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EP4590562A1 - Système de freinage à architecture flexible et procédé pour faire fonctionner un tel système de freinage - Google Patents

Système de freinage à architecture flexible et procédé pour faire fonctionner un tel système de freinage

Info

Publication number
EP4590562A1
EP4590562A1 EP23775957.6A EP23775957A EP4590562A1 EP 4590562 A1 EP4590562 A1 EP 4590562A1 EP 23775957 A EP23775957 A EP 23775957A EP 4590562 A1 EP4590562 A1 EP 4590562A1
Authority
EP
European Patent Office
Prior art keywords
brake
power electronics
wheel
electronics
brake system
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
EP23775957.6A
Other languages
German (de)
English (en)
Inventor
Thorsten Ullrich
Martin Baechle
Achim Netz
Mathias Haag
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.)
Aumovio Germany GmbH
Original Assignee
Continental Automotive Technologies 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 Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of EP4590562A1 publication Critical patent/EP4590562A1/fr
Pending 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
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—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
    • 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
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the invention generally relates to a braking system with flexible architecture and a method for operating such a braking system for a motor vehicle.
  • the braking system can include a brake pedal with a pedal sensor for detecting the driver's request and electrically controllable wheel brake modules.
  • Brake-by-wire braking systems are becoming increasingly widespread in vehicle technology. Such brake systems often include a brake pedal, which is designed as an e-pedal. The brake pedal detects a driver's braking request using a sensor and uses this to generate a driver braking request signal. With these braking systems, the driver is decoupled from direct access to the brakes. The detected braking request can lead to the determination of a target braking torque, from which the target braking pressure for the brakes can then be determined.
  • the wheel brakes can be designed as electromechanical (dry) brakes.
  • the driver's braking request signal can be passed on to a central control unit, which takes over the electrical control of the wheel brakes.
  • the braking system described here provides two axle controllers, with a first axle controller being assigned two wheel brake modules and a second axle controller being assigned two further wheel brake modules.
  • Each of the two axis controllers is is connected to the brake pedal on the signal input side.
  • each of the two axle controllers includes two control devices, each of which controls a wheel brake.
  • the brake pedal is connected to each axle controller.
  • the functionality required to convert the brake signals from the brake pedal into control signals for the control devices must therefore be provided in the axis controller and in particular in the redundant control devices, which can lead to a cost disadvantage.
  • a braking system which, on the one hand, meets the applicable safety requirements, including with regard to driverless driving, and which, on the other hand, can be adapted cost-effectively and flexibly to different vehicle configurations, customer wishes or safety requirements.
  • the invention therefore comprises, in a first aspect, a braking system, in particular for a motor vehicle a brake pedal with at least one pedal sensor for detecting the driver's request; four electrically controllable wheel brake modules, each comprising an electromechanical wheel brake, at least one control electronics, and at least one power electronics, which is designed to control at least one electromechanical wheel brake, the pedal sensor being connected to at least one control electronics via at least one brake request signal line, and wherein the at least one control electronics is set up to generate control information for the power electronics from the brake information from the pedal sensor and to transmit it to the power electronics.
  • the braking system is designed as a by-wire braking system and can have a dry brake pedal, also referred to as an e-pedal. It is also possible to use a “wet” brake pedal, which is electrically connected accordingly.
  • the brake pedal can advantageously be designed to generate a corresponding signal, also referred to as brake information, from the measured driver braking request, which can be transmitted to the control electronics via at least one braking request signal line.
  • the brake request signal line can be designed as a bidirectional brake request signal line. It is advantageous to provide at least one brake request signal line between the brake pedal and each control electronics.
  • the brake pedal can include at least two pedal sensors, which are advantageously based on two different measuring principles. For example, one can Force sensor, which detects the force with which the driver presses the pedal, and a displacement sensor, which measures the distance the driver presses the pedal, are used.
  • the error patterns are different for these different pedal sensors, so that, for example, a jammed pedal can be detected by applying force to the pedal without it moving.
  • information or signals can be generated for the electromechanical braking system, which correspond to the driver's braking request. During operation, these signals can be transmitted to the control electronics via the braking request signal line.
