JP6855178B2 - A method for driving a vehicle-specific braking system with an electric motor, and a control device for at least one electric motor of the vehicle-specific braking system. - Google Patents

Description

The present invention relates to a method for driving a vehicle-specific braking system equipped with an electric motor. Similarly, the present invention relates to a control device for at least one electric motor of a vehicle-specific braking system. The present invention also relates to an electric motor for a vehicle-specific braking system and a braking system for a vehicle.

Patent Document 1, Patent Document 2 and Patent Document 3 describe a method for driving a vehicle-specific braking system and a control device appropriately designed. In performing one of each method, the target vehicle deceleration required by the driver of the vehicle equipped with the braking system to be driven is preferably exclusively of an electric motor designed to brake the vehicle. It is produced only by regenerative operation. To limit or prevent the formation of inconvenient braking pressure in at least one wheel brake cylinder of the braking system during regenerative operation of the electric motor, the master brake cylinder of the braking system when the driver requests a target vehicle deceleration. The volume of brake fluid extruded from is transferred through the opening of at least one valve into at least one accumulator volume. At the same time, taking into account the target vehicle deceleration requested by the driver, the motor is controlled so that the requested target vehicle deceleration is at least partially produced by the motor, thereby demanding driver braking. Is satisfied.

German Federal Republic Patent Publication No. 102020121278 German Federal Republic Patent Publication No. 102012222274 German Federal Republic Patent Publication No. 1020122222978

The present invention relates to a method for driving a vehicle-specific braking system having an electric motor having the characteristics of claim 1, a control device for at least one electric vehicle of the vehicle-specific braking system having the characteristics of claim 5. Provided are an electric motor for a vehicle-specific braking system having the characteristics of claim 9, and a braking system for a vehicle having the characteristics of claim 10.

The present invention provides an easily feasible possibility of producing at least one adaptation of the relationship between the required target vehicle deceleration and the actual motor brake torque produced by the motor. The driver automatically meets the driver's target vehicle deceleration requirements with at least one modern hydraulic stiffness and / or at least one air gap in at least one brake circuit. In particular, the present invention also provides regular / regular or continuous adaptation of the relationship between the required target vehicle deceleration and the actual motor brake torque of the motor produced. As described in detail below, when using the present invention, the driver may request the driver's target vehicle deceleration, even during braking where the required target vehicle deceleration is produced solely by the electric motor. Is prompted to adapt to the latest hydraulic stiffness and / or at least one air gap in at least one brake circuit. This allows pure regenerative braking mode (in this braking mode the required target vehicle deceleration is produced exclusively by the motor) or combined hydraulic / regenerative braking mode (in this braking mode the required target vehicle deceleration). The speed is partly generated by the electric motor and partly by the increase in brake pressure in at least one wheel brake cylinder) to pure hydraulic braking mode (in this braking mode the required target vehicle deceleration is the braking system. During the transition of the braking system to (performed only by a corresponding increase in braking pressure in at least one wheel brake cylinder), the driver is guaranteed to be unaware of (recognizable / perceptible) deceleration fluctuations. .. This improves the braking comfort of the braking system equipped with the electric motor.

According to a preferred embodiment of this method, at least one up-to-date information about at least one air gap in at least one wheel brake cylinder during the time interval after the last brake pressure formation in at least one wheel brake cylinder. At least one lateral acceleration of the vehicle in is calculated. This at least one lateral acceleration is then the possibility of the presence of at least one air gap in at least one wheel brake cylinder, the size of at least one air gap and / or each in at least one wheel brake cylinder. It can be evaluated as at least one up-to-date information about the auxiliary volume provided to overcome the air gap. By taking at least one of the above listed values into account when determining the characteristic curve (newly), it is automatically added (and in some cases present) when the driver requests a target vehicle deceleration. A relationship is obtained between the required target vehicle deceleration and the actual motor brake torque produced, such as moving the brake fluid volume from the master brake cylinder (sufficient to overcome at least one air gap). Be done. This allows the additional brake fluid volume to be temporarily stored in at least one reservoir of the braking system solely by the motor during the target vehicle deceleration without any problems, so that when the motor is shut down. , And subsequent performance of the required target vehicle deceleration, additional braking fluid to overcome at least one air gap in this wheel brake cylinder by only creating brake pressure in at least one wheel brake cylinder. There is a product.

