METHOD FOR OPERATING A HYDRAULIC BRAKING SYSTEM, CONTROL UNIT AND BRAKING SYSTEM

Abstract

The disclosure relates to a method for operating a hydraulic braking system for a motor vehicle with an electrified drive train. The braking system comprises a brake booster. First, a braking request is registered and it is determined that the braking request is to be met by pure recuperative braking. In addition, an input member of the brake booster is shifted in the direction of a pressure generation unit so that it assumes an actuation position corresponding to the braking request. From here, the input member is then shifted back from the actuation position in a direction away from the pressure generation unit for hydraulic pressure relief. A control unit designed to carry out such a method is also disclosed. A braking system comprising such a control unit is also presented.

Claims

1. Method for operating a hydraulic braking system (10) for a motor vehicle with an electrified drive train which has at least one electric drive machine that can be operated as a generator, wherein the braking system (10) comprises a brake booster (16) which has a first input member (38) which is coupled to a brake pedal (20), a second input member (42) which is coupled to a drive unit (44) of the brake booster (16), and an output member (58) which is coupled to a hydraulic pressure generation unit (14), comprising the following steps: a) registering a braking request by detecting a brake pedal movement that causes the first input member (38) to be shifted in the direction of the pressure generation unit (14), b) determining that the braking request is to be met by pure recuperative braking, in which the drive machine is operated as a generator, c) shifting the second input member (42) of the brake booster (16) in the direction of the pressure generation unit (14) to support the braking request, so that the second input member (42) assumes an actuation position corresponding to the braking request, and d) shifting the second input member (42) back from the actuation position in a direction away from the pressure generation unit (14) for hydraulic pressure relief.

2. Method according to claim 1, characterized in that a backward shift distance (R) by which the second input member (42) is shifted back from the actuation position is smaller than an actuation distance (B) which the second input member (42) travels from a non-actuated starting position into the actuation position.

3. Method according to either claim 1 or claim 2, characterized in that a backward shift speed at which the second input member (42) is shifted back from the actuation position is less than a standard backward shift speed at which the second input member (42) is shifted from the actuation position into a non-actuated starting position when the brake pedal (20) is released.

4. Method according to claim 3, characterized in that the second input member (42) is shifted back almost statically.

5. Method according to any of the preceding claims, characterized in that the second input member (42) reaches the actuation position when the brake pedal (20) does not perform a brake pedal movement or performs a brake pedal movement at a speed below a predetermined limit speed.

6. Method according to any of the preceding claims, characterized in that the second input member (42) is held in the backwardly shifted position until a changed braking request is registered or a braking request is no longer registered.

7. Method according to any of the preceding claims, characterized in that, after it has been determined that the braking request is to be met by pure recuperative braking, a hydraulic fluid reservoir (34) is hydraulically connected to the pressure generation unit (14).

8. Method according to claim 7, characterized in that the hydraulic fluid reservoir (34) is hydraulically connected to the pressure generation unit (14) by opening a pressure relief valve (32), in particular an ABS outlet valve, associated with a hydraulic brake actuator (28a, 28b, 28c, 28d).

9. Method according to either claim 7 or claim 8, characterized in that, before the second input member (42) is shifted back, in particular in its actuation position, the hydraulic fluid reservoir (34) is shut off from the pressure generation unit (14).

10. Method according to claims 8 and 9, characterized in that the hydraulic fluid reservoir (34) is shut off from the pressure generation unit (14) by closing the pressure relief valve (32).

11. Control unit (22) for a hydraulic braking system (10), characterized in that it is designed to carry out a method according to any of the preceding claims.

12. Motor vehicle (10) comprising a control unit (22) according to claim 11.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0030] The disclosure is explained below with reference to an exemplary arrangement which is shown in the accompanying drawings, in which:

[0031] FIG. 1 shows a braking system according to the disclosure with a control unit according to the disclosure which is designed to carry out a method according to the disclosure,

[0032] FIG. 2 shows a brake master cylinder unit of the braking system from FIG. 1 in a more detailed, schematic view, and

[0033] FIG. 3 shows representative curves of an output member of a brake booster of the brake master cylinder at different operational settings

DETAILED DESCRIPTION

[0034] FIG. 1 shows a hydraulic braking system 10 for a motor vehicle with an electrified drive train which has at least one electric drive machine that can be operated as a generator.

[0035] For the sake of clarity, the drive machine is not shown.

[0036] The braking system 10 comprises a brake master cylinder unit 12 which is substantially composed of a hydraulic pressure generation unit 14 and a brake booster 16.

[0037] In addition, the brake master cylinder unit 12 has a fluid reservoir 18 via which the braking system 10 is supplied with brake fluid, which in the present case is a hydraulic fluid.

[0038] A brake pedal 20, which can be actuated by a driver of the motor vehicle if necessary, is also coupled to the brake booster 16.

[0039] Furthermore, a control unit 22 for controlling the hydraulic braking system 10 is integrated into the brake master cylinder unit 12.