  • the invention is based on the idea of grouping or bundling various functionalities comprising the control and regulation, the operation or the power supply of the electromechanical wheel brakes, hereinafter also referred to as elements of the brake system, according to certain criteria or requirements. It should be noted at this point that no distinction is made between the terms “control” and “regulate” in the context of this application. The meaning of the corresponding terms arises from the respective context.
  • redundancy means the multiple, preferably double, presence of the corresponding functions or the associated elements.
  • a parallel design of functions or elements serves to ensure that if one function or element fails, another takes over these functions, so that, at least to a certain extent, continued operation is possible can.
  • the brake system according to the invention is therefore very flexible in terms of its architecture and at the same time can be manufactured and installed cost-effectively Customized to customer specifications. Defined communication interfaces, for example to a data bus of the motor vehicle, can also be provided particularly cheaply.
  • One criterion can be the reduction of the unsprung masses, according to which only the really necessary components should be mounted on the wheel.
  • these are, for example, wheel sensors, such as a motor position sensor and/or a wheel speed sensor.
  • the invention makes it possible to provide brake system architectures that are tailored to this.
  • Another criterion can be the provision of the necessary redundancy of the system-relevant elements, since there is a risk of errors in technical systems, which under unfavorable circumstances could lead to a reduction in braking ability and thus to dangerous situations. It is important to ensure that the driver's braking request can be determined even in the event of a fault and can be implemented with the available brake actuators.
  • the architecture of the brake system can be optimized in such a way that only certain elements of the brake system have to be designed redundantly and the additional costs resulting from redundant design can therefore be reduced.
  • Another criterion can be the number and length of the required signal or data bus lines, which are to be provided for the brake system and which are required to connect the various elements of the brake system to one another for signal or data exchange. For cost reasons, the number and length of the required signal or data bus lines must be kept as low as possible.
  • Another criterion can be the number of points or locations on or in the motor vehicle at which a power supply is to be provided.
  • it can be beneficial to keep the number of these points low while at the same time minimizing the number and length of power lines.
  • the invention proposes, in a preferred embodiment, to structurally and/or spatially separate the connection of the pedal sensors and the evaluation of the signals or the generation of the control information from the power electronics, which is used for the direct control and power supply of the wheel brake.
  • the control electronics is therefore designed to generate control information for the power electronics from the signals from the brake pedal sensors and to transmit it to the power electronics via a suitable data bus. This can be done in particular with computer support based on stored algorithms or using suitable software.
  • the power electronics can be designed to control and/or operate the electromechanical wheel brakes based on or based on the control information.
  • the wheel brake module can therefore include an electromechanical wheel brake and the associated power electronics.
  • the wheel brake module essentially comprises the wheel brake with a corresponding power supply for the brake actuator, and the power supply and/or the control takes place via the power electronics arranged in the axle controller.
  • a diagonal controller can therefore include two power electronics for powering and/or controlling a front wheel and an oppositely arranged rear wheel.
  • the respective power electronics can be flexibly adapted to specific customer requirements and, for example, can be designed with high redundancy or lower redundancy.
  • a high level of redundancy can mean that if one element fails, all of the functions of this element can be guaranteed by another element, whereas a lower level of redundancy can only guarantee a part of the lost functions if an element fails. In connection with braking systems such as the one here, this also means in particular the degree of degradation of the braking system.
  • the control electronics can be arranged in the motor vehicle spatially independently of the power electronics or the axle or diagonal controller. This makes it possible, for example, to provide the control electronics at defined points in the motor vehicle, which are, for example, particularly suitable for being connected to at least one data bus of the motor vehicle via appropriate interfaces.
  • two separate supply voltages are provided for two control electronics.
  • one or two separate power supplies can also be provided for each power electronics or for each axis or diagonal controller.
  • the control electronics can each communicate with one another via at least one data bus of the motor vehicle, but direct data bus lines can also be provided. Additional data bus lines are conveniently provided between the control electronics and the power electronics or the axis or diagonal controllers. It will be apparent to the person skilled in the art that this results in a large number of possible architectures for a brake system, which in a specific case can be adapted to the corresponding requirements comparatively easily and cost-effectively. Modularization also results in cost advantages.
