WO2011012522A1 - Elektronisches bremssystem und verfahren zum betrieb eines elektronischen bremssystems - Google Patents
Elektronisches bremssystem und verfahren zum betrieb eines elektronischen bremssystems Download PDFInfo
- Publication number
- WO2011012522A1 WO2011012522A1 PCT/EP2010/060596 EP2010060596W WO2011012522A1 WO 2011012522 A1 WO2011012522 A1 WO 2011012522A1 EP 2010060596 W EP2010060596 W EP 2010060596W WO 2011012522 A1 WO2011012522 A1 WO 2011012522A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- electromechanical actuator
- regulating unit
- control
- time
- wcu
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
- B60T8/267—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means for hybrid systems with different kind of brakes on different axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L12/403—Bus networks with centralised control, e.g. polling
- H04L12/4035—Bus networks with centralised control, e.g. polling in which slots of a TDMA packet structure are assigned based on a contention resolution carried out at a master unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/82—Brake-by-Wire, EHB
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L12/40006—Architecture of a communication node
- H04L12/40026—Details regarding a bus guardian
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L2012/40208—Bus networks characterized by the use of a particular bus standard
- H04L2012/40215—Controller Area Network CAN
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
- H04L12/40—Bus networks
- H04L2012/40267—Bus for use in transportation systems
- H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle
Definitions
- the invention relates to an electronic brake system, in particular for motor vehicles, with at least one actuatable by an electromechanical actuator wheel, wherein the electro-mechanical actuator is associated with an electronic control unit (WCU), in which a data processing program for controlling and / or regulating the electromechanical actuator is executed, and with a data bus, in particular a CAN (Controller Area Network) data bus, with which the electromechanical actuator associated electronic control and / or regulating unit (WCU) with at least one further control and / or regulating unit (ECU), in particular a central electronic or electro-hydraulic control and / or regulating unit is connected. It further relates to an associated operating method and an associated motor vehicle.
- electromechanically actuated wheel brakes comprise, in addition to an electromechanical actuator, an electronic control unit (Wheel Control Unit, WCU).
- WCU Electronice Control Unit
- a data processing program application / software
- the associated processor-based control unit operates on the basis of sensor-based control.
- This regulation can make a maximum number of iterations (calculations) per second. For example, an iteration rate of 200 s "1 corresponds to a software loop time of 5 ms. Adjustment and control processes usually take place in the time frame of this software loop time.
- HECU central electro-hydraulic control unit
- ESP ESP aggregate
- Combined brake systems with hydraulically and electromechanically actuated wheel brakes such as those disclosed in WO 2008/155341 Al brake system, however, have z. B. via an ESP aggregate as a central controller (master), which based on the (his) software loop time communication messages to other nodes (slaves) of the Network sends (eg to the WCU) and quasi via "remote control" the setpoints (eg, for the braking force to be set) .
- the valves (braking force) are no longer wheel-individually controlled directly (centrally) instead
- the ESP aggregate transmits the set clamping force, whereupon the respective EMB autonomously adjusts the actual clamping force, thus forming part of a system group.
- the security-relevant problems also arise when sending the clamping force actual values, which, after transmission from the EMB, are already logically available to the ESP central controller in the form of messages, but which, due to the nonoptimal timing of the reception, are not taken into account.
- the ESP software must wait until the current software loop of the central controller has ended.
- the high clocked iteration rate of 200 or more computations per second is effectively reduced in the order of the additional dead times along the round-trip channel in the context of a distributed control system without a fixed time reference of the distributed nodes to each other. Accordingly, the deceleration of the vehicle decreases.
- the invention is therefore based on the object to provide an electronic brake system, in which a timing between an electromechanical actuator tuator associated electronic control and regulation unit and another control and regulation unit of the brake system is realized. Furthermore, an associated operating method and a motor vehicle with such a brake system are to be provided.
- the above-mentioned object is achieved according to the invention in that the loop time of the data processing program for controlling or regulating the electromechanical actuator can be changed via the data bus.
- loop time or "software loop time”
- a (main) loop of the application (software) of the corresponding control and / or regulating unit is designated according to the invention.
- Such a “loop time” is usually in the range of a few milliseconds (eg 10 ms).
- Advantageous embodiments of the invention are the subject of the dependent claims.
