Control device and method for brake pressure build-up and brake pressure reduction only on one vehicle side of a vehicle

Abstract

The invention relates to a control device for at least one hydraulic brake system of a vehicle and a corresponding method for carrying out brake pressure buildup and brake pressure reduction on a first vehicle side of the vehicle only as a reaction to a target brake torque requested by a driver assistance system and to be applied to the first vehicle side only by operating at least one motorized pressure buildup device and actuating at least one electrically switchable valve, thereby transferring brake fluid into a first wheel brake cylinder assigned to the first vehicle side and into a second wheel brake cylinder assigned to the first vehicle side, while preventing brake fluid from being transferred into a third wheel brake cylinder assigned to a second vehicle side and into a fourth wheel brake cylinder assigned to the second vehicle side, wherein, at least in a first operating mode / implementation mode, a first brake pressure in the first wheel brake cylinder is set to be equal to a second brake pressure in the second wheel brake cylinder.

Description

Technical Field

[0001] This invention relates to a control device for at least one hydraulic braking system for a vehicle, and to a hydraulic braking system for a vehicle. Furthermore, this invention relates to a method for establishing and reducing braking pressure only on the first vehicle side of the vehicle. Background Technology

[0002] Figures 1a to 1c A coordinate system is shown to illustrate the conventional mode of operation for modulating braking pressure only on the first vehicle side of the vehicle, which is known to the applicant as prior art.

[0003] exist Figures 1a to 1c In the coordinate system, the horizontal axis is the time axis t. Using... Figure 1a The ordinate of the coordinate system represents the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder of the vehicle's hydraulic braking system, wherein the first wheel brake cylinder and the second wheel brake cylinder are jointly assigned to the first vehicle side of the vehicle. Optionally, the first wheel brake cylinder and the second wheel brake cylinder may be jointly assigned to the driver's side or the passenger's side of the vehicle. Furthermore, the first wheel brake cylinder is assigned to the front axle of the vehicle, while the second wheel brake cylinder is assigned to the rear axle of the vehicle.

[0004] With the help of Figure 1b The ordinate of the coordinate system represents the switching state of the first wheel inlet valve assigned to the first wheel brake cylinder / arranged before the first wheel brake cylinder, wherein the first wheel inlet valve can either be switched to its open state. Alternatively, you can switch it to its off state. Accordingly, with the help of Figure 1c The ordinate of the coordinate system represents the switching state of the first wheel brake cylinder / the first wheel outlet valve connected after the first wheel brake cylinder, wherein the first wheel outlet valve can also be switched to its open state. And switch to its off state. middle.

[0005] At time t i and t e During this period, the vehicle's driver assistance system only requests brake pressure modulation on the first vehicle side. Therefore, in the conventional mode of operation described herein, at time t... i and t e During this period, at least one motorized pressure-building device of the hydraulic braking system operates in this way, thereby at time t i and t eThe first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder are increased. However, because it is only expected that the driver assistance system will increase the braking pressure p1 in the first wheel brake cylinder and the second wheel brake cylinder at time t, the braking pressure p1 will increase. i and t e The required braking pressure modulation during this period means that (almost) no brake fluid is delivered to the third wheel brake cylinder on the second vehicle side of the vehicle and the fourth wheel brake cylinder on the same second vehicle side.

[0006] Furthermore, in the conventional mode of operation described herein, the second braking pressure p2 in the second wheel brake cylinder increases beyond the first braking pressure p1 present in the first wheel brake cylinder. To achieve this, at least one motorized pressure-building device transfers such a large amount of brake fluid to both the first and second wheel brake cylinders that the transferred brake fluid is sufficient to induce the desired second braking pressure p2 in the second wheel brake cylinder. To maintain the first braking pressure p1 in the first wheel brake cylinder below the second braking pressure p2 present in the second wheel brake cylinder, the first wheel inlet valve is repeatedly opened during the pressure-building phase Δt+. and its closed state Switching between the two. Accordingly, during the pressure reduction phase Δt, the first wheel outlet valve must be in its open state. and its closed state Switching between them multiple times. Summary of the Invention

[0007] The present invention provides a control device for at least one hydraulic braking system for a vehicle according to the present invention, a hydraulic braking system for a vehicle according to the present invention, and a method according to the present invention for establishing and reducing braking pressure only on the first vehicle side of the vehicle.

