Method and system for controlling a brake system to distribute brake force

Abstract

A method for controlling a braking system of a vehicle to distribute a braking force, the method comprising: a receiving step of receiving, by the control system of the braking system to distribute the braking force, a first piece of information representative of a first operating temperature of a first front axle of the vehicle; a receiving step of receiving, by the system, a second piece of information representative of a second operating temperature of a second axle of the vehicle; a receiving step of receiving, by the system, a third piece of information representative of a slope of the vehicle; a receiving step of receiving, by the system, a fourth piece of information representative of a coefficient of friction between the vehicle and the road; a receiving step of receiving, by the system, a fifth piece of information representative of a weight of the vehicle; a determining step of determining, by the system, a first target braking force to be applied to the first front axle of the vehicle to obtain a parking and a second target braking force to be applied to the second rear axle, based on the first piece of information, the second piece of information, the third piece of information, the fourth piece of information and the fifth piece of information.

Description

Technical Field

[0001] This invention relates to a vehicle braking system, and more particularly to a method and system thereof for controlling a braking system using BbW technology to distribute braking force for parking a vehicle. Background Technology

[0002] In conventional braking systems using BbW (“Brake By-Wide”) technology, for example, the braking action of the brake calipers on the wheels is achieved by centralized actuation using an electro-hydraulic “master cylinder” actuator. During parking maneuvers with the driver in the vehicle, this conventional braking system performs the function of maintaining parking force by activating an electric valve, whose main function during service braking is to regulate pressure in case of wheel slippage.

[0003] In braking systems using BbW technology and independent axle architecture (where one or more actuators are assigned to each axle of the vehicle), there are no electric valves, and in the event of wheel slippage, pressure regulation is performed by an electro-hydraulic or electromechanical system, with parking force retention delegated to the electro-hydraulic or electromechanical actuators themselves.

[0004] Therefore, in addition to performing the vehicle's service braking function, this electro-hydraulic actuator or electromechanical actuator can also be used to park the vehicle in all situations where it is not appropriate to use the parking brake for reasons of comfort and drivability.

[0005] In this respect, the availability and capability of an electro-hydraulic actuator or electromechanical actuator to hold the force required to park a vehicle without damage depends to a large extent on the operating temperature of the system, i.e., the current temperature of the electric motor suitable for converting electrical energy into mechanical energy, and thus suitable for the mechanism that actuates the electro-hydraulic actuator or electromechanical actuator.

[0006] In fact, the current temperature of the electric motor affects the vehicle's ability to apply parking force and also the maximum time that it can be maintained without causing internal damage to the electric motor.

[0007] For example, the current flowing inside an electric motor can cause the motor's temperature to rise, which may damage the motor's materials.

[0008] For example, Figure 1 The correlation between the torque TQ that the electric motor can continuously output without damage and the system operating temperature TS, i.e., the internal temperature of the electric motor at the moment when the applied torque is applied, is shown.

[0009] When using BbW technology and independent axle architecture (e.g., reference) Figure 1In the braking system, the limitation of the continuous force of the electric motor that actuates the electromechanical or electrohydraulic actuator, as well as the possible distribution of braking force on the independent axle for parking the vehicle, limits the maximum vehicle gradient value allowed for reliable vehicle parking function within the system operating temperature range. The system operating temperature is the current operating temperature of the electric motor suitable for actuating the corresponding electrohydraulic or electromechanical actuator.

[0010] Similarly, for example, Figure 2 A table is shown comparing the maximum gradient of the vehicle's operating temperature values ​​based on existing technology, with the vehicle having an independent axle for reliable parking.

[0011] Figure 2 The table in the image shows the following data from left to right: - The first column shows the system operating temperature value TS; - In the second and third columns respectively, the permissible downhill gradient value PD and uphill gradient value PS for the first parking ST-1 of the vehicle by distributing braking force only on the first axle FA (e.g., the front axle) of the vehicle are shown; - In the fourth and third columns respectively, the permissible downhill gradient value PD and uphill gradient value PS for the second parking ST-2 of the vehicle by distributing braking force only to the second axle RA (e.g., the rear axle) of the vehicle; - In the sixth and seventh columns respectively, the permissible downhill gradient value PD and uphill gradient value PD for the vehicle's third parking ST-3 are determined by distributing braking force to the vehicle's first axle FA and second axle RA (front axle and rear axle).