According to another preferred embodiment of this method, as at least one up-to-date information on at least one volume / pressure relationship of at least one brake circuit, the previously requested target vehicle deceleration is primarily solely by the electric motor. Or from the first mode of operation of the brake system partially filled by the electric motor to the second mode of operation of the brake system where the previously requested target vehicle deceleration is later satisfied exclusively by at least one wheel brake cylinder. The deceleration difference, pressure difference and / or brake torque difference that occurred at the time of transition of the brake system is calculated. In particular, it is possible to detect whether the hydraulic stiffness of at least one brake circuit is below the characteristic curve (not yet adapted to the latest state) in the deceleration difference that occurs during such a transition. it can. Subsequent (new) determination of the characteristic curve with at least one up-to-date information makes the characteristic curve optionally adapted to the latest hydraulic stiffness of at least one brake circuit. As such, it can be adapted.

Supplementally or selectively with respect to the above embodiment, as at least one up-to-date information regarding at least one volume / pressure relationship of at least one brake circuit, adjusted by the driver at the time of the previous request for target vehicle deceleration. The relationship between the temporal increase in the adjustment stroke of at least one brake operating member and the temporal increase in at least one brake pressure in the at least one wheel brake cylinder may be calculated. Such a relationship can be used to detect, in particular, whether the latest hydraulic stiffness of at least one wheel brake cylinder is on the characteristic curve (which has not yet been updated). Again, the (new) determination of the characteristic curve allows the characteristic curve to be desired adapted to the latest hydraulic stiffness of at least one brake circuit.

The advantages described above are also guaranteed in the corresponding controller for at least one electric motor of the vehicle-specific braking system. It should be pointed out that this controller can be further improved according to the above embodiment of the method for driving a vehicle-specific braking system equipped with an electric motor.

Further, an electric motor for a vehicle-specific braking system and a braking system for a vehicle, each equipped with such a type of control device, also provide the above advantages. Again, the control device can be further improved according to the above embodiment of the method for driving the vehicle-specific braking system.

Other features and advantages of the present invention will be described below with reference to the drawings.

It is a coordinate system for explaining the first embodiment of the method for driving a vehicle-specific brake system equipped with an electric motor. It is a coordinate system for explaining the first embodiment of the method for driving a vehicle-specific brake system equipped with an electric motor. It is a coordinate system for explaining the second embodiment of the method for driving a vehicle-specific brake system equipped with an electric motor. FIG. 5 is a schematic representation of an embodiment of a control device for at least one electric motor of a vehicle-specific braking system.

Hereinafter, various embodiments of methods for driving a vehicle-specific braking system with an electric motor and a control device for at least one electric motor of the vehicle-specific braking system will be described. The feasibility of the illustrated method and the availability of the corresponding control device is not limited to a given braking system type of vehicle-specific braking system and for vehicles / vehicles equipped with such braking system. It is not limited to a predetermined vehicle type / automobile type. For example, a method for operating each of the conventional braking systems described in Patent Document 1, Patent Document 2 and Patent Document 3 can be implemented. The following examples of methods for driving a vehicle-specific braking system equipped with an electric motor may be combined with conventional methods described in the above publications. Further, the control device can be used for each of the above-mentioned conventional braking systems.

References to Patent Document 1, Patent Document 2 and Patent Document 3 regarding the feasibility of an embodiment of a method for driving a vehicle-specific braking system equipped with an electric motor and the availability of a corresponding control device are provided. It should be interpreted merely as an example. Examples of methods for driving a vehicle-specific braking system equipped with an electric motor and corresponding control devices can be used for (almost) all braking systems of a vehicle equipped with an electric motor. An electric motor can be interpreted as a (electric) motor. This motor allows the actual motor brake torque to act on at least one wheel of each vehicle and / or at least one axle of each vehicle, thereby reducing the actual vehicle produced by at least the actual motor brake torque of the vehicle. It is decelerated based on speed or braked until it stops. The electric motor is configured so that the kinetic energy of the vehicle can be converted into electrical energy and stored in the reserve unit / battery, especially by (regenerative / generator) operation to brake the vehicle. Good. To this end, selectively or supplementarily, the electric motor may be a drive motor for (selectively) accelerating the vehicle. However, it should be pointed out that the feasibility of the motor is not limited to a given motor type.