[0008] This invention provides an advantageous and feasible solution for applying and reducing brake pressure only on the first vehicle side of the vehicle, avoiding the valve switching noise that is conventionally audible to the occupants of such vehicles in the prior art. Therefore, this invention avoids the conventional annoyance to vehicle occupants by reducing valve switching noise generated only on the first vehicle side during brake pressure adjustment and / or braking pressure reduction. Consequently, this invention improves ride comfort for vehicle occupants during such brake pressure modulation and in this way encourages more frequent use of driver assistance systems that require such brake pressure increases / decreases. Therefore, this invention also encourages drivers to use driver assistance systems more frequently to improve the ride comfort and safety standards of their vehicles.

[0009] In an advantageous embodiment of the control device, the operating mechanism is designed and / or programmed to operate at least one electrically switchable valve: a first wheel inlet valve assigned to a first wheel brake cylinder, a second wheel inlet valve assigned to a second wheel brake cylinder, a first wheel outlet valve assigned to a first wheel brake cylinder, and a second wheel outlet valve assigned to a second wheel brake cylinder. The operating mechanism is designed and / or programmed, at least in its first operating mode, to control and / or maintain the first and second wheel inlet valves to the same, constant or time-varying wheel inlet valve-switching state during operation of at least one motorized pressure-building device, and to control and / or maintain the first and second wheel outlet valves to the same, constant or time-varying wheel outlet valve-switching state during operation of the at least one motorized pressure-building device. Therefore, it is no longer necessary to audibly switch only one of the two wheel inlet valves in a different switching state than the other of the two wheel inlet valves, which would require the conventional operating method of the prior art described above. Correspondingly, audible valve switching of only one of the two wheel outlet valves is also eliminated in a different switching state than the other wheel outlet valve, which requires the prior art described above. Therefore, the control device in the embodiment described herein provides an optimized regulation strategy for reducing valve switching noise.

[0010] As an alternative or supplementary solution, the control mechanism may also be designed and / or programmed to operate, as at least one electrically switchable valve, a third wheel inlet valve assigned to the third wheel brake cylinder and a fourth wheel inlet valve assigned to the fourth wheel brake cylinder, wherein the control mechanism is designed and / or programmed, at least in its first operating mode, to control and / or maintain the third wheel inlet valve and the fourth wheel inlet valve in their closed state during operation of the at least one motorized pressure building device. By closing and / or maintaining the closure of the third wheel inlet valve and the fourth wheel inlet valve, unwanted brake pressure increases in the third wheel brake cylinder and the fourth wheel brake cylinder can be reliably prevented.

[0011] In another advantageous embodiment of the control device, the operating mechanism, in a second operating mode, is designed and / or programmed to operate the at least one motorized pressure-building device and at least one electrically switchable valve such that the second braking pressure in the second wheel brake cylinder is greater than the first braking pressure in the first wheel brake cylinder. Therefore, by configuring the second operating mode on the operating mechanism, the second braking pressure in the second wheel brake cylinder can always be set greater than the first braking pressure in the first wheel brake cylinder, even when the valve switching noise is imperceptible to vehicle occupants due to circumstances and / or due to the different cT values ​​of the first and second wheel brake cylinders.

[0012] Preferably, the control device includes a comparison mechanism designed and / or programmed to compare the rated braking torque to be applied to the first vehicle side with a pre-given boundary braking torque, compare the maximum value of the first braking pressure in the first wheel brake cylinder and the second braking pressure in the second wheel brake cylinder estimated or determined by the control device with a pre-given boundary braking pressure, compare the friction coefficient of the lane in which the vehicle travels, estimated, queried, or determined by the control device, with a pre-given boundary friction coefficient, compare the lateral acceleration of the vehicle, estimated, queried, or determined by the control device, with a pre-given boundary lateral acceleration, and / or compare the torque applied by the control device with the maximum value of the first braking pressure in the first wheel brake cylinder and the second braking pressure in the second wheel brake cylinder, estimated or determined by the control device, with a pre-given boundary lateral acceleration, and / or compare the torque applied by the control device with the maximum value of the first braking pressure in the second wheel brake cylinder, estimated or determined by the control device, with a pre-given boundary lateral acceleration, and / or compare the torque applied by the first wheel brake cylinder and the second ... The comparison mechanism compares the estimated or determined vehicle speed with a pre-given boundary vehicle speed, wherein if the rated braking torque exceeds the boundary braking torque, the estimated or determined maximum value of the first and second braking pressures exceeds the boundary braking pressure, the estimated, queried, or determined coefficient of friction exceeds the boundary coefficient of friction, the estimated, queried, or determined lateral acceleration of the vehicle exceeds the boundary lateral acceleration, and / or the estimated or determined vehicle speed exceeds the boundary vehicle speed, then the comparison mechanism is designed and / or programmed to switch the control mechanism from its first operating mode to its second operating mode, and otherwise switch or remain the control mechanism in its first operating mode. The comparison mechanism is therefore designed to selectively switch the control mechanism from its first operating mode to its second operating mode in situations where the vehicle occupants will not / virtually not perceive valve switching noise, and otherwise switch or remain in its first operating mode. Therefore, the implementation of the comparison mechanism in the control device enables NVH-optimized (noise, vibration, and harshness optimized) adjustment.