- the invention is based on the idea that in brake systems which are constructed according to the master-slave principle and in which a master unit communicates with a plurality of electromechanically actuated brakes associated slaves, and in which the slaves to a certain extent independently the application of the brakes at the behest of messages from the master, the period of time between the transmission of the nominal clamping force by the master and the adjustment of the clamping force by the respective slave should be kept as low as possible. If there is an excessively large time gap between the times at which the master unit determines the set clamping forces and the times at which they are set by the slaves, it becomes extremely difficult to adjust the clamping forces with a minimum and as constant a phase offset as possible. In extreme situations of danger, in which a rapid time sequence of different voltages must be set, actual and target clamping forces can be so out of phase that the vehicle can not be sufficiently stabilized or brought to a standstill in time.
- the messages of the master unit should thus arrive in a time interval within the software loop time at the slaves in which they can be evaluated and processed substantially immediately, so to speak in a Sollanattentionszeitm.
- the time of despatch of the messages of the master and the expected arrival time window should therefore be "in phase" with one another - if possible constantly - in the case of a normal and unsynchronized operation of Master and slaves such a phase-locked relationship is usually not available.
- such synchronization can be achieved by changing the software loop time of the respective slave - over one or more cycles - until the arrival of the messages of the master unit into the target arrival time window of the / the slaves fall.
- This adjustment should be made via a data bus connecting the master unit to the respective slave unit. That is, the software loop time of an electronic control and / or regulating unit assigned to an electromechanical actuator should be variable via the, in particular CAN, data bus.
- a separate clock line or separate trigger line can be used, which z. B. cyclically changing pattern leads and thus imposes the time window.
- the electronic control and / or regulating unit (WCU) associated with the electromechanical actuator comprises a means which controls the loop time of the data processing program for controlling and / or regulating the electromechanical actuator to the arrival of messages with a timestamp, which are received via the data bus adapts.
- the arrival time of the messages can be placed by this means in a Sollanzunftszeiten the WCU, whereby an immediate processing of the messages is guaranteed.
- This means may include, for example, performing a differential measurement, wherein the time offset between actual arrival time and ideal location is measured within the Sollanakszeit grains.
- the messages with a time stamp additionally include further data.
- this additional data need not be transmitted by separate messages, so that the number of messages to be transmitted in a certain time interval is kept as low as possible.
- the messages with a time stamp from the further control and / or regulating unit advantageously periodically, in particular zeitäquidistant shipped.
- data messages can be uniquely defined in terms of content, identification and time of dispatch and thus act as a timestamp.
- the electronic control and / or regulating unit (WCU) assigned to the electromechanical actuator sends, in particular exclusively, immediately after receipt of a message with a time stamp in turn a message.
- WCU electronic control and / or regulating unit
- the loop time of the data processing program for controlling the electromechanical actuator is shortened or extended by a limited amount as a function of the received time marks for a predetermined number of loops.
- the target reception window may be shifted in time with respect to the timestamps, d. h., in a sense, the target reception window can be rewound back and forth with respect to the timestamps.
- the temporary limited extended or shortened application loop time is thereby advantageously varied in the time frame negligible for the control: the loop time is preferably lengthened or shortened in each case significantly less than by 10%.
- the further control and / or regulating unit is advantageously a central electronic or electrohydraulic control and / or regulating unit which is suitable for the direct or indirect control of all wheel brakes.
- the further, in particular the central, control and / or regulating unit and each of the electronic control and / or regulating units assigned to the electromechanical actuators each have their own intelligence and in each case comprise at least one microcomputer.
- the electronic control and / or regulating units (WCU) assigned to the electromechanical actuators are advantageously arranged in each case in the vicinity of the associated wheel.
- the brake system preferably comprises wheel speed sensors whose signals are supplied to the central electronic or electrohydraulic control and / or regulating unit (ECU) and / or the electronic control and regulation units (WCU) of the electromechanical actuators.
- ECU central electronic or electrohydraulic control and / or regulating unit
- WCU electronic control and regulation units
- the brake system comprises a central electronic or electrohydraulic control and / or regulating unit (ECU) and at least two wheel brakes which can each be actuated by an electromechanical actuator, each having an electronic control and / or regulating unit (WCU) associated with the electromechanical actuators, each of which electromechanical actuators associated electronic control and / or regulating unit (WCU) indirectly or directly via a data bus, in particular a CAN (Controller Area Network) data bus, with the central control and / or regulating unit (ECU) is connected.
