WO2017153212A1 - Procédé pour faire fonctionner un système de freinage, régulateur de pression pour système de freinage et système de freinage - Google Patents

Procédé pour faire fonctionner un système de freinage, régulateur de pression pour système de freinage et système de freinage Download PDF

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Publication number
WO2017153212A1
WO2017153212A1 PCT/EP2017/054688 EP2017054688W WO2017153212A1 WO 2017153212 A1 WO2017153212 A1 WO 2017153212A1 EP 2017054688 W EP2017054688 W EP 2017054688W WO 2017153212 A1 WO2017153212 A1 WO 2017153212A1
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WO
WIPO (PCT)
Prior art keywords
pressure
value
counter
sys
brake
Prior art date
Application number
PCT/EP2017/054688
Other languages
German (de)
English (en)
Inventor
Jürgen Böhm
Thorsten WICKENHÖFER
Original Assignee
Continental Teves Ag & Co. Ohg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2017153212A1 publication Critical patent/WO2017153212A1/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
    • 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
    • B60T13/745—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 a hydraulic system, e.g. a master cylinder
    • 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
    • B60T13/12—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 the fluid being liquid
    • B60T13/14—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 the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the invention relates to a method for operating a brake system comprising wheel brakes, in which a Druckr ⁇ positioning device shifts pressure to pressure buildup by providing a system pressure, wherein a target system pressure is requested, and wherein due to the Sollsystemdruckanjpg of the
  • Pressure supply device the system pressure is built in the required amount of the target system pressure. It further relates to a pressure regulator for a brake system. It also relates to a brake system.
  • Pedalentkopplungsü and a simulator operated which is detected by a sensor, the braking request of the driver.
  • the pedal simulator which is usually designed as a master brake cylinder, serves to give the driver as familiar and comfortable a brake pedal feel as possible.
  • the detected braking request leads to the determination of a desired braking torque, from which then the target brake pressure for the brakes is determined.
  • the brake pressure is then actively built up by a pressure supply device in the brakes.
  • Decoupling of the brake pedal operation of the pressure build-up can be in many such functionalities such as ABS, ESC, TCS, Hang-Anfahrzz etc. realize comfortable for the driver in such braking systems.
  • actuators are designed as linear actuators or linear units in which a piston is axially displaced into a hydraulic pressure chamber for pressure build-up, which is built in series with a rotational-translation gear.
  • the motor shaft of an electric motor is replaced by the
  • Rotational translational gear is converted into an axial displacement of the piston.
  • Brake-by-wire -Bremsstrom known for motor vehicles, which is a brake pedal operable tandem master cylinder whose pressure chambers are connected via an electrically actuated isolating valve separable with a brake circuit with two wheel brakes, a hydraulically connected to the master cylinder, switched on and off simulation device, and an electrically controllable pressure supply device, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber whose piston is displaceable by an electromechanical actuator comprises, wherein the Druckr ⁇ positioning device via two electrically actuated
  • Zuschaltventile is connected to the intake valves of the wheel brakes.
  • the driver is disconnected from the wheel brakes by switching the isolation valves or driver isolation valves, and the linear actuator is hydraulically connected to the wheel brakes by switching the engagement valves.
  • the setting of a required system pressure is carried out with the aid of a suitable pressure regulator.
  • a pressure sensor is available which detects the hydraulic system pressure applied by the linear actuator, which also prevails in the hydraulic chamber or the pressure chamber of the linear actuator.
  • the position of the piston of the linear actuator is usually measured by a
  • Motor angle sensor From this motor angle signal, an engine speed signal, for example by differentiation, determined.
  • the dimensioning and parameterization of the pressure regulator is based on the static and dynamic behavior of the process to be controlled, in this case the brake system, e.g. in its nominal state. If the process to be controlled differs greatly from this design state in such a way that the control actions of the pressure control are too great, this leads in part to significant in the closed pressure control loop
  • the invention is therefore based on the object, a
  • a pressure regulator is to be provided, the one trouble-free operation of a brake system allows.
  • a brake system is to be provided, which is particularly
  • this object is achieved in that the temporal course of the system pressure is monitored for pressure oscillations, wherein upon detection of a pressure oscillation of the provided by the pressure supply means for pressure build-up volume flow of the pressure medium is reduced.