[0013] As an alternative or supplementary solution, the control device may also include a user-operable input mechanism by which the control mechanism can be selectively switched to its first operating mode or its second operating mode. In this case, the driver of the vehicle equipped with the control device in the embodiments described herein has the possibility of deciding whether he prefers NVH-optimized adjustment for the brake pressure increased only during brake pressure modulation on the first vehicle side of his vehicle, or CT-optimized adjustment.

[0014] The advantages described above are also guaranteed in the hydraulic braking system used in the vehicle, which is equipped with a control device, at least one motorized pressure building device operable by means of the control device, at least one electrically switchable valve operable by means of the control device, a first wheel brake cylinder and a second wheel brake cylinder allocated to a first vehicle side of the vehicle, and a third wheel brake cylinder and a fourth wheel brake cylinder allocated to a second vehicle side of the vehicle.

[0015] The first and second wheel brake cylinders can be jointly assigned to the driver's side of the vehicle. Similarly, the first and second wheel brake cylinders can be jointly assigned to the passenger side of the vehicle. In particular, the first and second wheel brake cylinders can be jointly mounted on the driver's side of the vehicle, or the first and second wheel brake cylinders can be jointly mounted on the passenger side of the vehicle.

[0016] Furthermore, implementing corresponding methods for establishing and reducing braking pressure only on the first vehicle side of the vehicle also provides the advantages described above, wherein the methods can be improved according to the embodiments of the control device and / or the hydraulic braking system explained above. Attached Figure Description

[0017] Other features and advantages of the invention will now be illustrated with reference to the accompanying drawings. The drawings show:

[0018] Figures 1a to 1c A coordinate system is shown to illustrate the conventional mode of operation for modulating braking pressure only on the first vehicle side of the vehicle.

[0019] Figures 2a to 2c A coordinate system is shown for illustrating a first embodiment of a method for establishing and reducing braking pressure only on the first vehicle side of the vehicle.

[0020] Figure 3 A coordinate system is shown for illustrating a second embodiment of a method for establishing and reducing braking pressure only on the first vehicle side of a vehicle; and

[0021] Figure 4 A schematic diagram showing an embodiment of the control device or an embodiment of the hydraulic braking system of the vehicle that works in conjunction with it. Detailed Implementation

[0022] The method described below and the control device explained below are suitable for each vehicle / motor vehicle type having a hydraulic braking system with at least four wheel brake cylinders, at least one motorized pressure-building device, and at least one electrically switchable valve. The first and second wheel brake cylinders of the at least four wheel brake cylinders are assigned to a first vehicle side of the vehicle / motor vehicle, and the third and fourth wheel brake cylinders of the at least four wheel brake cylinders are assigned to a second vehicle side of the vehicle / motor vehicle (different from the first vehicle side). For example, the first and second wheel brake cylinders can be jointly assigned to the driver's side of the vehicle, particularly by mounting them together on the driver's side. However, as an alternative, the first and second wheel brake cylinders can also be jointly assigned to the passenger side of the vehicle, particularly by mounting them together on the passenger side. In particular, the first wheel brake cylinders can be assigned to the front axle of the vehicle, while the second wheel brake cylinders are assigned to the rear axle. It should also be clearly stated in this article that the usability of the methods and control devices described below is not limited to specific types of hydraulic braking systems.

[0023] Figures 2a to 2c A coordinate system is shown for illustrating a first embodiment of a method for establishing and reducing braking pressure only on the first vehicle side of the vehicle.

