BRAKE SYSTEM WITH AT LEAST TWO ENERGY SOURCES

Abstract

A brake system has at least two energy sources and at least two electromechanical wheel brakes. A first wheel brake is directly connected exclusively to a first of the energy sources and is not directly connected to a second of the energy sources. A second wheel brake is directly connected to the second energy source and is not directly connected to the first energy source. The wheel brakes are each configured to, in the event of failure of the energy source of the respective other wheel brake, supply energy to the other wheel brake from the remaining energy source.

Claims

1-15. (canceled)

16. A brake system comprising: at least two energy sources; at least two electromechanical wheel brakes; a first wheel brake of the at least two electromechanical wheel brakes directly connected exclusively to a first of the at least two energy sources and indirectly connected to a second of the at least two energy sources; a second wheel brake of the at least two electromechanical wheel brakes directly connected to the second energy source and indirectly connected to the first energy source; and wherein in an event of failure of one of the at least two energy sources the other of the at least two energy sources supplies energy to the other wheel brake that is indirectly connected to that energy source.

17. The brake system as claimed in claim 16, further comprising at least two power regulating units each associated with at least one of the wheel brakes, wherein in the event of failure of one of the two energy sources the power regulating unit associated with the other at least one wheel brake is configured to control the transmission of energy to the at least one wheel brake associated with the energy source which failed.

18. The brake system as claimed in claim 16, wherein the first wheel brake and the second wheel brake are directly connected to one another via at least one connecting line for the transmission of energy from the respective energy sources.

19. The brake system as claimed in claim 16, wherein the first wheel brake and the second wheel brake are directly connected to one another via two connecting lines for the transmission of energy from the respective energy sources, wherein a first of the connecting lines is configured exclusively to transmit energy from the first wheel brake to the second wheel brake and wherein a second of the connecting lines is configured exclusively to transmit energy from the second wheel brake to the first wheel brake.

20. The brake system as claimed in claim 16, wherein the wheel brakes each have one first interface for connection to the respective energy source and one second interface for connection to the respective other wheel brake.

21. The brake system as claimed in claim 20, wherein the wheel brakes are connected in each case via one DC converter per interface to at least one of the energy source and the respective other wheel brake.

22. The brake system as claimed in claim 21, wherein the interfaces to the at least one energy source and the respective other wheel brake are connected separably to the wheel brake via switching devices.

23. The brake system as claimed in claim 16, wherein the brake system has two brake circuits each having at least two wheel brakes per brake circuit, wherein at least one wheel brake of a first of the brake circuits is directly connected to at least one wheel brake of a second of the brake circuits for the supply of energy in the event of failure of one of the energy sources.

24. The brake system as claimed in claim 23, wherein the brake circuits each have one central control unit for providing control information items for the wheel brakes, wherein in each case at least one of the wheel brakes of one brake circuit is configured to receive and process control information items from a wheel brake of the other brake circuit in the event of failure of the control unit of the brake circuit.

25. The brake system as claimed in claim 16, wherein the brake system has at least one energy transmission unit which is directly connected to each of the first and to the second wheel brake and in the event of failure of one of the energy sources is configured to control the supply of energy to the affected wheel brake by the energy source of the respective other wheel brake.

26. The brake system as claimed in claim 25, wherein the energy transmission unit is connected via a first interface to the first wheel brake and via a second interface to the second wheel brake, wherein the energy transmission unit is configured to identify a voltage drop at one of the interfaces and, in reaction to hold the voltage at the corresponding interface at least at a minimum voltage.

27. The brake system as claimed in claim 26, wherein the first interface is spatially separate from the second interface.

28. The brake system as claimed in claim 26, wherein the energy transmission unit has a first electrical circuit for providing a voltage at the first interface and a second electrical circuit for providing a voltage at the second interface, wherein the first electrical circuit is galvanically isolated from the second electrical circuit.

29. The brake system as claimed in claim 28, wherein the electrical circuits are each supplied with a voltage from the respective other electrical circuit, in the event of failure of one of the energy sources.

30. The brake system as claimed in claim 25, wherein in the event of failure of one of the energy sources the energy transmission unit is configured to, supply energy at most with a defined power to that wheel brake which is affected by the failure.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

[0031] FIG. 1 shows a schematic illustration of an exemplary brake system of the prior art;

[0032] FIG. 2 shows a schematic illustration of an exemplary brake system with four wheel brakes, two of which are connected to one another for the mutual supply of energy;

[0033] FIG. 3 shows schematic illustrations of exemplary connection configurations of energy sources and control units of the wheel brakes;

[0034] FIG. 4 shows schematic illustrations of further exemplary connection configurations of energy sources and control units of the wheel brakes;

[0035] FIG. 5 shows a schematic illustration of an exemplary connection configuration of energy sources, control units of the wheel brakes and an energy transmission unit;

[0036] FIG. 6 shows schematic illustrations of electrical circuits of exemplary energy transmission units; and

[0037] FIG. 7 shows a schematic circuit diagram of an arrangement of energy sources, control units of the wheel brakes and an energy transmission unit.

