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EP3487733A1 - Véhicule doté d'une aide au démarrage - Google Patents

Véhicule doté d'une aide au démarrage

Info

Publication number
EP3487733A1
EP3487733A1 EP17739570.4A EP17739570A EP3487733A1 EP 3487733 A1 EP3487733 A1 EP 3487733A1 EP 17739570 A EP17739570 A EP 17739570A EP 3487733 A1 EP3487733 A1 EP 3487733A1
Authority
EP
European Patent Office
Prior art keywords
brake
signals
vehicle
driven axle
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17739570.4A
Other languages
German (de)
English (en)
Inventor
Frank Werner
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.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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 Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP3487733A1 publication Critical patent/EP3487733A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • 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
    • 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
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • 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
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • 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
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/10—ABS 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
    • B60T2270/20—ASR 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
    • B60T2270/30—ESP control system

Definitions

  • the invention is based on a vehicle having at least one driven axle and at least one non-driven axle, wherein wheel brake actuators are respectively provided on the at least one driven axle and on the at least one non-driven axle, with an electrically controllable brake system comprising at least one electronic brake control unit includes, which is designed to generate depending on input signals only for the Radbremsaktuatoren on at least one driven axle Bremszuspannsignale for at least partially applying the Radbremsaktuatoren only on the at least one driven axle, according to the preamble of claim 1.
  • a control of the traction slip ie a so-called. Traction slip control (ASR), prevents such a caused by spinning drive wheels and regulates the drive slip to allowable values.
  • ASR Traction slip control
  • Such traction control systems are known from the prior art, for example, from "Kraftfahrisches Taschenbuch", published by Robert Bosch GmbH, Dusseldorf, 21. Edition, 1991, page 555-559.
  • the control of the traction slip is carried out in the prior art such that upon reaching a limit value of the traction slip or a time change (time derivative) of the traction slip, the drive torque is reduced.
  • the reduction of the drive torque is realized either by reducing the drive torque (in internal combustion engines by adjusting the throttle or the ignition timing) and / or by operating one or more wheel brake (s) on the driven axle (s).
  • the wheel brakes on the / the driven axle (s) are automatically actuated when a second, higher limit value of the traction slip is achieved.
  • passive sensors are less expensive and less sensitive to temperature than active sensors.
  • Active sensors are sensors which require a supply voltage and contain temperature-sensitive semiconductors. With the passive wheel speed sensors but reliable detection of low speeds or speeds and the direction of rotation of the wheels of a driven axle is not possible.
  • ABS Anti-lock Braking System, Anti-Slip Regulation
  • EBS Electronic Brake System
  • EPB Electric Parking Brake
  • ASR traction control system
  • the present invention is based on the object to further develop a vehicle of the type mentioned that it prevents in a cost effective manner too high a drive slip when starting from a standstill.
  • the invention is based on a vehicle with
  • wheel brake actuators are respectively provided on the at least one driven axle and on the at least one non-driven axle
  • An electrically controllable brake system which includes at least one electronic brake control device, which is designed to generate depending on input signals only for the Radbremsaktuatoren on at least one driven axle Bremszuspannsignale for at least partially applying the Radbremsaktuatoren only on the at least one driven axle.
  • Such an electrically controllable braking system which allows only achtagens braking, for example, an EBS (electronically controlled braking system) in particular of heavy commercial vehicles, which then in particular ABS (brake slip control), ASR (traction control) and ESP (Electronic Fahrstabilticiansprogramm) functionalities having.
  • EBS electroly controlled braking system
  • ABS brake slip control
  • ASR traction control
  • ESP Electronic Fahrstabilticiansprogramm
  • Each of the aforementioned functionalities (ABS, ASR, ESP) is capable of individually braking individual axles and in particular driven axles.
