EP3212954A1 - Feststellbremsvorrichtung für ein kraftfahrzeug und verfahren zur ansteuerung der feststellbremsvorrichtung - Google Patents
Feststellbremsvorrichtung für ein kraftfahrzeug und verfahren zur ansteuerung der feststellbremsvorrichtungInfo
- Publication number
- EP3212954A1 EP3212954A1 EP15787496.7A EP15787496A EP3212954A1 EP 3212954 A1 EP3212954 A1 EP 3212954A1 EP 15787496 A EP15787496 A EP 15787496A EP 3212954 A1 EP3212954 A1 EP 3212954A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- parking brake
- brake
- braking force
- driver
- vehicle
- 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- Withdrawn
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
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
- F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
- F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
- F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
- F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
-
- 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
- B60T13/58—Combined or convertible systems
- B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
- F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
- F16D2125/40—Screw-and-nut
Definitions
- Parking brake device for a motor vehicle and method for controlling the parking brake device
- the present invention relates to a parking brake device for a motor vehicle and a method for driving the parking brake device, wherein the braking force is generated at least partially by a vehicle occupant.
- APB automated parking brakes
- DE 10 2010 039 183 AI This document relates to a method for securing an electrically operated parking brake, characterized by the following steps: monitoring a relevant for the proper operation of the parking brake operating size, Determine if the farm size is a given threshold
- the invention relates to a
- Control device for carrying out the method described.
- the object of the present invention is therefore to reduce the degree of automation in an automated parking brake system in order to design a cost-effective overall system.
- Parking brake operation built-up braking force is generated at least partially by the vehicle occupant.
- a parking brake operation is understood to be any operation that detects a vehicle.
- a parking operation of a vehicle is to be understood in which the driver leaves the vehicle following this, in particular for a longer period of time.
- a parking brake operation may also refer to operations which are a short-term Keep a vehicle allow, for example, in a holding operation on the mountain. In a holding the driver usually sits in the vehicle.
- the braking force to be established can be equated with a holding force of the vehicle and a clamping force between the brake piston and the brake discs, or be translated into this.
- the generation of the braking force should at least partially by the vehicle occupants, in particular by the driver done.
- the braking force is generated during each parking brake operation and thus already during an initial parking brake operation. It is not necessary that other conditions are met, from which, for example.
- a single force component eg, a force component generated by an actuator
- another force component for example, a generated by the driver
- Such conditions could be a high slope of the parking level and / or a high temperature of the brakes.
- the method provides in a further embodiment that a generation of a braking force by the vehicle occupant is also carried out in a subsequent Nachspannvorgang.
- a parking brake request can be made as a parking brake request of the driver by means of an actuation of an actuating element by the driver.
- a manual actuation of a parking brake button known in this way may be mentioned for this purpose.
- the actuator can be installed anywhere in the driver's compartment.
- the actuating element is advantageously a different from the brake pedal of the service brake actuator.
- the button can be used to request an obstruction of the parking brake ("lock"), an unlocking of this C.release ”) as well as the provision of an emergency delay.
- An emergency deceleration is performed when the driver activates the parking brake button at a higher speed (eg at more than 3 km / h). Because of the higher speed is no
- a parking brake operation possible.
- the vehicle is delayed but when the Button is pressed permanently.
- a parking brake operation can optionally be initiated subsequently as soon as the speed of the vehicle has been reduced (for example to less than 3 km / h). It may also be a parking brake request to be recognized if other specific circumstances indicate that currently a parking brake request of the driver is present or shortly
- the so-called hill-hold function in which the vehicle is briefly held on the mountain at the existing position, for example, at a traffic light stop on a slope. This can be a
- Acceleration sensor may be provided. Such a can detect the slope of the holding situation, by means of the inclination of the vehicle at standstill of the vehicle.
- Generating a build-up braking force participates, which is built up after activation of the parking brake operation.
- a braking force generation takes place in which, for example, the driver generates at least part of the force to be built up.
- the driver can already in advance of the activation of a generation of
- the driver generates the braking force by means of the hydraulic service brake.
- the braking force required after activation of the parking brake operation is completely established by means of the service brake.
