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CN118833203A - Method for controlling a brake system of a vehicle - Google Patents

Method for controlling a brake system of a vehicle Download PDF

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Publication number
CN118833203A
CN118833203A CN202410505829.0A CN202410505829A CN118833203A CN 118833203 A CN118833203 A CN 118833203A CN 202410505829 A CN202410505829 A CN 202410505829A CN 118833203 A CN118833203 A CN 118833203A
Authority
CN
China
Prior art keywords
brake
vehicle
braking torque
wheel
electromechanical
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.)
Pending
Application number
CN202410505829.0A
Other languages
Chinese (zh)
Inventor
F·贝雷克
N·克鲁斯
J·M·彼得斯
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.)
Volkswagen Automotive Co ltd
Original Assignee
Volkswagen Automotive Co ltd
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 Volkswagen Automotive Co ltd filed Critical Volkswagen Automotive Co ltd
Publication of CN118833203A publication Critical patent/CN118833203A/en
Pending legal-status Critical Current

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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
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • 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
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17558—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for collision avoidance or collision mitigation
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
    • 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
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • 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
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/12—Friction
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • B60T2210/36—Global Positioning System [GPS]
    • 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
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/414—Power supply failure
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

本发明涉及一种用于控制交通工具(200)的制动系统(10)的方法(100)，该制动系统(10)包括至少一个机电的车轮制动器(11)，其中机电的车轮制动器(11)与交通工具(200)的车轮(210)处于作用连接中，通过机电的车轮制动器(11)能将制动力矩(M)传递到交通工具(200)的车轮(210)上。

The invention relates to a method (100) for controlling a braking system (10) of a vehicle (200), the braking system (10) comprising at least one electromechanical wheel brake (11), wherein the electromechanical wheel brake (11) is in operative connection with a wheel (210) of the vehicle (200), and a braking torque (M) can be transmitted to the wheel (210) of the vehicle (200) via the electromechanical wheel brake (11).

Description

Method for controlling a brake system of a vehicle
Technical Field
The present invention relates to a method having the features of independent claim 1 and a vehicle having the features of independent claim 11.
Background
In new generation vehicles, electromechanical wheel brakes are often used in the braking system instead of hydraulic, pneumatic or mechanical brakes. In an electromechanical Brake (Brake-by-Wire), a Brake pedal operable by a vehicle driver is electrically coupled to one or more electromechanical wheel brakes of the vehicle. Based on the transmission of electrical signals between the brake pedal and the electromechanical wheel brakes, a braking torque is generated electrically by the electromechanical wheel brakes, wherein a torque is usually generated by the electric motors of the wheel brakes, which torque is transmitted as a braking torque from the brake calipers of the wheel brakes to the wheels of the vehicle.
For general examples of braking systems with an electromechanical brake and methods for operating the same, reference is made, for example, to DE102005036827A1, WO03/100282A1 or DE102005045114A1.
The electrical energy supply of the brake system with at least one electromechanical wheel brake is usually provided by the vehicle via one or more on-board electrical systems. If there is a power limitation on one or more of the on-board electrical systems coupled to the brake system, a sufficient energy supply and safe operation of the brake system are compromised, especially in emergency situations, since a great loss may have to be accepted in the maximum braking effect achievable by the brake system.
Disclosure of Invention
The object of the present invention is therefore to at least partially overcome at least one of the above-described disadvantages. In particular, the object of the present invention is to provide a method for controlling a brake system of a vehicle, which method enables as safe an operation of the brake system or of the vehicle as possible and/or generates as high a braking effect as possible from the brake system even when the power of one or more on-board electrical systems of the vehicle is limited.
The above-mentioned object is achieved by a method having the features of independent claim 1 and a vehicle having the features of independent claim 11. Further features and details of the invention emerge from the dependent claims, the description and the figures. The features and details described in connection with the method according to the invention are of course also suitable for connection with the vehicle according to the invention and vice versa, respectively, so that cross-reference is always made to the disclosure of a single subject matter.
According to the invention, a method is provided for controlling a brake system of a vehicle, comprising at least one electromechanical wheel brake, wherein the electromechanical wheel brake is in operative connection with a wheel of the vehicle, by means of which a braking torque can be transmitted to the wheel of the vehicle, the method comprising:
Detecting that the power of at least one on-board electrical system of the vehicle is limited, in particular by a control unit of the vehicle, wherein the on-board electrical system is configured to at least partially power the brake system,
-Determining the instantaneous friction coefficient and +_ between at least one wheel of the vehicle and the floor of the vehicle
Or the instantaneous slip of at least one wheel of the vehicle, in particular by a determination unit of the vehicle,
Determining a maximum braking torque for at least one electromechanical wheel brake as a function of the instantaneous coefficient of friction of the wheel in operative connection with the wheel brake and/or the instantaneous slip of the wheel in operative connection with the wheel brake, in particular by a determination unit of the vehicle,
The braking torque of at least one of the electromechanical wheel brakes is changed to a maximum braking torque value that is specific to the electromechanical wheel brake, in particular by an actuator that corresponds to or is comprised by the electromechanical wheel brake.
The advantage of the method according to the invention is that, in the boundary conditions of limited power supply to the brake system, a high, in particular maximum braking effect can be provided for the vehicle in this case, while at the same time safe operation of the brake system or the vehicle is maintained, since overload of the energy supply of the vehicle or the brake system is specifically avoided and at the same time jamming or locking of the wheels of the vehicle is avoided.
It may be provided within the scope of the invention that at least one step of the method is repeatedly performed. In particular, it can be provided that at least one step of the method is repeated at regular time intervals. This may involve, in particular, determining the instantaneous friction coefficient, determining a maximum value of the braking torque and/or varying the braking torque. It may also be provided that at least individual steps of the method may be performed at least partially simultaneously.
The maximum braking torque is understood to mean the maximum braking torque that can be transmitted by the brake to the wheels of the vehicle that are in operative connection with the brake without the wheels locking. In other words, the maximum braking torque for the brake or brakes in operative connection with the wheel should be selected to be sufficiently large, respectively, to enable continued operation of the wheel in operative connection with the brake or brakes and thus not impair or substantially impair the steering capacity of the vehicle.
The maximum total braking torque is to be understood here as the maximum braking torque that can be transmitted to the vehicle wheels without the wheels locking. If there is only one brake, in particular an electromechanical wheel brake, on the wheel, the defined maximum braking torque for this brake may correspond to the maximum total braking torque. In particular, if a plurality of brakes act on the wheel, the brake torque maximum value determined for the individual brakes is preferably lower than the total brake torque maximum value, so that the total brake torque maximum value on the wheel is not exceeded when a plurality of brake torques are transmitted in particular by a plurality of brakes to the wheel in a cumulative manner.
Changing the braking torque of at least one electromechanical wheel brake and/or at least one energy consuming brake or an electrodynamic brake may comprise increasing the braking torque or decreasing the braking torque.
The instantaneous coefficient of friction between a vehicle wheel and a vehicle floor is an indicator of the quality of the force transmission between the wheel, in particular the tire of the wheel, and the vehicle floor. It can thus be deduced from the instantaneous friction coefficient what braking torque can be transmitted from one or more brakes to the wheels of the vehicle without the wheels locking. A high friction coefficient means a better force transmission between the wheel and the vehicle floor, and therefore a correspondingly higher braking torque is transmitted from the brake or brakes to the wheel without the wheel locking. Conversely, a low friction coefficient means a poor force transmission, so that the braking torque that can be transmitted from the brake or brakes to the wheel without the wheel locking is correspondingly small. In other words, with a high coefficient of friction, a correspondingly high total braking torque can be transmitted to the wheel without the wheel locking. In the case of low friction coefficients, the total braking torque on the wheel must be correspondingly reduced in order to prevent locking of the wheel.