DETAILED DESCRIPTION

[0038] In the following text, features that are similar or identical are denoted by the same reference designations.

[0039] FIG. 2 shows a schematic illustration of a brake system 100 that largely corresponds to the brake system 10 described above with regard to FIG. 1. For the sake of clarity, however, the pedal actuation unit 102, the control units 104 and 106, and the wheels arranged at the wheel brakes 108, 110, 112 and 114, are not illustrated again in FIG. 2.

[0040] By contrast to the brake system 10 illustrated in FIG. 1, it is provided in the brake system 100 of FIG. 2 that the front left wheel brake 108 and the front right wheel brake 110 are connected to one another via a connecting line 128 such that, in the event of failure of one of the energy sources 116 or 118, the supply of energy to the respectively affected wheel brake can be provided by that wheel brake which is not affected by the failure.

[0041] To control the transmission of energy in the event of a failure of one of the energy sources 116 or 118, power regulating units 130 and 132, respectively, are formed in each of the control units 120 and 122, respectively, of the wheel brakes 108 and 110, respectively. The power regulating units 130 and 132, respectively, are for example designed to identify a failure of one of the energy sources 116 or 118 and, in response thereto, to shut off the connection between the affected wheel brake and the failed energy source and to draw the energy required for the operation of the affected wheel brake from the unaffected wheel brake.

[0042] The connection illustrated in FIG. 2 between the front left wheel brake 108 and the front right wheel brake 110 is in this case merely an example of how an at least partial redundancy can be created for the event of a failure of one of the energy sources 116 or 118. For example, in the event of a failure of the energy source 116 and of an energy supply of the wheel brake 110 that results from this, the remaining available braking performance of the brake system 100 would, by means of the wheel brake 108, be considerably improved in relation to the braking performance that would be available in the event of failure of both wheel brakes 112 and 110, because three out of four wheel brakes can continue to be operated.

[0043] However, it may also be possible for the rear left brake 112 to be connected to the rear right brake 114 via a corresponding connecting line for the exchange of energy. It would likewise also be possible for the wheel brakes of one side to be connected, that is to say for the wheel brake 108 to be connected to the wheel brake 112, or for the wheel brake 110 to be connected to the wheel brake 114, for an exchange of energy. It would furthermore also be possible for in each case more than 2 wheel brakes to be connected to one another for the exchange of energy. For example, it would accordingly also be possible, aside from a connection between the front left wheel brake 108 and the front right wheel brake 110, for a further connection to be provided between the rear left wheel brake 112 and the rear right wheel brake 114. The variant in which the front wheel brakes 108 and 110 can mutually compensate a failure of the respectively associated energy sources 116 and 118 may correspond to situations where it is commonly the case that a major part of the deceleration performance during a deceleration of the vehicle is imparted by the wheel brakes of the front axle.

[0044] Below, different exemplary variants of connection configurations of energy sources and control units of the wheel brakes will now be described with reference to FIGS. 3 and 4 on the basis of corresponding schematic illustrations. Purely by way of example, it is assumed that the control unit shown on the left is the control unit 120 of the front left wheel brake 108, and the control unit shown on the right is the control unit 122 of the front right wheel brake 110. The two energy sources 116 and 118 shown may for example be batteries or the on-board electrical system of a vehicle in which the brake system 100 is used.

[0045] The control units 120 and 122 may be of substantially identical construction and each comprise a microcontroller 134 and 136, respectively, which is for example configured for activating the wheel brake 108 in order to implement a braking demand. Furthermore, the control units 120 and 122 each have a power regulating unit 130 and 132, respectively, which is configured to, in the event of a failure of an energy source associated with the wheel brake, control the supply of energy by that wheel brake which is not affected by the failure. For this purpose, the power regulating unit 130 of the control unit 120 is for example connected via a first interface 138 to the energy source 118, whereas a connection to the control unit 122 of the front right wheel brake 110 exists via a second interface 140.

[0046] Analogously to this, the control unit 122 of the front right wheel brake 110 likewise has a first interface 142 for connection to the energy source 116 and a second interface 144 for connection to the control unit 120. Furthermore, the two control units 120 and 122 have in each case one data bus 146 and 148 via which, for example, control information items for the activation of the wheel brakes can be exchanged.