[0024] exist Figures 2a to 2c In the coordinate system, the horizontal axis is time t. At time t... i and t eDuring this period, the vehicle's driver assistance system requires a non-zero rated torque applied only to the first vehicle side, i.e., only to the driver's side wheels (excluding the passenger side wheels) or only to the passenger side wheels (excluding the driver's side wheels). The driver assistance system can be, for example, a system designed to dynamically adjust wheel torque that requires only the rated torque to be applied to the first vehicle side during cornering (when the first vehicle side is on the "inside" of the curve). In particular, the driver assistance system can be a DWT-B system (Dynamic Wheel Torque-by-Line Braking System). Similarly, the driver assistance system can be designed to dynamically adjust wheel torque during vehicle travel on an inclined lane (when the first vehicle side is on the "uphill" or "downhill" side). Furthermore, it should be noted that the examples of driver assistance systems described herein are not exhaustive.

[0025] At time t i With t e Between these times, at least one motorized pressure-building device is operated and at least one electrically switchable valve of the hydraulic braking system is manipulated, thereby transferring brake fluid to the first wheel brake cylinder allocated to the first vehicle side and to the second wheel brake cylinder allocated to the first vehicle side by means of the operation of at least one motorized pressure-building device. (Examples of at least one motorized pressure-building device will be given below). However, at time t i and t e During this process, at least one electrically switchable valve is used to prevent brake fluid from flowing into the third wheel brake cylinder allocated to the second vehicle side and the fourth wheel brake cylinder also allocated to the second vehicle side. Therefore, the third braking pressure present in the third wheel brake cylinder and the fourth braking pressure present in the fourth wheel brake cylinder can be equal to atmospheric pressure and / or lower than the reaction pressure of at least one storage chamber located after at least four wheel brake cylinders.

[0026] exist Figure 2a In the coordinate system, the vertical axis represents the first braking pressure p1 present in the first wheel brake cylinder and the second braking pressure p2 present in the second wheel brake cylinder. It can be seen that the first braking pressure p1 present in the first wheel brake cylinder and the second braking pressure p2 present in the second wheel brake cylinder change over time t. i and t e The increase is achieved between them. The increase in the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder can be specifically understood as the braking pressures p1 and p2 being increased above atmospheric pressure and / or above the reaction pressure of at least one storage chamber located after at least four wheel brake cylinders. For example, in Figure 2aAs can be seen in the coordinate system, in order to meet the rated torque required by the driver assistance system to the first vehicle side, the first braking pressure p1 in the first wheel brake cylinder is applied at time t. i With t e The interval is (almost) set to be equal to the second braking pressure p2 (p1 = p2) existing in the second wheel brake cylinder. Because at time t... i and t e The equality of the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder during time t i and t e There is no need to perform a valve switching process to regulate the pressure difference between the first and second wheel brake cylinders. Therefore, the valve switching noise present in the prior art for regulating the pressure difference between the first and second wheel brake cylinders is also eliminated. Thus, the method described herein enables NVH-optimized (noise, vibration, and harshness optimized) regulation to induce the required rated torque (non-zero) only on the first vehicle side. Therefore, vehicle occupants using the method described herein will not experience audible valve switching noise.

[0027] With the help of Figure 2b The ordinate of the coordinate system is used to represent the switching state of the first wheel brake cylinder / the first wheel inlet valve arranged before the first wheel brake cylinder and the second wheel brake cylinder / the second wheel inlet valve arranged before the second wheel brake cylinder, wherein both wheel inlet valves can be switched to their open state. It can either be switched to its off state. In the middle. Accordingly, with the help of Figure 1c The ordinate of the coordinate system represents the switching state of the first wheel brake cylinder / the first wheel outlet valve connected after the first wheel brake cylinder and the second wheel brake cylinder / the second wheel outlet valve connected after the second wheel brake cylinder, wherein both wheel outlet valves can also be switched to their open state. and its closed state It can be seen that at time t i With t e The first wheel inlet valve and the second wheel inlet valve are controlled and / or maintained in the same, constant or time-varying wheel inlet valve switching state. Accordingly, at time t... i With t eBetween these points, the first wheel outlet valve and the second wheel outlet valve are also controlled and / or maintained in the same, constant or time-varying wheel outlet valve switching state. Furthermore, the third wheel inlet valve assigned to the third wheel brake cylinder / arranged before the third wheel brake cylinder and the fourth wheel inlet valve assigned to the fourth wheel brake cylinder / arranged before the fourth wheel brake cylinder can be controlled at time t. i With t e They are controlled and / or kept in their off switching state in order to prevent (undesirable) brake pressure increases in the third wheel brake cylinder and the fourth wheel brake cylinder in this way.

[0028] Figure 3 A coordinate system is shown for illustrating a second embodiment of a method for establishing and reducing braking pressure only on the first vehicle side of the vehicle.