From the instantaneous friction coefficient, the determination of the total brake torque maximum for the vehicle wheel or of the brake torque maximum for at least one brake acting on the wheel, in particular an electronic dynamic brake or a wheel brake, can be carried out on the basis of a correlation or on the basis of a model. In particular, it may be provided that for determining the friction coefficient, a current or instantaneous state parameter of the vehicle is preferably detected and/or evaluated. The detection of the at least one state parameter can be carried out by at least one sensor of the vehicle and/or at least one communication connection of the vehicle, in particular a connection to the internet and/or a mobile telephone network. The status parameters may include travel data and/or environmental data of the vehicle. In particular, the status parameter may preferably comprise at least one of the following:
Vehicle speed
Camber angle of at least one wheel
Tyre inflation pressure of at least one wheel
-Lateral acceleration and/or longitudinal acceleration of the vehicle
Image data of a vehicle environment
Weather data
-Rotational speed of at least one wheel
-Vehicle position
Navigation data for current and/or future road trends
Tyre type of at least one wheel of a vehicle
It may be provided that the current and/or future driving state of the vehicle is determined on the basis of at least one state parameter of the vehicle. Alternatively or additionally, it is conceivable to determine the current and/or future road and/or weather state based on at least one state parameter of the vehicle. The current vehicle floor, in particular the road type, can be deduced, for example, from the image data of the vehicle environment. The use of weather data, for example, also allows the conclusion of a water accumulation or slip on the travel lane. The information of the tire type may here comprise, for example, information whether it is a summer tire or a winter tire. The tire type may also include parameters such as manufacturer, diameter, width, tread pattern depth, and/or information about the tire material composition.
Preferably, for determining the friction coefficient provision a model, in particular for the vehicle and/or a correlation-based model, can be provided, which provides a functional relationship between at least one state parameter of the vehicle and the instantaneous friction coefficient of at least one wheel of the vehicle. The state data detected by the vehicle may thus be used as an input parameter to the model and an instantaneous coefficient of friction for at least one wheel of the vehicle is determined based on the state data. It can also be provided that the vehicle, in particular the control unit of the vehicle, comprises at least one data memory, wherein the model for determining the coefficient of friction is stored in the data memory of the vehicle.
Slip (or skidding) refers to the deviation in speed of mechanical elements in frictional contact with each other. In the context of vehicles, wheel slip may be defined as the rotational speed of a driven wheel relative to the rotational speed of an undriven wheel, preferably a running wheel. Slip may be determined by detecting rotational speeds of at least one driven wheel of the vehicle and at least one non-driven wheel of the vehicle, respectively. It should be taken into account here that, as a result of small deviations in the diameter of the tire, in particular due to component tolerances and/or wear to varying degrees, the impression of slippage is created, which is not the case in practice. For example, consideration may be given by taking into account a threshold value, wherein slip is only detected when the threshold value is exceeded. Alternatively, the slip may also be determined from a model. This is advantageous, for example, if all wheels of the vehicle are driven and/or braked. For this purpose, the vehicle speed can be determined, in particular based on a model. In particular, the vehicle speed may also be compared to the product of the dynamic tire radius and the wheel speed to determine slip for the associated wheel. In order to determine the desired parameters, in particular the vehicle speed, at least one vehicle sensor, in particular a GPS sensor and/or a radar sensor and/or an inertial sensor, can preferably be used.
Instantaneous slip of a vehicle wheel is an indicator of the quality of the force transmission between the wheel, in particular the tire of the wheel, and the vehicle floor. It can thus be deduced from the instantaneous slip what braking torque can be transmitted from the electromechanical brake of the vehicle to the wheels of the vehicle without the wheels locking. High slip may be due to the overall lower potential of force transmission and/or the transmitted forces (longitudinal and/or transverse forces) are already higher. A lower slip, in particular in terms of magnitude, means a better force transmission between the wheel and the vehicle floor and therefore a correspondingly higher braking torque can be applied by the electromechanical brake without the wheel locking. In contrast, a higher slip, in particular in terms of magnitude, means a poorer force transmission, so that only a correspondingly smaller braking torque is transmitted by the electromechanical brake to the wheel without the wheel locking. In other words, in the case of a low slip, in particular a slip that is low in terms of magnitude, a correspondingly large braking torque can be transmitted to the wheel or the wheel can additionally be acted upon without the wheel locking. In the case of high slip, in particular in terms of magnitude, the braking torque must be correspondingly reduced or the load on the wheel cannot be increased in order to prevent locking of the wheel. It is preferable to consider the longitudinal and transverse forces on the wheels when determining slip. For example, lateral forces acting on the wheels reduce the longitudinal force potential in terms of force transfer between the wheels and the vehicle floor.
It may be provided that for determining the maximum value of the braking torque of the at least one wheel a model is provided, in particular vehicle-specific and/or correlation-based, which model provides a functional relationship between the instantaneous friction coefficient and/or the instantaneous slip of the at least one wheel of the vehicle and the maximum value of the braking torque for the wheel. The instantaneous friction coefficient and/or the instantaneous slip of the at least one wheel of the vehicle can thus be used as input parameters for the model and on the basis of this the maximum value of the braking torque for the at least one wheel of the vehicle can be determined. It may also be provided that the vehicle comprises at least one data memory, wherein the model for determining the maximum braking torque is stored in the data memory of the vehicle.
It can be provided that the model for determining the friction coefficient and the model for determining the brake torque maximum are designed as a common model.
In the context of the invention, it may be provided that the power limitation in more than one vehicle electrical system is detected or detectable. In particular, it can be provided that the detectable power is limited in all on-board electrical systems which are involved in the energy supply of the brake system.
In the context of the invention, it may be provided that detecting a limitation of power in at least one on-board electrical system comprises detecting a voltage drop in the on-board electrical system. For this purpose, it is optionally provided that the vehicle comprises at least one voltage sensor, by means of which a voltage drop in the at least one on-board electrical system can be detected. It can furthermore be provided that the at least one voltage sensor is operatively connected to the control unit of the vehicle in order to transmit a signal to the control unit when a limitation of the power of the on-board electrical system is detected by the voltage sensor, whereby a limitation of the power can be detected in the control unit. In the context of the invention, it can be provided that the signal generated by the at least one voltage sensor and transmitted to the control unit comprises an onboard network identifier, in order to be able to determine by the control unit which onboard network is affected by the limitation of power. The in-vehicle electrical system identifier may preferably be specific to only one in-vehicle electrical system and may be configured, for example, as an alphanumeric, numeric or alphanumeric string. For the case of a brake system in which only individual electromechanical wheel brakes are supplied with energy from the on-board system, it is then possible to determine whether all electromechanical wheel brakes or only individual electromechanical wheel brakes are affected by the limitation of the on-board system power.
It may also be provided within the scope of the invention that the method comprises:
-receiving a brake signal generated by the driver or the driving assistance system, in particular by the vehicle control unit.
It can be provided that the brake signal is a signal for generating as large or maximum a braking force as possible by the brake system. For example, the signal may be generated as a response to the operation of a brake of the vehicle, in particular a brake pedal. Additionally or alternatively, the signal may also be generated by the driving assistance system, in particular as a response to external influences. For example, the driving assistance system can be designed as a system for the early detection of an imminent collision, in particular an automatic emergency braking system.
It may also be provided within the scope of the invention that the method comprises:
-determining a total brake torque maximum for at least one wheel of the vehicle based on the instantaneous friction coefficient of the wheel and/or the instantaneous slip of the wheel.
The determination of the total braking torque maximum value can be performed in particular for at least one wheel which is in operative connection with at least two actuators of the vehicle. Thus, the maximum value of the total braking torque can be used as an upper limit value for the total braking torque applied to the wheels cumulatively by the plurality of brakes.