  • EPB electrically controlled parking or parking brake
  • the invention is then characterized by Providing a passive or active speed sensor with a total speed range from zero to a maximum speed covering measuring range on at least one wheel of the at least one non-driven axle, wherein the speed sensor controls speed signals in the electronic brake control unit as input signals,
  • Signal generating means which generate signals which are different from wheel speed signals generated by a wheel speed sensor and which represent an intentional starting of the vehicle from standstill and are controlled as input signals into the electronic brake control device,
  • the electronic brake control unit is designed that it
  • the sensor may be passive or active, at least one non-driven axis of a speed equal to zero and at the same time the signals of the signal generating means to a intended to start the vehicle from standstill, and that it
  • the signal generating means may also reject the signals representing an intentional vehicle departure from standstill. dependent on an operation performed by the driver of the vehicle operation of an operable with one hand and / or with one foot actuator. Such an actuator is then included by the signal generating means.
  • the signals of the signal generating means representing an intentional vehicle departure from standstill may depend at least on a clutch engagement or disengagement condition of the vehicle and / or on a selected transmission gear or transmission mode and / or on actuation or non-operation of a brake pedal and / or depending on an operation or non-operation of an accelerator pedal and / or be dependent on an operation or non-operation of a parking or parking brake. Consequently, if present then the clutch pedal, the accelerator pedal, the brake pedal, the shift lever or the selector lever of the automatic transmission, the actuator (lever, rocker switch, button, etc.) of the parking or parking brake is the actuator of the signal generating means.
  • the signals can originate directly from a sensor, which registers an actuation of these actuators or else derived indirectly from another size.
  • an actuated accelerator pedal, a gearbox (drive or reverse) selector lever of an automatic transmission, an unoperated brake pedal, and if a driver operable clutch exists, an unconfirmed clutch pedal indicates an intentional vehicle departure from standstill. Since actuation of these actuators is detected directly or else indirectly by sensors already present, and corresponding signals are already present, for example, on a data bus of the vehicle, no additional sensors need to be provided in order to be able to determine an intentional vehicle departure from standstill. The detection of the intended starting of the vehicle from standstill then takes place automatically according to a first aspect by an already existing or still to be provided sensors.
  • the signal generating means may also comprise an additional operator-actuated actuator and be configured to generate the signals independently of operation of a clutch, a transmission, a brake pedal, an accelerator pedal and a park or parking brake of the vehicle, which is different from a wheel speed sensor generated wheel speed signals are and represent an intentional start of the vehicle from a standstill and are controlled as input signals to the electronic brake control unit.
  • Such an additional, separately operable by the driver actuator may, for example, in a circuit incorporated in a switch or switch consist, which (s) the driver operates when he has determined that on slippery surfaces, a ride from standstill without excessive traction slip is not possible , After actuation of this actuator then the electrical input signals for the electronic brake control unit are generated, which represent an intentional start of the vehicle from standstill or imply.
  • an actuator which differs from the other operable by the driver actuators, with which this can influence the state of motion of the vehicle such as accelerator pedal, clutch pedal, brake pedal or actuator of the parking or parking brake.
  • the electronic brake control unit is designed that at least temporarily Bremszuspannsignale in the Radbremsaktuatoren the at least a driven axle einêtt if the speed signals of at least one speed sensor at the VA correspond to a speed equal to zero and at the same time indicate the signals of the signal generating means to an intentional departure of the vehicle from standstill.
  • the electronic brake control unit at least temporarily Bremszuspannsig- signals in the Radbremsaktuatoren the at least one driven axle.
  • braking forces or braking torques in any amount, duration and in any functional relationship with time are possible.
  • the specialist lays down Braking forces or braking torques, for example, depending on vehicle parameters previously fixed. However, it is also conceivable to adapt the braking forces or braking torques depending on the signals of the signal generating means.
  • a relatively large braking torque is also required as when the accelerator pedal is operated at a relatively low rate has been.
  • any dependence is possible, in particular a ramp-like increase in braking force or a sudden descent as well as an intermittent effectiveness of the generation of braking forces similar to an abs.
