Device and Method for Controlling a Braking System, Braking System and Vehicle

Abstract

A device for controlling a braking system of a vehicle may include a position sensor device which is designed to detect a position of a brake pedal and/or a piston of a main brake cylinder actuated by the brake pedal at multiple times, a pressure sensor device which is designed to detect a pressure in a fluid located in the cylinder at multiple times, and a control device which is designed to shift a braking assistance device into an activated state. The control device may make the shift when a temporal change of the detected position exceeds a predefined position gradient threshold value and/or if the distance between two detected positions exceeds a predefined position threshold value, wherein the position gradient threshold value or the position threshold value is provided according to a change in the detected pressure.

Claims

1.-13. (canceled)

14. A device for controlling a braking system of a vehicle, the braking system comprising a master brake cylinder installation having at least one cylinder and at least one piston, the piston being movably mounted in the cylinder, wherein when activated by a brake pedal, the piston is configured for pressurizing fluid located in the cylinder; one more braking installations which are configured for impinging one or more wheels of the vehicle with a braking force; and a brake assistant installation which is switchable between an activated state and a deactivated state, wherein in the activated state, the brake assistant installation increases the braking force of the braking installations in comparison to the deactivated state; and wherein the device comprising: a path sensor installation which is configured for detecting a position of the brake pedal and/or of the piston activated by the brake pedal at a plurality of points in time; a pressure sensor installation which is configured for detecting a pressure in the fluid situated in the cylinder at a plurality of points in time; and a control installation which is configured for setting the brake assistant installation to the activated state when a temporal variation of the detected position exceeds a predefined path gradient threshold value, wherein the path gradient threshold value is predefined as a function of a variation of the detected pressure.

15. The device according to claim 14, wherein the variation of the detected pressure is defined by a temporal offset between the start of a variation of the detected position and the start of an increase of the detected pressure.

16. The device according to claim 15, wherein the path gradient threshold value increases along with the temporal offset.

17. The device according to claim 15, wherein the path gradient threshold value increases along with the temporal offset when the temporal offset exceeds a predefined temporal offset.

18. The device according to claim 14, wherein the variation of the detected pressure is defined by a spatial offset between the position detected at the start of a variation and the position detected at the start of a variation of the detected pressure.

19. The device according to claim 18, wherein the path gradient threshold value increases along with the spatial offset.

20. The device according to claim 18, wherein the path gradient threshold value increases along with the spatial offset when the spatial offset exceeds a predefined spatial offset.

21. The device according to claim 14, wherein the variation of the detected pressure is defined by a gradient of the detected pressure.

22. The device according to claim 21, wherein the path gradient threshold increases as the gradient of the detected pressure decreases.

23. The device according to claim 21, wherein the path gradient threshold value increases as the gradient of the detected pressure decreases when the gradient of the detected pressure undershoots a predefined value.

24. A braking system for a vehicle, having: a master brake cylinder installation having at least one cylinder and at least one piston which is movably mounted in the cylinder and, when activated by a brake pedal, is configured for pressurizing fluid situated in the cylinder; one or more braking installations which are configured for impinging one or more wheels of the vehicle with a braking force; a brake assistant installation which is switchable between an activated state and a deactivated state and, in the activated state, is configured for increasing the braking force where the wheels of the vehicle are impinged by the braking installations in comparison to the deactivated state; and the device according to claim 14.

25. A motor vehicle having a plurality of wheels and a braking system according to claim 24.

26. A method for controlling a braking system of a vehicle, wherein the braking system has: a master brake cylinder installation having at least one cylinder and at least one piston which is movably mounted in the cylinder and, when activated by a brake pedal, is configured for pressurizing a fluid situated in the cylinder; one or more braking installations which are configured for impinging one or more wheels of the vehicle with a braking force; and a brake assistant installation that is switchable between an activated state and a deactivated state and, in the activated state, is configured for increasing the braking force by way of which the wheels of the vehicle are impinged by the braking installations in comparison to the deactivated state; and wherein the method comprises the following steps: detecting a position of the brake pedal and/or of the piston activated by the brake pedal at a plurality of points in time; detecting a pressure of the fluid situated in the cylinder at a plurality of points in time; and activating the brake assistant installation when a temporal variation of the detected position exceeds a predefined path gradient threshold value and/or when the spacing between two detected positions exceeds a predefined path threshold value, wherein the path gradient threshold value and/or the path threshold value is predefined as a function of a variation of the detected pressure.