In the context of the invention, it may be advantageous if the change in the braking torque comprises at least temporarily, in particular exclusively, alternating the braking torques of at least two wheel brakes of the vehicle. In other words, it is conceivable to change the braking torque of only one wheel brake at a given point in time in the case of at least two electromechanical wheel brakes. In this way, the load of at least one on-board electrical system for powering the electromechanical brake during the braking process can be reduced. In particular, when high braking torques or braking effects occur, the power consumption of the electromechanical brake is correspondingly high. If the braking torque is increased simultaneously in several electromechanical brakes, the on-board system can be loaded in a critical manner, in particular if high braking forces or braking torques are reached. By alternating the control of the electromechanical brake, the power consumption required by the brake system at a given point in time can be reduced and the load on at least one on-board electrical system of the vehicle can be reduced, so that safe operation of the vehicle can be maintained. Preferably, it can be provided that at least two electromechanical wheel brakes (whose braking torques alternate) are jointly supplied by at least one on-board electrical system.
In addition or alternatively, it can be provided that at least two electromechanical wheel brakes (whose braking torques alternate) are in operative connection with the wheels of the same axle of the vehicle, in particular the front axle or the rear axle. This may for example relate to the wheels of the front axle and/or the rear axle of the vehicle. In other words, for at least one axle of the vehicle, the change in the braking torque comprises at least temporary, in particular only alternating, braking torques of at least two, in particular all, electromechanical wheel brakes, which are operatively connected to the wheels of the axle. This may optionally be applicable to a plurality of axles, in particular at least two, exactly two or all axles of the vehicle.
In addition or alternatively, it can be provided that the change in the braking torque comprises at least temporarily, in particular exclusively, alternating the braking torques of all wheel brakes of the motor vehicle. In other words, it can be provided that at a given point in time, the braking torque of only one wheel brake of the vehicle is changed. Only when the change of the braking torque at the wheel brake is completed, the braking torque at the other wheel brake is changed. In particular, when high braking torques or braking effects occur, the power consumption of the electromechanical brake is correspondingly high. If the braking torque is increased simultaneously in several electromechanical brakes, one or more of the on-board systems may be loaded in a critical manner, in particular if a high braking force or braking torque is reached. By alternating the control of the electromechanical brake, the power consumption required by the brake system at a given point in time can be reduced and the load on at least one on-board electrical system of the vehicle can be reduced, so that safe operation of the vehicle can be maintained.
It can also be provided within the scope of the invention that the alternation of the braking torques of the at least two electromechanical wheel brakes takes place at a frequency of at least 10Hz, in particular at least 20Hz, preferably at least 30Hz, particularly preferably at least 40Hz or exactly 40 Hz. The frequency gives here the inverse of the duration of the change in the braking torque of the wheel brake, wherein, after the end of the duration, the braking torque at the wheel brake is changed and/or the braking torque of a wheel brake different from the wheel brake is changed over the same duration. In particular, frequencies of 40Hz or more than 40Hz have proven to be advantageous in terms of energy-efficient operation of the brake system when a maximum braking torque is reached simultaneously at different wheel brakes.
It is also conceivable within the scope of the invention for the braking torque of at least one of the at least two electromechanical wheel brakes to be changed alternately when the braking torque reaches or exceeds an intermediate threshold value. In other words, it can be provided that the braking torques of at least two electromechanical brakes are changed simultaneously until the braking torque of at least one of the electromechanical brakes reaches or exceeds an intermediate limit value. When the intermediate limit value is reached or exceeded by at least one electromechanical wheel brake, a transition can be made to alternately control at least two electromechanical wheel brakes in order to avoid an overload of the vehicle electrical system or systems supplying the brake system. In particular in the low braking torque range, the power consumption of the electromechanical wheel brakes is low, so that it is conceivable to change the braking torque of a plurality of wheel brakes simultaneously even in the event of a limited power of at least one on-board electrical system. Conversely, if at least one electromechanical wheel brake reaches a higher braking torque, the switching to alternately controlling the wheel brakes is possible in order to reduce the power consumption of the brake system at a given point in time or to keep it low. This has proven to be advantageous on the one hand for safe operation of the brake system or of the vehicle and on the other hand for rapid achievement of high braking torques at least one wheel brake, in particular at a plurality of wheel brakes.
It is also optionally conceivable within the scope of the invention to determine the intermediate limit value as a function of the maximum power value that can be called by the brake system from the at least one on-board electrical system or from a plurality of on-board electrical systems. In other words, it can be provided that the intermediate limit value is set as a function of the maximum power value that can be set by the brake system, wherein a higher intermediate limit value is used when the power that can be set by the brake system from the one or more on-board electrical systems is higher than when the maximum power value that can be set by the brake system is smaller. This ensures that, on the one hand, the on-board electrical system or systems of the vehicle are not overloaded and, on the other hand, the braking system uses the power supplied to it as fully as possible in order to produce as great a braking effect as possible.
It may be provided that the intermediate limit value is specific to an electromechanical wheel brake or to a group of electromechanical wheel brakes, wherein in particular the group of electromechanical wheel brakes is supplied jointly by at least one on-board electrical system. If the different electromagnetic wheel brakes or the different electromagnetic wheel brake groups are supplied independently of one another (for example by an independent on-board electrical system), a plurality of intermediate limit values can be set or determined for the different wheel brakes or the different wheel brake groups, respectively.
It may be provided within the scope of the invention that the change in the braking torque comprises at least one of the following:
Detecting a current braking torque of at least one electromechanical wheel brake, in particular by means of at least one braking torque sensor corresponding to the electromechanical wheel brake,
Determining a current deviation between a current braking torque determined by the braking torque sensor and a maximum braking torque value specified for the electromechanical wheel brakes, in particular by a comparison unit of the vehicle,
The control signals for controlling the wheel brakes are generated in order to reduce a defined deviation between the current braking torque determined by the braking torque sensor and a defined maximum braking torque for the electromechanical wheel brakes, in particular by the control unit of the vehicle.
In this way, an increase in the braking torque of the electromechanical brake can be effectively achieved without exceeding the previously defined maximum braking torque value. In addition, on the basis of the determination of the current deviation of the braking torque from the maximum braking torque to be achieved, an effective control of the braking system or of the individual wheel brakes is possible.
The present deviation between the present braking torque determined by the braking torque sensor and the maximum braking torque value specified for the electromechanical wheel brake is determined, which is understood to be a target-actual comparison. It can thus be determined on the basis of the deviation whether and how much the braking torque at the relevant wheel brake still needs to be increased or decreased, in order to reach a maximum value of the braking torque. The deviation between the current braking torque determined by the braking torque sensor and the maximum braking torque value specified for the electromechanical wheel brake can be determined from the difference between the current braking torque and the maximum braking torque value determined for the wheel.
It can be provided within the scope of the invention that a tolerance value or a tolerance window around the maximum braking torque value is taken into account during the comparison, wherein it is considered that the maximum braking torque value is reached, in particular if the current braking torque is within the tolerance window or the deviation between the current braking torque and the maximum braking torque value, preferably the deviation in terms of the quantity, is smaller than the tolerance value. This makes it possible to avoid high-energy-consumption control or to interrupt a possible control loop.
The at least one brake torque sensor may comprise a brake force sensor or be designed as a brake force sensor. The braking force transmitted from the brake caliper of the electromechanical brake to the wheel, in particular to the brake disc of the wheel, can be detected by means of a brake force sensor, for example. The distance of the brake caliper from the wheel axis of rotation in turn allows the corresponding braking torque transmitted to the wheel to be determined.
It can be provided that the control signal is generated by a control unit of the vehicle and is preferably transmitted to at least one actuator of the electromechanical brake in order to change the braking torque of the electromechanical brake accordingly.
It is also conceivable to include at least one electronic dynamic brake by means of the brake system, wherein the electronic dynamic brake is in operative connection with at least one wheel of the vehicle, in particular the drive wheel, and the braking torque is transmitted to the wheel of the vehicle by means of the electronic dynamic brake, and additionally at least one of the following is included:
Determining a maximum braking torque for at least one electronic dynamic brake on the basis of the instantaneous coefficient of friction of the at least one wheel in operative connection with the electronic dynamic brake and/or the instantaneous slip of the at least one wheel in operative connection with the electronic dynamic brake, in particular by means of a determination unit of the vehicle,
-Changing the braking torque of the at least one electronic dynamic wheel brake to a defined maximum braking torque for the electronic dynamic wheel brake.