  • All wheel brakes of the motor vehicle are preferably designed as electromechanical or electrically controllable wheel brakes.
  • the electromechanical wheel brakes can be designed as electromechanical disc brakes, in which a clamping force can be generated by means of an electric motor, a primary gearbox and a rotation/translational gearbox.
  • the clamping force means the force with which the brake pads are pressed against the brake disc. During operation, this then generates a corresponding braking torque on the wheel in question.
  • the control can be selected in such a way that either a predetermined, defined clamping force or a predetermined, defined braking torque is set in accordance with the requested deceleration request.
  • the electromechanical wheel brakes can also be designed as an electromechanical drum brake, in which the motor-Z gear unit actuates a spreading module, which presses the brake pads onto the brake drum with a spreading force predetermined based on the desired deceleration and thus generates a corresponding braking torque.
  • the control can be designed in such a way that a defined spreading force or a defined braking torque is set in accordance with the desired deceleration.
  • the two brakes assigned to the front axle can be designed as electromechanical disc brakes and the two brakes assigned to the rear axle can be designed as electromechanical drum brakes. But all brakes can also be used be designed as an electromechanical disc brake or as an electromechanical drum brake.
  • an external power supply is required that generates braking torque or clamping force independently of the driver's force.
  • a redundant power supply is provided.
  • the power electronics can provide the corresponding power or energy supply for the electromechanical wheel brake, for which purpose corresponding power lines can be provided for the voltage supply. Furthermore, signal lines can also be provided, for example to connect the wheel sensors to the power electronics.
  • the invention also relates to a method for operating a braking system as described above, in particular in connection with or for a motor vehicle.
  • FIG. 1 is a schematic top view of an example of an architecture of a braking system according to the invention for a motor vehicle
  • Fig. 3 shows a schematic circuit diagram of a power electronics
  • 4 shows yet another example of an architecture of a brake system according to the invention
  • 5 shows an example of redundant power electronics
  • Fig. 11 shows an architecture of yet another one according to the invention
  • FIG. 13 shows an architecture of yet another brake system according to the invention.
  • FIG. 1 shows a schematic top view of an example of a brake system 2 according to the invention, in particular for a motor vehicle, comprising a brake pedal 72 with at least one pedal sensor for detecting the driver's request; four electrically controllable wheel brake modules 6, 10, 40, 44, each comprising an electromechanical wheel brake 20, 24, 54, 58, at least one control electronics 90, 91, and at least one power electronics 32, 36, 64, 68, which is designed to be at least one electromechanical wheel brake 20, 24, 54, 58, wherein the pedal sensor is connected to at least one control electronics 90, 91 via at least one brake request signal line 76, 78, and wherein the at least one control electronics 90, 91 is set up to generate control information for from the brake information of the pedal sensor to generate the power electronics 32, 36, 64, 68 and to transmit them to the power electronics 32, 36, 64, 68.
  • the brake system 2 shown in Fig. 1 has two wheel brake modules 6, 10, which are assigned to a rear wheel axle 14 of a motor vehicle and each have a first and second rear wheel brake 20, 24 (the motors are shown).
  • the brake system 2 also has two wheel brake modules 40, 44, which are assigned to a front wheel axle 50 and each have a first and second front wheel brake 54, 58.
  • the electromechanical wheel brakes 20, 24, 54, 58 are designed as electromechanical disc brakes. Nevertheless, the electromechanical wheel brakes can also be designed as electromechanical drum brakes, for example the two wheel brakes 20, 24 assigned to the rear axle 14.
  • the brake system 2 is designed as a dry by-wire brake system and has a dry brake pedal 72 (E-pedal in the present case).
  • the brake pedal includes two sensors that are based on two different measuring principles. On the one hand, this is a force sensor that records the force with which the driver presses the pedal, and on the other hand, a displacement sensor that measures the distance that the driver presses the pedal. In this way, redundancy can be achieved the detection of the driver's braking request, since the error patterns are different for these different sensors, so that, for example, a jammed pedal can be detected by applying force to the pedal without it moving.
  • the brake pedal 72 therefore preferably sends the signals from these two sensors as brake information to a first control electronics 90 (“Veh prim”, “Brake 1”) and to a second control electronics 91 (“Veh sec”, “Brake 2”), which The control information for the power electronics is calculated with computer support.