[0047] In the variant illustrated in FIG. 3 a), the first interfaces 138 and 142 of the control units 120 and 122 each have switching units configured as safety switches, such that the connection between the control units 120, 122 and the respectively associated energy sources 116 and 118 can be shut off in the event of failure of one of the energy sources. The in each case second interfaces 140 and 144 of the control units 120 and 122 each have DC converters, by means of which a galvanic isolation of the control units 120 and 122 is realized.

[0048] During the normal operation of the illustrated brake system 100, that is to say the normal functioning of the energy sources 116 and 118, the safety switches of the interfaces 138 and 142 are closed, such that the control units 120 and 122 are in each case supplied with energy from the associated energy sources 116 and 118. No energy is transmitted via the connecting line 128. The control units 120 and 122 or the associated power regulating units 130 and 132 may in this case be configured to cyclically check the availability of the connecting line 128 and, if necessary, output a fault message if the connecting line 128 is non-functional.

[0049] If, for example, the energy source 116 now fails owing to a short circuit or some other defect, this is identified by the power regulating unit 132, and the safety switch of the interface 142 is opened. The energy required for the operation of the wheel brake 110 is drawn from the wheel brake 108, or directly from the energy source 118, via the connecting line 128. The regulation of the transmission of energy by the power regulating units 130 and 102 30 is for example configured such that an uninterrupted transfer to the supply of energy by the wheel brake 108 is ensured. At the same time, overload protection can also be implemented by means of the described infrastructure. If, for example, a short circuit arises at the connecting line 128, this can also be identified on the basis of an overload detection by the power regulating units 130 and 132, such that the DC converters of the interfaces 140 and 144 are deactivated in order to avoid influencing of the control units 120 and 122 by the identified short circuit.

[0050] In the variant illustrated in FIG. 3 b), the safety switches of the first interfaces 138 and 142 of the control units 120 and 122 are replaced by DC converters. The use of DC converters on both interfaces further reduces the likelihood of galvanic coupling between control unit 120 and energy source 118, or control unit 122 and energy source 116, respectively, in the event of a fault.

[0051] By contrast, in the variant illustrated in FIG. 4 a), both the first interfaces 138 and 142 and the second interfaces 140 and 144 of the control units 120 and 122 are each equipped with a safety switch, wherein the safety switches may be actuated by the power regulating unit 130 and 132.

[0052] In the variant illustrated in FIG. 4 b), the control units 120 and 122 furthermore have in each case one third interface 150 and 152, respectively, via which the control units 120 and 122 are likewise connected to one another for the exchange of energy. In the illustrated embodiment, all interfaces of the control units 120 and 122 are each equipped with safety switches, by means of which corresponding connections can be shut off if necessary. The connecting line 128 between the in each case second interfaces 140 and 144 is configured exclusively to transmit energy from the first control unit 120 to the second control unit 122, whereas the further connecting line 154 between in each case third interfaces 150 and 152 is configured exclusively to transmit energy from the second control unit 122 to the first control unit 120. Consequently, in this variant, the connecting lines 128 and 154 are in each case unidirectional connections, such that the directional paths between the control units 120 and 122 are in each case separate.

[0053] FIG. 5 shows a further embodiment of the variants of connection configurations of the control units 120 and 122 and of the energy sources 116 and 118 as described above with reference to FIG. 3 and FIG. 4. In the variant illustrated here, which substantially corresponds to the variant of FIG. 4 a), an energy transmission unit 160 is arranged in the connecting line 128 between the respective second interfaces 140 and 144 of the control units 120 and 122. The energy transmission unit 160 is configured to control the exchange of energy between the control units 120 and 122 or the wheel brakes 108 and 110 on the basis of the voltages U1 and U2 provided at the interfaces 142 and 144.

[0054] The functioning of the energy transmission unit 160 will now be described below with reference to FIG. 6, which illustrates two variants of electrical circuits with which an energy transmission unit 160 can be implemented. The illustrated variants of the energy transmission unit may be configured as independent control units in a separate housing, wherein the energy transmission unit may have only four connectors. The connectors serve for the provision of the voltages U1 and U2 from the second interfaces 142 and 144 of the control units 120 and 122 and from two independent ground connectors (GND1, GND2). In each case one voltage (U1 or U2) and in each case one ground (GND1, GND2) may be combined in one plug connector 166 or 168, respectively, wherein the resulting two plug connectors 166 and 168 and the corresponding interfaces of the energy transmission unit 160 may be spatially separate from one another.