- the brake force generated by the service brake by means of hydraulic brake pressure can be connected to the
- the automatic parking brake is designed, for example, as a "motor on caliper" system and combined with the service brake or integrated into the system of the service brake
- the parking brake can have a self-locking spindle drive, wherein the brake piston of the service brake by the tracking spindle in a through the The braking force built up by means of the service brake is thus maintained by means of the automatic parking brake without having to maintain the corresponding force continuously by the driver or an actuator.
- Advantageously - in particular with regard to the reduced dimensioning and the associated cost reduction - can be provided that essentially only a lock and no force build-up by the actuation of the actuator of the festivals the brake is applied.
- Pressure support for the release function may also be provided by the driver or the hydraulic actuator as needed.
- AVR Automatic Vehicle Release
- the driver can e.g. Drive off the parking situation without rolling back on a slope.
- the generation of the braking force is initiated by, for example, the driver by means of a stepping of the brake pedal of the hydraulic service brake. While the activation of the parking brake operation takes place by means of a separate actuating element, for example a switch, the initiation of the force build-up takes place by means of the conventional brake pedal.
- initiation is to be understood as meaning that the braking force is set up by the driver by means of an actuation of the brake pedal, whereby advantageously existing components of the brake system can be used to avoid further switches or activation elements.
- the existing brake system can be used in order to make possible a braking force generation that is simple and effective for the driver the braking force by the driver by means of components of the brake system, a corresponding support and gain experience, eg. By means of a brake booster.
- a direct or indirect information is output, which should ask the driver to build a braking force.
- Such information enables both informing the driver to perform such an activity and possibly reminding the driver to perform such activity.
- the method thereby increases the security of the detection process.
- the calculation of the braking force can be done with and taking into account the vehicle conditions
- the output of the information to the driver can be visual.
- symbols or graphic representations or short textual designations are suitable here. It is also possible an acoustic (eg.
- Speech output or a haptic (eg Bremspedalpulsation) request is issued to the driver.
- the respective request can be issued once, advantageously not burden the driver permanently with a known information.
- the request or at least one of the requests can also be issued until the built-up pressure corresponds to a pressure to be built up for the required braking force.
- the driver receives feedback for the successful fulfillment of the request.
- the driver can hereby be provided with safety-relevant information as to whether sufficient braking force has been achieved for the present parking brake operation.
- a further function / malfunction indication is implemented in the method. If an error or a malfunction is detected in the procedure or in the brake system, a corresponding information is output to the driver.
- the reaction can be carried out, for example, by means of a red or / and yellow functional lamp / warning lamp.
- Information about the amount of the present braking force and / or the amount of braking force to be established is output to the vehicle occupant.
- Brake force not necessary ") the driver receives in this sense further information.
- the current braking force, or the currently prevailing in the brake system braking pressure represent ..
- information about the required braking force, or on the Such information may be given in absolute physical terms.
- a quantity representing the physical variable is output, for example in the form of "brake pressure low and brake pressure high” or “brake pressure insufficient and brake pressure sufficient”.
- This can also be a representation by means of a continuous bar from one expression to another.
- interval levels for example in the form of a three-level scale. These appear particularly suitable for gaining a simple understanding of the user.
- the combination and use of a color coding in the form of a three-level traffic light circuit appears advantageous.
- the customer is thus communicated intuitively and easily understood whether a sufficient brake pressure prevails in the system (green traffic light level) or not (red traffic light level) or the brake pressure is currently in a possibly unfavorable transition area (yellow traffic light level).
- the information output is adjusted according to the present braking force requirements. For example. is at a lower
- the green traffic light circuit is correspondingly already displayed at a lower built-up brake pressure.
- Different heights of the braking force to be achieved can also be implemented by means of a varied information representation and / or request to the driver.
- the driver receives direct safety-related information if the braking force prevailing in the system is insufficient to keep the vehicle as required.
- the driver of the vehicle receives an immediate feedback regarding a successful fulfillment of the braking force request. It can also be avoided in this way that a - in this sense unnecessary - request is issued to the driver, although an already existing brake pressure is already sufficiently high.
- Information to the driver the burden on the driver is reduced as well as relevant information brought into the focus of the driver.
- An output of such information can also be done, for example, optically, acoustically or haptically.