  • a first control electronics 90 (“Veh prim”, “Brake 1”)
  • a second control electronics 91 (“Veh sec”, “Brake 2”)
  • the control information for the power electronics is calculated with computer support.
  • Other designs of the brake pedal for example as a “wet” brake pedal, are also possible.
  • wheel sensors 70 may be mounted on the wheel, such as an engine position sensor and/or a wheel speed sensor.
  • certain functionalities relating to the control and regulation or the operation or power supply of the electromechanical wheel brakes are separated or grouped according to certain criteria.
  • the functionality with regard to the generation of a braking request signal from the signals of the sensor of the brake pedal on the one hand and the control of the wheel brake modules on the other hand is separated from one another. In this way, certain redundancy requirements can be implemented particularly easily.
  • control electronics 90, 91 are therefore provided, which are connected to the brake pedal 72. Based on the sensor signals, braking information or signals for the electromechanical brake system 2 can be generated, which correspond to the driver's braking request.
  • the brake pedal 72 is connected to the control electronics 90, 91 with a brake request signal line 76, 78.
  • the two braking request signal lines 76, 78 are bidirectional in this case.
  • This control electronics 90, 91 is designed to generate control information for the power electronics 32, 36, 64, 68 from the signals of the at least one pedal sensor of the brake pedal 72 and to transmit it to the power electronics 32, 36, 64, 68. This can be done in particular with computer support based on stored algorithms or using appropriate software.
  • the control electronics 90, 91 can include a corresponding microprocessor with a memory.
  • control electronics 90, 91 are further connected to the motor vehicle via a data bus.
  • a data bus In the exemplary embodiment of FIG. 1, two data bus lines 106, 107 are shown schematically, in the example CAN bus systems. This also makes it possible to meet redundancy requirements, for example in the event of a data bus line 106, 107 failing.
  • the control electronics 90, 91 can also be connected to a vehicle-mounted computer via the data bus. In this way, it is also possible to access algorithms or software on the vehicle computer to generate the control information. Furthermore, it is also possible for the control information to be generated on the vehicle side and transmitted to the brake system 2 via the control electronics 90, 91.
  • control electronics 90, 91 are designed twice, that is, the elements assigned to the control electronics, such as electronic components such as microprocessors, are housed in two spatially separate and spaced-apart modules or housings.
  • the functionality of the two control electronics 90, 91 is preferably the same, ie a first control electronics 90, 91 has the same range of functions as the second control electronics 90, 91, so that complete redundancy is provided.
  • both control electronics 90, 91 are connected to one another via two data bus lines 96, 97, so that redundant data transmission is also possible in this regard.
  • a first control electronics 90 can be operated in regular operation, and the second control electronics 91 can initially be operated in “stand-by” mode. In the event of a failure of the first control electronics 90, the required functionality can then be completely taken over by the second control electronics 91.
  • a braking system 2 with two such control electronics 90, 91 makes it possible in a highly advantageous manner to be able to provide different architectures and control concepts for the individual wheel brake modules.
  • the power electronics 64, 68 on the front axle 50 can be assigned to the associated electromechanical wheel brake 54, 58.
  • the wheel brake modules 40, 44 are each connected to the first control electronics 90 via a redundant data bus line 92, 93 and to the second control electronics 91 via a further, also redundant data bus line 94, 95.
  • a power supply is provided for each power electronics 64, 68 through a corresponding supply voltage 110, 111 on the wheel brake modules.
  • the control takes place via the data bus lines 92, 93, 94, 95 between the control electronics 90, 91 and the power electronics 64, 68.
  • an axle controller 28 or an axle control unit (“ACU”) can advantageously be provided on the rear axle 14, as shown in FIG. 1, which controls the power electronics 32, 36 the rear wheel brakes 20, 24 includes.
  • the axle controller 28 is therefore one of the sprung masses, which has a positive effect on driving behavior.