[0012] In order to further improve the performance of braking systems, there is a strong sense of need for a braking system for vehicles using BbW technology that ensures the distribution of braking force for vehicle parking so as to provide greater operability in terms of the maximum parking slope of the vehicle within the operating temperature range of the electric motor suitable for actuating the corresponding electro-hydraulic or electromechanical actuator to impart braking to the vehicle. Summary of the Invention

[0013] The object of the present invention is to design and provide a method for controlling a braking system to distribute braking force for parking a vehicle, which allows at least partial avoidance of the disadvantages complained of by reference to the prior art, and particularly ensures improved braking system performance, especially by improving the operability of the braking system in terms of the maximum permissible vehicle parking slope within the operating temperature range of the braking system.

[0014] This objective is achieved by the method provided in this application.

[0015] Another object of the present invention is to provide a system for controlling a braking system to distribute braking force for parking a vehicle. Attached Figure Description

[0016] Referring to the accompanying drawings, further features and advantages of the method and system according to the invention will become apparent from the following description of preferred embodiments given by way of indicative, non-limiting example, wherein: - Figure 1 The curves illustrate the correlation between the continuous torque provided by an electric motor suitable for actuating corresponding electro-hydraulic or electromechanical actuators and the system operating temperature in a braking system using brake-by-wire technology. - Figure 2 The following is shown in the table: Figure 2 A table is shown comparing the maximum gradient of the vehicle's operating temperature values ​​based on existing technology, the vehicle having an independent axle for reliable parking; - Figure 3 A first example of a vehicle braking system architecture is shown, which employs a control braking system according to the invention to distribute braking force for parking the vehicle; - Figure 4 A second example of a vehicle's braking system architecture is shown, which employs a control braking system according to the invention to distribute braking force for parking the vehicle; - Figure 5 A third example of a vehicle braking system architecture is shown, which employs a control braking system according to the invention to distribute braking force for parking the vehicle; - Figure 6 A fourth example of a vehicle braking system architecture is shown, which employs a control braking system according to the invention to distribute braking force for parking the vehicle; - Figure 7 A block diagram illustrates a control braking system according to the invention for distributing braking force for parking a vehicle. - Figure 8 The block diagram illustrates a method for distributing braking force for parking a vehicle using a controlled braking system according to the present invention, and... - Figure 9 The table shows the maximum gradient of a vehicle with an independent axle for parking according to the method and system of the present invention, based on the system operating temperature value.

[0017] It is worth noting that equal or similar elements in the figure will be represented by the same numbers or letters in the figure reference numerals or letters. Detailed Implementation

[0018] Referring now to the above figures, reference numeral 100 as a whole denotes a system according to the invention for controlling the braking system to distribute braking force for parking a vehicle, hereinafter also simply referred to as a control system or simply a system.

[0019] For the purposes of this specification, "vehicle" means any vehicle or motorcycle having two, three, four or more wheels, including commercial vehicles or motorcycles.

[0020] In addition, "braking system" refers to the whole of all components (mechanical, and / or electric or electronic, and brake fluid) that contribute to generating the service brake or parking brake of a vehicle.

[0021] Reference Figure 3 , Figure 4 , Figure 5 and Figure 6 The vehicle 1 includes a first front axle FA, a first front wheel W-A1 and a second front wheel W-A2 connected to the first front axle.

[0022] For example, the first front wheel W-A1 is the left front wheel, and the second front wheel W-A2 is the right front wheel.

[0023] In addition, vehicle 1 includes a second rear axle RA, to which the first rear wheel W-R1 and the second rear wheel W-R2 are connected.

[0024] For example, the first rear wheel W-R1 is the left rear wheel, while the second rear wheel W-R2 is the right rear wheel.

[0025] The vehicle 1 also includes a braking system 2.

[0026] The braking system 2, in which system 100 can be used, is an architecture with brake-by-wire (BbW) technology.

[0027] The braking system 2 includes at least one first actuator module 3 operatively connected to the first front axle FA.

[0028] The braking system 2 also includes at least one second actuator module 4 operatively connected to the second rear axle RA.

[0029] Each actuator module includes one or more actuators for each axle of each wheel, and each actuator includes a corresponding electric motor.

