METHOD FOR CONTROLLING A HYDRAULIC BRAKING SYSTEM IN A VEHICLE

Abstract

In a method for controlling a hydraulic braking system, in the event of a failure of a primary brake actuator system, a secondary brake actuator system is activated.

Claims

1.-11. (canceled)

12. A method for controlling a hydraulic braking system in a vehicle that includes a primary brake actuator system and a secondary brake actuator system for generating hydraulic brake pressure at wheel brake units at front wheels and at rear wheels of the vehicle, the method comprising: setting the brake pressure in the wheel brake units via settable inlet valves; and when a failure of the primary brake actuator system occurs, generating the brake pressure via the secondary brake actuator system.

13. The method as recited in claim 12, wherein the inlet valves at the rear wheels of the vehicle are closed when the inlet valves are in a deenergized state, the method further comprising moving the inlet valves into an open position when a defined differential pressure is exceeded.

14. The method as recited in claim 12, wherein the secondary brake actuator system has a one-channel design and supplies all of the wheel brake units with the same brake pressure.

15. The method as recited in claim 12, wherein the primary brake actuator system includes an ESP system (electronic stability program) including a hydraulic pump.

16. The method as recited in claim 12, wherein the secondary brake actuator system includes an electromechanical brake booster that actuates a master brake cylinder in the braking system.

17. The method as recited in claim 12, wherein the inlet valves at the wheel brake units of the front wheels are open when deenergized.

18. The method as recited in claim 12, wherein the inlet valves at the wheel brake units of the front wheels remain in an open position when a failure occurs in the primary brake actuator system and brake pressure generation by the secondary brake actuator system.

19. The method as recited in claim 12, wherein the inlet valves at the wheel brake units of the front wheels remain in a more open position than the inlet valves at the wheel brake units of the rear wheels when a failure occurs in the primary brake actuator system and brake pressure generation by the secondary brake actuator system.

20. The method as recited in claim 12, further comprising: evaluating an error state of the primary brake actuator system in an associated control unit; and activating the secondary brake actuator system by the control unit.

21. A hydraulic braking system in a vehicle, comprising: a primary brake actuator system; and a secondary brake actuator system, the primary actuator system and the secondary actuator system generating a hydraulic brake pressure at wheel brake units at front wheels and at rear wheels of the vehicle, wherein: the brake pressure is set in the wheel brake units via settable inlet valves, and when a failure of the primary brake actuator system occurs, the brake pressure is generated via the secondary brake actuator system.

22. A control unit for controlling settable components of a braking system, the braking system comprising: a primary brake actuator system; and a secondary brake actuator system, the primary actuator system and the secondary actuator system generating a hydraulic brake pressure at wheel brake units at front wheels and at rear wheels of the vehicle, wherein: the brake pressure is set in the wheel brake units via settable inlet valves, and when a failure of the primary brake actuator system occurs, the brake pressure is generated via the secondary brake actuator system.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] FIG. 1 shows a hydraulic circuit diagram of a vehicle braking system including two brake circuits and a first and a second brake actuator system,

[0021] FIG. 2 shows a flow chart having method steps for vehicle stabilization in the event of a failure of an ESP system.

DETAILED DESCRIPTION

[0022] Hydraulic braking system 1 in a vehicle, which is shown in the hydraulic circuit diagram according to FIG. 1, includes two brake circuits 2 and 3 situated crosswise. First brake circuit 2 and second brake circuit 3 are used to supply wheel brake units 8 and 9 at the right rear and front left wheels and 10 and 11 at the front right and rear left wheels with hydraulic brake fluid. The two brake circuits 2, 3 are connected to a shared master brake cylinder 4, which is supplied with brake fluid via a brake fluid reservoir 5. Master brake cylinder 4 is actuated by the driver via brake pedal 6; the pedal travel induced by the driver is measured via a pedal travel sensor 7. An electromechanical brake booster 16, which encompasses an electric motor, for example, which preferably actuates master brake cylinder 4 via a gear unit, is located between brake pedal 6 and master brake cylinder 4.

[0023] In each brake circuit 2, 3 a switching valve 12 is situated, which is located in the flow path between the master brake cylinder and particular wheel brake units 8 and 9 and 10 and 11. Switching valves 12 are open in their deenergized normal position. A check valve associated with each switching valve 12 is connected in parallel, which may have a flow through it in the direction of the particular wheel brake units.

[0024] Inlet valves 13, with which check valves are associated, which may have a flow through them in the opposite direction, i.e., from the wheel brake units in the direction toward the master brake cylinder, are located between switching valves 12 and particular wheel brake units 8, 9 and 10, 11. Inlet valves 13 at the front wheels of the vehicle are open when deenergized, inlet valves 13 at the rear wheels of the vehicle are closed in the deenergized state; however, they are moved into the open position if a defined differential pressure is exceeded (closed when deenergized depending on the differential pressure).