[0029] In the method described in this paper, as a reference at time t i With t e The response of the vehicle's driver assistance system to the required and only custom torque to be applied to the first vehicle side, thereby operating at least one motorized pressure-building device of the vehicle's hydraulic braking system and manipulating at least one electrically switchable valve of the hydraulic braking system, thereby transferring brake fluid to the first wheel brake cylinders and the second wheel brake cylinders on the first vehicle side by means of the operation of the at least one motorized pressure-building device, while preventing brake fluid from transferring to the third wheel brake cylinders and the fourth wheel brake cylinders on the second vehicle side by means of the at least one electrically switchable valve. Therefore, at time t... i and t eBetween these points, the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder are increased to exceed atmospheric pressure and / or exceed the reaction pressure of at least one storage chamber located after at least four wheel brake cylinders. Examples of driver assistance systems, at least one motorized pressure-building device, and at least one electrically switchable valve have been mentioned above. However, in the embodiments of the method described herein, the at least one motorized pressure-building device and the at least one electrically switchable valve are operated only in the first implementation mode M1 of the method such that the first braking pressure p1 in the first wheel brake cylinder is set to be (approximately) equal to the second braking pressure p2 present in the second wheel brake cylinder. Conversely, in the second implementation mode M2 ​​of the method, the at least one motorized pressure-building device and the at least one electrically switchable valve are operated such that the second braking pressure p2 in the second wheel brake cylinder is set to be greater than the first braking pressure p1 present in the first wheel brake cylinder.

[0030] Furthermore, in the embodiments of the method described herein, the current implementation mode of the method may be determined, depending on the circumstances, to be the same as the first implementation mode M1 or the second implementation mode M2. The first implementation mode M1 may be selected based on a high probability that the valve switching noise occurring when regulating the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the braking pressure p2 in the second wheel brake cylinder is audible to and / or perceived as annoying by the vehicle occupants. Correspondingly, the second implementation mode M2 ​​may be selected precisely when, due to the different cT values ​​of the first and second wheel brake cylinders, it is desired to regulate the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder, despite the necessary valve switching process.

[0031] The determination of whether the first implementation mode M1 or the second implementation mode M2 ​​is more advantageous can be made, for example, by comparing the estimated or determined maximum value of the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder with a predetermined boundary braking pressure p0, comparing the rated braking torque to be applied to the first vehicle side with a predetermined boundary braking torque, comparing the estimated, queried or determined friction coefficient of the lane in which the vehicle travels with a predetermined boundary friction coefficient, comparing the estimated, queried or determined lateral acceleration of the vehicle with a predetermined boundary lateral acceleration, and / or comparing the estimated or determined vehicle speed with a predetermined boundary vehicle speed. Preferably, the method is implemented in the second implementation mode M2 ​​if the estimated or determined maximum value of the first braking pressure p1 and the second braking pressure p2 exceeds the boundary braking pressure p0, the rated braking torque exceeds the boundary braking torque, the estimated, queried or determined friction coefficient exceeds the boundary friction coefficient, the estimated, queried or determined lateral acceleration of the vehicle exceeds the boundary lateral acceleration and / or the estimated or determined vehicle speed exceeds the boundary vehicle speed; otherwise, the method is implemented in the first implementation mode M1.

[0032] If the estimated or determined maximum value of the first braking pressure p1 and the second braking pressure p2 exceeds the boundary braking pressure p0, then it can be assumed with high probability that the "wheel whistling" caused by braking the wheels distributed to the first and second wheel brake cylinders will outweigh the valve switching noise that occurs when regulating the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder. Accordingly, the braking pressure required to induce the rated braking torque exceeding the boundary braking torque is so high that a relatively loud "wheel whistling" is highly probable, outweighing the valve switching noise that occurs when regulating the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder. Noise also typically occurs at relatively high lateral accelerations of the vehicle, which outweighs the valve switching noise that occurs when regulating the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder. Furthermore, if the vehicle is traveling on a lane with a relatively high coefficient of friction, such as an asphalt lane, the relatively loud wheel noise will also drown out the valve switching noise that occurs when regulating the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder. Similarly, when the current vehicle speed is higher than the boundary vehicle speed, it can be assumed with high probability that driving noise, such as engine noise or wind noise, prevents the perception of the valve switching noise that occurs when regulating the pressure difference between the first braking pressure p1 in the first wheel brake cylinder and the second braking pressure p2 in the second wheel brake cylinder. Therefore, in this case, there is no need to worry about the vehicle occupants' perception of the valve switching noise or the occupants' annoyance caused by the valve switching noise, and thus it is generally advantageous to implement the method in its second implementation mode M2 ​​under these circumstances.