[0030] Each actuator, controlled by a corresponding electric motor, is adapted to implement braking commands based on control received from the corresponding actuator control module.

[0031] Each actuator control module is, for example, a hardware module or software logic module in the braking system or more generally, the main hardware module of vehicle 1.

[0032] Each actuator is either electromechanical or electrohydraulic.

[0033] exist Figure 3 and Figure 5 In the embodiment shown, at least one first actuator module 3, which is operatively connected to the first front axle FA, is operatively connected to both the first front wheel W-A1 and the second front wheel W-A2.

[0034] In this embodiment, at least one second actuator module 4, which is operatively connected to the second rear axle RA, is operatively connected to both the first rear wheel W-R1 and the second rear wheel W-R2.

[0035] exist Figure 4 and Figure 6 In another embodiment shown, the braking system 2 includes, in addition to at least one first actuator module 3 operatively connected to the first front axle FA, at least one additional first actuator module 3' operatively connected to the first front axle FA.

[0036] At least one first actuator module 3, operatively connected to the first front axle FA, is operatively connected to the first front wheel W-A1, while at least one additional first actuator module 3', operatively connected to the first front axle FA, is operatively connected to the second front wheel W-A2.

[0037] In this embodiment, the braking system 2 includes at least one additional second actuator module 4' operatively connected to the second rear axle RA, in addition to at least one second actuator module 4 operatively connected to the second rear axle RA.

[0038] At least one second actuator module 4, operatively connected to the second rear axle RA, is operatively connected to the first rear wheel W-R1, while at least one additional second actuator module 4', operatively connected to the second rear axle RA, is operatively connected to the second rear wheel W-A2.

[0039] generally back to Figure 3 , Figure 4 , Figure 5 and Figure 6 The braking system 2 further includes a system 100 operatively connected to the first actuator module 3 and the second actuator module 4.

[0040] In the implementation method, such as Figure 3 and Figure 4 As shown, the braking system 2 includes a first local control unit 10 operatively connected to the first actuator module 3 and the system 100.

[0041] The first local control unit 10 is configured to control the first front axle FA.

[0042] Furthermore, in this embodiment, the braking system 2 includes a second local control unit 20 operatively connected to the second rear axle RA and the system 100.

[0043] The second local control unit 20 is configured to control the second rear axle RA.

[0044] exist Figure 3 In one embodiment, the first local control unit 10 is configured to control at least one first actuator module 3, while the second local control unit 20 is configured to control at least one second actuator module 4.

[0045] exist Figure 4 In one embodiment, the first local control unit 10 is configured to control at least one first actuator module 3 and at least one additional first actuator module 3', while the second local control unit 20 is configured to control at least one second actuator module 4 and at least one additional second actuator module 4'.

[0046] generally back to Figure 3 and Figure 4 In one implementation, control of the first front axle FA and the second rear axle RA is local because the control is delegated to the first local control unit 10 and the second local control unit 20, respectively. The system 100 is included in the electronic control unit (ECU) 5 of the vehicle 1, which is operatively connected to the braking system 2 of the vehicle 1.

[0047] In another implementation, such as Figure 5 and Figure 6 As shown, this embodiment is based on Figure 3 and Figure 4 In an alternative to the described implementation, the braking system 2 includes a central control unit 6 operatively connected to a first front axle FA and a second rear axle RA.

[0048] The central control unit 6 of the braking system 2 is configured to control the first front axle FA and the second rear axle RA.

[0049] exist Figure 5In one embodiment, the central control unit 6 of the braking system 2 is operatively connected to at least one first actuator module 3 operatively connected to the first front axle FA and at least one second actuator module 4 operatively connected to the second rear axle RA.

[0050] exist Figure 6 In one embodiment, the central control unit 6 of the braking system 2 is operatively connected to at least one first actuator module 3 operatively connected to the first front axle FA and at least one additional first actuator module 3' operatively connected to the first front axle FA.

[0051] In this embodiment, the central control unit 6 of the braking system 2 is operatively connected to at least one second actuator module 4 operatively connected to the second rear axle RA and at least one additional second actuator module 4' operatively connected to the second rear axle RA.