  • This traction can with various, already widespread electrically controlled braking systems, such as ABS, ASR, ESP or a EPB (electrically controlled parking brake) include realized.
  • ABS electrically controlled braking
  • ASR electrically controlled parking brake
  • ESP electrically controlled parking brake
  • EPB electrically controlled parking brake
  • the driver recognizes the need for the traction help in that it gives gas in gear and turn the wheels on the driven axle and no traction takes place. He can then operate as a separate switch, lever or button as an actuator, which then controls an input signal to the electronic brake control unit, in which case this then generates a braking force to the wheel brakes of the at least one driven axle.
  • ASR or ABS functionality allows a slow increase in braking forces at electro-pneumatic brakes Bremsduck in the pneumatic Radbremszylindern the at least one driven axle first to the contact pressure (eg 0.3 bar) and then a slow, ramp-like increase (eg 0.2 bar / s) up to a predetermined value. It is also conceivable, however, a sudden increase from zero to a parameterized value.
  • the EPB When an electrically controlled parking brake EPB equipped with spring brake cylinders is used for braking the drive wheels, the EPB reduces the pressure in the spring brake cylinders, for example, like a ramp, or until a time limit, or until a certain pressure value is reached in the spring brake cylinders.
  • the parameters must also be determined by experiments. The driver can independently maintain or increase or decrease the accelerator pedal position or the accelerator pedal position is frozen and the engine torque is automatically kept constant.
  • the detection of the situation of spinning drive wheels in otherwise stationary vehicle can also be done automatically using various sensor signals, as has already been described in detail above.
  • Speed of the transmission output shaft, the gear engaged, the clutch signal and the speed of the non-driven wheels for example, known at the front by speed sensor
  • the driven wheels rotate slowly, which is detected by the speed of the transmission output shaft, with engaged or closed clutch by the clutch signal and the gear engaged by the gear information.
  • signals of the electrically controlled parking brake that this is solved, based on the accelerator pedal position and the brake pedal position that the driver is on the gas, the brake is released and the driver wants to drive away.
  • the wheel speed signals of the speed sensors do not indicate speed at the front axle, for example. Then, as described above, the braking force is automatically applied to the driven wheels, thereby reducing the effective drive motor torque until the driven wheels regain grip. If at the front axle then wheel speeds detected by the speed sensor not equal to zero, the braking force is switched off again at the driven wheels. If the vehicle stops again and the driven wheels turn again, the procedure starts again.
  • the electronic brake control unit in which the starting or automatically triggered by the driver or traction help is implemented, can be implemented as a separate control unit or integrated into another control unit, which otherwise performs a function deviating from a brake function.
  • the signals of the signal generating means are dependent on the rotational speed of a transmission output shaft of a transmission of the vehicle.
  • the signal generating means may comprise at least one active speed sensor, which measures the speed of the transmission output shaft of the transmission and controls as inputs to the electronic brake control unit. Since such an active speed sensor on the transmission output shaft of the transmission often already exists, can be dispensed with additional sensors for the realization of traction.
  • the signal generating means may include the signals other than wheel speed signals generated by a wheel speed sensor and representing an intentional vehicle departure from standstill depending on a one-hand and / or foot-operated actuation by a driver of the vehicle Generate actuator.
  • the signals of the signal generating means at least depending on an engagement or disengagement state of a clutch of the vehicle and / or depending on a selected transmission gear or a selected transmission mode and / or depending on an operation or non-operation of a brake pedal and / or depending on a Operation or non-operation of an accelerator pedal and / or be dependent on an operation or non-operation of a parking or parking brake.
  • These signals are usually already available for example on a data bus of the vehicle.
  • the aforementioned embodiments therefore relate to an automatic detection of a starting situation.
  • the driver can also activate the traction help himself.