  • a request for printing can be made by a braking request expressed by the driver by actuation of the brake pedal and / or by a driver assistance and / or
  • the basic idea of the method is thus to detect the vibrations caused thereby on the basis of the measured system pressure curve and from this a corresponding adaptation of the
  • the reduction in the volume flow means that the time required to reach the required system pressure starting from the instantaneous system pressure is extended by appropriate measures compared to the currently set case.
  • the volume flow is increased again when no pressure fluctuation was detected for a predetermined period of time. In this way, the dynamics of the active pressure control can be optimized again, if pressure oscillations do not occur.
  • the pressure-providing device preferably has an electric motor whose motor shaft is operated at an engine speed, wherein a rotational-translation gear converts the rotation of the motor shaft in a translation of a pressure piston, which is moved to build up pressure in a hydraulic pressure chamber of the pressure supply device, and wherein for adjusting the system pressure a target engine speed
  • Target engine speed occurs.
  • a speed scaling factor that is less than or equal to one ( ⁇ 1) and greater than a predetermined, minimum speed scaling threshold.
  • the speed scaling factor is advantageously increased by a speed scaling increase value. That way, it will be faster again Pressure build-up adjusted so that the dynamics of the corresponding pressure regulator is increased again. If pressure oscillations are detected again in this braking process, a reduction of the engine speed takes place again as described above.
  • the speed scaling increase value depends on the current value of
  • Speed scaling factor For example, this can be achieved by having a strong previous one
  • connection valves connect in the open state
  • Pressure supply device with the wheel brakes and separate them from these in the closed state.
  • the change in the energization is preferably carried out essentially in that the already energized valves are energized again with a value for opening the valves, wherein the value for the
  • Valve opening current as well as the value for the holding current compared to the setting for normal operation can be increased.
  • a pressure oscillation is advantageously detected when the time derivative of the system pressure, ie its temporal gradient, and / or the change of sign of the temporal
  • Deriving the system pressure are each outside one or more predetermined threshold ranges.
  • a detected pressure oscillation is preferably characterized by simultaneously large pressure changes and a high frequency of these changes.
  • the value of the Istsystemtikgradienten and sign change of Istsystemtikgradienten are determined or determined, preferably with the same time interval, recurring detection times, wherein a first counter with an initial value, which is in particular zero, is provided, which is increased by a first value, preferably one, when the Istsystemdruckgradient on a
  • Pressure gradient tolerance band lies. This means, in particular, that the temporal Istdruckgradient amount exceeds a predetermined positive threshold.
  • a counter can be implemented in a controller in a reliable and robust manner, the detection times preferably corresponding to controller loops which follow one another at the same time intervals.
  • the first counter is additionally preferably increased by the first value when the Istsystemdruckgradient on a
  • Detection time is outside a predetermined second pressure gradient tolerance band. This can be used to illustrate that particularly large pressure changes have a greater effect on the detection of a pressure oscillation.
  • the first counter is preferably reduced by a second value, preferably one, if it was greater than its original value. This ensures that the counter is reduced back to its original value when no pressure oscillations occur.
  • a second counter which counts the number of detection times between two sign changes of Istsystemdruckgradienten.
  • the second counter maps the second vibration detection criterion, which relates to the frequency of the respective vibration.
  • a pressure oscillation is preferably detected when the first counter has exceeded a predetermined counter threshold and when the value of the second counter within a
  • predetermined evaluation interval is.
  • the abovementioned object is achieved according to the invention in that a method described above is implemented in it in terms of hardware and / or software.
  • Noise or restrictions of the braking functions can be reduced or completely avoided.
  • the service life of the installed components or the brake system is increased by reducing the wear of the components.
  • FIG. 1 shows a brake system in a preferred embodiment
  • FIG. 2 shows a pressure regulator for the brake system according to FIG. 1 ;
  • FIG. 3 is a detailed view of the pressure regulator according to
  • FIG. 2 with a limitation function
  • FIG. 4 shows the limitation function according to FIG. 3 in more detail
  • FIG. 1 shows an exemplary embodiment of a brake system 1 according to the invention.
  • the brake system comprises an actuatable by means of an actuating or brake pedal la
  • Master brake cylinder 2 a cooperating with the master cylinder 2 simulation device 3, a master cylinder 2 associated, under atmospheric pressure