[0052] generally back to Figure 5 and Figure 6 In this implementation, the central control unit 6 of the braking system 2 is also operatively connected to the electronic unit (ECU) 5 of the vehicle 1.

[0053] In this embodiment, the control of the first front axle FA and the second rear axle RA is centralized because the control is delegated to the central control unit 6, and the system 100 is included in the central control unit 6 of the braking system 2.

[0054] Now will also refer to Figure 7 The diagrams in the document provide a more detailed description of system 100.

[0055] System 100 is configured to receive a first message T-SF representing the first operating temperature of the front axle FA of vehicle 1.

[0056] The first operating temperature of the first front axle FA of vehicle 1 is, for example, the temperature of an electric motor suitable for commanding one of the actuators present in at least one first actuator module 3 (and at least one other first actuator module 3', if present).

[0057] It is worth noting that if there are multiple actuators, each having a corresponding electric motor, in at least one first actuator module 3 (and at least one additional first actuator module 3', if present), the system 100 is configured to receive the larger of the temperatures of the electric motors present in at least one first actuator module 3 as first information T-SF representing the first operating temperature of the first front axle FA of the vehicle 1.

[0058] In the implementation method, such as Figure 3As shown by the dashed line in the figure, the first information T-SF representing the first operating temperature of the first axle FA of vehicle 1 is provided to system 100 by the first temperature sensor ST1 installed in the corresponding electric motor of at least one first actuator module 3 (and at least one additional first actuator module 3', if present, wherein the presence of an additional temperature sensor is indicated by the same reference numeral ST1).

[0059] In another embodiment, as an alternative to the aforementioned embodiment, the first information T-SF representing the first operating temperature of the first axle FA of vehicle 1 is calculated as an estimated value through corresponding control logic (algorithm). From a software perspective, the first local control unit 10 of braking system 2 (if the architecture of braking system 2 is based on...) Figure 3 and Figure 4 The architecture of vehicle 1 or the central control unit 5 of vehicle 1 (if the architecture of braking system 2 is based on...) Figure 5 and Figure 6 The architecture can be equipped with this control logic (algorithm).

[0060] In this embodiment, the first information T-SF, representing the first operating temperature of the first axle FA of vehicle 1, is provided to system 100 as a software variable or as a signal via a wired communication channel.

[0061] System 100 is also configured to receive a second information T-SR representing the second operating temperature of the second axle RA of vehicle 1.

[0062] The second operating temperature of the second rear axle RA of vehicle 1 is, for example, the temperature of an electric motor suitable for commanding one of the actuators present in at least one second actuator module 4 (and at least one additional second actuator module 4', if present).

[0063] It is worth noting that if there are multiple actuators, each having a corresponding electric motor, in at least one second actuator module 4 (and at least one additional second actuator module 4', if present), the system 100 is configured to receive the larger of the temperatures of the electric motors present in at least one second actuator module 4 as second information T-SF representing the second operating temperature of the second rear axle RA of the vehicle 1.

[0064] In the implementation method, such as Figure 3As shown by the dashed line, the second information T-SR, representing the second operating temperature of the second axle RA of vehicle 1, is provided to system 100 by the second temperature sensor ST2 installed in the corresponding electric motor of at least one second actuator module 4 (and at least one additional second actuator module 4', if present, wherein the presence of an additional temperature sensor is indicated by the same reference numeral ST2).

[0065] In another embodiment, as an alternative to the aforementioned embodiment, the second information T-SR representing the second operating temperature of the second axle RA of vehicle 1 is calculated as an estimated value through corresponding control logic (algorithm). From a software perspective, the second local control unit 20 of braking system 2 (if the architecture of braking system 2 is based on...) Figure 3 and Figure 4 The architecture of vehicle 1 or the central control unit 5 of vehicle 1 (if the architecture of braking system 2 is based on...) Figure 5 and Figure 6 The architecture can be equipped with this control logic (algorithm).

[0066] In the latter embodiment, the second information T-SR, representing the second operating temperature of the second axle RA of vehicle 1, is provided to system 100 as a software variable or as a signal via a wired communication channel.

[0067] Back Figure 7 System 100 is also configured to receive a third piece of information PZ representing the slope of vehicle 1.