[0033] exist Figure 3 In the coordinate system, the horizontal axis is the time axis t, while the vertical axis represents the first braking pressure p1 present in the first wheel brake cylinder and the second braking pressure p2 present in the second wheel brake cylinder. Figure 3 In the example, from time t i During the pressure build-up phase Δt+, the first braking pressure p1 existing in the first wheel brake cylinder and the second braking pressure p2 existing in the second wheel brake cylinder are increased. From time t... iThe method described herein is first implemented in its first implementation mode M1, thereby setting the first braking pressure p1 to be equal to the second braking pressure p2. However, from time t1, the estimated or determined maximum value of the first braking pressure p1 and the second braking pressure p2 exceeds, for example, a predetermined boundary braking pressure p0 of 10 bar. Therefore, the method continues in its second implementation mode M2 ​​from time t1, in such a way that the second braking pressure p2 is set to be greater than the first braking pressure p1. This is done, for example, by keeping the first braking pressure p1 equal to the boundary braking pressure p0 in the second implementation mode M2, while setting the second braking pressure p2 to be greater than the boundary braking pressure p0. From time t2, during the pressure reduction phase Δt -, the second braking pressure p2 drops back to the boundary braking pressure p0. Therefore, at times t2 and t e In between, by setting the first braking pressure p1 to be equal to the second braking pressure p2, the method continues again in the first implementation mode M1.

[0034] Compared with the aforementioned existing technologies, implementation utilizes... Figure 3 The method described requires relatively few valve switching procedures. As long as the maximum value of the first braking pressure p1 and the second braking pressure p2 remains below a pre-defined boundary braking pressure p0, it is unnecessary to implement a valve switching procedure for regulating the pressure difference between the first wheel brake cylinder and the second wheel brake cylinder. Maintaining the first braking pressure p1 equal to the boundary braking pressure p0 between times t1 and t2 can be achieved by closing the first wheel inlet valve allocated to / arranged before the first wheel brake cylinder once at time t1 and opening the first wheel inlet valve once at time t2. Therefore, in implementing the method using… Figure 3 The method indicates that valve switching noise does not occur or is almost non-existent.

[0035] Figure 4 A schematic diagram showing an embodiment of a hydraulic braking system that works in conjunction with a control device or vehicle is provided.

[0036] exist Figure 4The simplified control device 10 is mounted on and / or within a vehicle / motor vehicle 100 having at least four wheels 102a to 102d. The first wheel 102a and the second wheel 102b of the at least four wheels 102a to 102d are mounted on the first vehicle side, while the third wheel 102c and the fourth wheel 102d of the at least four wheels 102a to 102d are mounted on the second vehicle side. The control device 10 has an operating mechanism 12 designed and / or programmed to operate at least one motorized pressure-building device 18 of the hydraulic braking system in response to a required torque demanded by at least one signal 16 and to be applied only to the first vehicle side of the vehicle, via at least one first control signal 18a, and to operate at least one electrically switchable valve 20 of the hydraulic braking system via at least one second control signal 20a. In this document, the control mechanism 12 operates the at least one motorized pressure-building device 18 and the at least one electrically switchable valve 20 in such a way that, by means of the operation of the at least one motorized pressure-building device 18, brake fluid can be transferred / transferred to the first wheel brake cylinder 22a arranged on the first wheel 102a and the second wheel brake cylinder 22b arranged on the second wheel 102b, while by means of the at least one electrically switchable valve 20, brake fluid is prevented from transferring to the third wheel brake cylinder 22c arranged on the third wheel 102c and the fourth wheel brake cylinder 22d arranged on the fourth wheel 102d. The at least one electrically switchable valve 20 in Figure 4 The diagram is for illustrative purposes only. The at least one electrically switchable valve 20 may be, for example, at least one directional control valve, at least one high-pressure switching valve, at least one disconnect valve, at least one wheel inlet valve, and / or at least one wheel outlet valve. Parallel brake circuits are distributed in... Figure 4 The construction shown is explained illustratively only. The hydraulic braking system can also be configured with an X-braking circuit distribution. At least one motorized pressure-building device 18 can be, for example, a motorized piston-cylinder device 18 (IPB, integrated power brake) integrated into the hydraulic braking system. This motorized piston-cylinder device 18 can also be understood as a plunger device or plunger. As an alternative or supplementary option, at least one pump of the hydraulic braking system and / or an electromechanical brake force amplifier 26 pre-positioned on the master brake cylinder 24 of the hydraulic braking system can also serve as at least one motorized pressure-building device 18. At least one signal 16 can be output to the control mechanism 12 by the driver assistance mechanism of the control device 10 or by the vehicle's driver assistance system. Examples of such driver assistance mechanisms and such driver assistance systems have been described above.