  • the signal generating means may comprise an additional, separately operable by the driver actuator and be configured to generate the signals independent of an operation of a clutch, a transmission, a brake pedal, an accelerator pedal and parking or parking brake of the vehicle deviating from the wheel speed signals generated by a wheel speed sensor and representing an intentional start of the vehicle from standstill and are controlled as input signals to the electronic brake control unit.
  • the driver then actuates the actuator, the traction help described above is activated.
  • the actuator can be designed such that the traction is active as long as the actuator is actuated.
  • any actuation of the actuator can cause a switch from “active” to “inactive” and vice versa or already an “active” or “on” position of the actuator and a “non-active” or “off” position be provided of the actuator.
  • the brake application provided in the electrically controllable brake actuators of the at least one driven axle for the at least partial application of the brake actuators to the at least one driven axle may take place.
  • the at least temporarily acting Bremsmonnent at the wheels of at least one driven axle starting from zero increase ramped or linearly up to a predetermined value, take a sudden jump to a predetermined value or be effective over one or more predetermined periods. Consequently, any temporal courses of the braking force or the braking torque are conceivable.
  • the braking force or the braking torque can be adjusted automatically depending on vehicle parameters, in particular on the basis of maps.
  • the electrically controllable brake system is preferably a service brake system, wherein the Radbremsaktuatoren then Radbremsaktuatoren the service brake, or a parking brake system, wherein the Radbremsaktuatoren then Radbremsaktuatoren the parking brake.
  • ABS brake slip control
  • ASR traction control
  • ESP electronic stability program
  • EPB electronic parking brake
  • the electrically controllable braking system is an electronically controlled electro-pneumatic brake system (EBS) and the electronic brake control unit is the electronic brake control unit of the electronically controlled electro-pneumatic brake system (EBS).
  • EBS electronically controlled electro-pneumatic brake system
  • EBS electronically controlled electro-pneumatic brake system
  • the preferred embodiment shown in the figure of a vehicle 1, in particular a heavy commercial vehicle, for example, has an electro-pneumatic, electronically controlled braking system EBS, in which the braking forces are electronically controlled.
  • the electronically controlled braking system EBS preferably has ABS, ASR and ESP functionalities and is therefore able to brakes separately via its brake control unit 2 only wheel brakes 4 on a driven rear axle 6 without at the same time zuzuspannen wheel brakes 8 on a non-driven front axle 10 , In normal braking operation, however, the brake control unit 2 can apply the wheel brakes 4, 8 also on both axles 6, 10 in parallel.
  • the wheel brakes 4, 8 include here, for example, pneumatic brake cylinders, which act on brake actuators such as disc brakes.
  • the non-driven front axle 10 with two front wheels 12, the driven rear axle 6 with preferably two driven rear wheels 14, a motor 16, a transmission 18, a clutch 16 arranged between the engine 16 and transmission 20 and a transmission output shaft 22 is present , which drives the wheels 14 of the rear axle 6 here, for example via a cardan shaft and a rear axle differential.
  • Pneumatic lines 24, 26, 28, 30, 32, 34 of the electro-pneumatic, electronically controlled braking system EBS for guiding control pressures or brake pressures are also provided in the vehicle 1, as are data lines 36, 38, 40, 42, 44, 46, 48 , 50, which are drawn by dashed lines and over which information and control commands are sent.
  • this brake value transmitter 54 here two pneumatic channels, a pneumatic channel 58 for the control pressures of the front axle 10 and a pneumatic channel 60 for control pressures of the rear axle 6 and an electrical channel 62 has.
  • the two pneumatic channels 58 and 60 are each supplied with its own, not shown here compressed air supply for the relevant axis with compressed air.
  • an electrical braking request signal is on the one hand via the data line 50 in the electronic brake control unit 2 is controlled.
  • a pressure control module 64 for the wheel brakes 8 of the front axle 10 and a pressure control module 66 for the wheel brakes 4 of the rear axle 6 are electrically controlled via the data lines 38, 42.
  • a corresponding control pressure in the pressure control modules 64, 66 which, however, can only be effective there when the electrical control of the electrical channel 62, the data lines 50, 38 and 42 and the electronic brake control unit 2 fails.