- this information output in the manner described above may also contain or represent a request to build up a braking force. Furthermore, it is also possible to output changed information and request in accordance with the required amount of braking force, or the brake pressure applied by the driver or the course of the brake pressure applied by the driver, in order to transmit specific information for the particular application case in question.
- an actuation of the parking brake is essentially started upon activation of the parking brake operation.
- activation of the parking brake brake actuators may occur simultaneously or without significant delay.
- the activation of the actuators thus allows a permanent tracking of the parking brake upon actuation of the hydraulic service brake.
- the braking force generated by means of the service brake can thereby advantageously directly, i. without pronounced time delay, are transferred to the automated parking brake. This can be done immediately maintaining a built-up braking force.
- actuation in this context is an activation to understand.
- a corresponding control can also be understood as an actuation.
- a tracking of the actuator of the parking brake during a force buildup in the brake device is advantageously provided by the service brake.
- the control can of course also include a method for driving to possibly avoid overloading of the actuator, for example.
- the method is characterized in that the structure of the braking force by means of a pressure increase in the
- Braking device is combined, which is combined with the parking brake.
- the brake device thus includes, for example, an inflow and outflow for a brake fluid, as
- Brake caliper also called brake caliper
- a brake system may comprise a plurality of brake devices, the supply and discharge lines, as well as further actuators and a control device.
- a parking brake which is designed as a motor-on-caliper with an electric motor-driven spindle present.
- a parking brake which is designed as a motor-on-caliper with an electric motor-driven spindle present.
- Parking brake is provided.
- the braking devices which are not integrated
- a steering of the brake fluid can take place, for example, via a circuit of valves existing in particular in the brake system.
- a targeted focusing of the generated pressure on the relevant braking devices can be achieved by the steering of the fluid in the systems combined with parking brakes. Since the volumetric flow generated is constant, thereby faster achievement of the necessary pressure level can be achieved in these brakes, as if all braking devices are acted upon by the shifted brake fluid. In a further advantageous embodiment, it is provided that from
- the braking force is derived.
- the adjustment of the parking brake is used as a direct reference value for a braking force achieved.
- the adjustment can also enter as an indirect variable in a calculation of the braking force.
- the traversed adjustment thus serves as a pressure comparison variable, which results from the total movement of the brake piston in the brake caliper at a corresponding pressure.
- a travel of the spindle of the parking brake are considered. In this sense, the travel path is a basis for an estimated value of the braking force.
- this can be a present by means of simple methods and means
- Brake force can be estimated without knowing the exact pressure size in the system.
- the travel can, for example, by means of displacement sensors or
- Angle of rotation sensors or based on the timing can be estimated.
- the built-up braking force is derived from the present hydraulic brake pressure.
- the present invention is provided that the built-up braking force is derived from the present hydraulic brake pressure.
- Brake pressure can be determined by means of pressure sensors.
- the pressure sensors can be used to measure a pre-pressure (especially in the master cylinder) or to measure a circular pressure or wheel pressure.
- sensors are used which are already integrated in the system in order to avoid additional expense.
- an actuator and / or a supporting component of a service brake system supports the braking force buildup.
- the entire system of the service brake should be understood. This usually extends to the brake pedal, a brake booster, the individual braking devices of the wheels and a driver assistance system for braking, in particular an ESP module with a hydraulic pump as an ESP actuator.
- ESP module with a hydraulic pump as an ESP actuator.
- the ESP actuator of the ESP module appears to be suitable by means of a structure of a hydraulic pressure
- the brake booster can generally help the driver to generate the required brake pressure.
- the brake booster can also at
- switched off internal combustion engine provide support.
- a negative pressure can be present and stored in the brake booster which assists the driver in generating the braking force.
- a pressure of a service brake system is locked as soon as it is detected that a parking brake request is present and / or the vehicle comes to a standstill.
- Pressure can thereby be maintained, ie kept constant. This can be done, for example, by controlling valves of the service brake system. Of course, an increase in pressure by, for example, the driver continues and at any time. A reduction in pressure can For example, however, only done if a start request is detected. The description and possible determination of a "parking brake request" has already been explained.Also, the pressure of a service brake system can be locked when it is detected that the vehicle comes to a standstill, for example, the speed profile of the vehicle
- a wheel speed sensor may be provided.