The braking torque generated at the drive shaft by the electrodynamic brake is understood to be the total braking torque which is transmitted or distributed via at least one transmission to one or more wheels of the vehicle which are in operative connection with the drive shaft.
The maximum braking torque value determined for the electronic dynamic brake may be the maximum braking torque that can be generated by the electronic dynamic brake. In other words, it can be provided that the electrodynamic brake provides a basic braking torque which is supplemented by at least one wheel brake of the electric locomotive with respect to the wheels in order to achieve a maximum total braking torque at the wheels. If the maximum value of the total braking torque allowed for the wheel is lower than the maximum value of the braking torque that can be produced by the electronic dynamic brake, in particular for the wheel, the maximum value of the braking torque of the electronic dynamic brake can be selected correspondingly lower.
At least one electronic dynamic brake of the vehicle or of the brake system can be designed as an electric drive of the vehicle, wherein the electric drive is operated or switched as a generator at least temporarily, in particular during the generation of a braking torque by the electronic dynamic brake. In other words, it can be provided that at least one electric drive of the vehicle is at least temporarily switched to an electric generator in order to achieve a braking torque by means of an electrodynamic brake of the vehicle. The rotational energy of at least one drive shaft of the vehicle, which is operatively connected to the drive machine, is thereby converted into electrical energy (or recovered as electrical energy) by the drive machine being switched to a generator, and the braking torque is transmitted to the shaft, which is operatively connected to the drive machine, or to at least one wheel of the vehicle, which is operatively connected to the shaft. The advantage that can be achieved thereby is that a braking torque can be generated at least one wheel of the vehicle without the need to supply energy to the electromechanical wheel brakes and load the power-limited on-board electrical system. Furthermore, the electrical energy generated by the electrodynamic brake can advantageously be used to at least partially compensate for the power limitation of the at least one on-board electrical system.
If a plurality, in particular at least two, wheels of the vehicle are operatively connected to the electronic dynamic brake, the maximum braking torque of the electronic dynamic brake can be limited by the minimum coefficient of friction and/or the maximum slip of the wheels of the vehicle operatively connected to the electronic dynamic brake. The advantage obtained thereby is that locking of all wheels in operative connection with the dynamic electronic brake can be avoided in a simple manner. In particular, the maximum braking torque of the at least one electronic dynamic brake can be limited to an integer multiple, in particular two or four times, of the maximum wheel-specific braking torque, which is determined by the minimum coefficient of friction and/or the maximum slip of the wheel operatively connected to the electronic dynamic brake.
It is also conceivable to specify that the maximum braking torque for at least one electromechanical wheel brake comprises at least the following:
The maximum braking torque for the at least one electromechanical wheel brake is determined, in particular by a determination unit of the vehicle, from the maximum total braking torque determined in particular for the wheels and the maximum braking torque determined for the electrodynamic brake.
In other words, it can be provided that at least one wheel of the vehicle is in operative connection with a plurality of brakes of the vehicle, in particular at least one or exactly one electromechanical wheel brake and at least one or exactly one electronic dynamic brake.
In this case, the braking torques transmitted by the different brakes to the wheels are added to the total braking torque acting on the wheels. In order to reliably prevent wheel locking, this can be taken into account when determining the respective maximum braking torque for the different brakes. It can thus be provided that, when determining the maximum braking torque for the electromechanical wheel brakes operatively connected to the wheels, at least one or all of the maximum braking torque for the electrodynamic brakes operatively connected to the wheels is taken into account. It can be provided that the maximum braking torque of the electromechanical brake is derived from the difference between the total maximum braking torque and at least a part of the maximum braking torque determined for the at least one electrodynamic brake. By taking account of the maximum braking torque of the electronic dynamic brake only in portions, the possibility of the braking torque generated by the electronic dynamic brake being transmitted to the vehicle drive shaft and distributed to a plurality of wheels of the vehicle can be taken into account.
It is optionally possible within the scope of the invention to additionally include at least one of the following:
The determination of the maximum power value that can be called up by the brake system from the at least one on-board electrical system, wherein the current power requirement of the at least one further vehicle system, preferably of the at least one steering system of the vehicle, is determined, in particular, by a determination unit of the vehicle, in particular when the maximum power value that can be called up by the brake system is determined.
-Separate the energy supply of at least one vehicle system, in particular of the entertainment system and/or the ventilation system of the vehicle, in particular by the control unit of the vehicle.
The maximum braking torque for the at least one electromechanical wheel brake is set as a function of the maximum value of the power that can be called for by the braking system, in particular by a determination unit of the vehicle.
-Determining the intermediate limit value from the maximum power value that can be invoked by the brake system, in particular by the determination unit of the vehicle.
The maximum power value that can be called up by the brake system can optionally be formed by a summation of a plurality of power values, in particular if the brake system is powered by a plurality of on-board electrical systems. By specifying the maximum power value that can be called for, it is possible to determine how much power or energy is available to the brake system at most, and from this to infer an adapted operation of the brake system.
At least one further, in particular safety-relevant, vehicle system may be included in the determination of the maximum power value that can be called up by the brake system. The vehicle system, which is particularly relevant for safety, may be, for example, a steering system of a vehicle. In this case, it can be provided, for example, that only a fraction of the power available in the on-board power supply is available via the at least one on-board power supply brake system in order to ensure stable operation of the at least one safety-relevant vehicle system. In dangerous situations, it has proven particularly advantageous to keep at least one steering system of the vehicle constantly powered, so as not to jeopardize the steering properties of the vehicle.
By separating the energy supply of the at least one vehicle system, the operation of the at least one on-board electrical system can be stabilized, and the energy supply of the brake system or of other relevant vehicle systems can be improved or stabilized in the event of a power limitation of the at least one on-board electrical system of the vehicle. In particular, the energy supply of the vehicle system, which is independent of the safe operation of the vehicle, can be decoupled here. For example, a ventilation system and/or an entertainment system of the vehicle. In this case, it is preferably provided that the vehicle system is decoupled from its supply and is supplied with power by the on-board electrical system, which also at least partially supplies the brake system.
It may occur that, in the event of a power limitation of the at least one on-board electrical system, the energy supply to the brake system is insufficient to reach a defined maximum value of the braking torque at the individual wheel brakes of the electric motor vehicle on the basis of the instantaneous friction coefficient. For this purpose, it can be provided that the maximum brake torque value for at least one wheel brake of the electric motor vehicle is set, in particular reduced, as a function of the maximum power value that can be called for by the brake system.
The intermediate limit value is here a limit value for the braking torque of at least one wheel brake of the wheel brakes, whereby the braking torques of at least two wheel brakes begin to change alternately. It may be provided that the intermediate limit value is determined on the basis of the energy supply available to the brake system or the maximum power that can be called by the brake system. It can be provided here that, when the maximum power that can be called by the brake system is high, a higher intermediate limit value is selected than when the maximum power that can be called by the brake system is low. The advantage obtained is that the operation of the brake system can be adapted dynamically to the existing energy supply and always a high braking effect is achieved, while the vehicle is operated safely and stably.
Furthermore, it can be provided within the scope of the invention that the maximum braking torque for at least one electromechanical wheel brake comprises at least one of the following:
Determining the current vehicle position, in particular by means of a position sensor,
Determining a future driving scenario based on the current vehicle position, in particular by a determination unit of the vehicle,
The maximum braking torque of at least one electromechanical brake and/or at least one electrodynamic brake of the vehicle is adjusted on the basis of the determined future driving situation, in particular by a determination unit of the vehicle.
For example, the determination of the current position can be performed by a position sensor of the vehicle, in particular a GPS sensor. Future driving scenarios may be determined, for example, by navigation data, which is provided, for example, by a navigation system of the vehicle.