[0040] A first brake circuit 24 and a second brake circuit 26 are connected to the pressure generation unit 14.

[0041] A first wheel-side brake actuator 28a which is associated for example with a front-right wheel can be actuated by the first brake circuit 24.

[0042] In addition, a second wheel-side brake actuator 28b which is associated for example with a rear-left wheel can be actuated by the first brake circuit 24.

[0043] A third wheel-side brake actuator 28c which is associated for example with a front-left wheel can be actuated by the second brake circuit 26.

[0044] Furthermore, a fourth wheel-side brake actuator 28d which is associated for example with a rear-right wheel can be actuated by the second brake circuit 26.

[0045] In the exemplary arrangement, the brake circuits 24, 26 are therefore connected diagonally.

[0046] In a manner known per se, each of the brake actuators 28a to 28d is associated with a pressure supply valve 30, which in one exemplary arrangement is designed as an ABS inlet valve.

[0047] The pressure supply valves 30 are each preloaded into an open position and, in this position, they hydraulically connect the associated brake actuator 28a to 28d to the pressure generation unit 14.

[0048] Such pressure supply valves 30 are known per se, and will not be described further.

[0049] In addition, each brake actuator 28a to 28d is associated with a pressure relief valve 32, which is designed as an ABS drain valve.

[0050] The pressure relief valves 32 are each preloaded into a closed position.

[0051] By actuating the pressure relief valves 32, the respectively associated brake actuators 28a to 28d can be hydraulically connected to a respectively associated fluid reservoir 34.

[0052] Such pressure relief valves 32 are also known per se and are therefore not explained in more detail.

[0053] In the present case, each of the brake circuits 24, 26 comprises a fluid reservoir 34.

[0054] The fluid reservoirs 34 are designed as spring-loaded low-pressure reservoirs. This is also known per se,

[0055] Each of the brake circuits 24, 26 is also equipped with a motor-driven pump 36.

[0056] FIG. 2 shows the brake master cylinder unit 12 in detail.

[0057] The brake booster 16 comprises a first input member 38 which is coupled directly to the brake pedal 20.

[0058] The input member 38 is equipped with a pressure disk 40 on its side facing away from the brake pedal 20.

[0059] The brake booster 16 also comprises a second input member 42 which is coupled to a drive unit 44 of the brake booster 16.

[0060] Specifically, the drive unit 44 of the brake booster 16 comprises an electric drive motor 46 which is coupled to the second input member 42 via a gear train 48 as well as a first rack-and-pinion gear mechanism 50 and a second rack-and-pinion gear mechanism 52.

[0061] The rack-and-pinion gear mechanisms 50, 52 are arranged on opposite sides of the second input member 42.

[0062] By operation of the drive motor 46, the second input member 42 can therefore be displaced along an effective axis 54.

[0063] The first input member 38 and the second input member 42 are coupled to one another via a spring 56.

[0064] The brake booster 16 also comprises an output member 58 which is mounted on the second input member 42 via an elastomer disk 60.

[0065] The output member 58 is preloaded in a direction of the second input member 42 by a spring 62.

[0066] The output member 58 is coupled to a primary piston 64 which delimits a primary pressure chamber 66 of the pressure generation unit 14 on one side.

[0067] In addition, a secondary piston 68 is provided which is positioned so as to be displaceable between the primary pressure chamber 66 and a secondary pressure chamber 70.

[0068] The secondary piston 68 can therefore also be referred to as a floating piston.

[0069] Hydraulic pressure is applied to the first brake circuit 24 via the primary pressure chamber 66.

[0070] Hydraulic pressure is applied to the second brake circuit 26 via the secondary pressure chamber 70.

[0071] As already explained, the control unit 22 is designed to carry out a method for operating the braking system 10.

[0072] Such a method is explained below in particular with reference to FIGS. 2 and 3.

[0073] First, a driver makes a braking request by actuating the brake pedal 20. The brake pedal 20 thus performs a brake pedal movement.

[0074] As a result, the first input member 38 of the brake booster 16 is displaced in the direction of the pressure generation unit 14.

[0075] An associated brake pedal movement is detected by sensors.

[0076] Based on this action, the brake booster 16 is operated in order to support the braking request. Therefore, the second input member 42 is moved by the drive unit 44 into an actuation position corresponding to the braking request.

[0077] The movement of the brake pedal and the operation of the brake booster 16 result in a movement of the output member 58 that matches the detected braking request.

[0078] In this context, line a) of FIG. 3 shows a target position s.sub.58,soll of the output member 58 over a time t. Braking begins at time to, i.e, at time to the driver begins to press the brake pedal 20.

[0079] Due to the fact that the components of the brake master cylinder unit 12 have a mass and thus have a certain inertia, as well as due to the fact that the first input member 38 and the second input member 42 are coupled via the spring 56, the output member 58 only reaches the position s.sub.58,ist at time t.sub.1, which substantially corresponds to the associated target position s.sub.58,soll (see lines 3a) and 3b) for comparison).

[0080] In addition, it can be seen that the actual movement of the output member 58 into this position is subject to certain deviations from the target specification.