- an automated parking brake for a motor vehicle is provided with a hydraulic service brake, wherein the parking brake is configured and has means for each Feststellbremsvorgang to produce after activation of the parking brake operation braking force at least partially by the vehicle occupant by means of the hydraulic service brake.
- the parking brake is designed accordingly that at each parking brake operation to be built up braking force is at least partially by, for example.
- the driver is generated.
- Such a design includes the implemented possibility of driver engagement as well as the correspondingly adapted design of the components of the parking brake.
- a weaker power design of the actuator and the gear unit of the parking brake is referenced without having to make an adjustment to the actuator of the service brake to replace the generation of the required braking force.
- not only the components of the parking brake can be designed less powerful and thus smaller and cheaper.
- existing components of the hydraulic service brake can be used without any necessary adaptation designs, since only minimal additional loads occur. As a result, a cost-optimized overall system can be achieved.
- the invention also provides: A device for outputting information and / or a request to the vehicle occupant
- a device which, for example, provides the driver with information to build up a specific braking force.
- This braking force is, for example, to be generated by the driver at each parking brake operation.
- the device transmits a corresponding request to the driver to carry this out.
- Such information enables both informing the driver to perform such an activity and possibly reminding the driver to perform such activity.
- the device thereby increases the security of the detection process.
- the device may also be designed in the event that the, i. the required braking force is not sufficient to provide the driver with information about it.
- the device makes it possible for the driver to transmit a request for possibly renewed or increased braking force generation only in the situations when the braking force is insufficient.
- the driver is therefore confronted with information only if further activity is necessary through him. In this sense, the device reduces the driver burden by reducing unnecessary information as well as selecting and transmitting important information.
- the device reduces the driver burden by reducing unnecessary information as well as selecting and transmitting important information.
- the device reduces
- the driver configured to convey, for example, the driver information about the amount of the present braking force and / or the amount of braking force to be built.
- the driver can use the indicated difference, i. the delta between generated and generated force, easier to estimate what additional force is to be provided by him.
- a control device which is set up and has means to carry out a method according to one of the preceding claims. Further features and expediency of the invention will become apparent from the description of embodiments with reference to the accompanying figures.
- FIG. 1 is a schematic sectional view of a braking device with a service brake and an automated parking brake in "motor on caliper" design;
- Fig. 3 shows a flow of a control of the parking brake means
- Fig. 1 shows a schematic sectional view of a braking device 1 for a vehicle.
- the brake device 1 in this case has a service brake 14, which can generate a braking force for immobilizing the vehicle by means of a foot brake pedal 13 to be actuated by the driver and a service brake actuator 10.
- an automated (automatic) parking brake 15 (parking brake) is shown having a parking brake actuator 2 (brake motor).
- the automated parking brake 15 is embodied, for example, as a "motor on caliper" system and combined with a service brake 14. It could also be considered integrated into the system of the service brake 14. Both the automated parking brake 15 and the service brake 14 engage on the same brake piston 5 and the same caliper 6, to build up a braking force, ie to generate a clamping force on the brake disc 7.
- the service brake 14 is actuated by the driver by means of thetician by means of thetician by means of thetician.With such an operation, a predetermined clamping force between the brake pads 8, 8 'and the brake disk 7 have a hydraulic construction Service brake 14, a medium 11, in particular a substantially incompressible brake fluid 11, pressed into a limited by the brake piston 5 and the caliper 6 fluid space.
- the brake piston 5 is sealed from the environment by means of a piston sealing ring 12.
- the service brake is configured in FIG. 1 as a hydraulic system with a service brake actuator 10, wherein the actuator 10 may be formed by a brake booster, an ESP pump or a so-called iBooster.
- the driver's power can be amplified by an actuator 10 of the service brake 14 designed as a brake booster.
- the illustrated actuator 10 is also a plurality of actuators, for example a brake booster and an ESP pump.
- Fig. 1 shows the state of the already overcome Leerweg and clearance
- the braking force generation in the hydraulic system of the service brake 14 takes place, for example, by a displacement of brake fluid 11 by the driver by means of an actuation of the foot brake pedal 13.
- This braking force generation can be assisted by a brake booster 10.
- a clamping force generated in this way can subsequently be taken over by the electromechanical automated parking brake 15 or transferred to it.