By evaluating future driving scenarios, an expected change in the coefficient of friction on at least one wheel of the vehicle can be deduced. For example, the expected change in the entry curve and/or the road surface can be detected in advance. Additionally or alternatively, changes in vehicle speed over time may be predicted. For example, on entering a curve, it can be inferred that the coefficient of friction on at least one wheel of the vehicle is decreasing. The maximum braking torque can thus be reduced at least for the wheel or for electromechanical wheel brakes and/or electronic dynamic brakes operatively connected thereto, and locking of the wheel can be prevented in advance and safely.
The above-mentioned object is also achieved by a vehicle according to the invention, which comprises a brake system comprising at least one electromechanical wheel brake, wherein the electromechanical wheel brake is operatively connected to a wheel of the vehicle in order to be able to transmit a braking torque to the wheel of the vehicle via the electromechanical wheel brake, wherein the brake system is operated according to the method according to the invention, in particular according to one of claims 1 to 10. The same advantages as already described with respect to the method are obtained in the vehicle according to the invention.
At least one electromechanical wheel brake may comprise an actuator, by means of which a braking torque transmitted from the electromechanical brake to a wheel of the vehicle can be adjusted. Furthermore, at least one electromechanical wheel brake may comprise at least one or exactly one brake caliper, wherein the brake caliper is operatively connected to a wheel of the vehicle, in particular to a brake disk arranged on the vehicle wheel, for transmitting a braking torque. It may be provided that the at least one actuator comprises an electric motor and/or a transmission. The braking torque can thus be generated by the electric motor, which can be changed, in particular amplified, by the transmission. The braking torque can also be transmitted to the brake caliper via the transmission and used to generate a clamping force, which ultimately generates a braking torque on the vehicle wheels.
In the context of the present invention, it is conceivable for the braking system to comprise at least one electronic dynamic brake, wherein the electronic dynamic brake is in operative connection with at least one wheel of the vehicle, in particular the drive wheel, and the braking torque is transmitted to the wheel of the vehicle by the electronic dynamic brake. The possibility achieved by using at least one additional electrodynamic brake is to relieve the load of at least one wheel brake of the brake system and to support energy-saving and stable operation of the brake system.
It is also conceivable for the braking system to comprise at least one braking torque sensor, wherein the braking torque sensor is designed to detect a current braking torque of the electromechanical wheel brakes.
In the context of the invention, it is advantageous if at least one wheel brake of the electric train has a self-locking actuator for generating a braking torque. The advantage that can be achieved thereby is that the electromechanical wheel brake only needs to be supplied with energy when the braking torque changes. The braking torque is then automatically maintained by the electromechanical wheel brakes without further supply of electrical energy. The on-board power supply system configured to power the electromechanical brake can thus at least temporarily reduce the load. Alternatively or additionally, it is provided in the scope of the invention that at least one electromechanical wheel brake is designed as an electromechanical parking brake, in particular as an electromechanical parking brake. The electromechanical parking brake also has a self-locking device, so that the load of the on-board electrical system configured to power the electromechanical brake can be reduced at least temporarily.
Within the scope of the invention, it can preferably be provided that the vehicle is an electrically driven, in particular an all-electric driven vehicle or a hybrid electrically driven vehicle. A hybrid electrically driven vehicle is a vehicle which, in addition to an electric drive, has at least one further drive, in particular a non-electric drive. For example, the at least one further drive device may be an internal combustion engine.
Furthermore, it can be provided within the scope of the invention that the vehicle is embodied as a motor vehicle. Alternatively, the vehicle may be configured as a truck. It can also be provided that the vehicle is designed as an agricultural and/or construction machine, in particular a tractor, an excavator, a wheel loader or the like.
It may furthermore be provided that the vehicle and/or the brake system comprises at least one of the following:
At least one or exactly one control unit,
At least one or exactly one determination unit,
-At least one or exactly one comparison unit.
Preferably, it can be provided that the at least one control unit and the at least one determination unit and the at least one comparison unit are configured as a common unit. Alternatively or additionally, it may be provided that the vehicle comprises a control unit, wherein the control unit is configured to perform the functions of the determination unit and the comparison unit.
The at least one control unit and/or the determination unit and/or the comparison unit may be configured to be in communication connection, in particular in two-way communication connection, with at least one electromechanical wheel brake, in particular at least one actuator of the wheel brake, and/or at least one brake torque sensor and/or at least one electronic dynamic wheel brake and/or at least one electrical system and/or at least one voltage sensor of the vehicle, in order to transmit or exchange and/or detect data and/or control signals. Alternatively or additionally, it may be provided that at least two units of the group of control units, determination units and comparison units are designed to be communicatively connected to each other, in particular to be communicatively connected in two directions, at least in pairs, in order to transmit or exchange data and/or control signals. The communication connection between two units or components may be of wired and/or wireless construction.
The at least one control unit and/or the determination unit and/or the comparison unit of the vehicle may comprise means for data processing. The means for data processing preferably comprise at least one processor and/or at least one working memory and/or at least one, preferably non-volatile, data memory.
Drawings
Other advantages, features and details of the invention will emerge from the following description in which various embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description may each be present in the invention individually or in any combination. In the drawings of which there are shown,
Figure 1 shows a schematic view of a vehicle,
Figure 2 shows a schematic diagram of a method,
Figure 3 shows a schematic diagram of the braking torque variation,
Fig. 4 shows a schematic diagram of a braking torque variation.
Detailed Description
Fig. 1 shows a schematic view of a vehicle 200 incorporating a braking system 10. The vehicle 200 is here an automobile with four wheels 210. Here the front wheels of the vehicle 200 are shown on the left side of the vehicle 200 and the rear wheels of the vehicle 200 are shown on the right side of the vehicle 200. The rear wheels of the vehicle 200 are driven by the drive machine 15 via a drive shaft, the drive machine 15 being designed here as an electric motor. The transmission 17 is connected here between the motor 15 and the rear wheels or the drive shaft 16 and the rear wheels.
The brake system 10 comprises at least one electromechanical wheel brake 11, wherein the electromechanical wheel brake 11 is operatively connected to the wheel 210 of the vehicle 200 in order to transmit the braking torque M to the wheel 210 of the vehicle 200 via the electromechanical wheel brake 11.
The brake system 10 here comprises a total of four electromechanical wheel brakes 11, wherein each electromechanical wheel brake 11 is operatively connected to exactly one wheel 210 of the vehicle 200.
Each electromechanical wheel brake 11 comprises an actuator 13, by means of which a braking torque M transmitted from the electromechanical brake 11 to a wheel 210 of the vehicle 200 can be set. The actuator 13 comprises for this purpose an electric motor, not shown, and a transmission 17, not shown. Furthermore, each electromechanical wheel brake 11 comprises a brake caliper, not shown, by means of which a braking torque M can be transmitted from the dynamic electronic brake 15 to the wheels 210 of the vehicle 200.
The brake system 10 further comprises at least one electronic dynamic brake 15, wherein the electronic dynamic brake 15 is designed as an electric drive machine 15 of the vehicle 200. The drive machine 15 operates as a generator to generate a braking torque M and acts as an electronic dynamic brake 15 on the drive shaft 16 during operation as a generator.
The drive shaft 16 is operatively connected to the rear wheels of the vehicle 200 via at least one transmission 17. It can thus be seen from fig. 1 that the braking torque M generated by the dynamic electronic brake 15 on the drive shaft 16 is distributed to the wheels 210 (here the rear wheels of the vehicle 200) operatively connected to the dynamic electronic brake 15 or the drive shaft 16.
The brake system 10 further comprises at least one brake torque sensor 14, wherein the brake torque sensor 14 is configured to detect a current brake torque M ist of the at least one electromechanical wheel brake 11. In this case, the brake system 10 comprises a total of four brake torque sensors 14, wherein each brake torque sensor 14 corresponds to (or is associated with) one wheel brake 11, so that a current brake torque M ist of the wheel brakes 11 can be detected by each brake torque sensor 14.