  • a first power electronics 32 for controlling the first rear wheel brake 20 e.g. for a left vehicle wheel
  • a second power electronics 36 for controlling the second rear wheel brake 24 e.g. for a right vehicle wheel
  • the axle control device 28 is internally divided into two independent wheel control devices or power electronics 32, 26, which have a separate power supply with two supply voltages 110, 111 (KI30 per board) for reasons of redundancy.
  • the two power electronics 32, 36 are therefore separated from one another, but arranged in a common housing of the axis controller 28.
  • the two power electronics 32, 36 can also be arranged on a common circuit board, as shown in the following examples, which simplifies production.
  • the electric motor of the electromechanical wheel brake 20 is supplied with power directly via the power line 112 by the power electronics 32, and the electric motor of the electromechanical wheel brake 24 via the power line 113 through the power electronics 36. There are also signal lines 114, 115 to the wheel brakes 20, 24 intended.
  • the electric motor can apply a clamping force in the case of an electromechanical disc brake or an expanding force in the case of an electromechanical drum brake in a manner known to those skilled in the art, whereby a transmission with a corresponding converter can be provided.
  • Preferably redundant data transmission is also provided between the power electronics 32 and 36 of the axis controller 28.
  • the two power electronics 32, 36 are designed to be completely redundant, so that if one power electronics 32 fails, the other power electronics 36 can take over the functionality of controlling both wheel brakes 20, 24.
  • the two wheel brake modules 6, 10 each have, for example, a pawl or other locking options integrated into the wheel brake module 6, 10, whereby the functionality of an electronic parking brake is realized.
  • all wheel brake modules 6, 10, 40, 44 can also have a pawl or other locking options, which is particularly advantageous with regard to the requirements of driverless driving.
  • a braking system 2 in which control electronics 90, 91 are arranged adjacent to or together with an axle controller, preferably in a common module or even in a common housing. This makes it possible to bundle certain functionalities.
  • the second control electronics 91 are arranged spatially adjacent to the axle controller 28.
  • the control electronics 91 and the axle controller 28 are housed in a common module or a common housing, as indicated in Fig. 1.
  • Such an architecture as shown in Fig. 1 is particularly easy to integrate into the vehicle and can also be implemented inexpensively, since, for example, a power supply only has to be produced for this module and not for control electronics 90, 91 and an axle controller.
  • the power supply can in turn be designed redundantly with two separate supply voltages 110, 111, as shown in FIG.
  • Fig. 2 shows a schematic plan view of an architecture for a further brake system 2 according to the invention.
  • the brake system 2 is designed as a by-wire brake system and has a dry brake pedal 72 on.
  • the brake pedal also includes two sensors that are based on two different measuring principles.
  • the electromechanical wheel brakes 54, 58 of the front axle 51 are also designed as electromechanical disc brakes, whereas the electromechanical wheel brakes 20, 24 of the rear axle 14 are designed as electromechanical drum brakes.
  • the power electronics 32, 36, 64, 68 are each assigned directly to the associated electromechanical wheel brake 40, 44, 54, 58, which increases the scope of the unsprung masses.
  • the vehicle's data bus lines are not always shown in this and the following illustrations.
  • the control electronics 90, 91 are in turn designed to be correspondingly redundant, so that if the first control electronics 90 fails, the second control electronics 91 can take over the operation of the electromechanical wheel brakes 40, 44, 54, 58. Even if shown separately in FIG. 2, in this embodiment the two control electronics 90, 91 can also be accommodated in a common module or in a common housing, which can facilitate the connection to the data bus of the motor vehicle and the power supply. Even in such arrangements, for reasons of redundancy, two separate supply voltages 110, 111 are provided for each control electronics 90, 91.
  • the power electronics 32, 36, 64, 68 (ECU), in this case also referred to as the so-called “Wheel Control Unit” or “WCU”, can be designed accordingly simply and is provided with a first or a second one per axle Supply voltage 110, 111 is supplied, in the example in a diagonal manner, i.e. the supply voltages at the front left and rear right as well as the front right and rear left belong to different power supplies.
  • the power electronics 32, 36, 64, 68 are identical for each wheel and have a comparatively simple structure, as shown in FIG. 3, but must be provided for each wheel.
  • a microprocessor 101 MCU to be provided, which ensures communication with the data buses and controls the associated power electronics of the respective wheel.