- the central control and / or regulating unit (ECU) controls at least temporarily at least one of the electromechanical actuators associated electronic control and / or regulating unit (WCU).
- the brake system comprises two wheel brakes associated with a second vehicle axle and actuatable by electromechanical actuators, and two wheel brakes associated with a first vehicle axle and electromechanically or hydraulically operable central electronic or electro-hydraulic control and / or regulating unit (ECU) is designed for controlling the wheel brakes associated with the first vehicle axle.
- ECU central electronic or electro-hydraulic control and / or regulating unit
- the central control unit (ECU) is preferred as an electro-hydraulic control unit
- HECU HECU trained. It advantageously has a device for performing an anti-lock function
- ESP Corresponding braking force specifications are transmitted from the central control and / or regulating unit (ECU) to the electronic control and / or regulating units (WCU) assigned to the electromechanical actuators via the data bus
- the above-mentioned object is achieved according to the invention in that the loop time of the data processing program for controlling and / or regulating the electromechanical actuator can be changed via the data bus.
- the loop time is adapted to messages with timestamps received over the data bus.
- the software of a mechatronic Radbrems- actuator (ElektroMechanische brake, EMB) via external means, for.
- EMB mechatronic Radbrems- actuator
- the bus communication influenced in your temporal processing order.
- the application loop time of the regulating software of the electromechanical brake is synchronized to fixed time stamps in the form of received CAN messages. nized. These CAN messages are sent by the shipper periodically or even strictly time equidistant.
- the electromechanical brake sends its CAN message directly in response to a received CAN message. This precludes a collision with the next receive message and thus ensures the time-equidistant transmission of messages acting as time markers of the sender (due to now called collision freedom). It does not use the ability to arbitrate messages allowed by the CAN specification.
- the central control and / or regulating unit sends messages with a time stamp to the electronic control and / or regulating unit (WCU) assigned to the electromechanical actuator recurrently, in particular at a fixed predetermined time interval. This particularly preferably evaluates the arrival times of the messages for time synchronization with the central control and / or regulating unit (ECU).
- the central control and / or regulating unit controls, at least temporarily, the electronic control and / or regulating unit (WCU) assigned to the electromechanical actuator, eg.
- the central control and / or regulating unit (ECU) of the electronic control and / or regulating unit (WCU) assigned to the electromechanical actuator specifies desired values for the braking force to be adjusted.
- the above-mentioned object is achieved according to the invention with a brake system mentioned above.
- the advantages of the invention are, in particular, that a modification of the software loop time of the data processing program for the control or regulation of an electromechanical actuator via a data bus results in an essentially delay-free and dead time-free processing of transmitted messages or messages and thus an immediate response to the content of these messages can be made.
- FIG. 1 a method for operating an electronic
- FIG. FIG. 2 shows a brake system in a preferred embodiment, which is produced by the method of FIG. 1 is operated, and
- FIG. 3 a motor vehicle with a brake system according to
- FIG. 1 illustrated method for operating a brake system between a first controller, the master (not shown) and a second controller, the slave (not shown), messages exchanged.
- the associated time axis 70, on which the time ts G i is plotted, and the second axis 72 belonging to the second control unit or control unit 2, on which the time t SG 2 is plotted are shown.
- the loop times are indicated, t S Li for the control unit 1 and t S L2 for the control unit. 2
- the first controller sends questionnaires 90, 91, 92, 93 to the second controller at regular intervals.
- the controller 2 sends reply messages 96, 97, 98, 99 to the first controller.
- the questionnaires sent by the first controller should reach the second controller in a target arrival time window 106.
- the target arrival time window 106 is configured such that questionnaires that reach the second controller within that window can be processed immediately and substantially without delay.
- the data bus is in the in FIG. 1 illustrated method designed as a CAN bus.
- the periodic (in particular strictly time-equidistant) sending of messages by the master is used for synchronization.
- the questionnaires 90, 91, 92, 93 sent out at regular intervals are used continuously equally the data transmission and the setting of timestamps.
- the loop time can be set and generated by means of a timer (which, for example, is implemented as a hardware module of a microcontroller). If necessary adjustment in the direction of the Sollanpeaks contributes the timer for limited duration can be converted to a limited extent in its counting / mode of operation. This can be achieved, for example, by means of a modified minimum / maximum value and / or an adapted counting speed.
- a timer which, for example, is implemented as a hardware module of a microcontroller.