Fig. 1 also shows that the electromechanical wheel brakes 11 are supplied by the on-board electrical system 12. Indicated in fig. 1 by a dashed line. For simplicity, only one on-board electrical system 12 of the vehicle 200 is shown. However, within the scope of the invention, the brake system 10 may be powered by a plurality of on-board electrical systems 12. Alternatively, it is conceivable for the control unit and/or the comparison unit and/or the determination unit to be supplied with energy by the on-board electrical system 12. It is also conceivable that the comparison unit and/or the control unit and/or the determination unit are powered independently of the brake system 10.
As can also be seen from fig. 1, the vehicle 200 comprises a control unit 18, a comparison unit 19 and a determination unit 20, wherein these units in turn can be connected at least temporarily in communication with the electromechanical wheel brakes 11, the electronic dynamic wheel brakes 15 and the on-board electrical system 12 in order to exchange or transmit and/or detect data and/or control signals. This is shown by the dotted line.
Fig. 2 shows a schematic diagram of a method 100 for controlling a brake system 10 of a vehicle 200, the brake system 10 comprising at least one electromechanical wheel brake 11, wherein the electromechanical wheel brake 11 is in operative connection with a wheel 210 of the vehicle 200 such that a braking torque M can be transmitted to the wheel 210 of the vehicle 200 via the electromechanical wheel brake 11, the method 100 comprising:
The power of at least one on-board electrical system 12 of the probe 110 vehicle 200 is limited, wherein the on-board electrical system 12 is designed to at least partially power the brake system 10,
Determining 120 an instantaneous coefficient of friction between at least one wheel 210 of the vehicle 200 and a vehicle floor and/or an instantaneous slip of at least one wheel 210 of the vehicle 200,
Based on the instantaneous coefficient of friction of the wheel 210 in operative connection with the wheel brake 11 and/or the instantaneous slip of the wheel 210 in operative connection with the wheel brake 11, the brake torque maximum value M max for at least one electromechanical wheel brake 11 is ascertained 130,
Changing 140 the braking torque M of the at least one electromechanical wheel brake 11 to a defined maximum braking torque M max for the electromechanical wheel brake 11.
Fig. 3 shows a schematic diagram of the braking torque variation for two electromechanical wheel brakes 11 of a vehicle 200, wherein the braking torque M is recorded with respect to time T. Here, electromechanical wheel brakes 11 are assigned to the front wheels of the vehicle 200 or are operatively connected to the front wheels of the vehicle 200. The current braking torque M ist of the first of the two electromechanical brakes 11 is represented by a solid line, and the braking torque change of the second of the two electromechanical brakes 11 is represented by a dashed line.
The change in the braking torque M recorded in fig. 3 takes place after receiving a braking signal generated by the driver or the driving assistance system (in particular by the control unit 18) and detecting a power limitation of the on-board electrical system 12. Furthermore, for each front wheel of the vehicle 200, the instantaneous coefficient of friction between the respective wheel 210 and the vehicle floor and/or the instantaneous slip of the respective wheel 210 are determined, and on the basis of this, the maximum braking torque M max for the first and second electromechanical wheel brakes 11 is determined. The same maximum braking torque M max is specified for both wheel brakes 11.
As can be seen from the change in the braking torque M of the electromechanical brake 11 shown in fig. 3, the braking torque M of each electromechanical brake 11 changes, in particular increases, from the starting point until the braking torque M reaches the corresponding maximum braking torque M max.
As can also be seen in fig. 3, the variation of the braking torques M of the first and second electromechanical brake 11 is initially carried out simultaneously and with the same strength, so that the curves of the current braking torques M ist of the two electromechanical brakes 11 overlap at least partially.
From the reaching or exceeding of the intermediate limit value M ZG, the brake torques M of the first and second wheel brakes 11 start to alternate.
The resulting advantage is that the instantaneous power consumption of the brake system 10 can be reduced and a stable operation of the brake system 10 can be supported.
Fig. 3 also shows that, after reaching the maximum braking torque value M max, the braking torques M of the first and second electromechanical wheel brakes 11 are changed, in particular reduced, to a new maximum braking torque value M max.
The reason for this adjustment is that in the range in which the instantaneous friction coefficient of the wheel 210 operatively connected to the electromechanical brake 11 is repeatedly determined, a smaller friction coefficient is determined than the friction coefficient determined previously. The reasons for this may be road surface changes and/or weather conditions changes and/or driving scene changes.
The reduction in the friction coefficient in turn results in a smaller maximum braking torque M max for both electromechanical brakes 11 being determined, so that the braking torque M of the electromechanical brake 11 is set, in particular reduced, in accordance with the new maximum braking torque M max.
Since the reduction of the braking torque M is less energy-consuming than the increase of the braking torque, it is possible to simultaneously carry out both electromechanical wheel brakes 11, in particular if the braking torque M of at least one electromechanical wheel brake 11 or the maximum braking torque M max to be reached is higher than the intermediate limit value M ZG.
Fig. 4 shows a schematic diagram of the process of the braking torque change for the electromechanical wheel brakes 11 of the vehicle 200 and for the electronic dynamic brake 15 of the vehicle 200, wherein the electronic dynamic brake 15 and the electromechanical wheel brakes 11 are operatively connected to the same wheels 210 of the vehicle 200. The braking torque M is recorded with respect to time T. In this case, the electromechanical wheel brakes 11 and the electronically dynamic brakes 15 are assigned to the rear wheels of the vehicle 200 or are operatively connected to the rear wheels of the vehicle 200. Here, the braking torque variation of the electromechanical wheel brake 11 is shown by a solid line, and the braking torque variation of the electronic dynamic brake 15 is shown by a broken line. Since both the electromechanical wheel brake 11 and the electrodynamic brake 15 act on the same wheel 210, the braking torque M additionally accumulated by the two brakes 11, 15 and thus jointly transmitted to the wheel 210 is also indicated by a dotted line.
The change in the braking torque M recorded in fig. 4 takes place after receiving a braking signal generated by the driver or the driving assistance system (in particular by the control unit 18) and detecting a power limitation of the on-board electrical system 12. Furthermore, for the wheels 210 of the vehicle 200 which are operatively connected to the electromechanical brake 11 and the electrodynamic brake 15, the instantaneous coefficient of friction between the wheels 210 and the vehicle floor and/or the instantaneous slip of the wheels 210 are determined, and on the basis of this, the maximum value M max,Ges of the total braking torque for the wheels 210 is determined. The maximum total braking torque M max,Ges corresponds to the maximum braking torque M that can be transmitted to the wheel 210 without the wheel 210 locking. Furthermore, a maximum braking torque value M max for the electrodynamic brake 15 and the wheel brakes 11 is determined.
It is preferable to note with reference to fig. 4 that, when the braking torque M of the electromechanical wheel brake 11 and/or the electronic dynamic wheel brake 15 is increased, the braking torque M generated by the electromechanical wheel brake 11 and the electronic dynamic brake 15 together does not exceed the total braking torque maximum value M max,Ges, so as to prevent the wheels 210 from locking.
As can be seen from fig. 4, only the braking torque M of the dynamic electronic brake 15 is initially increased until the dynamic electronic brake 15 reaches the previously determined maximum braking torque M max. The braking torque M of the electromechanical wheel brake 11 is then changed such that the previously determined maximum braking torque M max is also reached for the electromechanical wheel brake 11.
The maximum braking torque M max determined for the electronic dynamic brake 15 corresponds to the maximum braking torque M that can be generated by the electronic dynamic brake 15, so that the electronic dynamic brake 15 provides a basic braking torque which is supplemented by the electromechanical wheel brakes 11, resulting in a maximum total braking torque M max,Ges at the wheels 210 of the vehicle 200.