27. A device for controlling a braking system of a vehicle, the braking system comprising a master brake cylinder installation having at least one cylinder and at least one piston, the piston being movably mounted in the cylinder, wherein when activated by a brake pedal, the piston is configured for pressurizing fluid located in the cylinder; one more braking installations which are configured for impinging one or more wheels of the vehicle with a braking force; and a brake assistant installation which is switchable between an activated state and a deactivated state, wherein in the activated state, the brake assistant installation increases the braking force of the braking installations in comparison to the deactivated state; and wherein the device comprising: a path sensor installation which is configured for detecting a position of the brake pedal and/or of the piston activated by the brake pedal at a plurality of points in time; a pressure sensor installation which is configured for detecting a pressure in the fluid situated in the cylinder at a plurality of points in time; and a control installation which is specified for setting the brake assistant installation to the activated state when the spacing between two detected positions exceeds a predefined path threshold value, wherein the path threshold value is predefined as a function of a variation of the detected pressure.

28. The device according to claim 27, wherein the variation of the detected pressure is defined by a temporal offset between the start of a variation of the detected position and the start of an increase of the detected pressure.

29. The device according to claim 28, wherein the path threshold value increases along with the temporal offset.

30. The device according to claim 28, wherein the path threshold value increases along with the temporal offset when the temporal offset exceeds a predefined temporal offset.

31. The device according to claim 27, wherein the variation of the detected pressure is defined by a spatial offset between the position detected at the start of a variation and the position detected at the start of a variation of the detected pressure.

32. The device according to claim 31, wherein the path threshold value increases along with the spatial offset.

33. The device according to claim 31, wherein the path threshold value increases along with the spatial offset when the spatial offset exceeds a predefined spatial offset.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Further preferred or alternative aspects, exemplary embodiments and advantages of the invention will be explained hereunder with reference to figures in which:

[0020] FIG. 1 shows an example of a braking system;

[0021] FIG. 2 shows in each case an example for the temporal profile of the path travelled by the brake pedal and of the pressure in the master brake cylinder for a braking system without residual air (solid lines) and with residual air (dashed lines);

[0022] FIG. 3 shows an example for the path gradient threshold value as a function of the temporal offset between the start of a variation of the detected position and the start of an increase of the detected pressure;

[0023] FIG. 4 shows an example of the path threshold value as a function of the temporal offset between the start of a variation of the detected position and the start of an increase of the detected pressure;

[0024] FIG. 5 shows an example of the path gradient threshold value as a function of the spatial offset between the position detected at the start of a variation and the position detected at the start of an increase of the detected pressure; and

[0025] FIG. 6 shows an example of the path gradient threshold value as a function of the pressure gradient.

DETAILED DESCRIPTION OF THE DRAWINGS

[0026] FIG. 1 shows an example of a braking system 1 having a master brake cylinder installation which presently is configured as the tandem master brake cylinder 2, which hereunder is also referred to by “THz” for short and has a first and a second cylinder portion 3 and 4, respectively, and a first and a second piston 5 and 6, respectively, the pistons 5 and 6 being movably mounted in the respective cylinder portion 3 or 4, respectively, and when activated by a brake pedal 7 which is presently only schematically reproduced, are specified/configured for pressurizing a fluid situated in the THz 2 (see the respective arrows pointing toward the left).

[0027] The example illustrated is a so-called pedal-decoupled braking system 1 which is also referred to as a brake-by-wire system, in which the brake pedal 7 and the wheel brakes 8 are decoupled from one another. The braking characteristic which is sensed by the driver when activating the brake pedal 7 here is based on an interaction between the THz 2 and a pedal force simulator 9 which is hydraulically connected to the latter and has a piston 10 which, as a function of the pressure in the THz 2, compresses an elastic element 11 (see the arrow on the piston 10 that points toward the right).

[0028] Furthermore provided is a brake assistant installation which can be set to an activated state and a deactivated state, wherein, in the activated state, the braking force by way of which the wheels of the vehicle are impinged by the wheel brakes 8, is increased in comparison to the deactivated state. The brake assistant installation can be configured as part of, or a sub-function of, a brake booster installation which to a certain extent causes an amplification of the brake force on the wheels also in the case of a deactivated brake assistant installation.

[0029] Provided for the corresponding braking force amplification in the present example is a linear actuator 12 which by displacing a piston 13 impinges a brake fluid 17 with an additional pressure (see the arrow on the piston 13 that points toward the left), this additional pressure by way of plunger sequence valves 18 and inlet valves 19 being relayed to the wheel brakes 8. The wheel brakes 8 are in each case furthermore assigned outlet valves 20. The fluid situated in the first and the second cylinder portion 3 and 4 of the THz 2, respectively, is hydraulically coupled to the wheel brakes 8 and decoupled from the latter by driver isolation valves 21.

[0030] Moreover provided is a control installation 16 which, for the purpose of boosting the brake force in the event of braking for the reason of an emergency or hazard, can activate or deactivate the brake assistant installation in that the respective components, in particular the linear actuator 12 and/or the plunger sequence valves 18 and/or the driver isolation valves 21, are correspondingly controlled.