- a collision-free communication method For this purpose, a question-answer-deadtime-question-answer-deadtime -... principle is used. As FIG.
- the master (control unit 1, eg central controller) sends in each case a question message 90, 91, 92, 93 (request) of defined length at time-equidistant intervals - this is also called “timebased transmission” (time-based transmission)
- the slave (control unit 2, eg WCU) in each case sends a response message 96, 97, 98, 99 (response), likewise of a defined length, directly after receipt of the request message respectively.
- the question message 90, 91, 92, 93 this is called “event-based transmission” (event-based transmission of responses).
- the duration of the transmission of the response or reply message 96, 97, 98, 99 never exceeds the duration of the pause between the requests or question messages 96, 97, 98, 99. This ensures that requests and responses never collide, which the Synchronization actively supported.
- control unit 2 (slave, eg WCU) shortens its software loop time t S L2 in each case Cycle until the time stamp representing / containing message with respect to their arrival time within the (predetermined) desired arrival time window or target arrival time window 106 is located. Shown are four cycles 116, 118, 120, 122 whose time length corresponds to the software loop time t S L2. In the first cycle 116, controller 2 shortens its software loop time t S L2 by 0.1 ms from 10 ms to 9.9 ms. There- It is achieved that the time at which the control unit 2 receives the question message 91, moves backward in relation to the time start of its cycle. Further time shifts of 0.1 ms take place in cycles 118 and 120.
- the question message 93 reaches the control unit 2 in the target arrival time window 106. Since the software loop times t S Li and t S L2 match in the present case, the reception of the question messages also takes place in the following cycles Target arrival time window 106.
- the algorithm for monitoring, and possibly retrieval, of the synchronization is ideally permanently active. An adaptation is initiated as needed if a loss of synchronization (the question messages leave the target arrival time window) has been detected.
- the software loop time t S L2 may be extended over a number of cycles to match arrival times and target arrival time windows to reach. Also combinations of extensions and shortenings are possible.
- a brake system 50 is shown in a preferred embodiment.
- the brake system 50 essentially has an actuating unit 1 which can be actuated by means of a brake pedal 2.
- the actuating unit 1 in turn consists of a pneumatic brake booster or a vacuum brake booster 3 and a downstream of the vacuum brake booster 3
- FIG. 2 is further removed, are a second vehicle axle, z. B. the rear axle, wheel brakes 9, 10 ordered, the operation of which takes place in accordance with the hydraulic pressure in the hydraulically actuated wheel brakes 7, 8 hydraulic pressure by electromechanical actuators 11, 12.
- the mentioned hydraulic pressure is determined by means of pressure sensors, not shown, which are integrated in the electro-hydraulic control unit 5.
- the electromechanically actuable wheel brakes 9, 10 are actuated, ie, taking into account a braking force distribution function between the front and rear axles, an application force of the wheel brakes 9, 10 is set.
- the electromechanically actuated brakes 9, 10 can be controlled in accordance with the actuation path of the brake pedal 2, ie in accordance with the driver deceleration request.
- the actuating travel of the brake pedal 2 is determined by means of a preferably redundantly designed pedal travel sensor 22.
- the control of the rear axle associated wheel brakes 9, 10 is decentralized by an electronic control and regulation unit (WCU) 19, 20 made.
- WCU electronic control and regulation unit
- the illustrated brake system 50 or the brake system is equipped according to the example with a parking brake functionality.
- the electromechanically actuable wheel brakes 9, 10 parking brake devices not shown, with which the wheel brakes 9, 10 are locked in the clamped state.
- the parking brake devices are controlled by means of a control element 14, the z. B. is designed as a button and has three switch positions for the commands "clamping", "neutral” and "release”.
- the output signals of the pedal travel sensor 22 are supplied via a signal line 17 to a further electronic control unit 18, which may be formed for example by a chassis controller.
- the control unit 18 is an optional component of the brake system 50, which may be dispensed with.
- the signal line 17 may be formed in this case as two separate signal lines, wherein the one signal line is connected directly to the electronic control unit 19 and the other signal line directly to the electronic control unit 20.
- a first high-speed bus 23 forms a direct connection between the aforementioned electrohydraulic control and regulation unit (HECU) 5 and the further (optional) electronic control unit 18, which is connected to the electronic control and regulation unit 19 by means of a further high-speed bus 24 the electromechanical actuator 11 is directly connected.
- the high-speed buses 23 and 24 are usually identical in one embodiment of the braking system without the control unit 18.