  • a warning is generated, for example by lighting up a warning lamp.
  • FIG. 3 schematically shows a circuit diagram of power electronics 32, 36, 64, 68 (WCU) for an architecture according to the exemplary embodiment from FIG. 2.
  • the power electronics 32, 36, 64, 68 have a B6 bridge 100.
  • Three lines 120, 124, 128 lead from the B6 bridge 100 to the motor of the respective wheel brake 20, 24, 54, 58 and thus represent the power lines 112, 113.
  • the power electronics 32, 36, 64, 68 in the example shown is a microprocessor 101.
  • FIG. 4 shows a schematic top view of another example of an architecture of a brake system 2 according to the invention, which is similar to that shown in FIG. 2 with regard to the electromechanical wheel brakes 20, 24, 54, 58.
  • the power electronics 32, 36, 64, 68 are combined in pairs per axis, i.e. a second axis controller 60 is provided, which includes the power electronics 64, 68.
  • a second axis controller 60 which includes the power electronics 64, 68.
  • the power electronics 32, 36, 64, 68 in the two axis controllers 28, 60 are connected to the two control electronics 90, 91 via the corresponding data bus lines 92, 93, 94, 95, 96, 97, 98, 99.
  • Power lines 112, 113 from the axle controllers 28, 60 lead to the electromechanical wheel brakes 20, 24, 54, 58. A separate, vehicle-side power supply to the wheel brake modules can therefore be unnecessary.
  • FIGS. 5 to 9 show purely exemplary different circuit diagrams for power electronics 32, 36, 64, 68, each in a simplified representation, which can be used for or with a brake system 2 according to the invention.
  • a circuit board is provided for each axis controller 28, 60, which summarizes the required functionality.
  • a single circuit board can often be manufactured inexpensively and assembled easily.
  • the invention makes it possible to implement different configurations of the respective power electronics 32, 36, 64, 68 in a particularly simple manner, since the brake pedal 72 and/or the interface to the data bus of the motor vehicle are not connected to the axle controllers 28, 60 and are located in In this regard, there is a high level of flexibility with regard to the redundancy of individual elements or components of the power electronics 32, 36, 64, 68.
  • both Axis controllers 28, 60 can include power electronics 32, 36, 64, 68 of the same design, but also different ones, for example with different redundancy.
  • Fig. 5 shows an example of fully redundant power electronics 32, 36 for an axle controller, with one power electronics 32, 36 being provided for controlling a wheel brake 20, 24 of an axle. It is understandable to the person skilled in the art that in the case of combining two power electronics of a diagonal controller, the assignment of the power electronics to the wheel brakes is carried out diagonally, as explained in more detail below.
  • both power electronics 32, 36 work independently of one another and control the respective wheel brakes 20, 24 individually. Both power electronics 32, 36 are each supplied with their own power supply 110, 111. In addition, signal lines, for example from the control electronics, lead to the two power electronics 32, 36, which are only indicated for the sake of clarity.
  • the power electronics 32, 36 not affected by the failure take over the control of both wheel brakes 20, 24.
  • the two power electronics 32, 36 are connected to one another in the axle controller 28, 60 in such a way that if a first power electronics 32 fails, the second Power electronics 36 takes over the control of the wheel brake 20, 24 which is assigned to the failed power electronics 32.
  • a data bus line between the two power electronics 32, 36 and a circuit 102 are provided in the axis controller 28, 60.
  • the power electronics 32, 36 includes a control connection with a B6 bridge 100 for connection to the further power electronics 32, 36.
  • the three phases of an electric motor of a wheel brake 20, 24 can be connected to the other power electronics 32, 36.
  • the B6 bridge/GDU on one side is used in the event of a fault in a B6 bridge/GDU on the other side to synchronously control both motors of the electromechanical wheel brakes 20, 24.
  • the motors can only be moved synchronously; this is enough However, for a brake booster.
  • the prerequisite here is that both motors have the same alignment angle, which is made possible by synchronized travel at the start of motor control.
  • a cross switch is arranged in the respective control connection 102.
  • Blown fuses are preferably arranged in the respective connection of a B6 bridge to a wheel brake.