In determining the maximum braking torque value M max of the electromechanical brake 11, the maximum braking torque value M max and the maximum total braking torque value M max,Ges determined for the electrodynamic brake 15 are taken into account such that the total braking torque value M max,Ges is not exceeded by the braking torque M transmitted to the wheels 210 by the electrodynamic brake 15 and the electromechanical wheel brakes 11.
Fig. 4 also shows that after reaching the total braking torque maximum value M max,Ges, the cumulative braking torque M of the electromechanical brake 11 and the electronic dynamic brake 15 changes, in particular decreases, to a new braking torque maximum value M max.
The reason for this adjustment is that in the range in which the instantaneous friction coefficient of the wheel 210 operatively connected to the electromechanical brake 11 and the electronic dynamic brake 15 is repeatedly determined, a smaller friction coefficient is determined than the friction coefficient determined previously. The reasons for this may be road surface changes and/or weather conditions changes and/or driving scene changes.
The reduction in the friction coefficient in turn results in a smaller total braking torque maximum value M max,Ges being determined, so that the cumulative braking torque M is set, in particular reduced, as a function of the new braking torque maximum value M max. For this purpose, the current braking torque M ist of the electromechanical brake 11 is reduced, so that the cumulative braking torque M is reduced to a new total braking torque maximum value M max,Ges.
List of reference numerals
10. Braking system
11. Electromechanical wheel brake
12. Vehicle-mounted electric system
13. Actuator
14. Braking torque sensor
15. Electronic dynamic brake/driver
16. Driving shaft
17. Transmission device
18. Control unit
19. Comparison unit
20. Determination unit
100. Method of
110. Detection of
120. Determination of
130. Definite and clear
140. Changing
200. Transportation means
210. Wheel of vehicle
M braking moment
M ist current braking moment
Maximum value of M max braking moment
Maximum value of M max,Ges total braking moment
M ZG intermediate limit value
T time

Claims (16)

1.一种用于控制交通工具(200)的制动系统(10)的方法(100)，该制动系统(10)包括至少一个机电的车轮制动器(11)，其中机电的车轮制动器(11)与交通工具(200)的车轮(210)处于作用连接中，使得通过机电的车轮制动器(11)能将制动力矩(M)传递到交通工具(200)的车轮(210)上，该方法(100)包括：1. A method (100) for controlling a braking system (10) of a vehicle (200), the braking system (10) comprising at least one electromechanical wheel brake (11), wherein the electromechanical wheel brake (11) is in operative connection with a wheel (210) of the vehicle (200), so that a braking torque (M) can be transmitted to the wheel (210) of the vehicle (200) via the electromechanical wheel brake (11), the method (100) comprising: 探测(110)交通工具(200)的至少一个车载电网(12)的功率受限，其中，车载电网(12)设计用于至少部分地向制动系统(10)供能，detecting (110) a power limitation of at least one onboard power system (12) of a vehicle (200), wherein the onboard power system (12) is designed to at least partially supply power to a braking system (10), 确定(120)交通工具(200)至少一个车轮(210)与交通工具底面之间的瞬时摩擦系数和/或交通工具(200)的至少一个车轮(210)的瞬时滑移，determining (120) an instantaneous coefficient of friction between at least one wheel (210) of a vehicle (200) and a bottom surface of the vehicle and/or an instantaneous slip of at least one wheel (210) of the vehicle (200), 根据与车轮制动器(11)处于作用连接的车轮(210)的瞬时摩擦系数和/或与车轮制动器(11)处于作用连接的车轮(210)的瞬时滑移，明确(130)针对至少一个机电的车轮制动器(11)的制动力矩最大值(Mmax)，determining (130) a maximum braking torque (M max ) for at least one electromechanical wheel brake (11) based on an instantaneous coefficient of friction of a wheel (210) operatively connected to the wheel brake (11) and/or an instantaneous slip of a wheel ( 210 ) operatively connected to the wheel brake (11), 将至少一个机电的车轮制动器(11)的制动力矩(M)改变(140)为针对机电的车轮制动器(11)明确的制动力矩最大值(Mmax)。A braking torque (M) of at least one electromechanical wheel brake (11) is changed (140) to a braking torque maximum value ( Mmax ) specific to the electromechanical wheel brake (11). 2.按照权利要求1所述的方法(100)，2. The method (100) according to claim 1, 其特征在于，It is characterized in that 制动力矩(M)的改变(140)包括至少暂时交替改变交通工具(200)的至少两个机电的车轮制动器(11)的制动力矩(M)。The changing (140) of the braking torque (M) comprises at least temporarily alternating the braking torque (M) of at least two electromechanical wheel brakes (11) of the vehicle (200). 3.按照权利要求2所述的方法(100)，3. The method (100) according to claim 2, 其特征在于，It is characterized in that 当至少两个机电的车轮制动器(11)中的至少一个机电的车轮制动器(11)的制动力矩(M)达到或超过中间界限值(MZG)时，启动至少两个机电的车轮制动器(11)的制动力矩(M)的交替变化。When the braking torque (M) of at least one of the at least two electromechanical wheel brakes (11) reaches or exceeds an intermediate limit value (M ZG ), an alternating change of the braking torque (M) of the at least two electromechanical wheel brakes (11) is initiated. 4.按照权利要求3所述的方法(100)，4. The method (100) according to claim 3, 其特征在于，It is characterized in that 根据可由制动系统(10)调用的最大功率值明确中间界限值(MZG)。The intermediate limit value (M ZG ) is determined as a function of the maximum power value that can be called upon by the brake system ( 10 ). 5.按照权利要求2至4之一所述的方法(100)，5. The method (100) according to any one of claims 2 to 4, 其特征在于，It is characterized in that 交通工具(200)的至少两个机电的车轮制动器(11)的制动力矩(M)的交替改变以至少10Hz的频率进行。The alternating variation of the braking torque (M) of at least two electromechanical wheel brakes (11) of a vehicle (200) takes place at a frequency of at least 10 Hz. 6.按照上述权利要求之一所述的方法(100)，6. The method (100) according to any one of the preceding claims, 其特征在于，It is characterized in that 制动力矩(M)的改变(140)包括下述内容中的至少一个：The change (140) of the braking torque (M) includes at least one of the following: 检测至少一个机电的车轮制动器(11)的当前制动力矩(Mist)，尤其通过至少一个与机电的车轮制动器(11)对应的制动力矩传感器(14)检测，detecting a current braking torque (M ist ) of at least one electromechanical wheel brake (11), in particular by means of at least one braking torque sensor (14) associated with the electromechanical wheel brake (11), 确定由制动力矩传感器(14)确定的当前制动力矩(M)与对于机电的车轮制动器(11)明确的制动力矩最大值(Mmax)之间的当前偏差，determining a current deviation between a current braking torque (M) determined by a braking torque sensor (14) and a maximum braking torque value (M max ) known for the electromechanical wheel brake (11), 产生用于控制机电的车轮制动器(11)的控制信号，目的是减少由制动力矩传感器(14)确定的当前制动力矩(M)与对于机电的车轮制动器(11)明确的制动力矩最大值(Mmax)之间的确定出的偏差。A control signal is generated for controlling an electromechanical wheel brake (11) in order to reduce a determined deviation between a current braking torque (M) determined by a braking torque sensor (14) and a braking torque maximum value ( Mmax ) known for the electromechanical wheel brake (11). 7.