[0055] In the variant illustrated in FIG. 6 a), two separate electrical circuits 162 and 164 are formed within the energy transmission unit 160, which electrical circuits are connected in each case to one of the plug connectors 166 and 168, respectively, wherein the electrical circuits 162 and 164 are galvanically isolated from one another. For the transmission of energy between the electrical circuits 162 and 164, the energy transmission unit 160 has a transformer 170 with a ferrite core. Furthermore, pulse-width-modulating generators (PWM) 172 and 174 are arranged in each of the electrical circuits 162 and 164, which pulse-width-modulating generators are each configured to, in a manner dependent on the voltages U1 and U2 prevailing in the electrical circuits 162 and 164 and the corresponding current intensities I1 and I2 via the corresponding electrical circuit, transmit energy to precisely that wheel brake whose associated energy source has failed, or to the control unit of said wheel brake.

[0056] Capacitors 176 and 178 are connected in each case in parallel with respect to the PWM generators 172 and 174, whilst an output of the PWM generators 172, 174 is connected in each case to the gate connector of a transistor 184, 186 (for example MOSFET) that connects the ferrite core transformer 170 to the respective grounds GND1 and GND2 via downstream elements 180 and 182 for current measurement. Furthermore, the transistors 184 and 186 are in each case connected across a diode 188 and 190 such that switching voltages of the transformer 170 are rectified and are provided to the capacitors 176 and 178.

[0057] The energy transmission unit 160 is, owing to its mirror-symmetrical design, capable of both regulating a transmission of energy from the control unit 120 to the control unit 122 and regulating a transmission of energy from the control unit 122 to the control unit 120. The design of the energy transmission unit has the effect of fundamentally ruling out a situation in which both PWM generators 172 and 174 are operated simultaneously. The energy transmission unit 160 may be designed such that no further communication lines are required for the control of the energy transmission unit 160, with the energy transmission unit 160 rather being capable of controlling a transmission of energy between the wheel brakes exclusively on the basis of the values U1, U2, I1 and I2.

[0058] The behavior of the energy transmission unit 160 for different input voltages U1 and U2 will be described by way of example below.

[0059] In a first scenario, voltages of U1>9 V and U2>9 V prevail respectively at the two inputs of the plug connectors 166 and 168. In this case, the PWM generators 172 and 174 are not activated, such that no energy is transmitted and only a low quiescent current flows within the energy transmission unit 160. The energy transmission unit 160 also exhibits the same behavior if the voltages U1 and U2 are each very low at the two inputs, that is to say both energy sources 116 and 118 exhibit a malfunction, or the associated on-board electrical systems are weak.

[0060] However, if a low voltage prevails only at one of the voltage inputs U1 or U2 (for example U1>10 V, U2<9 V), the PWM generator 172 is configured to modulate the voltage prevailing at the ferrite core transformer 170 such that the voltage of at least 9 V that prevails at the connector U2 is held. This regulation may be limited by the currents I1 and I2 insofar as the voltage U2 is held at 9 V only for as long as the current intensity I1<15 A and the current intensity I2 is lower than 20 A. The transmission of energy that is thus limited by the current leads to a power limitation in the range from approximately 150 W to 180 W. In this way, the energy source that is still functioning, or the corresponding on-board electrical system, can be protected against overloading.

[0061] The above-described behavior functions inversely if, for example, the voltage U1 is lower than 9 V and the voltage U2 is higher than 10 V.

[0062] FIG. 6 b) shows an alternative configuration of an energy transmission unit 160 in which, instead of a ferrite core transformer, an inductance 192 is connected in series, such that there is no longer galvanic isolation between the electrical circuits 162 and 164. Here, too, in the event of a voltage drop at one of the inputs U1 or U2, energy required for the operation of the connected wheel brake is provided by the corresponding PWM generators 172 or 174 at the outputs concerned.

[0063] FIG. 7 shows a schematic circuit diagram of an arrangement of energy sources 118 and 116, control units 120 and 122 of the wheel brakes 108 and 110 and an energy transmission unit 160, which is connected between the control units 120 and 122. In each of the control units, there is provided in each case one current-limiting unit 130 and 132, respectively, which controls the current flow between the control units 120 and 122 in the event of a fault or failure of the respective energy source 116 or 118. The control units 120 and 122 may be configured to exchange information items via a data bus 194, for example in order to check the plausibility of identified fault states, and to react appropriately thereto, inter alia by virtue of connections to the energy sources 116 or 118 being shut off and the supply of energy by the ECU power management 132 and 132 to the energy transmission unit 160 being deactivated.

[0064] The described infrastructure with an energy transmission unit 160 arranged in the energy transmission path between the wheel brakes may in principle be provided in each of the variants of a connection between wheel brakes as described above with reference to FIG. 2. For example, provision may also be made whereby the energy transmission unit 160 is arranged between the wheel brakes 112 and 114 of the rear axle of a vehicle, or whereby in each case one energy transmission unit 160 is arranged in the energy transmission path both between the wheel brakes 108 and 110 of the front axle and between the wheel brakes 112 and 114 of the rear axle of a vehicle.