  • the B6 bridge on the side of the functioning control unit is used to blow the fuses, which are preferably designed as ETFs (“electric thermal fuses”), in the control connection of the non-functioning control unit. This is why a cross switch is required from each side behind the ETFs on the other side.
  • the complete redundancy here includes the failure of a power supply or supply voltage 110, 111 in one of the two power electronics 32, 36, the failure of the signal of a motor position sensor 72 or the failure of a microprocessor 101.
  • the redundant design of the power electronics 32, 36 ensures that the power electronics 32, 36 that are not affected take over the functions of those affected by the error.
  • Fig. 6 shows an example of partially redundant power electronics 32, 36 of an axle controller 28, 60 for controlling a wheel brake 20, 24, 54, 58.
  • the microprocessor 101 and the B6 bridge 100 are still redundant, but for cost reasons the circuit 102 is no longer provided to the extent shown in Fig. 5. Switching of the power supply in the event of a supply voltage 110, 111 failure is therefore no longer possible, so that there is no complete redundancy, but only partial redundancy in this design of the power electronics of the axle controller 28, 60.
  • an axis controller 28, 60 with two identical power electronics 32, 26 without redundancy.
  • the two combined power electronics 32, 26 can also be understood as the “WCU” of one wheel each.
  • WCU the “WCU” of one wheel each.
  • Fig. 8 shows a further example of partially redundant power electronics 32 of an axle controller 28, 60 for controlling a wheel brake 20, 24, 54, 58.
  • a second, redundant microprocessor 101 is dispensed with; i.e., only one microprocessor 101 supplies both B6 bridges 100. This results in further cost advantages by saving one microprocessor 101; However, the scope of redundant functions is also correspondingly limited. In other words, if one microprocessor 101 fails, control can no longer take place.
  • the power electronics are also connected to two supply voltages 110, 111, which can be operated alternately.
  • Fig. 9 shows another example of power electronics 32 of an axle controller 28, 60 for controlling a wheel brake 20, 24, 54, 58.
  • This embodiment of the axle controller 28, 60 is based on the embodiment from Fig. 8.
  • the power electronics 32 are only connected to one supply voltage 110, i.e. if this supply voltage fails, the wheel brakes can no longer be controlled.
  • FIG. 10 shows a schematic top view of an example of an architecture of a further brake system 2 according to the invention, which largely corresponds to the brake system 2 from FIG. 1.
  • the brake system 2 is designed as a by-wire brake system and has a dry brake pedal 72.
  • the brake pedal also includes two sensors that are based on two different measuring principles.
  • the rear wheel brakes 20, 24 are designed as electromechanical drum brakes.
  • FIG. 11 shows a schematic top view of an example of a further brake system 2 according to the invention.
  • the brake pedal and the data bus lines to the vehicle are not shown for the sake of clarity.
  • the diagonal controller 80 includes the power electronics 36 for controlling the wheel brake 24 at the rear right and the power electronics 64 for controlling the wheel brake 54 at the front left. Furthermore, the diagonal controller 81 includes the power electronics 32 for controlling the wheel brake 20 at the rear left and the power electronics 68 for controlling the wheel brake 58 at the front right.
  • the respective power electronics 32, 36, 64, 68 are therefore again combined in pairs, but in a diagonal form, so that the undamped masses are also reduced in this exemplary embodiment.
  • power lines 112, 113 must be provided from the diagonal controllers 80, 81 to the diagonally arranged wheel brakes.
  • Such an arrangement offers the advantage that if a diagonal controller 80, 81 fails completely, at least one front wheel and one rear wheel can still be braked, whereas in an arrangement with two axle controllers, if one axle controller 90, 91 fails, one axle can no longer be braked.
  • the power electronics 32, 36, 64, 68 of the diagonal controllers 80, 81 can be constructed analogously to the embodiments shown in Figures 5 to 9 in terms of redundancy. Accordingly, a diagonal controller 80, 81 can comprise power electronics 32, 36, 64, 68 which are constructed analogously to the examples in Figures 5 to 9.
  • At least one diagonal controller 80, 81 can also be assigned to a front wheel or integrated into it, for example.