按照上述权利要求之一所述的方法(100)，7. The method (100) according to any one of the preceding claims, 其特征在于，It is characterized in that 通过制动系统(10)包括至少一个电子动态制动器(15)，其中，电子动态制动器(15)与交通工具(200)的至少一个车轮(210)、尤其驱动轮处于作用连接中，使得通过电子动态制动器(15)将制动力矩(M)传递到交通工具(200)的车轮(210)上，并且额外包括以下内容的至少一个：The brake system (10) comprises at least one electronic dynamic brake (15), wherein the electronic dynamic brake (15) is in operative connection with at least one wheel (210), in particular a drive wheel, of a vehicle (200), so that a braking torque (M) is transmitted to the wheel (210) of the vehicle (200) via the electronic dynamic brake (15), and additionally comprises at least one of the following: 根据与电子动态制动器(15)处于作用连接的至少一个车轮(210)的瞬时摩擦系数和/或与电子动态制动器(15)处于作用连接的至少一个车轮(210)的瞬时滑移，明确对于至少一个电子动态制动器(15)的制动力矩最大值(Mmax)，determining a maximum braking torque (M max ) for at least one electronic dynamic brake (15) based on an instantaneous friction coefficient of at least one wheel (210) operatively connected to the electronic dynamic brake (15) and/or an instantaneous slip of at least one wheel ( 210 ) operatively connected to the electronic dynamic brake (15), 将至少一个电子动态车轮制动器(15)的制动力矩(M)改变为针对电子动态车轮制动器(15)明确的制动力矩最大值(Mmax)。A braking torque (M) of at least one electronic dynamic wheel brake (15) is changed to a braking torque maximum value ( Mmax ) which is specific to the electronic dynamic wheel brake (15). 8.按照权利要求7所述的方法(100)，8. The method (100) according to claim 7, 其特征在于，It is characterized in that 明确(130)针对至少一个机电的车轮制动器(11)的制动力矩最大值(Mmax)至少包括以下内容：Determining (130) a maximum braking torque (M max ) for at least one electromechanical wheel brake (11) includes at least the following: 由总制动力矩最大值(Mmax,ges)和对于电子动态制动器(15)确定出的制动力矩最大值(Mmax)确定对于至少一个机电的车轮制动器(11)的制动力矩最大值(Mmax)。A maximum braking torque (M max ) for at least one electromechanical wheel brake (11) is determined from a total braking torque maximum value (M max,ges ) and a braking torque maximum value (M max ) determined for the electronic dynamic brake (15). 9.按照上述权利要求之一所述的方法(100)，9. The method (100) according to any one of the preceding claims, 其特征在于，It is characterized in that 方法额外包括以下内容的至少一个：The method additionally includes at least one of the following: 确定可由制动系统(10)从至少一个车载电网(12)中调用的最大功率值，其中尤其在确定可由制动系统(10)调用的最大功率值时，包括至少一个另外的交通工具系统、优选交通工具(200)的至少一个转向系统的当前功率需求，determining a maximum power value that can be called up by a braking system (10) from at least one onboard power system (12), wherein in particular the current power demand of at least one further vehicle system, preferably at least one steering system of the vehicle (200), is included when determining the maximum power value that can be called up by the braking system (10), 分离至少一个交通工具系统的供能，尤其交通工具(200)的娱乐系统和/或通风系统的供能，separating the energy supply of at least one vehicle system, in particular an entertainment system and/or a ventilation system of the vehicle (200), 根据最大可由制动系统(10)调用的功率值调整对于至少一个机电的车轮制动器(11)的制动力矩最大值(Mmax)，adjusting a maximum braking torque (M max ) for at least one electromechanical wheel brake (11) as a function of a maximum power value that can be called up by the brake system (10), 根据最大可由制动系统(10)调用的功率值明确中间界限值(MZG)。The intermediate limit value (M ZG ) is determined as a function of the maximum power value that can be utilized by the brake system (10). 10.按照上述权利要求之一所述的方法(100)，10. The method (100) according to any one of the preceding claims, 其特征在于，It is characterized in that 明确(130)针对至少一个机电的车轮制动器(11)的制动力矩最大值(Mmax)包括以下内容的至少一个：Determining (130) a maximum braking torque (M max ) for at least one electromechanical wheel brake (11) includes at least one of the following: 确定当前的交通工具位置，尤其通过位置传感器确定，determining the current vehicle position, in particular by means of a position sensor, 基于当前的交通工具位置确定未来的行驶场景，Determine the future driving scenario based on the current vehicle position, 基于确定的未来行驶场景调整至少一个机电制动器(11)和/或至少一个电子动态制动器(15)的制动力矩最大值(Mmax)。A maximum braking torque (M max ) of at least one electromechanical brake (11) and/or at least one electronic dynamic brake (15) is adjusted based on a determined future driving scenario. 11.一种包括制动系统(10)的交通工具(200)，该制动系统(10)包括至少一个机电的车轮制动器(11)，其中机电的车轮制动器(11)与交通工具(200)的车轮(210)处于作用连接中，通过机电的车轮制动器(11)能将制动力矩(M)传递到交通工具(200)的车轮(210)上，其中，所述制动系统按照根据权利要求1至10之一所述的方法(100)运行。11. A vehicle (200) comprising a braking system (10), the braking system (10) comprising at least one electromechanical wheel brake (11), wherein the electromechanical wheel brake (11) is in operative connection with a wheel (210) of the vehicle (200), and a braking torque (M) can be transmitted to the wheel (210) of the vehicle (200) via the electromechanical wheel brake (11), wherein the braking system is operated in accordance with a method (100) according to one of claims 1 to 10. 12.按照权利要求11所述的交通工具(200)，12. The vehicle (200) according to claim 11, 其特征在于，It is characterized in that 通过制动系统(10)包括至少一个电子动态制动器(15)，其中，电子动态制动器(15)与交通工具(200)的至少一个车轮(210)、尤其驱动轮处于作用连接中，使得通过电子动态制动器(15)将制动力矩(M)传递到交通工具(200)的车轮(210)上。The brake system (10) comprises at least one electronic dynamic brake (15), wherein the electronic dynamic brake (15) is in operative connection with at least one wheel (210), in particular a drive wheel, of a vehicle (200), so that a braking torque (M) is transmitted to the wheel (210) of the vehicle (200) via the electronic dynamic brake (15). 13.按照权利要求11至12之一所述的交通工具(200)，13. The vehicle (200) according to any one of claims 11 to 12, 其特征在于，It is characterized in that 通过制动系统(10)包括至少一个制动力矩传感器(14)，其中，制动力矩传感器(14)对应于至少一个机电的车轮制动器(11)，以便检测机电的车轮制动器(11)的当前制动力矩(Mist)。The brake system (10) comprises at least one braking torque sensor (14), wherein the braking torque sensor (14) is associated with at least one electromechanical wheel brake (11) in order to detect a current braking torque (M ist ) of the electromechanical wheel brake (11). 14.按照权利要求11至13之一所述的交通工具(200)，14. The vehicle (200) according to any one of claims 11 to 13, 其特征在于，It is characterized in that 至少一个机电车轮制动器(11)具有用于产生制动力矩(M)的自锁的执行器(13)。At least one electromechanical wheel brake (11) has a self-locking actuator (13) for generating a braking torque (M). 15.按照权利要求11至14之一所述的交通工具(200)，15. The vehicle (200) according to any one of claims 11 to 14, 其特征在于，It is characterized in that 至少一个机电的车轮制动器(11)设计成机电的驻车制动器。At least one electromechanical wheel brake (11) is designed as an electromechanical parking brake. 16.按照权利要求11至15之一所述的交通工具(200)，16. The vehicle (200) according to any one of claims 11 to 15, 其特征在于，It is characterized in that 所述交通工具(200)是电驱动的交通工具或混合电驱动的交通工具。The vehicle (200) is an electric vehicle or a hybrid electric vehicle.
CN202410505829.0A 2023-04-25 2024-04-25 Method for controlling a brake system of a vehicle Pending CN118833203A (en)

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AU2003238169A1 (en) 2002-05-28 2003-12-12 Estop Gmbh Fail-save concept for an electromechanical brake
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DE102005045114B4 (en) 2005-09-21 2007-11-29 Siemens Ag Electromechanically operated self-energizing brake device
DE102009008941B4 (en) * 2009-02-13 2024-03-21 Continental Automotive Technologies GmbH Brake system with pressure change curve selected by the controller to build up and reduce pressure in the wheel brakes
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