[0031] Furthermore provided is a path sensor 14 which, in particular continuously, detects the current position and/or the path of the brake pedal 7 and/or of the first piston 5 moved by the brake pedal 7, travelled from the start of the activation, at a plurality of points in time.

[0032] A pressure in the THz 2, in particular in the fluid situated in the second cylinder portion 4, is, in particular continuously, detected at a plurality of points in time by a pressure sensor 15.

[0033] The control installation 16 is specified/configured for setting the brake assistant installation to the activated state when a temporal variation of the detected position, or of the path ds/dt of the brake pedal 7, or of the piston 5, respectively, travelled from the start of the activation exceeds a predefined path gradient threshold value ds.sub.x/dt.sub.x, and optionally the spacing s between two detected positions, in particular the path s of the brake pedal 7, or of the piston 5, travelled from the start of the activation, additionally exceeds a predefined path threshold value s.sub.x. The predefined path gradient threshold value ds.sub.x/dt.sub.x, or path threshold value s.sub.x, utilized in this check here is a function of a variation of the detected pressure, this being explained in more detail hereunder with reference to FIGS. 2 to 6.

[0034] FIG. 2 shows in each case an example for a temporal profile of the path s travelled by the brake pedal 7 and of the pressure p in the THz 2 detected by the path sensor 14 or pressure sensor 15, respectively, for a braking system 1 without residual air (solid lines) and with residual air (dashed lines) in the simulator circuit, i.e. in the THZ 2 and/or pedal force simulator 10 and/or in the hydraulic connection therebetween. The path profiles or pressure profiles illustrated in the example typically arise in a rapid activation of the brake pedal 7, for instance in the event of braking for the reason of a hazard or emergency intended by a driver.

[0035] If there is no residual air or only very little residual air in the simulator circuit, the activation of the brake pedal 7 after a certain time delay to leads to a relatively steep increase of the pressure p (solid line) in the THz 2 and thus to a relatively great pressure gradient dp.sub.0/dt.sub.0 which counteracts the pedal movement such that the path s (solid line) travelled by the brake pedal 7 does not increase too rapidly. In contrast, if there is residual air in the simulator circuit, a relatively steep increase of the travelled path s (dashed line) arises when the brake pedal 7 is activated, because the pressure p (dashed line) in the THz 2 increases only after a comparatively large temporal delay t.sub.1 and also displays a less steep gradient, i.e. a smaller pressure gradient dp.sub.1/dt.sub.1, such that the force counteracting the pedal movement arises correspondingly later and increases at a slower pace.

[0036] In order to eliminate or at least reduce influences of residual air in the simulator circuit on the activation of the brake assistant, the path gradient threshold value and/or path threshold value that is to be reached or to be exceeded by the detected path of the brake pedal 7 in order to trigger an activation of the brake assistant is determined and/or predefined or influenced as a function of the detected behavior of the pressure p.

[0037] The path gradient threshold value and/or path threshold value here is preferably predefined as a function of the temporal offset between the start of a variation of the detected position s of the brake pedal 7 and the start of an increase of the detected pressure p. Alternatively or additionally, the path gradient threshold value and/or path threshold value can also be predefined as a function of a spatial offset between the position of the brake pedal 7 detected at the start of a variation and the position detected at the start of an increase of the detected pressure p. Alternatively or additionally, the path gradient threshold value and/or the path threshold value can also be predefined as a function of a gradient of the pressure. This will be explained in more detail hereunder with reference to FIGS. 3 to 6.

[0038] FIG. 3 shows an example of the predefined path gradient threshold value ds.sub.x/dt.sub.x as a function of the temporal offset t.sub.x between the start of a variation of the detected position s and the start of an increase of the detected pressure p. The path gradient threshold value ds.sub.x/dt.sub.x in the exemplary profile shown equals ds.sub.0/dt.sub.0 (see FIG. 2) when the temporal offset t.sub.x is less than t.sub.1. If the temporal offset t.sub.x is greater than t.sub.1, the path gradient threshold value ds.sub.x/dt.sub.x increases in a linear manner (solid line) along with the temporal offset t.sub.x. Alternatively, the increase of the path gradient threshold value ds.sub.x/dt.sub.x may also have another profile (dashed line). In general, the temporal dependence of the path gradient threshold value ds.sub.x/dt.sub.x may also be more complex, as will be explained in more detail hereunder in an exemplary manner.

[0039] The temporal offset can preferably be continuously determined in each activation of the brake as a function of the activation speed and leads to a quality value Q.sub.Luft which describes the ventilation state of the simulator brake circuit. For example, Q.sub.Luft=1 corresponds to the normal state without residual air, and Q.sub.Luft=10 means a lot of residual air. For each brake activation speed the pressure increase is expected after a specific time: in a slow activation after a comparatively large temporal delay, in a faster activation correspondingly at a shorter temporal delay. Accordingly, the quality value Q.sub.Luft is preferably derived from the temporal delays at different activation speeds.