- a second signal line 28 is used for signal transmission between the parking brake control element 14 and the electro-hydraulic control unit (HECU) 5, which is directly connected by means of a third Hoch effetsbusses 25 with the electronic control unit 20 of the electromechanical actuator 12, so that the Output signals of the parking brake operating element 14 of the said electronic control and regulation unit 20 are supplied.
- a fourth high-speed bus 26 forms an immediate connection fertil between the electronic control and regulation units 20 and 19 of the electromechanical actuators 12 and 11th
- the dashed line 27 represents an optional existing line to possibly other control and regulating units.
- With the reference numeral 29 are all power supply terminals of the in FIG. 2 shown elements.
- the high-speed buses 23 to 26 are preferably a CAN data bus.
- FIG. 3 A motor vehicle 60 with the in FIG. 2 illustrated brake system 50 with the control unit 5 is shown in FIG. 3 shown.
- the wheel brakes 7 and 8 (not shown) are hydraulic, the wheel brakes 9 and 10 (not shown) are electromechanically actuated. LIST OF REFERENCE NUMBERS
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP20100736687 EP2459426B1 (de) | 2009-07-31 | 2010-07-22 | Elektronisches bremssystem und verfahren zum betrieb eines elektronischen bremssystems |
US13/387,387 US8626415B2 (en) | 2009-07-21 | 2010-07-22 | Electronic braking system and method for operating an electronic braking system |
CN201080033030.2A CN102470851B (zh) | 2009-07-31 | 2010-07-22 | 电子制动系统和操作电子制动系统的方法 |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009035630.4 | 2009-07-31 | ||
DE102009035630 | 2009-07-31 | ||
DE102010031608.3 | 2010-07-21 | ||
DE102010031608A DE102010031608A1 (de) | 2009-07-31 | 2010-07-21 | Elektronisches Bremssystem und Verfahren zum Betrieb eines elektronischen Bremssystems |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011012522A1 true WO2011012522A1 (de) | 2011-02-03 |
Family
ID=43402879
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2010/060596 WO2011012522A1 (de) | 2009-07-21 | 2010-07-22 | Elektronisches bremssystem und verfahren zum betrieb eines elektronischen bremssystems |
Country Status (6)
Country | Link |
---|---|
US (1) | US8626415B2 (de) |
EP (1) | EP2459426B1 (de) |
KR (1) | KR101649011B1 (de) |
CN (1) | CN102470851B (de) |
DE (1) | DE102010031608A1 (de) |
WO (1) | WO2011012522A1 (de) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8295998B2 (en) * | 2009-05-11 | 2012-10-23 | General Electric Company | System, method, and computer software code for distributing and managing data for use by a plurality of subsystems on a locomotive |
DE102011003345A1 (de) | 2011-01-28 | 2012-08-02 | Continental Teves Ag & Co. Ohg | Netzwerkverbundsystem für Fahrzeugsteuergeräte und/oder für Fahrzeugregelgeräte und Synchronisationsverfahren zum Betrieb des Netzwerkverbundsystems |
DE102012010562B4 (de) * | 2012-05-26 | 2013-12-24 | Audi Ag | Feststellbremsensystem für ein Fahrzeug |
US9428242B2 (en) | 2014-02-24 | 2016-08-30 | Harley-Davidson Motor Company Group, LLC | Variable ride height systems and methods |
US9843597B2 (en) * | 2015-01-05 | 2017-12-12 | International Business Machines Corporation | Controller area network bus monitor |
US9546069B2 (en) | 2015-04-09 | 2017-01-17 | Microsoft Technology Licensing, Llc | Drive for electromechanical control of lines |
US11491841B2 (en) | 2017-05-05 | 2022-11-08 | Fox Factory, Inc. | System for minimizing data transmission latency between a sensor and a suspension controller of a vehicle |
DE102018215295A1 (de) * | 2018-09-07 | 2020-03-12 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verteilte Reglerstruktur zur Erzielung optimierter Reglereigenschaften sowie erhöhter Ventillebensdauer |