1a and 1b show a coordinate system for explaining a first embodiment of a method for driving a vehicle-specific braking system equipped with an electric motor.

When performing the method described below (when the driver of the vehicle operates the brake operating member / brake pedal), at least one brake preset value for the target vehicle deceleration of the vehicle requested by the driver Calculated. At least one brake preset value corresponds to, for example, the operating force of the driver's operation of the brake operating member / brake pedal. In particular, the adjustment stroke of the brake operating member / brake pedal, the adjusting stroke of the driver braking force transmitting member connected to the brake operating member / brake pedal, and / or the driver brake applied to the brake operating member / brake pedal by the driver. The force can be calculated as at least one brake preset value. At least one brake operating member sensor, such as a brake pedal stroke sensor, a rod stroke sensor, a differential stroke sensor and / or a driver braking force sensor, may be used to calculate at least one brake preset value. At least one brake preset value calculated in this format generally corresponds to the required magnitude of target vehicle deceleration required by the driver by the operating force of the brake operating member / brake pedal operation. To do.

The requested target vehicle deceleration is performed at least temporarily using the electric motor. This has the advantage that the kinetic energy of the vehicle is converted into electrical energy by driving the electric motor to brake the vehicle. The electrical energy obtained by the generator / regenerative operation of the electric motor is temporarily stored in at least one reserve unit / battery of the vehicle and can be withdrawn later if necessary. Therefore, by performing the required target vehicle deceleration while using the electric motor at least temporarily, the energy consumption of the vehicle is reduced, and in some cases, the generation of harmful substances in the running vehicle is also reduced.

Preferably, in order to obtain as much electrical energy as possible in this form, the required target vehicle deceleration is performed exclusively by the electric motor as often as possible. However, as long as at least one reserve unit / battery is not yet fully charged and the vehicle is running at at least the lowest speed required to drive the motor generator / regeneratively, the motor Can only be used to brake the vehicle.

Therefore, in general, it is not possible to brake the vehicle to its stopped state solely by the electric motor. Thus, vehicle-specific braking systems equipped with electric motors typically also have at least one wheel brake cylinder, which is connected to the master brake cylinder of the braking system via at least one brake circuit. .. Thus, as soon as the electric motor is no longer available to brake the vehicle, the pressure rise in at least one wheel brake cylinder causes the actual friction brake torque Myd of at least one wheel brake cylinder to be applied to at least one wheel of the vehicle. In action, the obsolete actual motor brake torque Mm of the motor can be compensated for by the (newly generated) actual friction brake torque of at least one wheel brake cylinder.

This process is often referred to as "Verblenden". This is from the first operating mode in which the braking system is satisfied with the required target vehicle deceleration (nearly / near zero except for the residual friction braking torque of at least one wheel brake cylinder) exclusively by the electric motor. In this case, it can be rephrased that the required target vehicle deceleration is (generally) exclusively satisfied by at least one wheel brake cylinder in the second driving mode. Further, the first operating mode is referred to as a pure regenerative braking mode and the second operating mode is referred to as a pure hydraulic braking mode.

In the preferred form, in the method described herein, at least one reserve unit / battery is not fully charged and / or vehicle speed is required for generator / regenerative operation of the motor. As long as the minimum speed is exceeded, the required target vehicle deceleration (nearly / near zero except for the residual friction brake torque of at least one wheel brake cylinder) is produced exclusively by the electric motor. This is a characteristic curve k and at least one brake preset value in which at least one target value for a target brake torque acting on at least one wheel of the vehicle and / or at least one axle of the vehicle by an electric motor is determined. It is done by being decided in consideration of. The motor then has the required target vehicle deceleration (nearly zero except for at least partially / residual friction torque of at least one wheel brake cylinder) corresponding to the target motor brake torque and at least one wheel and / Or controlled to be executed by the actual motor brake torque Mm acting on at least one axle.

One embodiment for the characteristic curve k is described in the coordinate system of FIG. 1a. In the coordinate system of FIG. 1a, the abscissa shows the rod stroke s as an example for at least one brake preset value, while the ordinates show the brake torque M. (Instead of the brake torque M, at least one target value may be another value indicating the operation of the motor.)