[0040] FIG. 4 shows an example of the predefined path threshold value s.sub.x as a function of the temporal offset t.sub.x between the start of a variation of the detected position s and the start of an increase of the detected pressure p. In a manner analogous to the example shown in FIG. 3, the path threshold value s.sub.x in the exemplary profile shown equals s.sub.0 when the temporal offset t.sub.x is less than t.sub.1 (see FIG. 2). If the temporal offset t.sub.x is greater than t.sub.1, the path threshold value s.sub.x increases in a linear manner (solid line) along with the temporal offset t.sub.x. Alternatively, the increase of the path threshold value s.sub.x may also have another profile (dashed line). In general, the temporal dependence of the path threshold value s.sub.x may also be more complex, as will be explained in more detail hereunder in an exemplary manner. The temporal offset can preferably be determined continuously in each activation of the brake as a function of the activation speed and leads to a quality value Q.sub.Luft which describes the ventilation state of the simulator brake circuit. For example, Q.sub.Luft=1 corresponds to the normal state without residual air, and Q.sub.Luft=10 means a lot of residual air. For each brake activation speed the pressure increase is expected after a specific time: in a slow activation after a comparatively large temporal delay, in a faster activation correspondingly at a shorter temporal delay. Accordingly, the quality value Q.sub.Luft is preferably derived from the temporal delays at different activation speeds.

[0041] FIG. 5 shows an example of the predefined path gradient threshold value ds.sub.x/dt.sub.x as a function of the spatial offset sp.sub.x between the position s of the brake pedal 7 detected at the start of a variation and the position s of the brake pedal 7 detected at the start of an increase of the detected pressure p. The path gradient threshold value ds.sub.x/dt.sub.x in the exemplary profile shown equals ds.sub.0/dt.sub.0 (see FIG. 2) when the spatial offset sp.sub.x is less than sp.sub.0. If the spatial offset sp.sub.x is greater than sp.sub.0, the path gradient threshold value ds.sub.x/dt.sub.x increases in a linear manner (solid line) along with the spatial offset sp.sub.x. Alternatively, the increase of the path gradient threshold value ds.sub.x/dt.sub.x may however also have another profile (dashed line).

[0042] The spatial offset can preferably be continuously determined in each activation of the brake.

[0043] FIG. 6 shows an example of the predefined path gradient threshold value ds.sub.x/dt.sub.x as a function of the gradient dp.sub.x/dt.sub.x of the detected pressure p. The path gradient threshold value ds.sub.x/dt.sub.x in the exemplary profile shown equals ds.sub.0/dt.sub.0 (see FIG. 2) when the pressure gradient dp.sub.x/dt.sub.x is greater than dp.sub.1/dt.sub.1. If the pressure gradient dp.sub.x/dt.sub.x is less than dp.sub.1/dt.sub.1, the path gradient threshold value ds.sub.x/dt.sub.x (solid line) increases as the pressure gradient dp.sub.x/dt.sub.x decreases, or decreases as the pressure gradient dp.sub.x/dt.sub.x increases, respectively.

[0044] In principle, the threshold values mentioned in the context of the present disclosure, i.e. the path gradient threshold values ds.sub.x/dt.sub.x or path threshold values ds.sub.x, and/or the variation thereof can be specified/configured or predefined in absolute terms or else in relative terms, or as a factor. In this way, a factor of 100% or 1, for instance, can mean that there is no influence present as a result of residual air, and an adaptation or increase of the respective threshold value accordingly does not take place, while a factor of 110% or 1.1 means that the respective threshold value is increased by 10%.

[0045] An analogous course of action can be selected, for example, when the driver is on the brake pedal and rapidly depresses the latter again. Threshold values that have already been adapted to this situation are preferably influenced in a similar manner. However, residual air in the simulator circuit is not as relevant here because the driver, depending on the force of the activation, will have already largely compressed any potential air bubble.

LIST OF REFERENCE SIGNS

[0046] 1 Braking system [0047] 2 Master brake cylinder, tandem master brake cylinder (THz) [0048] 3 First cylinder portion [0049] 4 Second cylinder portion [0050] 5 First piston [0051] 6 Second piston [0052] 7 Brake pedal [0053] 8 Braking installations, wheel brakes [0054] 9 Pedal force simulator [0055] 10 Piston [0056] 11 Elastic element [0057] 12 Linear actuator [0058] 13 Piston (on the linear actuator) [0059] 14 Path sensor [0060] 15 Pressure sensor [0061] 16 Control installation [0062] 17 Brake fluid [0063] 18 Plunger sequence valves [0064] 19 Inlet valves [0065] 20 Outlet valves [0066] 21 Driver isolation valves [0067] s Position, path [0068] p Pressure [0069] t Time [0070] Q Quality value