  • the pressure control modules 64, 66 each include in a known manner an inlet-outlet solenoid valve combination which controls an integral relay valve, a backup solenoid valve for retaining the pneumatic control pressure in the pressure lines 28 and 34 and a pressure sensor per channel, and are respectively connected to the respective the compressed air supply for the front axle 10 or 6 connected to the rear axle.
  • the pressure control modules 64 and 66 are further preferably each formed here as a two-channel pressure control modules, wherein in each case a channel adjusts the brake pressure in a wheel brake 4, 8 on a vehicle side to the respective desired target brake pressure.
  • the EBS preferably has an electro-pneumatic front axle brake circuit and an electro-pneumatic rear axle brake circuit.
  • the pressure control modules 64, 66 then control depending on the electrical brake request signals in the electrical channel 62 and depending on the pneumatic control pressures in the pneumatic channels 58, 60 of the brake value transmitter 54 corresponding brake pressures via the pneumatic lines 24, 26 in the wheel brakes 8 of the front axle and over the pneumatic lines 30, 32 in the wheel brakes 4 of the rear axle 6 a.
  • the electronically controlled braking system EBS is preferably equipped with a brake slip control ABS.
  • a brake slip control ABS For this purpose and for other functions such as ASR and ESP the front wheels 12 and rear wheels 14 each wheel speed sensors 68, 70 are assigned.
  • the actual wheel speeds are transmitted to the electronic brake control unit 2 via the data lines 36, 48 and 40, 44 and calculated there for each wheel an actual brake slip. If this actual brake slip exceeds a predetermined setpoint brake slip, then the brake control device 2 preferably regulates the brake pressure via the pressure control modules 64, 66 in channels such that the setpoint brake slip at the relevant wheel 12, 14 is no longer exceeded.
  • the wheel speed sensors 70 on the rear axle are preferably designed as passive wheel speed sensors. These recognize on the one hand the direction of rotation of the wheels 14 on the rear axle 6 not. Also, a speed detection at very low speeds is not possible. For the brake slip control (ABS) from medium and high speeds, this is not necessary. They are relatively inexpensive for that.
  • Passive or active wheel speed sensors 68 may also be arranged on the wheels 12 of the non-driven front axle 10. These wheel speed sensors 68 control via the data lines 36, 48 wheel speed signals in the brake control unit 2 a. If active wheel speed sensors 68 are used, they allow gensatz to the passive speed sensors reliable detection of even very low speeds and speeds and the direction of rotation of the wheels 12 of the non-driven front axle 10 to, which may have an advantageous effect on the detection of the startup. In particular, they can determine the difference between the zero speed and a very low speed of the wheels 12 on the front axle 10, resulting in an improvement of the starting detection result. The principle also works with passive sensors.
  • an active speed sensor 72 can also be provided on the transmission output shaft 22 of the transmission 18, which is connected via the data line 46 to a transmission control unit 74.
  • the transmission output shaft 22 is rotationally coupled to the rear wheels 14 in a manner not shown here, so that rotation of the rear wheels 14 and their direction of rotation can be detected by the active speed sensor 72 and the signals are input into the transmission control unit 74 as input signals.
  • the data lines 36 to 44 and 48 to 50 can be connected directly to the brake control unit 2 or can be connected to the brake control unit 2 via a data bus, for example a CAN bus.
  • the speed sensors 68 and 72 may be configured to scan teeth of gears, not shown here, on the transmission output shaft 22 and drive shafts of the front axle 10, respectively.
  • additional pole rings with teeth may be provided on the transmission output shaft 22 and on the drive shafts, which are then scanned by the speed sensors 68 and 72.
  • the transmission 18 is preferably an automated transmission with the transmission control unit 74.
  • the clutch 20 is here electrically actuated, for example, by the transmission control unit 74.
