METHOD FOR OPERATING A BRAKE SYSTEM WITH AN INTEGRATED PARKING BRAKE, AND BRAKE SYSTEM

Abstract

A method for operating a brake system, which comprises hydraulically actuatable wheel brakes with brake linings; a brake fluid reservoir; a master brake cylinder; a pressure supply device with a pressure piston that can be moved into a pressure chamber; an integrated parking brake, wherein, in a normal operating mode, brake pressure is actively built up in the wheel brakes by means of the pressure supply device, and wherein, in a parking operating mode, the integrated applies the brake linings of at least two wheel brakes, and wherein, when the integrated parking brake is released, the application of the linings is withdrawn again, wherein after the integrated parking brake has been released, the brake fluid volume displaced by the integrated parking brake is taken into consideration for the subsequent operation in the normal operating mode.

Claims

1-11.(canceled)

12. A method for operating a brake system comprising: actively building and releasing brake pressure in a plurality of wheel brakes with a pressure supply device in a normal operating mode; applying the brake linings of at least two of the plurality of wheel brakes with an integrated parking brake in a parking operating mode; withdrawing application of the linings when the integrated parking brake is released; determining brake fluid volume displaced by the integrated parking brake; and resuming normal operating mode after the integrated parking brake has been released, and wherein the brake fluid volume displaced by the integrated parking brake is taken into consideration for the subsequent operation in the normal operating mode.

13. The method as claimed in claim 12, further comprising assuming a standby position by advancing a pressure piston of the pressure supply device in the direction of a pressure chamber by a compensation travel such that the corresponding displacement volume (of the pressure chamber?) corresponds to the parking brake displacement volume.

14. The method as claimed in claim 13, further comprising assuming a standby position of the pressure piston when one of: the motor vehicle is woken up; and the pressure piston is moved back out of the pressure chamber with the integrated parking brake activated.

15. The method as claimed in claim 13, further comprising closing a hydraulic connection to a brake fluid reservoir after the integrated parking brake has been released.

16. The method as claimed in claim 15, wherein the original standby position of the pressure piston is assumed after the hydraulic connection is closed.

17. The method as claimed in claim 12, further comprising considering the brake fluid volume displaced in at least one stored pressure-volume characteristic curve of the brake system.

18. The method as claimed in claim 17, further comprising considering the brake fluid volume displaced for a pressure model of the respective wheel brake in the pressure-volume characteristic curve thereof.

19. The method as claimed in claim 17, further comprising considering at least one of a plurality of wheel brake variables: admission pressure, caliper dimension, inlet valve state, isolation valve state, and outlet valve state.

20. The method as claimed in claim 17, further comprising opening of an outlet valve to reduce the wheel brake pressure in one of the wheel brakes when the pressure model indicates an excess of brake fluid in the respective wheel brake, such that the excess of brake fluid is depleted.

21. The method as claimed in claim 12, further comprising: incorporating the brake fluid volume displaced by the integrated parking brake into a stored pressure-volume characteristic curve to create a new pressure-volume characteristic curve; performing a comparison at least partially based on the new pressure-volume characteristic curve; and using the new pressure-volume characteristic curve to monitor wheel volume deviations.

22. A brake system comprising: a plurality of hydraulically actuatable wheel brakes; a brake fluid reservoir; a pressure supply device with a pressure piston that can be moved into a pressure chamber; an integrated parking brake; and an open-loop and closed-loop control unit having instructions for; actively building and releasing brake pressure in a plurality of wheel brakes with a pressure supply device in a normal operating mode; applying the brake linings of at least two of the plurality of wheel brakes with an integrated parking brake in a parking operating mode; withdrawing application of the linings when the integrated parking brake is released; and resuming normal operating mode after the integrated parking brake has been released, and wherein the brake fluid volume displaced by the integrated parking brake is taken into consideration for the subsequent operation in the normal operating mode.

23. The brake system as claimed in claim 22, wherein the pressure supply device is a linear actuator having an electric motor, and a rotation-translation mechanism for converting a motor rotation into a translational movement of the pressure piston.