[0037] The control mechanism 12 is designed and / or programmed, at least in a first operating mode, to operate the at least one motorized pressure-building device 18 and the at least one electrically switchable valve 20 such that the first braking pressure in the first wheel brake cylinder 22a is equal to the second braking pressure in the second wheel brake cylinder 22b. Therefore, the control device 10 can achieve NVH-optimized (noise, vibration, and harshness optimized) regulation. Optionally, the control mechanism 12 can also be designed and / or programmed, in a second operating mode, to operate the at least one motorized pressure-building device 18 and the at least one electrically switchable valve 20 such that the first braking pressure in the first wheel brake cylinder is greater than the second braking pressure in the second wheel brake cylinder. The control device may also include, in particular, a comparison mechanism 28 by which the above comparison can be performed, and by means of which the control mechanism 12 can selectively switch to its first operating mode or its second operating mode by means of at least one first switching signal 28a. Therefore, all the above methods can be implemented by means of the control device 10. As an alternative or supplementary option, the control device 10 may also have a user-operable input mechanism 30, by means of which the control mechanism 12 may selectively switch to its first operating mode or its second operating mode by means of at least one second switching signal 30a.

Claims

1. A control device (10) for at least one hydraulic braking system of a vehicle (100), comprising: A control mechanism (12), designed and / or programmed to, in response to a required and to be applied only to the first vehicle side of the vehicle (100) by the driver assistance mechanism of the control device (10) or by the driver assistance system of the vehicle (100), control at least one motorized pressure-building device (18) of the hydraulic braking system and at least one electrically switchable valve (20) of the hydraulic braking system, thereby enabling the transfer of brake fluid to the first wheel brake cylinder (22a) of the hydraulic braking system allocated to the first vehicle side and to the second wheel brake cylinder (22b) of the hydraulic braking system allocated to the first vehicle side by means of the operation of at least one motorized pressure-building device (18), while preventing the transfer of brake fluid to the third wheel brake cylinder (22c) of the hydraulic braking system allocated to the second vehicle side of the vehicle (100) and preventing the transfer of brake fluid to the fourth wheel brake cylinder (22d) of the hydraulic braking system allocated to the second vehicle side by means of at least one electrically switchable valve (20). Its features are, The control mechanism (12) is designed and / or programmed, at least in the first operating mode (M1), to control the at least one motorized pressure building device (18) and the at least one electrically switchable valve (20) such that the first braking pressure (p1) in the first wheel brake cylinder (22a) is equal to the second braking pressure (p2) in the second wheel brake cylinder (22b).

2. The control device (10) according to claim 1, wherein, The control mechanism (12) is designed and / or programmed to operate at least one first wheel inlet valve assigned to the first wheel brake cylinder (22a), a second wheel inlet valve assigned to the second wheel brake cylinder (22b), a first wheel outlet valve assigned to the first wheel brake cylinder (22a), and a second wheel outlet valve assigned to the second wheel brake cylinder (22b) as the at least one electrically switchable valve (20), and wherein the control mechanism (12) is designed and / or programmed, at least in its first operating mode (M1), to control and / or maintain the first wheel inlet valve and the second wheel inlet valve in the same, constant or time-varying wheel inlet valve-switching state during the operation of the at least one motorized pressure building device (18), and to control and / or maintain the first wheel outlet valve and the second wheel outlet valve in the same, constant or time-varying wheel outlet valve-switching state during the operation of the at least one motorized pressure building device (18).

3. The control device (10) according to claim 2, wherein, The control mechanism (12) is designed and / or programmed to operate the third wheel inlet valve assigned to the third wheel brake cylinder (22c) and the fourth wheel inlet valve assigned to the fourth wheel brake cylinder (22d) as at least one electrically switchable valve (20), and wherein the control mechanism (12) is designed and / or programmed, at least in its first operating mode (M1), to control and / or maintain the third wheel inlet valve and the fourth wheel inlet valve in their closed switching state during operation of the at least one motorized pressure building device (18).