  • Cylinder-piston arrangement is formed with a hydraulic pressure chamber 37, the piston 36 is displaceable by an electromechanical actuator, an electrically controllable pressure modulation device for setting wheel-individual
  • the unspecified pressure modulation device comprises, according to the example per hydraulically actuated wheel brakes 8, 9, 10, 11 and each operable wheel brake 8, 9, 10, 11 of a motor vehicle, not shown, an inlet valve 6a-6d and an outlet valve 7a-7d, the pair hydraulically via center ports interconnected and connected to the wheel brakes 8, 9, 10, 11 are connected.
  • the inlet ports of the inlet valves 6a-6d are supplied with pressures via brake circuit supply lines 13a, 13b which are discharged in a brake-by-wire mode from a system pressure which is in a pressure chamber 37 of the pressure supply device 5
  • the brakes 8, 9 are connected to a first brake circuit 27, the brakes 10, 11 to a second brake circuit 33 hydraulically connected.
  • the intake valves 6a-6d connected in parallel in each case one opening to the brake circuit ⁇ supply lines 13a, 13b through check valve 50a-50d.
  • the brake circuit supply lines 13a, 13b are acted upon by hydraulic lines 22a, 22b with the pressures of the pressure chambers 17, 18 of the master cylinder 2.
  • the output ports of the exhaust valves 7a-7d are connected to the pressure medium reservoir 4 via a return line 14b.
  • the master cylinder 2 has in a housing 21 two successively arranged pistons 15, 16, which the
  • the pressure chambers 17, 18 are on the one hand in the piston 15, 16 formed radial bores and corresponding pressure equalization lines 41a, 41b with the pressure fluid reservoir 4 in connection, the compounds by a relative movement of the piston 17, 18 in Housing 21 are shut off.
  • the pressure chambers 17, 18 communicate with the already mentioned brake circuit supply lines 13a, 13b by means of the hydraulic lines 22a, 22b.
  • a normally open valve 28 is included in the pressure equalization line 41a.
  • the pressure chambers 17, 18 take unspecified return springs, which position the pistons 15, 16 when the master cylinder 2 is not actuated in a starting position.
  • a piston rod 24 couples the pivoting movement of the brake pedal 1 due to a pedal operation with the
  • Brake pedal angle It represents a braking request of the driver.
  • an isolation valve 23a, 23b is arranged, which is designed as an electrically operable, preferably normally open, 2/2-way valve.
  • Brake circuit supply lines 13a, 13b are shut off.
  • a pressure sensor 20 connected to the line section 22b detects the pressure built up in the pressure chamber 18 by displacing the second piston 16.
  • the simulation device 3 is hydraulically connected to the
  • Master brake cylinder 2 can be coupled and consists, for example, essentially of a simulator chamber 29, a
  • the simulator piston 31 is supported on the housing 21 by an elastic element (for example a spring) arranged in the simulator spring chamber 30, which is advantageously prestressed.
  • the simulator chamber 29 is by means of an electrically actuated Simulator valve 32 with the first pressure chamber 17 of the master cylinder 2 connectable.
  • a check valve 34 arranged hydraulically antiparallel to the simulator 32 allows a largely unhindered backflow of the pressure medium from the simulator chamber 29 to the main brake ⁇ cylinder regardless of the switching state of the simulator valve 32 -Druckraum 17.
  • Other designs and connections of the simulation device to the master cylinder 2 are conceivable.
  • the electrically controllable pressure supply device 5 is designed as a hydraulic cylinder-piston arrangement or a single-circuit electrohydraulic actuator whose / whose pressure piston 36, which limits the pressure chamber 37, by a schematically indicated electric motor 35 below
  • Temperature sensor can be used to sense the temperature of the motor winding.
  • the actuator pressure generated by the force action of the piston 36 on the pressure medium enclosed in the pressure chamber 37 pressure actuator is fed into the system pressure line 38 and detected with a preferably redundant pressure sensor 19.
  • the pressure medium With open connection valves 26a, 26b, the pressure medium enters the wheel brakes 8, 9, 10, 11 for their actuation. By pushing back and forth of the piston 36 takes place so when open
  • Zuschaltventilen 26a, 26b in a normal braking in the "brake-by-wire" mode a Radbremstik excessive and degradation for all wheel brakes 8, 9, 10, 11.
  • the pressure reduction flows while previously from the pressure chamber 37 in the wheel brakes 8, 9th , 10, 11 displaced pressure medium in the same way back into the pressure chamber 37.
  • flows in a braking with individual wheel with the help of the inlet and Exhaust valves 6a-6d, 7a-7d controlled wheel brake (eg in an anti-skid control (ABS control)) of the discharged via the exhaust valves 7a-7d pressure medium component in the pressure fluid reservoir 4 and thus is initially the pressure supply device 5 for actuating the wheel brakes 8, 9, 10, 11 are no longer available.
  • ABS control anti-skid control
  • control unit 12 is a method described above, which in a preferred embodiment in conjunction with FIGS. 2 to 4, implemented in software.
  • the control unit 12 is
  • the control unit 12 preferably includes a