The characteristic curve k is a function that determines (either directly or via at least one target value) the target motor brake torque of the motor that is to be produced in pure regenerative braking mode based on at least one brake preset value. Can be specified. The characteristic curve k is, in a suitable form, derived from the output characteristic curve recorded before / at the start of operation of the braking system, which produces at least one brake preset value and pure regenerative braking mode. The output relationship with the target motor brake torque to be tightened is as follows, that is, the target motor brake torque determined for pure regenerative braking mode is (roughly) at least one brake preset value each time. It is determined (directly or indirectly) to correspond to the actual friction brake torque Myd produced by purely hydraulic braking mode. It can be rephrased that the output characteristic curve corresponds to the (generally) initial / original hydraulic rigidity of at least one brake circuit before / at the start of operation of the brake system. Output between at least one brake preset value (or in this case the volume of brake fluid moved from the master brake cylinder into at least one brake circuit) and the actual friction brake torque Myd produced in pure hydraulic braking mode. The ratio is obtained.

In a preferred embodiment of the method described herein, further, as soon as the motor is no longer usable in a generator / regenerative manner, the motor's (no longer needed) actual motor brake torque Mm is at least one friction brake. The actual friction brake torque of the cylinder is replaced by Myd. This process is illustrated in FIG. 1b.

The coordinate system of FIG. 1b has a time axis t as abscissa, while the vertical coordinates of the coordinate system of FIG. 1b are the actual motor brake torque Mm and the actual friction brake torque Mhyd applied to the vehicle. It is shown. In the example of FIG. 1b, up to time t1, the required target vehicle deceleration (approximately zero, excluding the residual friction brake torque of at least one wheel brake cylinder in some cases) is produced exclusively by the electric motor. Therefore, the total brake torque Mtotal is (generally) the same as the actual motor brake torque Mm up to time t1. This can be rephrased as the braking system is in pure regenerative braking mode until time t1.

In a suitable form, in pure regenerative braking mode, the amount of brake fluid extruded from the master brake cylinder of the brake system when the driver requests a target vehicle deceleration (brake operating member / brake pedal operation) is the brake system. It is temporarily stored in at least one reservoir (for example, a low pressure reserve chamber). The possibilities for performing a pure regenerative braking mode are described, for example, in Patent Document 1, Patent Document 2 and Patent Document 3.

From time point t1, the braking system is transitioned from pure regenerative braking mode to pure hydraulic braking mode. For this reason, for example, the electric motor is shut down, whereas the temporarily stored brake fluid volume is moved into at least one brake circuit (and thus in at least one wheel brake cylinder). Therefore, from the time point t1 to the time point t2, the actual friction brake torque Myd of at least one wheel brake cylinder starts to increase. Until point t3, the motor is "stopped". Therefore, from the time point t3, the total brake torque Mtotal becomes the same as the actual friction torque Mhyd of at least one wheel brake cylinder.

However, the hydraulic stiffness of at least one brake circuit often changes after the braking system is put into operation. In particular, the aging effect and / or temperature can produce a constant change in hydraulic stiffness of at least one brake circuit. In the embodiment of FIG. 1b, the hydraulic stiffness of at least one brake circuit requires a larger (relative to the initial / original hydraulic stiffness) brake fluid volume to produce a given brake pressure. Have a change. Before / at the start of operation of the brake system, at least one friction while the volume of brake fluid returned and moved into at least one brake circuit from time point t1 generates the "standard friction brake torque" Myd0. The actual friction brake torque Myd of the brake cylinder is clearly small at time point t3.

Therefore, the actual friction brake torque Mill of at least one wheel brake cylinder generated at time point t2 is also smaller than the actual motor brake torque Mm of the motor existing up to time point t1. Therefore, the total brake torque Mtotal obtains the brake torque difference Δ between the time points t2 and t3, and thus corresponds to the brake torque difference at the time of transition of the brake system from the pure regenerative braking mode to the pure hydraulic braking mode. It is also possible to determine the deceleration difference.