  • Transmission control unit 74 and brake control unit 2 are both connected to a CAN bus 76.
  • the data of the active speed sensor 72 which measures the speed of the transmission output shaft 22 via the transmission control unit 74 and the CAN bus 76 distributed and thereby also the brake control unit 2 are available.
  • the brake control unit 2 via the data bus 76 is also a signal available, which provides information about the position of a selector lever of the automated transmission - Neutral, Drive, Reverse or Parking - not shown here.
  • the transmission 18 could also be a non-automated manual transmission.
  • the brake control unit 2 receives a signal which provides information about the position of a gear lever of the transmission, - neutral, gear ratio, reverse gear - via a corresponding sensor and by means of a data line.
  • a motor control unit 78 controlling the motor 16 is also connected to the data bus 76.
  • An electric accelerator pedal 80 having at least one sensor for measuring accelerator pedal position and / or operating speed of the accelerator pedal 80 controls a drive request signal corresponding to the depression degree of the accelerator pedal 80 to the engine controller 78. Since the engine control unit 78 is also connected to the data bus 76, the brake control unit 2 via the data bus 76 is also a signal available, which provides information about an operation or non-actuation of the accelerator pedal 80 and in particular on the degree of actuation.
  • the electric clutch 20 is controlled by an electrical signal of the transmission control unit 74, which is also controlled via the data bus 76 in the brake control unit 2 this then information about the state of the clutch 20 - engaged or disengaged - provides. Furthermore, by the electrical channel 62 of the brake signal transmitter 54 and the accelerator pedal 56, a sensor is present, which activates the operating state of the accelerator pedal 56 - unconfirmed, generally actuated or degree of actuation - via the data line 50 in the brake control unit 2.
  • a non-actuated parking or parking brake which the vehicle also preferably has here, can represent a signal for intended driving away of the vehicle from standstill. The operation or non-operation of a control of the parking or parking brake can be determined by a corresponding electrical signal, especially when the parking or parking brake is electrically controlled.
  • An intentional departure of the vehicle 1 from standstill can then be signaled to the brake control unit 2 via signals from at least one of the sensors 22, 62 and 80 present here. For example, if it is determined by the electronic brake control unit 2 that the instantaneous speed of the transmission output shaft 22 of the transmission 18, which is measured by the active speed sensor 72, is greater than a speed corresponding to the idle or a Tole- rancel-containing idle speed band of the engine 16, this indicates an intentional departure of the vehicle 1 from standstill.
  • an actuated accelerator pedal 80, a selector lever of the preferably automated transmission 18 in drive position (drive or reverse), an unconfirmed brake pedal 56 and a clutch 20 in the engaged state indicate an intentional starting of the vehicle 1 from standstill ,
  • detection of an intended starting of the vehicle 1 from standstill preferably takes place automatically from at least one of the sensors 62, 72 and 80 mentioned above.
  • the sensor signals of this at least one sensor 62, 72 and 80 are then compared with reference values in the brake control unit 2 to be able to identify an intended departure.
  • an additional, actuated by the driver separately actuator 82 may be present, which is also connected via a data line 84 to the brake control unit 2.
  • the additional, separately operable by the driver actuator 82 is provided and designed so that it can generate signals independent of the other operable by the driver actuators such as brake pedal 56 or accelerator 80 signals representing an intentional Losfahren the vehicle 1 from standstill and as inputs to the electronic brake control unit 2 are controlled.
  • the additional, separately operable by the driver actuator 82 may here, for example, include an integrated in a circuit, actuated by a lever changeover switch, wherein the driver can pivot the lever in a position "on” and in a position "off". In the "on” position, a signal representing an intended starting of the vehicle 1 from a standstill is then fed into the brake control unit 2 and, in the "off” position, the generation of this signal is prevented.
  • the driver can, for example, bring the lever of the actuator 82 from the “off” to the "on” position when he has determined that on a slippery surface a ride from a standstill without excessive traction slip is not possible, ie when the wheels 14 of turn driven rear axle 6 when starting.