  • Pressure regulator 70 (this may also be provided separately), which in FIG. 2 is shown in a preferred embodiment.
  • the pressure regulator 70 has a pressure control module 72 to which the desired system pressure P S y S , soii 76 and the determined for example by means of the pressure sensor 19 actual system pressure P Sys 78 are supplied.
  • Calculation module 80 computes a pilot engine speed G) A kt, soii, DR, FF of the motor axis in the context of a speed precontrol calculation using the desired system pressure Psys.
  • the actual system pressure or system pressure P Sys is in a
  • Subtracting module 86 from the target system pressure Ps ys , soii subtracted and the result of this subtraction fed to a pressure control module 92, which calculates therefrom a manipulated variable Q A kt, soii, DR, ctri for the engine speed.
  • This manipulated variable becomes the
  • Pre-engine speed is added in an adding module 96, whereby a target engine speed G) A kt, soii is calculated. This is fed to a limiting module 100 which sends it to a predetermined value range, resulting in the resulting limited target engine speed A it, soii, Resuit results.
  • the limited target engine speed Q A kt, soii, Resuit becomes one
  • Subtraction module 106 supplied, the determined
  • Target engine speed Q A kt, soii, Resuit is subtracted.
  • the thus determined engine speed difference becomes a
  • Speed control module 112 is supplied, which calculates a target engine torque based on this size, which is limited in a limiting module 116 to a predetermined motor torque range.
  • the limiting module 116 supplies as output variable a desired engine torque M Akt , soii / with which the electric motor 35 of the pressure supply device is activated.
  • the in FIG. 2 illustrated pressure regulator 70 has still further modules, which are shown in FIG. 3 and in conjunction with FIG. 3 will be discussed.
  • the pressure regulator 70 according to FIG. 2 has a in FIG. 2 not shown adaptation module 120, which as an input via a signal line 78 the
  • Target system pressure P S y S , soii and 126 receives the actual system pressure P Sys .
  • the adaptation module 120 performs recognition of
  • the target pressure signal is preferably passed before the differentiation via a rise limiting function, in which the change of the desired signal is limited to the value that the
  • Pressure supply device 5 or the linear actuator can actually set.
  • the two signals d (P Sys ) / dt and d (P Sys , soii) / dt are now fed to a counter module 130, which is preferably integrated in the adaptation module 120.
  • the determined gradient of the system pressure P Sys is now evaluated in each controller loop in comparison to the target pressure gradient.
  • the sign changes of the actual pressure gradient are considered.
  • a first counter N Cn t, s is provided, which is increased by the value 1 if the actual pressure gradient d (P sys ) / dt that by (d (P Sys , S oii) / dt - ⁇ ) and (d ( P sys , S 0 n) / dt + ⁇ )
  • N C nt, s are set so that when leaving this band, the counter N C nt, s is increased by the value of 1 again. After every nth controller loop, N Cn t, s is again reduced by 1, so that with a longer vibration-free operation, this counter reading approaches 0 again.
  • a second counter N cnt , T counts the time or the number of controller loops between two sign changes of the signal Istdruckgradient d (P Sys ) / dt and thus determines a measure of the period of the system pressure oscillation.
  • a second evaluation interval can be defined, which makes it necessary to adapt the lighting strategy for the connection valves 26a, 26b.
  • Stellangriffe the pressure regulator 70 the further implementation of the requirement represented by the vibration detection. This is achieved by weighting, in particular multiplying, the engine target speed G) A kt determined by the pressure regulator, in particular with a scaling factor X sc , as a result of which the control actions of the pressure regulator 70 are in accordance with
  • Vibration detection a request to reduce the control inputs of the pressure regulator 70 and thus to reduce the scaling factor X S c is set, this is, as long as the lower limit X S c, Min is not yet reached, each caused by the vibration detection
  • AX SC ON can have a predefined value
  • Xsc 2 denotes the value of the scaling factor after the end of braking.
  • the factor X sc i, on the other hand, represents the
  • AXSC ON (Xsc, i ⁇ Xsc, 2) / N are defined. The choice of N can influence how strongly the change in the
  • Scaling factor remains.
  • the scaling factor calculated in this way as well as the target engine speed G) A kt, soii are fed to a limitation module 136, which is shown in FIG. 2 is designated by the reference numeral 100 and which receives as further input variables a minimum engine speed ⁇ ⁇ ⁇ ⁇ and a maximum engine speed ⁇ .
  • the resulting limitation module 136 uses these quantities to calculate the resulting target engine speed t ⁇ Alt, Soll, Result.
  • the functionality implemented in the limitation module 136 is shown in FIG. 4 shown.
  • the target engine speed G) A kt, soii and the scaling factor X sc are multiplied together in a multiplier module 150. Since the scaling factor is equal to or less than the value 1, in this way the
  • the thus calculated intermediate target engine speed WAkt, soii * is in a limiting module 156 to a