4. The control device (10) according to any one of claims 1 to 3, wherein, The control mechanism (12) in the second operating mode (M2) is designed and / or programmed to control the at least one motorized pressure building device (18) and the at least one electrically switchable valve (20) such that the second braking pressure (p2) in the second wheel brake cylinder (22b) is greater than the first braking pressure (p1) in the first wheel brake cylinder (22a).

5. The control device (10) according to claim 4, wherein, The control device (10) includes a comparison mechanism (28) designed and / or programmed to compare the rated braking torque to be applied to the first vehicle side with a pre-given boundary braking torque, compare the maximum value of the first braking pressure (p1) in the first wheel brake cylinder (22a) and the second braking pressure (p2) in the second wheel brake cylinder (22b) estimated or determined by the control device (10) with a pre-given boundary braking pressure (p0), compare the coefficient of friction of the lane traveled by the vehicle (100) estimated, queried, or determined by the control device (10) with a pre-given boundary friction coefficient, compare the lateral acceleration of the vehicle (100) estimated, queried, or determined by the control device (10) with a pre-given boundary lateral acceleration, and / or The driving speed of the vehicle (100) estimated or determined by the control device (10) is compared with a pre-given boundary vehicle speed, and wherein if the rated braking torque exceeds the boundary braking torque, the estimated or determined maximum value of the first braking pressure (p1) and the second braking pressure (p2) exceeds the boundary braking pressure (p0), the estimated, queried or determined coefficient of friction exceeds the boundary coefficient of friction, the estimated, queried or determined lateral acceleration of the vehicle (100) exceeds the boundary lateral acceleration and / or the estimated or determined vehicle speed exceeds the boundary vehicle speed, then the comparison mechanism (28) is designed and / or programmed to switch the control mechanism (12) from its first operating mode (M1) to its second operating mode (M2), and otherwise switch or keep the control mechanism (12) in its first operating mode (M1).

6. The control device (10) according to claim 4, wherein, The control device (10) includes an input mechanism (30) that can be operated by a user, by means of which the control mechanism (12) can selectively switch to a first operating mode (M1) or a second operating mode (M2).

7. A hydraulic braking system for a vehicle (100), comprising: The control device (10) according to any one of the preceding claims; At least one motorized pressure building device (18) that can be operated by means of a control device (10). At least one electrically switchable valve (20) that can be operated by means of a control device (10). The first wheel brake cylinder (22a) and the second wheel brake cylinder (22b) are assigned to the first vehicle side of the vehicle (100); and The third wheel brake cylinder (22c) and the fourth wheel brake cylinder (22d) are assigned to the second vehicle side of the vehicle (100).

8. The hydraulic braking system according to claim 7, wherein, The first wheel brake cylinder (22a) and the second wheel brake cylinder (22b) are jointly assigned to the driver's side of the vehicle (100), or the first wheel brake cylinder (22a) and the second wheel brake cylinder (22b) are jointly assigned to the passenger side of the vehicle (100).

9. The hydraulic braking system according to claim 7, wherein, The first wheel brake cylinder (22a) and the second wheel brake cylinder (22b) are jointly mounted on the driver's side of the vehicle (100), or the first wheel brake cylinder (22a) and the second wheel brake cylinder (22b) are jointly mounted on the passenger side of the vehicle (100).

10. A method for establishing and reducing braking pressure only on the first vehicle side of a vehicle (100), comprising the following steps: As a driver assistance system of the vehicle (100) requiring and only to apply a fixed torque to the first vehicle side, at least one motorized pressure-building device (18) of the vehicle's hydraulic braking system is operated, and at least one electrically switchable valve (20) of the hydraulic braking system is operated, such that by means of the operation of at least one motorized pressure-building device (18), brake fluid is transferred to the first wheel brake cylinder (22a) of the hydraulic braking system allocated to the first vehicle side and the second wheel brake cylinder (22b) of the hydraulic braking system allocated to the first vehicle side, while by means of the at least one electrically switchable valve (20), brake fluid is prevented from transferring to the third wheel brake cylinder (22c) of the hydraulic braking system allocated to the second vehicle side and the fourth wheel brake cylinder (22d) of the hydraulic braking system allocated to the second vehicle side. Its features are, At least in the first implementation mode of the method, the at least one motorized pressure building device (18) and the at least one electrically switchable valve (20) are manipulated such that the first braking pressure (p1) in the first wheel brake cylinder (22a) is set to be equal to the second braking pressure (p2) in the second wheel brake cylinder (22b).

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