24. The brake system as claimed in claim 23, wherein the rotation-translation mechanism a ball screw drive.

25. The brake system as claimed in claim 22, wherein a pressure piston of the pressure supply device advances in the direction of a pressure chamber by a compensation travel such that the corresponding displacement volume (of the pressure chamber?) corresponds to the parking brake displacement volume when in a standby position.

26. The brake system as claimed in claim 22, wherein at least one stored pressure-volume characteristic curve of the brake system is at least partially based on the brake fluid volume displaced.

27. The brake system as claimed in claim 26, wherein the brake fluid volume displaced is factored into a pressure model of the respective wheel brake in the pressure-volume characteristic curve thereof.

28. The brake system as claimed in claim 26, wherein at least one stored pressure-volume characteristic curve considers at least one of a plurality of wheel brake variables: admission pressure, caliper dimension, inlet valve state, isolation valve state, and outlet valve state.

29. The brake system as claimed in claim 26, wherein an outlet valve in one of the wheel brakes is open to reduce the wheel brake pressure when the pressure model indicates an excess of brake fluid in the respective wheel brake, such that the excess of brake fluid is depleted.

30. The brake system as claimed in claim 22, wherein the brake fluid volume displaced by the integrated parking brake is incorporated into a stored pressure-volume characteristic curve to create a new pressure-volume characteristic curve, a comparison at least partially based on the new pressure-volume characteristic curve is performed; and the new pressure-volume characteristic curve is used to monitor wheel volume deviations.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

[0035] FIG. 1 shows a diagram of an integrated parking braking demand;

[0036] FIG. 2 shows an embodiment of a hydraulic circuit diagram of a brake system;

[0037] FIG. 3 shows a diagram of a first embodiment of a method of operating a brake system;

[0038] FIG. 4 shows a diagram of a second embodiment of a method of operating a brake system; and

[0039] FIG. 5 shows a diagram of a third embodiment of a method of operating a brake system.

DETAILED DESCRIPTION

[0040] In all of the figures, identical parts are denoted by the same reference designations.

[0041] FIG. 1 illustrates, in a diagram, an example of an integrated parking braking demand. The time is plotted on the abscissa axis 2. On the ordinate, a signal flag, which represents a demand for an application of the integrated parking brake, is plotted as a curve 10 at the top, and a pressure piston position is plotted in the middle and the system pressure is plotted at the bottom.

[0042] The course of the actual pressure, represented by a curve 18, shows the influence of the IPB on a brake system as illustrated in FIG. 2. As a result of the volume displacement caused by the application of the IPB, the pressure piston or a linear actuator (LAC) advances (see curve 14) in order to compensate for the brake volume displaced by the IPB. In this example, the LAC has had to change position by 4 mm. This corresponds to a volume displacement of approximately 1.2 cm.sup.3. Before the LAC reaction, the pressure drop was approximately 2.5 bar. A curve 16 represents the setpoint system pressure, whereas a curve 18 represents the actual pressure.

[0043] FIG. 2 illustrates an embodiment of a brake system 100.

[0044] The brake system 100 comprises a master brake cylinder 84 having two pressure chambers 86, 88. The master brake cylinder 84 is actuated by the driver of the motor vehicle via a brake pedal 90. The master brake cylinder 84 is connected to a pressure medium reservoir or brake fluid reservoir 22 and is supplied with pressure medium therefrom. Here, each of the pressure chambers 86, 88 has a dedicated connection to the pressure medium reservoir 2.

[0045] The first pressure chamber 86 of the master brake cylinder 84 is connected via a first isolation valve 106 to a first brake circuit I, to which a first and a second wheel brake 110, 112 are connected. According to the example, the first isolation valve 106 is configured to be normally open. Here, the first and second wheel brake 110, 112 are expediently connected via a respective inlet valve 114, 116.

[0046] The second pressure chamber 88 of the master brake cylinder 84 is connected via a second isolation valve 120 to a second brake circuit II, to which a third and a fourth wheel brake 122, 124 are connected. According to the example, the second isolation valve 120 is configured to be normally open. Here, the third and fourth wheel brake 122, 124 are expediently connected via a respective inlet valve 130, 132.