- braking force by the automatic parking brake 15 of the parking brake actuator is the second
- the actuator 2 drives for this purpose a spindle 3 mounted in the axial direction, in particular a threaded spindle 3. At the end of the spindle 3, which faces away from the actuator 2, the spindle 3 is provided with a spindle nut 4.
- the spindle nut 4 and the brake piston 5 are in one
- the spindle nut 4 is at a rotational movement of the actuator 2 and a resulting rotational movement of the spindle 3 is displaced in the axial direction and moved toward the brake disc 7.
- the spindle nut 4 is located in
- the parking brake actuator 2 and thus the movement of the spindle drive are, for example, stopped when the spindle nut 4 bears against the brake piston 5, or acts on it with a specific force. Is that lying
- control unit 9 which may, for example, be a control unit of a vehicle dynamics system such as ESP (electronic stability program) or another control unit.
- ESP electronic stability program
- Fig. 2 shows a sequence of a control of the parking brake with a request to the driver to brake pressure generation.
- the method begins with a first step S1, in which the vehicle is brought to a standstill or at least below a defined speed threshold (eg 3 km / h).
- a second step S2 an operating element is actuated, for example an actuation of a button in the direction of "locking.”
- a further step S3 takes place in which the driver receives the information that he / she is providing a corresponding holding force got to.
- the driver information about the current state ie the currently present holding power
- a combined Information can be done, for example, by means of a visual indication in the form of a graphic representation of bars, in particular color bars.
- the bars indicate whether the current holding force is sufficient.
- the evaluation of the holding force can be done via the existing or provided in the system, hydraulic pressure.
- a color coding of the said bars can take place, wherein the color red can represent an insufficient holding force, the color yellow an almost sufficient holding force and the color green a sufficient holding force.
- a step S4 can be activated, in which a
- Parking brake actuator for example.
- An electromechanical motor is controlled. The actuation of the actuator allows a permanent as well as an immediate tracking of the parking brake upon actuation of the hydraulic
- Service brake done Furthermore, it is checked in a function S5 whether the existing or provided in the system hydraulic pressure is below a defined threshold. If so, a red bar is displayed to the driver, as shown at S71 by a crossed hatching. If it should be determined in S5 that the existing hydraulic pressure is not below the defined threshold, it is checked in a function S6 whether the existing pressure is sufficient to provide the defined holding force. If this is not the case, a yellow bar is displayed to the driver, as shown in S72 by means of dotted hatching. If the existing pressure is sufficient, a green bar is displayed to the driver, as shown in S73 by means of a linear hatching. Furthermore, in step 8, the
- Control of Feststellbremsaktuators ended.
- the driver can also be given a different visual, haptic and / or acoustic feedback about the current situation.
- a different visual, haptic and / or acoustic feedback about the current situation.
- a different visual, haptic and / or acoustic feedback about the current situation.
- Information representation by means of color coding of a signal element - instead of multiple bars - done.
- the information may also be a request or linked to such a request, the printing support to reinforce, or perform again, if the driver should have already finished.
- Fig. 3 shows a sequence of a control of the parking brake by means of hydraulic assistance in the brake pressure generation. In principle, this is based on the procedure already described, which, however, is extended by means of several steps. For the steps Sl to S8 including the display alternatives S71 to S73 is referred to the above
- the extended method provides a timer, which is started in a step S9 and measures a certain period of time.