  • FIG. 12 shows a schematic top view of an example of an architecture of a further brake system 2 according to the invention with two axle controllers 28, 60.
  • control electronics 91 are assigned to the axle controller 60 of the front axle.
  • the power supply can be simplified in this embodiment, since the second control electronics 91 is structurally combined with the axis controller 60.
  • FIG. 13 shows a schematic top view of an example of a further brake system 2 according to the invention with two axis controllers 28, 60.
  • both control electronics 90, 91 are each assigned to an axis controller 28, 60.
  • the control electronics 90, 91 are still connected to the data bus lines 106, 107 of the motor vehicle.
  • the required power supply can be simplified again in comparison to the embodiment shown in FIG. 12 and is limited to a redundant supply voltage 106, 107 for the structurally combined elements of control electronics 90, 91 and axis controller 28, 60.
  • the functional separation or grouping in the sense of the invention also relates to the power supply of the wheel brakes.
  • Figures 14a, 14b and 14c show possible architectures for the power supply of four wheel brakes of a motor vehicle using schematic diagrams.
  • a diagonal power supply is provided on the wheel brakes 20, 24, 54, 58.
  • a diagonal power supply means a power supply for the wheel brakes, in which diagonally opposite wheel brakes each have the same power supply.
  • the wheel brakes 58, 20 at the front right and rear left are connected to a supply voltage 111 and the wheel brakes 54, 24 at the front left and rear right are connected to a supply voltage 110. In the event of a complete failure of a supply voltage 110, 111, this arrangement leads to the braking force boost being halved.
  • This design enables a simple design of the interface to the wheel brake module 6, 10, 40, 44, which can essentially include a connection for the power supply and for signal or data lines.
  • a diagonal individual supply of power to the wheel brakes 20, 24, 54, 58 is also provided, but with mutual switching in the event of failure.
  • This circuit 102 is shown schematically in the figure. This advantageously means that if one supply voltage 110, 111 fails, operation of all four wheel brakes is still possible.
  • Targeted axle control is also conceivable and possible here, i.e. switching the supply of individual wheel brakes so that, for example, only the wheel brakes on the front axle are supplied with power.
  • a double supply of power to the wheel brakes 54, 58 is provided on the front wheel.
  • a double power supply here means a power supply for the front wheel brakes 54, 58, in which each wheel brake has two power supplies.
  • the wheel brakes 54, 58 at the front right and front left are connected to a first supply voltage 110 and to a first supply voltage 111. If a supply voltage 110, 111 fails, this only leads to a failure of the function of a rear wheel brake.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne de manière générale un système de freinage à architecture flexible et un procédé pour faire fonctionner un tel système de freinage pour un véhicule à moteur. Le système de freinage peut comprendre une pédale de frein avec un capteur de pédale pour détecter la demande du conducteur, et des modules de frein de roue à commande électrique. Le capteur de pédale peut être connecté à une unité de commande électronique, qui génère des informations de commande pour l'électronique de puissance à partir des informations de freinage du capteur de pédale. L'électronique de puissance est utilisée pour commander les freins de roue.
EP23775957.6A 2022-09-21 2023-09-06 Système de freinage à architecture flexible et procédé pour faire fonctionner un tel système de freinage Pending EP4590562A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022209930.3A DE102022209930A1 (de) 2022-09-21 2022-09-21 Bremssystem mit flexibler Architektur und Verfahren zum Betreiben eines derartigen Bremssystems
PCT/DE2023/200178 WO2024061418A1 (fr) 2022-09-21 2023-09-06 Système de freinage à architecture flexible et procédé pour faire fonctionner un tel système de freinage

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EP4590562A1 true EP4590562A1 (fr) 2025-07-30

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EP (1) EP4590562A1 (fr)
CN (1) CN119816436A (fr)
DE (1) DE102022209930A1 (fr)
WO (1) WO2024061418A1 (fr)

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DE102024209347A1 (de) * 2024-05-24 2025-11-27 Continental Automotive Technologies GmbH Verfahren zur Steuerung eines Bremssystems und Bremssystem

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DE102022209930A1 (de) 2024-03-21
WO2024061418A1 (fr) 2024-03-28
CN119816436A (zh) 2025-04-11

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