[0047] The brake system 100 has a pressure supply device 20, which is configured as a linear actuator (LAC). According to the example, the pressure supply device 20 comprises a motor 136, by means of which, via a rotation-translation mechanism 144, a pressure piston 140 can be displaced in a hydraulic pressure chamber 142 of a pressure supply device, whereby a system pressure can be built up. The pressure supply device 20 is connected via a connection 150 to the brake fluid reservoir 22 and is supplied with pressure medium therefrom.

[0048] According to the example, the pressure supply device 20 is separably connected via a first sequence valve 154 to the first and second wheel brake 110, 112 and separably connected via a second sequence valve 156 to the third and the fourth wheel brake 122, 124.

[0049] According to the example, the brake system 100 can be operated in a normal mode, which corresponds to a so-called “by-wire” mode. In the normal mode, the first and the second isolation valve 114, 132 are closed, with the result that the master brake cylinder 84 is decoupled from the wheel brakes 110, 112, 122, 124. The sequence valves 154, 156 are opened, and pressure in the wheel brakes is generated by the pressure supply device 20. The brake system 100 comprises a pedal feel simulator 200 with a hydraulic simulator chamber 202, a simulator piston 204 and an elastic element 206. In the by-wire mode, the simulator chamber is connected to the chamber 86 (primary chamber) of the master brake cylinder 84 in a hydraulically separable manner by a line 210. In the brake-by-wire mode, the driver's braking demand is detected by means of a pedal travel sensor 220. An open-loop and closed-loop control unit 224 adjusts the system pressure, which is measured by a system pressure sensor 226, accordingly.

[0050] In the normal mode, a pressure build-up by the pressure supply device 20 can be carried out even independently of an actuation of the brake pedal 90. Wheel brake pressure can be reduced at the wheel brakes 110, 112, 122, 124 by opening outlet valves 160, 162, 164, 166, via which the wheel brakes 110, 112, 122, 124 are connected to a common return line 170 and, via the latter, to the pressure medium reservoir 2. Alternatively, it is possible to provide separate return lines (not shown), with the first and second wheel brake 110, 112 being connected to a first return line and the third and fourth wheel brake 122, 124 being connected to a second return line. The return lines are connected to different chambers of the brake fluid reservoir 2.

[0051] The inlet valves 114, 116, 130, 132 are individually switchable to set different pressures in the wheel brakes. Braking control functions known per se (for example EBD, ABS, ASR, ESC, ACC, etc.) can be carried out by means of the brake system 100.

[0052] The brake system 100 can be operated in a first fallback operating mode. For this purpose, according to the example, the pressure supply device 20 is separated from the wheel brakes 110, 112, 122, 124 by virtue of the sequence valves 154, 156 being closed. The master brake cylinder 84 is hydraulically connected to the wheel brakes 110, 112, 122, 124 by virtue of the isolation valves 106, 120 being opened such that brake pressure is provided in the wheel brakes 110, 112, 122, 124 by the master brake cylinder 84. Here, the pressure supply device 20 is not used for pressure build-up.

[0053] Furthermore, the brake system 100 may also be operated in a second fallback operating mode in which, according to the example, the master brake cylinder 84 is separated from the wheel brakes 110, 112, 122, 124 by closing the isolation valves 106, 120, and the pressure supply device 20 is connected to at least some of the wheel brakes by virtue of the first sequence valve 154 and/or the second sequence valve 156 being opened. Brake pressure for actuating some of the wheel brakes is provided by the pressure supply device 20.

[0054] Here, brake pressure in the first and second wheel brake 110, 112 is provided by the pressure supply device 20 by virtue of the first sequence valve 154 being opened, or brake pressure in the third and fourth wheel brake 122, 124 is provided by the pressure supply device 20 by virtue of the second sequence valve 156 being opened, or pressure in all four wheel brakes is provided by virtue of both the first and the second sequence valve 154, 156 being opened. Depending on the design of the sequence valves, it can be useful to close, with a sequence valve, the respectively associated inlet valves at the same time. For example, when a pressure in the pressure supply device 20 exerts an opening action on the sequence valves.