Of course, the method described here can prevent repeated occurrence of significant deceleration differences during the transition from pure regenerative braking mode to pure hydraulic braking mode. To this end, the characteristic curve k is determined (newly) at least once, taking into account at least one up-to-date information I1 regarding at least one volume / pressure relationship in at least one brake circuit of the braking system. For example, in the embodiments of FIGS. 1a and 1b, the deceleration difference that occurs during the transition of the braking system from pure regenerative braking mode to pure hydraulic braking mode is at least one volume / pressure relationship in at least one braking circuit. Calculated as at least one up-to-date information I1 about. The subsequent, at least one (new) determination of the characteristic curve k, taking into account at least one up-to-date information I1, is indicated by the arrow P in FIG. 1a. (A corresponding pressure difference and / or brake torque difference may be used to supplement or selectively supplement the deceleration difference.)

According to Graph I1 as at least one up-to-date information I1, in FIG. 1a, the changed hydraulic stiffness of the braking system is greater than the brake (relative to the initial ratio) for acting on the determined actual friction brake torque Myd. It has been shown to require liquid volume. However, by making the (new) determination at least once, taking into account at least one up-to-date information I1, the characteristic curve k (as the newly determined characteristic curve kc) is the altered fluid of at least one brake circuit. It is adapted to the pressure rigidity. This encourages the driver to pump more brake fluid out of the master brake cylinder to produce a given target vehicle deceleration by "decreasing the characteristic curve k" already in pure regenerative braking mode. As a result, even during the subsequent transition from the pure regenerative braking mode to the pure hydraulic braking mode, a sufficiently large amount of brake fluid makes the actual motor brake torque Mm that is no longer needed (equal to the actual motor brake torque Mm). In fact it is guaranteed to be provided for full consumption (by the formation of friction brake torque Myd). Therefore, the adaptation of the characteristic curve k shown in FIG. 1a provides a newly determined characteristic curve kc that is better adapted to the actual hydraulic stiffness at the next braking.

It is also possible to perform continuous adaptation of the characteristic curve k by determining the characteristic curve k many times in the above format. Since the change in hydraulic stiffness of at least one brake circuit is usually done over a longer period of time rather than abruptly, the adaptation of the characteristic curves can already be done after braking, in this case. The deceleration difference that occurs during the transition from pure regenerative braking mode to pure hydraulic braking mode is still insignificant to the driver. Thus, the driver, when utilizing the methods shown in FIGS. 1a and 1b, is a pure regenerative brake even after a significant aging effect that adversely affects the hydraulic stiffness of at least one brake circuit. You will hardly notice any deceleration fluctuations when transitioning from mode to pure hydraulic braking mode. Therefore, the braking comfort of the vehicle-specific braking system is still guaranteed after a longer driving start or after a longer driving.

FIG. 2 shows a coordinate system for explaining a second embodiment of a method for driving a vehicle-specific braking system having an electric motor. Also in the coordinate system of FIG. 2, the abscissa indicates the rod stroke s as an example for at least one brake preset value, while the abscissa indicates the brake torque M.

Further, differences in the method of FIG. 2 with respect to the above embodiment are described. However, it should be pointed out that the method of FIG. 2 may also include the method step.

In the embodiment of FIG. 2, as at least one up-to-date information I2 regarding at least one volume / pressure relationship of at least one braking circuit, at least one during at least one braking performed in pure hydraulic braking mode. The relationship between the temporal increase in rod stroke s in one wheel brake cylinder and the temporal increase in at least one brake pressure (or the actual friction brake torque Myd generated by at least one wheel brake cylinder) is calculated. In this form, graph I2 for the hydraulic stiffness of at least one brake circuit can be calculated even during at least one braking performed in pure regenerative braking mode. Moreover, instead of the rod stroke s, another value relating to the adjustment stroke of at least one brake operating member adjusted by the driver when the target vehicle deceleration is requested or the driver braking force transmitting member connected to the brake operating member. Can also be evaluated.

As the braking performed in the pure hydraulic braking mode, all braking that is not regeneratively braked can be utilized from the start of operation of the brake operating member / brake pedal to the complete release of the brake operating member / brake pedal. This is the case, for example, when braking is required at low axial speeds, such as when entering and starting when parking, the temperature is too high, and / or at least one reserve unit / battery is fully charged.

In the example shown in FIG. 2, the hydraulic stiffness of at least one brake circuit is above the characteristic curve k (which has not yet been updated). However, even under such circumstances, a suitable adaptation can be made by a new determination of the characteristic curve k (as a newly determined / updated characteristic curve kc) shown in the drawing in FIG.