US11492103B2 (en) * | 2019-04-08 | 2022-11-08 | Goodrich Corporation | Distributed brake control systems and methods for high efficiency antiskid performance |
EP4273007A1 (de) * | 2022-05-05 | 2023-11-08 | Hitachi Astemo Netherlands B.V. | Fahrzeugbewegungssteuerung |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1998036956A1 (de) * | 1997-02-19 | 1998-08-27 | Siemens Aktiengesellschaft | Bremsanlage für ein kraftfahrzeug und verfahren zum übermitteln von daten in einer elektrisch gesteuerten kraftfahrzeug-bremsanlage |
DE10123568A1 (de) * | 2001-05-15 | 2002-11-21 | Continental Teves Ag & Co Ohg | Verfahren und System zur Ansteuerung einer elektromechanisch betätigbaren Bremse für Kraftfahrzeuge |
DE102006024957A1 (de) * | 2006-05-29 | 2007-12-06 | Siemens Ag | Sicherheitssystem einer geregelten elektronischen Fahrzeugbremsausrüstung |
DE102006032726A1 (de) * | 2006-07-14 | 2008-01-17 | Lucas Automotive Gmbh | Verfahren zum Synchronisieren von Komponenten eines Kraftfahrzeugbremssystems und elektronisches Bremssteuersystem |
DE102007028002A1 (de) * | 2006-06-14 | 2008-03-27 | Continental Teves Ag & Co. Ohg | Verfahren zum Übertragen von Messdaten und Sensoreinrichtung |
WO2008155341A1 (de) | 2007-06-19 | 2008-12-24 | Continental Teves Ag & Co. Ohg | Kombinierte bremsanlage, insbesondere für kraftfahrzeuge |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1012356B (de) | 1953-04-30 | 1957-07-18 | Int Standard Electric Corp | Fernsteuersystem mittels einer Traegerwelle eines Senders und mehreren Untertraegerwellen |
DE4140017C2 (de) * | 1991-12-04 | 1995-01-05 | Nec Electronics Germany | Verfahren zum Betreiben von über einen Datenbus durch seriellen Datenaustausch miteinander kommunizierenden Rechnereinheiten |
DE19618867A1 (de) * | 1995-08-26 | 1997-02-27 | Bosch Gmbh Robert | System zur Veränderung eines Drehzahlsignals |
DE19825825A1 (de) * | 1998-06-09 | 1999-12-16 | Siemens Ag | Verfahren zur Synchronisierung von miteinander über ein Bussystem verbundenen Recheneinheiten |
DE10000303B4 (de) * | 2000-01-05 | 2011-09-29 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Austausch von Daten zwischen wenigstens zwei mit einem Bussystem verbundenen Teilnehmern |
US7489996B2 (en) * | 2004-05-06 | 2009-02-10 | Hydro-Aire, Inc. | Antiskid control unit and data collection system for vehicle braking system |
-
2010
- 2010-07-21 DE DE102010031608A patent/DE102010031608A1/de not_active Withdrawn
- 2010-07-22 WO PCT/EP2010/060596 patent/WO2011012522A1/de active Application Filing
- 2010-07-22 US US13/387,387 patent/US8626415B2/en not_active Expired - Fee Related
- 2010-07-22 EP EP20100736687 patent/EP2459426B1/de active Active
- 2010-07-22 CN CN201080033030.2A patent/CN102470851B/zh active Active
- 2010-07-22 KR KR1020127005104A patent/KR101649011B1/ko active IP Right Grant
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1998036956A1 (de) * | 1997-02-19 | 1998-08-27 | Siemens Aktiengesellschaft | Bremsanlage für ein kraftfahrzeug und verfahren zum übermitteln von daten in einer elektrisch gesteuerten kraftfahrzeug-bremsanlage |
DE10123568A1 (de) * | 2001-05-15 | 2002-11-21 | Continental Teves Ag & Co Ohg | Verfahren und System zur Ansteuerung einer elektromechanisch betätigbaren Bremse für Kraftfahrzeuge |
DE102006024957A1 (de) * | 2006-05-29 | 2007-12-06 | Siemens Ag | Sicherheitssystem einer geregelten elektronischen Fahrzeugbremsausrüstung |
DE102007028002A1 (de) * | 2006-06-14 | 2008-03-27 | Continental Teves Ag & Co. Ohg | Verfahren zum Übertragen von Messdaten und Sensoreinrichtung |
DE102006032726A1 (de) * | 2006-07-14 | 2008-01-17 | Lucas Automotive Gmbh | Verfahren zum Synchronisieren von Komponenten eines Kraftfahrzeugbremssystems und elektronisches Bremssteuersystem |