[0068] In one implementation, as an alternative to the aforementioned implementation, third information PZ representing the slope of the vehicle 1 is determined as a measured or estimated value by a corresponding control logic (algorithm) based on information representing the acceleration of the vehicle 1 provided by an acceleration sensor SA (accelerometer) installed in the central control unit 5 of the vehicle or at the center of gravity of the vehicle 1.

[0069] From a software perspective, as an alternative implementation to the aforementioned implementation, control logic suitable for determining third information PZ representing the slope of vehicle 1 as a measured or estimated value based on information representing the acceleration of vehicle 1 is installed in the central control unit 6 of the braking system 2. Figure 5 and 6 ).

[0070] As an alternative implementation to the aforementioned embodiment, from a software perspective, this control logic is instead installed in the central control unit 5 of vehicle 1. Figure 3 , Figure 4 , Figure 5 or Figure 6 ).

[0071] In the latter embodiment, third information PZ representing the slope of vehicle 1 is provided to system 100 as a software variable or as a signal via a wired communication channel.

[0072] In another embodiment, third information PZ representing the slope of vehicle 1 is provided to system 100 by a corresponding slope sensor.

[0073] Back to Figure 7 The system 100 is also configured to receive a fourth piece of information AD representing the coefficient of friction (grip) between the vehicle 1 (specifically the wheels and tires) and the road.

[0074] In the implementation, the fourth information AD representing the friction coefficient between the vehicle 1 and the road, provided to the system 100, is calculated as an estimated or calculated value by the corresponding control logic (algorithm).

[0075] In the implementation, from a software perspective, this control logic exists in the central control unit 6 of the braking system 2. Figure 3 , Figure 4 , Figure 5 , Figure 6 ).

[0076] In another implementation, from a software perspective, this control logic exists in the first local control unit 10 and the second local control unit 20 of the braking system 2. Figure 3 and Figure 4 ).

[0077] In this embodiment, the fourth piece of information AD, representing the coefficient of friction between vehicle 1 and the road, is provided to system 100 as a software variable or as a signal via a wired communication channel.

[0078] Back Figure 7 The system 100 is also configured to receive a fifth piece of information PV representing the weight of the vehicle 1.

[0079] In the implementation, the fifth piece of information PV, representing the weight of vehicle 1, is a fixed parameter, such as the maximum vehicle weight 1.

[0080] In another implementation, from a software perspective, the fifth piece of information PV, representing the weight of vehicle 1, is obtained as an estimate based on the control logic present in the central control unit 6 of the braking system 2. Figure 3 , Figure 4 , Figure 5 , Figure 6 ).

[0081] In another implementation, from a software perspective, as an alternative to the aforementioned implementation, the fifth piece of information PV representing the weight of vehicle 1 is obtained as an estimate based on the control logic present in the first local control unit 10 and the second local control unit 20 of the braking system 2. Figure 3 and 4 ).

[0082] System 100 is configured to apply a first target braking force F1 to the first front axle FA of vehicle 1 to achieve parking, based on a first piece of information T-SF representing the first operating temperature of the first front axle FA of vehicle 1, a second piece of information T-SR representing the second operating temperature of the second axle RA of vehicle 1, a third piece of information PZ representing the slope of vehicle 1, a fourth piece of information AD representing the coefficient of friction between vehicle 1 and the road, and a fifth piece of information PV representing the weight of vehicle 1. T And the second target braking force F2 to be applied to the second rear axle RA T To be determined.

[0083] More detailed, according to Figure 7 In the embodiment shown, system 100 includes a first data processing module 210, a second data processing module 220, and a third data processing module 230.

[0084] The first data processing module 210 is configured to receive, in the input section, the third piece of information PZ representing the slope of vehicle 1, the fourth piece of information AD representing the coefficient of friction between vehicle 1 and the road, and the fifth piece of information PV representing the weight of vehicle 1.

[0085] In addition, the first data processing module 210 is configured to receive other vehicle parameters UPV, such as: - g: Gravitational constant; - LFA: Distance between the first front axle FA and the center of gravity of vehicle 1; - LFB: The distance between the second rear axle RA and the center of gravity of vehicle 1; - CH: Height of the vehicle's center of gravity.

