce procédé, ainsi que deux utilisations du système de freinage.
EP14706064.4A 2013-03-05 2014-02-25 Procédé pour faire fonctionner un système de freinage, système de freinage mettant en uvre ce procédé et utilisations du système de freinage Withdrawn EP2964496A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102013203737 2013-03-05
DE102013224313.8A DE102013224313A1 (de) 2013-03-05 2013-11-27 Verfahren zum Betreiben eines Bremssystems
PCT/EP2014/053652 WO2014135402A1 (fr) 2013-03-05 2014-02-25 Procédé pour faire fonctionner un système de freinage, système de freinage mettant en œuvre ce procédé et utilisations du système de freinage

Publications (1)

Publication Number Publication Date
EP2964496A1 true EP2964496A1 (fr) 2016-01-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14706064.4A Withdrawn EP2964496A1 (fr) 2013-03-05 2014-02-25 Procédé pour faire fonctionner un système de freinage, système de freinage mettant en uvre ce procédé et utilisations du système de freinage

Country Status (6)

Country Link
US (1) US20150375726A1 (fr)
EP (1) EP2964496A1 (fr)
KR (1) KR20150125982A (fr)
CN (1) CN105026229A (fr)
DE (1) DE102013224313A1 (fr)
WO (1) WO2014135402A1 (fr)

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KR101989664B1 (ko) * 2014-05-21 2019-06-14 콘티넨탈 테베스 아게 운트 코. 오하게 브레이크 시스템을 제어하기 위한 방법
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US20150375726A1 (en) 2015-12-31
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CN105026229A (zh) 2015-11-04

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