WO2008155341A1 (de) | 2007-06-19 | 2008-12-24 | Continental Teves Ag & Co. Ohg | Kombinierte bremsanlage, insbesondere für kraftfahrzeuge |
Also Published As
Publication number | Publication date |
---|---|
DE102010031608A1 (de) | 2011-02-03 |
US20120130615A1 (en) | 2012-05-24 |
KR101649011B1 (ko) | 2016-08-17 |
KR20120053014A (ko) | 2012-05-24 |
CN102470851B (zh) | 2015-07-01 |
US8626415B2 (en) | 2014-01-07 |
EP2459426A1 (de) | 2012-06-06 |
EP2459426B1 (de) | 2015-05-06 |
CN102470851A (zh) | 2012-05-23 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2459426B1 (de) | Elektronisches bremssystem und verfahren zum betrieb eines elektronischen bremssystems | |
EP2033375B1 (de) | Verfahren zum übertragen von messdaten und sensoreinrichtung | |
EP2229302B2 (de) | Bremsanlage für ein fahrzeug sowie bremspedaleinrichtung für eine derartige bremsanlage | |
EP0426959B1 (de) | Verfahren zur Abbremsung eines mit druckbetätigten Bremsen ausgerüsteten Fahrzeugzuges | |
EP0961724B2 (de) | Bremsanlage für ein kraftfahrzeug und verfahren zum übermitteln von daten in einer elektrisch gesteuerten kraftfahrzeug-bremsanlage | |
DE102018001055A1 (de) | Verfahren zur Auslösung eines selbsttätigen Notbremsvorgangs bei einer Fahrzeugkolonne | |
DE102011003345A1 (de) | Netzwerkverbundsystem für Fahrzeugsteuergeräte und/oder für Fahrzeugregelgeräte und Synchronisationsverfahren zum Betrieb des Netzwerkverbundsystems | |
DE102014107305A1 (de) | Parkassistenzvorrichtung für ein Kraftfahrzeug | |
EP1171332B1 (de) | Lenk- und bremssystem für ein fahrzeug | |
DE102006032726B4 (de) | Verfahren zum Synchronisieren von Komponenten eines Kraftfahrzeugbremssystems und elektronisches Bremssteuersystem | |
EP3354527B1 (de) | Verfahren zum einstellen von bremsdrücken eines kraftfahrzeugs über ansteuerung eines drucksteuerventils, bremsanlage zur durchführung des verfahrens sowie kraftfahrzeug | |
DE10324808A1 (de) | Optimierte Steuergerät-Konfiguration für eine Kfz-Feststellbremse | |
WO2018234006A1 (de) | Vorrichtung und verfahren zur synchronisation von uhren in steuergeräten und steuergerät | |
EP0923465B1 (de) | Datenbus für mehrere teilnehmer | |
EP3353026B1 (de) | Verfahren zum einstellen von bremsdrücken eines kraftfahrzeugs, bremsanlage zur durchführung des verfahrens sowie kraftfahrzeug | |
EP0805084A2 (de) | Verfahren zum kontrollierten Bremsen eines Kraftfahrzeuges | |
WO2019057386A1 (de) | Radschlupfregelung für ein kraftfahrzeug | |
DE102004022555B4 (de) | Vorrichtung und Verfahren zum Synchronisieren einer Blinkerfrequenz mit einer Zentralblinkfrequenz | |
EP3402704A1 (de) | Bremsdruckumschaltung mit zeitkontinuierlicher rampe für schienenfahrzeuge | |
DE10033347B4 (de) | Verfahren und Vorrichtung zur Steuerung eines dezentralen Bremssystems eines Fahrzeugs | |
WO2018130435A1 (de) | Diagnoseverfahren und diagnosesystem für ein fahrzeug | |
EP2029406B1 (de) | Verfahren zum ansteuern von analog angesteuerten hydraulischen einlassventilen | |
DE102009054961A1 (de) | Verfahren zur Verringerung der Latenzzeit bei der Datenübertragung innerhalb eines Steuergeräte-Verbundes | |
DE102021215006A1 (de) | Bremssystem und Verfahren zum Betreiben eines Bremssystems | |
WO2023118346A1 (de) | Verfahren zum betreiben eines bremssystems und bremssystem |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080033030.2 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10736687 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010736687 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13387387 Country of ref document: US |
|
ENP | Entry into the national phase |
Ref document number: 20127005104 Country of ref document: KR Kind code of ref document: A |