[0086] The first data processing module 210 is configured to: process the following data based on the third information PZ representing the slope of vehicle 1, the fourth information AD representing the coefficient of friction between vehicle 1 and the road, the fifth information PV representing the weight of vehicle 1, and other vehicle parameters UPV: - Determine the value FW-F of the maximum permissible ground force on the first front axle FA of vehicle 1 under the condition that there is no wheel slippage on the first front axle FA; - Determine the value FW-R of the maximum permissible ground force on the second rear axle RA of vehicle 1 under the condition that there is no wheel slippage on the second rear axle RA; - The value of the longitudinal force FL-F, representing the first front axle FA to be applied to vehicle 1 to achieve parking, is determined; - The value of the longitudinal force FL-R, representing the second rear axle RA to be applied to vehicle 1 to achieve parking, is determined; - Determine the first braking force distribution value DF1 to be applied to the first front axle FA; - Determine the second braking force distribution value DF2 to be applied to the second rear axle RA.

[0087] More specifically, the first data processing module 210 is configured to apply the following mathematical relationship:

[0088]

[0089]

[0090]

[0091]

[0092]

[0093]

[0094] The first data processing module 210 is configured to assign the value FL-F, representing the longitudinal force to be applied to the first front axle FA of the vehicle 1 to achieve parking, to the first braking force distribution value DF1 to be applied to the first front axle FA.

[0095] Furthermore, the first data processing module 210 is configured to assign the value FL-R, representing the longitudinal force to be applied to the second rear axle RA of vehicle 1 to achieve parking, to the second braking force distribution value DF2 to be applied to the second rear axle F2.

[0096] The second data processing module 220 is configured to receive, in the input section, a first information T-SF representing the first operating temperature of the first front axle FA of vehicle 1 and a second information T-SR representing the second operating temperature of the second axle RA of vehicle 1.

[0097] The second data processing module 220 is also configured to receive a first maximum operating temperature T-MF that the first front axle FA can tolerate without damage / reduction in service life and a second maximum operating temperature T-MR that the second rear axle RA can tolerate without damage / reduction in service life.

[0098] It is worth noting that the first maximum operating temperature T-MF of the first front axle FA without damage / reduction in service life and the second maximum operating temperature T-MR of the second rear axle RA without damage / reduction in service life are parameters of the electric motors present in the actuators of the first front axle FA and the second rear axle RA.

[0099] In this implementation, these values ​​are stored in the central control unit 6 of the braking system 2. Figure 3 , Figure 4 , Figure 5 , Figure 6 ).

[0100] In another embodiment, as an alternative to the foregoing embodiment, these values ​​are stored in the first local control unit 10 and the second local control unit 20 of the braking system 2. Figure 3 and Figure 4 ).

[0101] In more detail: - The first maximum operating temperature value T-MF of the first front axle FA is the maximum temperature value that an electric motor can allow to command the actuator present in the first actuation module 3 without damage / reduction in service life. - The second maximum operating temperature value T-MR of the second rear axle RA is the maximum temperature value that an electric motor can allow to command the actuator present in the second actuation module 4 without damage / reduction in service life.

[0102] The second data processing module 220 is configured to: determine a first maximum force value F-LM that can be applied by the first actuator module 3 suitable for commanding the first front axle FA, based on a first piece of information T-SF representing the first operating temperature of the first front axle FA of vehicle 1 and a first maximum operating temperature value T-MF that the first front axle FA can tolerate without damage / reduction in service life.

[0103] Furthermore, the second data processing module 220 is configured to: determine a second maximum force value R-LM that can be applied by the second actuator module 4 suitable for commanding the second rear axle RA, based on a second piece of information T-SR representing the second operating temperature of the second rear axle RA of vehicle 1 and a second maximum operating temperature value T-MR that the second front axle RA can tolerate without damage / reduction in service life.

[0104] The applicable functions from the second data processing module 220 are based on thermal modeling of electric motors, and generally on heat transfer known in the technical field of the present invention.

[0105] Back Figure 5 As illustrated in the diagram, in this embodiment, the third data processing module 230 is configured to receive from the second data processing module 220 a first braking force distribution value DF1 to be applied to the first front axle FA and a second braking force distribution value DF2 to be applied to the second rear axle RA.

[0106] Furthermore, in this embodiment, the third data processing module 230 is configured to receive from the second data processing module 220 a first maximum force value F-LM that can be applied by the first actuator module 3 adapted to command the first front axle FA and a second maximum force value R-LM that can be applied by the second actuator module 4 adapted to command the second rear axle RA.