[0055] According to the example, the first and second wheel brakes 110, 112 are arranged on different vehicle sides, e.g. on a diagonal. Accordingly, the third and fourth wheel brakes 122, 124 are also arranged on different sides of the vehicle. For example, the third wheel brake 122 is the front right wheel brake (FR), the fourth wheel brake 124 is the rear left wheel brake (RL), the first wheel brake 110 is the front left wheel brake (FL), and the second wheel brake 112 is the rear right wheel brake (RR). Other arrangements are also possible.

[0056] The brake system 100 has an integrated parking brake. The integrated parking brake comprises electromechanical actuators in each of the rear wheel brakes 112, 124, which electromechanical actuators are designed to apply and release the brake linings of the respective wheel brake 112, 124 as required. The parking brake is thus integrated into the respective wheel brake and is therefore denoted by the same reference designations 112, 124.

[0057] FIG. 3 shows a first embodiment of a method for operating the brake system 100 of a motor vehicle. The motor vehicle is in a state with the integrated parking brake (IPB) engaged or activated/applied. In a block 300, the motor vehicle is woken up.

[0058] In a block 304, the volume displaced by the integrated parking brake is calculated. From this, a movement travel of the pressure piston 140 of the pressure supply unit 20 is calculated, which corresponds to a new standby or park position of the pressure piston 140.

[0059] In a block 308, the pressure piston 140 is advanced to the newly calculated standby position. In the process, said pressure piston displaces the volume calculated in block 304 into the brake fluid reservoir 22. This takes place when the pressure chamber 142 is hydraulically connected to the reservoir 22.

[0060] In a block 312, the method waits until the driver presses the brake pedal 90 and releases the integrated parking brake.

[0061] If this has happened, then in a block 316, the method waits until the driver releases the brake pedal 90 again. As soon as this occurs, the pressure piston 140 is moved back into the original standby position. Since the movement of the pressure piston 140 to the new standby position causes a brake fluid volume to be displaced into the reservoir, which brake fluid volume corresponds exactly to the volume of brake fluid that is fed from the wheel brakes into the brake system after the integrated parking brake has been released, the brake system can be operated again with the original volume of brake fluid. “Blind” drainage of brake fluid after the integrated parking brake has been released is not necessary.

[0062] FIG. 4 illustrates a second embodiment of method of operating the brake system 100. In a block 330, the volume displaced by the integrated parking brake is calculated. In a subsequent block 334, the brake fluid volume displaced by the parking brake is taken into consideration in the pressure model of the respective wheel brake. For example, corrections are made in the pressure model with regard to one or more of the following variables: pressure-volume characteristic curve, admission pressure, caliper dimension, inlet valve state, isolation valve parameters.

[0063] In a block 340, if the pressure model now indicates a volume excess in the corresponding wheel brake 110, 112, 122, 124 or if the evaluation of the pressure model shows a volume excess, then the corresponding outlet valve 160, 162, 164, 166 is opened and the wheel brake pressure is thereby reduced.

[0064] As an example, the wheel brake 112 (RR) has a setpoint and actual pressure of 5 bar and the inlet valve 116 of this wheel brake 112 is closed because an admission pressure of 15 bar is present. The IPB displaces 0.75 cm.sup.3 into this wheel brake 112. According to the PV characteristic curve, this additional volume would result in a pressure increase to 20 bar. In this case, a hydraulic connection with a check valve would cause an equalization of the pressure in wheel brake 112 and the system pressure (that is to say the pressure in pressure chamber 142), such that a pressure of 15 bar prevails in wheel brake 112. The wheel pressure controller of the open-loop and closed-loop control unit 224 would see an excess of 10 bar in the wheel and deplete the pressure by activating the outlet valve.

[0065] FIG. 5 illustrates a third embodiment of a method.

[0066] In a block 360, the volume displaced by the integrated parking brake is calculated and is factored into a stored pressure-volume characteristic curve (P-V characteristic curve). In a subsequent block 364, the newly calculated characteristic curve is compared with the stored characteristic curve.

[0067] In a block 368, the new (adapted) pressure-volume characteristic is used in monitoring of wheel volume deviations (Volume Deviation Monitoring—VDM).