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

Abstract

L'invention concerne un procédé pour faire fonctionner un système de freinage (1), comprenant des freins de roue (8, 9, 10, 11), dans lequel un dispositif de production de pression (5) déplace si nécessaire du fluide sous pression pour une montée en pression en fournissant une pression de système (PSys), une pression de système théorique (PSys,Soll) étant requise et en raison de l'exigence de pression de système théorique du dispositif de production de pression (5), la pression de système (PSys) est générée dans la quantité exigée de pression de système théorique (PSys,Soll). L'évolution dans le temps de la pression de système (PSys) est surveillée par les oscillations de la pression et le débit volumique du fluide sous pression produit par le dispositif de production de pression pour la montée en pression est réduit par détection d'une oscillation de pression.
PCT/EP2017/054688 2016-03-08 2017-03-01 Procédé pour faire fonctionner un système de freinage, régulateur de pression pour système de freinage et système de freinage WO2017153212A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016203735.8 2016-03-08
DE102016203735.8A DE102016203735A1 (de) 2016-03-08 2016-03-08 Verfahren zum Betreiben einer Bremsanlage, Druckregler für eine Bremsanlage und Bremsanlage

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WO2017153212A1 true WO2017153212A1 (fr) 2017-09-14

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Publication number Priority date Publication date Assignee Title
DE102021204111A1 (de) * 2021-04-26 2022-10-27 Continental Automotive Technologies GmbH Druckspitzenreduktion in hydraulischen Bremsanlagen

Citations (2)

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Publication number Priority date Publication date Assignee Title
DE102013204778A1 (de) 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Verfahren zur haptischen Information des Fahrers eines Kraftfahrzeugs
DE102013222061A1 (de) * 2013-03-25 2014-09-25 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer Bremsanlage für Kraftfahrzeuge

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