[0107] The third data processing module 230 is configured to: determine a first target braking force F1T to be applied to the first front axle FA to achieve parking and a second target braking force F2T to be applied to the second rear axle RA to achieve parking, based on a first braking force distribution value DF1 to be applied to the first front axle FA, a second braking force distribution value DF2 to be applied to the second rear axle RA, a first maximum force value F-LM that can be applied by a first actuator module 3 adapted to command the first front axle FA, and a second maximum force value R-LM that can be applied by a second actuator module 4 adapted to command the second rear axle RA.

[0108] Specifically, the third data processing module 230 of system 100 is configured to initiate a corresponding operation in response to a start signal received from the corresponding control logic (algorithm) installed on vehicle 1 (e.g., in the central control unit 5 of vehicle 1, in another data processing module present in system 100, or in an additional data processing unit present on vehicle).

[0109] It is worth noting that the start signal can be generated under specific circumstances where the parking function must be activated, such as when the vehicle is stationary and the driver's intention to park is recognized.

[0110] In addition, the third data processing module 230 of system 100 is configured to assign a high priority between the first front axle FA and the second rear axle RA for calculating the corresponding braking force to be applied for parking.

[0111] More specifically, the third data processing module 230 is configured to determine a first difference size F-GP, which represents the difference between a first braking force distribution value DF1 to be applied to the first front axle FA and a first maximum force value F-LM that can be applied by a first actuator module 3 adapted to command the first front axle FA.

[0112] .

[0113] In addition, the third data processing module 230 is configured to determine the following second difference size R-GP: the second difference size represents the difference between the second braking force distribution value DF2 to be applied to the second rear axle RA and the second maximum force distribution value R-LM that can be applied by the second actuator module 4 adapted to command the second rear axle RA.

[0114] .

[0115] The third data processing module 230 is configured to: assign high priority to the axle having the lower of the first difference size F-GP and the second difference size R-GP; and assign low priority to the other axle.

[0116] Therefore, the third data processing module 230 is configured to limit the high-priority size (P1) and the low-priority size (P2): - if ,but:

[0117]

[0118]

[0119]

[0120] - if ,but:

[0121]

[0122]

[0123]

[0124] In addition, the third data processing module 230 is configured to perform a first calculation on the first braking force value F1P1 to be applied to achieve parking on the vehicle axle with high priority.

[0125] The first braking force value F1P1 to be applied to achieve parking on the high-priority (P1) axle of vehicle 1 is obtained as the minimum between the braking force distribution value DFP1 to be applied to the high-priority axle of vehicle 1 and the maximum force applicable value LMP1 that can be applied by the actuator module suitable for commanding the high-priority axle.

[0126]

[0127] In addition, the third data processing module 230 is configured to perform a first calculation on the first braking force value F2P2 to be applied to achieve parking on the vehicle axle with low priority.

[0128] If the difference in priority axle size GPP1 (F-GP or R-GP) ≤ 0, then: - The first braking force value F2P2 to be applied to achieve parking on the low-priority axle of vehicle 1 is obtained as the minimum between the braking force distribution value DFP2 to be applied to the low-priority axle of vehicle 1 and the maximum force applicable value LMP2 that can be applied by the actuator module that commands the low-priority axle.

[0129]

[0130] If the difference in priority axle size GPP1 (F-GP or R-GP) > 0, then: - The difference size GPP2 (F-GP or R-GP) of low priority axles is obtained by adding the previously calculated difference size GPP1 of high priority axles to the previously calculated difference size GPP2; GPP2 = GPP2 + GPP1.

[0131] - The first braking force value GPP2 to be applied to achieve parking on the axle with low priority (P2) of vehicle 1 is obtained as the minimum between the braking force distribution value DFP2 to be applied to the axle with low priority of vehicle 1, which is increased by the difference size GPP1 of the axle with high priority, and the maximum force applicable value LMP2 that can be applied by the actuator module that commands the axle with low priority.

[0132]

[0133] According to the implementation, the third data processing module 230 is configured to perform a second calculation on the second braking force value F1'P1 to be applied to achieve parking on a vehicle axle with high priority.