[0081] Furthermore, the distance a between the pressure disk 40 and the elastomer disk 60 fluctuates, as can be seen from line 3c) in FIG. 3, the interval between times t.sub.0 and t.sub.1.

[0082] At time t.sub.1, the brake pedal 20 has reached its target position in relation to the braking process under consideration and the distance a is set to a constant, associated amount (see line 3c) of FIG. 3).

[0083] hi other words, at time t.sub.1, the brake pedal 20 no longer moves or moves only at a speed below a predetermined limit speed.

[0084] The second input member 42 is then in an actuation position associated with the braking request, i,e, essentially the pedal position, which corresponds to the position s.sub.42 at time t.sub.1 (see line 3d) of FIG. 3).

[0085] Due to the actuation of the brake pedal 20, the distance a between the pressure disk 40 and the elastomer disk 60 at time t.sub.1 is smaller than at time to,

[0086] In this context, it is determined by the control unit 22 that the drivers braking request is to be met by pure recuperative braking, in which the drive machine (not shown in more detail) is operated as a generator.

[0087] In other words, the brake actuators 28a, 28b, 28c, 28d are not intended to be used to decelerate the motor vehicle.

[0088] For this reason, all of the pressure relief valves 32 are opened,

[0089] The fluid reservoirs 34 are thus hydraulically connected to the pressure generation unit 14.

[0090] The pressure generation unit 14 thus displaces hydraulic fluid into the fluid reservoirs 34. A pressure build-up at the brake actuators 28a to 28d takes place only up to a pressure level corresponding to the preload of the fluid reservoirs 34.

[0091] The existing recuperation potential is to be utilized to the maximum,

[0092] This means that as large a proportion as possible of the kinetic energy of the motor vehicle should be converted into electrical energy by the drive machine operated as a generator.

[0093] For this purpose, the brake circuits 24, 26 are to be relieved of pressure so as to prevent potential grinding of elements of the brake actuators 28a to 28d on associated brake disks.

[0094] In this context, the pressure in the brake circuits 24, 26 should in particular be below a pressure level corresponding to the preload of the fluid reservoirs 34.

[0095] For this purpose, the pressure relief valves 32 are closed again, so that the fluid reservoirs 34 are shut off from the pressure generation unit 14.

[0096] Thereafter, the second input member 42 is shifted back from the actuation position reached at time t.sub.1 in a direction away from the pressure generation unit 14.

[0097] This shift back starts at time t.sub.2 and is substantially ended at time t.sub.3 (see line 3d) of FIG. 3).

[0098] For comparison only, a position s.sub.42 of the second input member 42 which the second input member would occupy without the above-mentioned backward shift is indicated in the diagram of line 3d) of FIG. 3 by a dashed line.

[0099] It is directly apparent that a backward shift distance R by which the second input member 42 is shifted back from the actuation position is smaller than an actuation distance B which the second input member 42 travels from a non-actuated starting position into the actuation position.

[0100] In addition, the second input member 42 is shifted almost statically, i,e, very slowly, back from the actuation position, which is shown in the extremely flat curve shape starting from time t.sub.2.

[0101] In particular, a backward shift speed is less than a standard backward shift speed at which the second input member 42 is shifted from the actuation position into a non-actuated starting position when the brake pedal 20 is released (see line 3d) of FIG. 3 from time t.sub.4), and in particular is only a maximum of 20% of the standard backward shift speed.

[0102] Since the backward shift of the second input member 42 takes place so slowly, this has no effect on the distance between the pressure disk 40 and the elastomer disk 60 (see line 3c) of FIG. 3),

[0103] However, the backward shift of the second input member 42 also causes a backward shift of the output member 58 (see line 3b) of FIG. 3).

[0104] This also begins at time t4 and takes place just as slowly as the backward shift of the second input member 42.

[0105] For comparison, a dashed line again shows a position s.sub.58,ist of the output member 58 which would result without a backward shift of the second input member 42.

[0106] Due to the backward shift of the output member 58, there is a pressure reduction in the associated brake actuators 28a to 28d (see line 3e) of FIG. 3).

[0107] For comparison, a dashed line shows a pressure p that would result if the second input member 42 were not shifted back.

[0108] It can clearly be seen that the backward shift of the second input member 42 significantly reduces the pressure p.

[0109] The second input member 42 is held in the backwardly shifted position until a braking request from the driver changes or, as in the exemplary arrangement shown, a braking request is no longer registered.

[0110] In the exemplary arrangement shown, the driver releases the brake pedal 20 at time t.sub.4.

[0111] The first input member 38 then moves back into its non-actuated starting position due to its spring loading.

[0112] The second input member 42 is also moved back into its non-actuated starting position as quickly as possible by the drive unit 44 (see line 3d) of FIG. 3.

[0113] This is followed by the output member 58 (see line 3b) of FIG. 3). The same applies to the pressure p on the brake actuators 28a to 28d (see line 3e) of FIG. 3).

[0114] The braking system 10 is now back in a non-actuated initial state overall.