  • a traction aid for the vehicle 1 can be realized if the wheels 14 of the driven rear axle 6 spin on a slippery surface and excessive drive slip is to be avoided.
  • the electronic brake control unit 2 is then designed so that it at least temporarily Bremszuspannsignale in the pressure control module 66 of the driven rear axle 6 einêtt if the speed signals of the speed sensors 68 at the front axle 10 a speed equal to zero and at the same time the signals of at least one sensor from the group of active Speed sensor 72 on the transmission output shaft 22 and / or the electrical channel 62 of the brake signal transmitter 54 and / or the sensor of the accelerator pedal 80 indicate an intentional departure of the vehicle 1 from standstill. The intended start of the vehicle 1 from standstill is then detected automatically. In this case, however, the signals of the wheel speed sensors 70 on the wheels 14 of the rear axle 6 are preferably not taken into account, because their speed resolution is too low at low speeds.
  • the signal which is generated by the driver in the position "on" when the additional actuating member 82 is set and is controlled into the brake control unit 2 can also represent the intended starting of the vehicle 1 from standstill.
  • the speed sensors 68 on the front axle 10 detect a speed equal to zero, this indicates that there is still vehicle stall, although the signals from the further sensors 22, 62, and 80 already signal an intentional vehicle 1 travel from standstill, e.g. by an actuated accelerator pedal 80 and / or by an unconfirmed brake pedal 56 and / or by one with respect to the idle speed higher rotating speed of the rotating transmission output shaft 22. In this case, it is therefore assumed that the wheels 14 of the rear axle 6 spin on the ground and there is too much drive slip.
  • the brake control unit 2 then generates brake application signals exclusively for the pressure control module 66 of the driven rear axle 6 in order to generate a braking torque on the rear axle 6 that acts against the excessive drive torque that causes the wheels 14 to spin.
  • the driver also recognizes the necessity of the traction help in that, despite the selector lever of the transmission 18 in the "Drive” position, the brake pedal 56 and the accelerator pedal 80 not actuated, the vehicle 1 does not move and the wheels 14 on the rear axle 6 spin. He can then optionally actuate the actuator 82 in the "on" position, whereby an input signal is controlled in the electronic brake control unit 2, whereupon this then generates a braking force to the wheel brakes 4 of the rear axle 6.
  • the implemented in the electronic brake control unit 2 ASR, ABS and ESP functionalities allows a slow increase in braking forces, here in electro-pneumatic brakes of Bremsduck in the wheel brakes 4, for example, pneumatic wheel brake cylinders of the driven rear axle 6 first to the application pressure (eg 0 , 3 bar) and then a slow, ramp-like increase (eg 0.2 bar / s) up to a predetermined value. It is also conceivable, however, a sudden increase from zero to a parameterized value of the brake pressure.
  • the invention is not limited to electro-pneumatic brake systems, but it can be implemented in all electrically controllable brake systems such as purely electrically operated brake systems or in electro-hydraulic brake systems.
  • the drive torque of the engine 16 can also be reduced if the need for the traction aid is automatically recognized and then activated and / or the traction help is triggered via the actuating member 82.
  • the brake control unit 2 then (also) controls the engine control unit 78 in order to reduce the drive torque when the wheels 14 of the driven rear axle 6 are detected automatically or by the driver.
  • the speed signals of the speed sensors 68 at the front axle 10 report a speed not equal to zero in the brake control unit 2, which signals that traction is now present and the Fahrzueg moves in the desired direction, then controls the brake control unit 2 no more Bremszuspannsig- in the pressure control module 66 of the driven rear axle 6, so that the wheel brakes solve 4 there.
  • the driver can bring the actuator 82 back to the "off" position from the “on” position by detecting the presence of traction on the rear axle 6, whereby the traction aid is likewise switched off by the brake control unit 2.