- a step 10 it is checked whether the time has expired and the required pressure to provide the desired holding force is not reached. If this is the case, a hydraulic actuator is activated in a step Sil. This is in particular the ESP pump. The control takes place until the existing pressure in the system is sufficient to provide the required holding force. Once this target pressure is reached, the
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014222197.8A DE102014222197A1 (de) | 2014-10-30 | 2014-10-30 | Feststellbremsvorrichtung für ein Kraftfahrzeug und Verfahren zur Ansteuerung der Feststellbremsvorrichtung |
PCT/EP2015/073979 WO2016066450A1 (de) | 2014-10-30 | 2015-10-16 | Feststellbremsvorrichtung für ein kraftfahrzeug und verfahren zur ansteuerung der feststellbremsvorrichtung |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3212954A1 true EP3212954A1 (de) | 2017-09-06 |
Family
ID=54364271
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15787496.7A Withdrawn EP3212954A1 (de) | 2014-10-30 | 2015-10-16 | Feststellbremsvorrichtung für ein kraftfahrzeug und verfahren zur ansteuerung der feststellbremsvorrichtung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3212954A1 (de) |
CN (1) | CN107000725B (de) |
BR (1) | BR112017008014A2 (de) |
DE (1) | DE102014222197A1 (de) |
WO (1) | WO2016066450A1 (de) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015206184A1 (de) | 2015-04-08 | 2016-10-13 | Robert Bosch Gmbh | Feststellbremse für ein Kraftfahrzeug mit einem Bremskraftverstärker und Verfahren zur Durchführung eines Feststellbremsvorgangs |
DE102016208396A1 (de) | 2016-05-17 | 2017-11-23 | Robert Bosch Gmbh | Verfahren zum Überprüfen der Bremskraft in einem Fahrzeug |
DE102016012617A1 (de) * | 2016-10-20 | 2018-04-26 | Lucas Automotive Gmbh | System mit getrennten Steuereinheiten für die Stelleinheiten einer elektrischen Parkbremse |
IT201600122392A1 (it) * | 2016-12-02 | 2018-06-02 | Freni Brembo Spa | Metodo di controllo di una forza rappresentativa di una frenata di stazionamento di un veicolo e relativo sistema |
DE102017105688A1 (de) * | 2017-03-16 | 2018-09-20 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Drehschalter für elektronische Parkbremsvorrichtung eines Fahrzeugs, insbesondere eines Nutzfahrzeugs |
CN108657155B (zh) * | 2017-12-27 | 2021-06-04 | 罗伯特·博世有限公司 | 用于实现车辆受控减速制动的方法和装置 |
DE102018203776A1 (de) * | 2018-03-13 | 2019-09-19 | Continental Teves Ag & Co. Ohg | Verfahren zum Aktivieren einer Parkbremsfunktion und Bremssystem |
CN114212063B (zh) * | 2021-12-31 | 2023-02-17 | 中国第一汽车股份有限公司 | 一种电子驻车夹紧力的确定方法及装置 |
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US6311808B1 (en) * | 1996-02-09 | 2001-11-06 | Continental Teves Ag & Co., Ohg | Combined service and parking brake system |
DE19620344A1 (de) * | 1996-02-09 | 1997-08-14 | Teves Gmbh Alfred | Kombinierte Betriebs- und Feststellbremsanlage |
DE10345485B4 (de) * | 2003-09-30 | 2016-08-04 | Volkswagen Ag | Bremsvorrichtung mit Betriebs- und Feststellbremsfunktion |
DE102007029927A1 (de) | 2007-06-28 | 2009-01-02 | Lucas Automotive Gmbh | Scheibenbremse für ein Kraftfahrzeug und Gehäuse hierfür |
JP2010058536A (ja) * | 2008-09-01 | 2010-03-18 | Advics Co Ltd | 駐車ブレーキ制御装置 |
DE102010033273A1 (de) * | 2010-08-03 | 2012-02-09 | Lucas Automotive Gmbh | Fahrzeugbremssystem für ein Kraftfahrzeug und Verfahren zum Ansteuern des Fahrzeugbremssystems beim Lösen der Feststellbremsfunktion |
DE102010039183A1 (de) | 2010-08-11 | 2012-02-16 | Robert Bosch Gmbh | Verfahren zum Absichern einer elektrisch betätigten Feststellbremse |
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2014
- 2014-10-30 DE DE102014222197.8A patent/DE102014222197A1/de active Pending
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2015
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- 2015-10-16 WO PCT/EP2015/073979 patent/WO2016066450A1/de active Application Filing
- 2015-10-16 BR BR112017008014A patent/BR112017008014A2/pt not_active Application Discontinuation
- 2015-10-16 CN CN201580059510.9A patent/CN107000725B/zh active Active
Non-Patent Citations (2)
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CN107000725A (zh) | 2017-08-01 |
CN107000725B (zh) | 2019-09-17 |
DE102014222197A1 (de) | 2016-05-04 |
BR112017008014A2 (pt) | 2017-12-19 |
WO2016066450A1 (de) | 2016-05-06 |
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