For all the above methods, the fact that the hydraulic fluid is moved only within the braking system during each braking is utilized. The above embodiments of methods for driving a vehicle-specific braking system equipped with an electric motor may be combined into one common method.

Also, by making at least one (new) determination of the characteristic curve, with additional consideration of at least one up-to-date information about at least one air gap in at least one wheel brake cylinder of the braking system. Each of the above examples or a combination of the two examples can be further improved. At least one up-to-date information about at least one volume / pressure relationship in at least one brake circuit Instead of considering I1 or I2, consider at least one up-to-date information about at least one air gap in at least one wheel brake cylinder. However, the characteristic curve may be selectively determined.

This makes it possible to appropriately respond to a short-term increase in the volume accommodating portion of the braking system. The cause of such a short increase in the volume accommodation of the brake system is the increase in the so-called air gap, which can be referred to as the distance between the brake discs relative to the brake lining. This interval increases significantly, for example, during long runs without braking, or during runs with high lateral acceleration.

At least one lateral acceleration of the vehicle during the time interval after the last brake pressure generation in at least one wheel brake cylinder is calculated as at least one up-to-date information about at least one air gap in at least one wheel brake cylinder. By doing so, it is possible to react to the increase in the interval as described above. Similarly, the unbraked travel time after the last brake pressure generation in at least one wheel brake cylinder can be calculated as at least one up-to-date information about at least one air gap in at least one wheel brake cylinder. Then, with at least one up-to-date information about the increased air gap, the inaccurate response of the wheel brake cylinder may then be due to the additional brake fluid volume to overcome the at least one air gap. The characteristic curve k can be determined in advance so that it can be avoided. Therefore, the inaccurate response characteristics that occur in the conventional form of at least one wheel brake cylinder can be avoided by the methods described herein in order to obtain the desired braking action. Sensors for calculating at least one lateral acceleration and / or travel time since the last brake pressure in the at least one wheel brake cylinder have been installed in the vehicle in the conventional manner. Therefore, no additional sensors are needed on the vehicle to carry out the preferred methods described herein.

All embodiments described herein are suitable for continuously adapting the characteristic curve k over multiple brakings, so that the braking system from pure regenerative braking mode to pure hydraulic braking mode No deceleration fluctuations occur during the transition.

It should also be pointed out that in all of the above embodiments, the consumption process can be carried out without affecting the braking distance of the vehicle. Also, the stiffness of the brake operating member / brake pedal is suitable (standard) for the driver regardless of whether the required target vehicle deceleration is performed purely regeneratively or purely hydraulically. It can be adjusted to have a brake operation feeling (pedal feeling). The possibility of adjusting the rigidity of the brake operating member / brake pedal has already been described in Patent Document 1, Patent Document 2 and Patent Document 3.

FIG. 3 shows a schematic representation of an embodiment of a control device for at least one electric motor of a vehicle-specific braking system.

The control device 10 can cooperate with a plurality of different motor types of the electric motor 12 of the vehicle-specific braking system. For example, the control device 10 may be incorporated in one of the brake systems of Patent Document 1, Patent Document 2, or Patent Document 3.

The control device 10 includes an electronic device 14, which is a target motor produced by the electric motor 12 (on at least one wheel of the vehicle equipped with the braking system and / or at least one axle of the vehicle). It is designed to determine at least one target value for braking torque. The determination of at least one target value is made taking into account, for example, at least one provided brake preset signal 16 regarding the target vehicle deceleration requested by the driver of the vehicle. Optionally, the motor 14 relates to a target motor deceleration produced by the motor 12 in which at least one target value is determined in consideration of the requested target vehicle deceleration (by another vehicle component 20). It may be designed to be determined in consideration of at least one provided motor preset signal 18. The electronic device considers at least one target value, taking into account at least one provided brake preset signal 16 or at least one provided motor preset signal 18, and also stores the characteristic curve k (in reserve unit 22). It is clearly pointed out here that it is designed to make decisions with additional consideration.

The electronic device 14 is then subjected to the motor 12 controlled by the motor control signal 24 so that the actual motor brake torque corresponding to the target motor brake torque can act / act on at least one wheel and / or at least one axle. In addition, it is designed to output the motor control signal 24 corresponding to at least one target value to the electric motor 12.