[0025] One outlet valve 14, which is closed when deenergized, is associated with each wheel brake unit 8, 9 and 10, 11. Outlet valves 14 are each connected to the suction side of a pump unit 15, which includes a pump 18 and 19 in each brake circuit 2, 3. A shared electric drive or pump motor 22, which actuates both pumps 18 and 19 via a shaft 23, is associated with the pump unit. The pressure side of pumps 18 and 19 is connected to one line section between switching valve 12 and the two inlet valves 13 per brake circuit.

[0026] The suction sides of pumps 18 and 19 are each connected to a main or high-pressure switching valve 24, which is hydraulically connected to master brake cylinder 4. During a driving-dynamics control intervention, main switching valves 24, which are closed in the deenergized state, may be opened for a rapid brake pressure buildup, so that pumps 18 and 19 take in hydraulic fluid directly from master brake cylinder 4. This brake pressure buildup may be carried out independently of an actuation of the braking system by the driver. Pump unit 15 including the two individual pumps 18 and 19, electric pump motor 22, and shaft 23 is associated with a driver assistance system and forms an electronic stability program (ESP system), which is activated in particular for vehicle stabilization.

[0027] One hydraulic accumulator 25, which is used for the temporary storage of brake fluid which is discharged during a driving-dynamics intervention through outlet valves 14 from wheel brake units 8, 9 and 10, 11, is located between outlet valves 14 and the suction side of pumps 18 and 19 per brake circuit 2, 3. One check valve, which opens in the direction of the suction sides of pumps 18, 19, is associated with each hydraulic accumulator 25.

[0028] A pressure sensor 26 is located in each brake circuit 2, 3 in the area of each of wheel brake units 8, 9 and 10, 11 for pressure measurement. A further pressure sensor 27 is situated in brake circuit 2 adjacent to master brake cylinder 4.

[0029] The ESP system including pump unit 15 forms a primary brake actuator system for driver-independent generation of hydraulic brake pressure at the wheel brake units in both brake circuits 2, 3. The ESP system is used for vehicle stabilization by activating various valves in the braking system and pumps 18, 19 in such a way that locking of the vehicle wheels is prevented.

[0030] In the event of a failure of the ESP system, for example, in the event of a failure of electric drive motor 22 of pump unit 15, the stabilization function may be taken over by electromechanical brake booster 16, which forms a secondary brake actuator system in particular in the case of automated driving. Under defined conditions, electromechanical brake booster 16 may be used for the automatic modulation of the brake pressure in the brake circuits with the goal of vehicle stabilization.

[0031] FIG. 2 shows a flow chart having individual method steps for vehicle stabilization in the event of a failure of the ESP system.

[0032] It is initially checked in first method step 30 whether the ESP system has failed. If this is not the case, the primary brake actuator system may be used further without restriction, in particular also during automated driving. In this case, following the no branch (N), the sequence returns back to the beginning of method step 30 and the query is carried out in method step 30 again at regular intervals.

[0033] In contrast, if the check in step 30 has the result that there is a failure of the ESP system, the sequence advances following the yes branch (Y) to next step 31, in which the secondary brake actuator system is activated, which is the electromechanical brake booster, which is used during automated driving for the automatic modulation of the brake pressure with the goal of vehicle stabilization in the case of the failure of the primary brake actuator system.

[0034] The inlet valves are in their deenergized state because of the failure of the ESP system. Accordingly, the inlet valves are open in the wheel brake units at the front axle and are closed in the wheel brake units at the rear axle. Because of the design as differential pressure-dependent valves which are closed when deenergized, the inlet valves at the rear axle may also be moved into the open position, however, as soon as the applied brake pressure exceeds a defined differential pressure. In this way, it is ensured that the vehicle drives stably during the automatic braking even in the event of a failure of the primary brake actuator system.

[0035] In following method step 32, it is checked whether the differential pressure at the inlet valves at the rear axle exceeds a defined differential pressure limiting value. If this is not the case, the inlet valves at the rear axle remain closed, so that no brake force is generated at the wheel brake units at the rear axle. The inlet valves at the rear axle are automatically opened only upon exceeding the differential pressure limiting value, and the sequence advances, following the yes branch, to next method step 33, which represents generation of brake force both at the wheel brake units of the front axle and at the rear brake units of the rear axle, where a higher brake force is generated at the wheel brake units at the front axle than at the rear axle.

[0036] The inlet valves at the rear axle act as passive modules in the deenergized state, the differential pressure limiting value being determined by the force of a spring element in the inlet valves at the rear axle. Accordingly, the opening of the inlet valves at the rear axle takes place without actuation of these inlet valves automatically, solely upon exceedance of the differential brake pressure limiting value.