  • Transmission control unit CAN data bus

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un véhicule (1) comprenant au moins un essieu (6) entraîné et au moins un essieu (10) non entraîné, des actionneurs de frein de roue (4, 8) étant situés respectivement sur ledit au moins un essieu (6) entraîné et sur ledit au moins un essieu (10) non entraîné, un système de freinage pouvant être commandé électriquement, lequel comporte au moins un appareil de commande de frein (2) électronique qui est conçu pour, en fonction de signaux d'entrée, générer des signaux de serrage de frein seulement pour les actionneurs de frein de roue (4) sur ledit au moins un essieu (6) entraîné, afin de serrer au moins partiellement les actionneurs de frein de roue (4) seulement sur ledit au moins un essieu (6) entraîné. L'invention est caractérisée en ce qu'il est prévu un capteur de vitesse de rotation (68) passif ou actif présentant une plage de mesure couvrant une plage de valeurs de rotation totale de zéro jusqu'à une vitesse de rotation maximale sur au moins une roue (12) dudit au moins un essieu (10) non entraîné, le capteur de vitesse de rotation (68) injectant, en tant que signaux d'entrée, des signaux de vitesse de rotation dans l'appareil de commande de frein (2) électronique, des moyens de génération de signaux (56, 72, 80, 82), lesquels génèrent des signaux qui sont différents de signaux de vitesse de rotation de roue générés par un capteur de vitesse de rotation de roue (68, 70) et qui représentent une mise en marche prévue du véhicule (1) à partir de l'état d'arrêt et sont injectés dans l'appareil de commande de frein (2) électronique en tant que signaux d'entrée, l'appareil de commande de frein (2) électronique étant conçu de telle sorte qu'il injecte au moins temporairement des signaux de serrage de frein dans les actionneurs de frein de roue (4) dudit au moins un essieu (6) entraîné dans le cas où les signaux de vitesse de rotation du capteur de vitesse de rotation (68) correspondent à une vitesse de rotation égale à zéro et en même temps les signaux des moyens de génération de signaux (56, 72, 80, 82) indiquent une mise en marche prévue du véhicule (1) à partir de l'état d'arrêt, et de telle sorte qu'il n'injecte plus de signaux de serrage de frein dans les actionneurs de frein de roue (4) dudit au moins un essieu (6) entraîné dans le cas où les signaux de vitesse de rotation dudit au moins un capteur de vitesse de rotation (68) correspondent à une vitesse de rotation différente de zéro.
EP17739570.4A 2016-07-19 2017-07-13 Véhicule doté d'une aide au démarrage Withdrawn EP3487733A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016113249.7A DE102016113249A1 (de) 2016-07-19 2016-07-19 Fahrzeug mit Anfahrhilfe
PCT/EP2017/067716 WO2018015268A1 (fr) 2016-07-19 2017-07-13 Véhicule doté d'une aide au démarrage

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EP3487733A1 true EP3487733A1 (fr) 2019-05-29

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US (1) US10875509B2 (fr)
EP (1) EP3487733A1 (fr)
CN (1) CN109476290B (fr)
DE (1) DE102016113249A1 (fr)
WO (1) WO2018015268A1 (fr)

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DE102018118720A1 (de) * 2018-08-01 2020-02-06 Wabco Gmbh Verfahren zum automatisierten elektronischen Steuern eines Bremssystems in einem Nutzfahrzeug mit ABS Sicherung
CN109895755B (zh) * 2019-02-28 2025-03-04 广州瑞立科密汽车电子股份有限公司 一种集成式电子制动系统
DE102019134466A1 (de) * 2019-12-16 2021-06-17 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Systemarchitektur eines elektronischen Bremssystems

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Publication number Publication date
CN109476290B (zh) 2021-05-25
WO2018015268A1 (fr) 2018-01-25
US20190143949A1 (en) 2019-05-16
US10875509B2 (en) 2020-12-29
CN109476290A (zh) 2019-03-15
DE102016113249A1 (de) 2018-01-25

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