The electronic device 14 additionally has a characteristic curve k of at least one with respect to at least one air gap of at least one wheel brake cylinder of the braking system and / or at least one volume / pressure relationship of at least one braking circuit of the braking system. It is designed to be newly determined in consideration of the latest information 26 to 30 and stored (in the reserve unit 22 as a newly determined characteristic curve kc). In the embodiment shown in FIG. 3, the electronic device 14 has, for example, at least one wheel provided lateral acceleration 26 of the vehicle during the time interval after the last pressure formation in at least one wheel brake cylinder. It is designed to newly determine and store the characteristic curve k, taking into account at least one up-to-date information 26 regarding at least one air gap in the brake cylinder. Optionally, the electronic device 14 may be configured to calculate / measure at least one lateral acceleration. Further, the non-braking travel time after the last brake pressure formation in at least one wheel brake cylinder may be considered to newly determine the characteristic curve k.

In a preferred form, the electronic device 14 is a previously requested target vehicle from the first operating mode (pure regenerative braking mode) of the braking system in which the previously requested target vehicle deceleration is first satisfied only by the electric motor. Automatically calculated or provided during the transition of the braking system to a second operating mode (pure hydraulic braking mode) of the braking system where deceleration is later satisfied by only one wheel brake cylinder. Designed to newly determine and store the characteristic curve k, taking into account the deceleration difference 28 as at least one up-to-date information 28 on at least one volume / pressure relationship of at least one brake circuit. Has been done. Similarly, the electronic device 14 has a temporal increase in the adjustment stroke of at least one brake operating member adjusted by the driver at the time of the previous request for deceleration of the target vehicle, and at least (in pure hydraulic braking mode). Consider the relationship 30 with the temporal increase in at least one brake pressure in one wheel brake cylinder as at least one up-to-date information 30 regarding at least one volume / pressure relationship in at least one brake circuit. , It may be configured to newly determine and store the characteristic curve k.

The control device 10 satisfies all the advantages listed above. The control device 10 may be designed to perform all the method steps described above. Further, an electric motor 12 for a vehicle-specific braking system with such a type of control device 10 or a braking system for a vehicle with a corresponding control device 10 also provides the above advantages.

10 Control device 12 Electric motor 14 Electronic device 16 Brake preset signal 16 Brake preset signal 18 Motor preset signal 20 Vehicle components 22 Reserve unit 24 Motor control signal 26 Latest information, lateral acceleration 28 Latest information, deceleration difference 30 Latest information , Relationship k Characteristic curve kc Newly determined characteristic curve M Brake torque Mhyd Actual friction Brake torque Mm Actual motor Brake torque Mtotal Total brake torque P Arrow, characteristic curve (k) determined at least once t time axis t1, t2, t3 hours, time point Δ brake torque difference I1, I2 latest information, graph

Claims (10)

A method for driving a vehicle-specific braking system equipped with an electric motor (12) that drives the vehicle.
A step of calculating at least one brake preset value (s) regarding the target vehicle deceleration of the vehicle requested by the driver of the vehicle equipped with the brake system.
After the requested target vehicle deceleration is performed at least temporarily in the first driving mode in which the vehicle is braked using the electric motor (12), the requested target vehicle deceleration is performed by the electric motor (12). 12) The step of executing in the second operation mode of braking the vehicle by using the wheel brake cylinder without using.
When executing the requested target vehicle deceleration in the first driving mode.
At least one target value for the target motor brake torque to be acted on by the electric motor (12) on at least one wheel and / or at least one axle of the vehicle is the characteristic curve (k) with respect to the brake torque. Determined based on at least one calculated brake preset value (s) and also
The requested target vehicle deceleration is performed by an actual motor brake torque (Mm) that at least partially corresponds to the target motor brake torque and acts on at least one wheel and / or at least one axle. , In the method in which the electric motor (12) is controlled.
The characteristic curve (k), the brake system at least one wheel brake cylinder of at least one air gap and / or the brake system at least one brake circuit of the at least one volume / pressure relationship at least one about the Updated at least once based on the latest information (I1, I2, 26-30)
In the first operation mode, the electric motor (12) is used based on the target value determined based on the updated characteristic curve (k) and the calculated at least one brake preset value (s). A method for driving a vehicle-specific braking system equipped with an electric motor, which comprises braking the vehicle. As at least one up-to-date information (26) on at least one air gap in at least one wheel brake cylinder, at least one of the vehicles during the time interval after the last brake pressure formation in at least one wheel brake cylinder. The method of claim 1, wherein one lateral acceleration (26) is calculated. As at least one of the at least one of the latest information about at least one volume / pressure relationship of the brake circuit (I1,28), from the first operating mode to the second operating mode, during transition of the braking system The method according to claim 1 or 2, wherein the generated deceleration difference (I1, 28), pressure difference and / or brake torque difference is calculated. Adjustment of at least one brake operating member adjusted by the driver at the time of the previous request for target vehicle deceleration as at least one up-to-date information (I2,30) regarding at least one volume / pressure relationship of at least one brake circuit. Claims 1 to 3 calculate the relationship (I2,30) between the temporal increase in stroke (s) and the temporal increase in at least one brake pressure in at least one wheel brake cylinder. The method according to any one of the above items. A control device (10) for at least one electric motor (12) of a vehicle-specific braking system with an electric motor (12) for driving the vehicle.
It has an electronic device (14), which uses the electric motor (12) at least temporarily for the target vehicle deceleration requested by the driver of the vehicle equipped with the brake system. After executing in the first operation mode of braking the vehicle, the requested target vehicle deceleration is braked by using the wheel brake cylinder without using the electric motor (12). It can be executed by the operation mode of 2.
The electronic device (14) may have at least one provided brake preset signal (16) for the requested target vehicle deceleration when performing the requested target vehicle deceleration in said first driving mode. on the basis of the requested target vehicle deceleration is determined based and the electric motor (12) at least one of the provided motor preset signal related to the target motor deceleration is caused by the (18), by the electric motor (12) A motor for determining at least one target value for a target motor brake torque to act on at least one wheel and / or at least one axle of the vehicle, and a motor corresponding to the at least one target value. The control signal (24) has an actual motor brake torque (Mm) corresponding to the target motor brake torque by the electric motor (12) controlled by the motor control signal (24) on at least one wheel and / or at least one. as can act on the axle, and output to the electric motor (12),
The electronic device (14) stores at least one of the target values with respect to at least one of the provided brake preset signals (16) or at least one of the provided motor preset signals (18) and brake torque. characteristic curve (k) and in those that determine on the basis of,
Said electronic device (14), at least one of the at least one date for at least one volume / pressure relationship of the at least one brake circuit of the at least one air gap contact and / or the braking system of the wheel brake cylinders of the brake system The characteristic curve (k) is newly determined and stored based on the information (I1, I2, 26 to 30) of the above.
The first mode of operation was determined based on the newly determined and stored characteristic curve (k) and the provided brake preset signal (16) or the provided motor preset signal (18). A control device (10) for at least one electric motor (12) of a vehicle-specific braking system, characterized in that the vehicle is braked using the electric motor (12) based on the target value. The electronic device (14) provides at least one automatically calculated or provided lateral acceleration (26) of the vehicle during the time interval after the last brake pressure formation in the at least one wheel brake cylinder. as at least one of the latest information (26) relating to at least one of said air gap of at least one of said wheel brake cylinder, newly determining the characteristic curve (k), and stores the control device according to claim 5, wherein ( 10). It said electronic device (14) comprises said generated during migration of the braking system, automatically calculated or provided by deceleration difference to the first and the second operating mode from the operating mode of the (I1,28), as at least one of the latest information (I1,28) for at least one volume / pressure relationship of at least one of the brake circuit, wherein the characteristic curve (k) is newly determined and stored, according to claim 5 or 6, wherein Control device (10). The electronic device (14) temporally increases the adjustment stroke (s) of at least one brake operating member adjusted by the driver at the time of the previous request for the target vehicle deceleration and in at least one wheel brake cylinder. As at least one up-to-date information (2,30) regarding at least one volume / pressure relationship of at least one brake circuit, the relationship (I2,30) with the temporal increase in at least one brake pressure. The control device (10) according to any one of claims 5 to 7 , wherein the characteristic curve (k) is newly determined and stored. A motor (12) for a vehicle-specific braking system, the motor (12) comprising the control device (10) according to any one of claims 5 to 8. A brake system for a vehicle, comprising the control device (10) according to any one of claims 5 to 8 or the electric motor (12) according to claim 9.

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