[0134] More specifically, in this second calculation, the second braking force value F1'P1 to be applied to achieve parking on the high-priority axle of the vehicle is determined by summing the minimum of the absolute value of the difference size GPP1 of the high-priority axle and the difference size GPP2 of the low-priority axle with the first braking force value F1P1 to be applied to achieve parking on the high-priority axle of the vehicle.

[0135] .

[0136] If the difference size GPP1 of the axle with the highest priority is greater than or equal to 0, and / or the difference size GPP2 of the axle with the lower priority is less than or equal to 0, then the third data processing module 230 is configured to assign the previously calculated first braking force value F1P1 to be applied to the axle with the higher priority of the vehicle to obtain parking, to the second braking force value F1'P1 to be applied to the axle with the higher priority of the vehicle to obtain parking.

[0137] In addition, the third data processing module 230 is configured to specify a first target braking force value F1T to be applied to the first front axle FA of the vehicle 1 to obtain parking and a second target braking force value F2T to be applied to the second rear axle RA.

[0138] More specifically, if the difference in the first front axle FA is F-GP ≤ the difference in the second rear axle RA is R-GP (therefore if the first front axle FA is a high-priority axle), the third data processing module 230 is configured to designate the second braking force value F1'P1 to be applied to obtain parking on the high-priority axle of the vehicle as the first target braking force value F1T to be applied to the first front axle FA of the vehicle 1 to obtain parking.

[0139] If the difference in the first front axle FA, F-GP, is greater than the difference in the second rear axle RA, R-GP (therefore, if the first front axle FA is a low-priority axle), the third data processing module 230 is configured to designate the first braking force value F2P2 to be applied to obtain parking on the low-priority axle of vehicle 1 as the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking.

[0140] If the difference in the first front axle FA, F-GP, is greater than the difference in the second rear axle RA, R-GP (therefore, if the second rear axle RA is a high-priority axle), the third data processing module 230 is configured to designate the second braking force value F1'P1 to be applied to obtain parking on the high-priority axle of the vehicle as the second target braking force value F2T to be applied to the second rear axle RA of the vehicle 1 to obtain parking.

[0141] If the difference in the first front axle FA, F-GP, is greater than the difference in the second rear axle RA, R-GP (therefore, if the second rear axle RA is a low-priority axle), the third data processing module 230 is configured to designate the first braking force value F2P2 to be applied to obtain parking on the low-priority axle of vehicle 1 as the second target braking force value F2T to be applied to the second rear axle RA of vehicle 1 to obtain parking.

[0142] According to the implementation, the third data processing module 230 is also configured to provide a message NF representing that the parking function of vehicle 1 is unavailable.

[0143] More specifically, the third data processing module 230 is configured to: compare the sum of a first braking force distribution value DF1 to be applied to the first front axle FA and a second braking force distribution value DF2 to be applied to the second rear axle RA with the sum of a first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking and a second target braking force value F2T to be applied to the second rear axle RA.

[0144] If the sum of the first braking force distribution value DF1 to be applied to the first front axle FA and the second braking force distribution value DF2 to be applied to the second rear axle RA is less than the sum of the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking and the second target braking force value F2T to be applied to the second rear axle RA, the third data processing module 230 is configured to enable the information NF representing that the parking function of vehicle 1 is unavailable, for example by setting this information to a logic value of 1 (unavailable function).

[0145] .

[0146] If the sum of the first braking force distribution value DF1 to be applied to the first front axle FA and the second braking force distribution value DF2 to be applied to the second rear axle RA is greater than or equal to the sum of the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking and the second target braking force value F2T to be applied to the second rear axle RA, the third data processing module 230 is configured to: disable the information NF representing that the parking function of vehicle 1 is unavailable, for example, by setting the information to a logic value of 0 (available function).

[0147] .

[0148] Depending on the implementation, the third data processing module 230 is configured to provide information NF representing the unavailability of the parking function of vehicle 1 as a software variable or as a signal through a wired communication channel to the monitoring and control logic of the parking function, or the central control unit 6 of the braking system 2, or the central control unit 5 of vehicle 1, or generally to another data processing unit existing in the vehicle that has the function of monitoring all system activities on the vehicle.

[0149] Please refer to the above figures and Figure 8 The block diagram in the image describes a method 600 for controlling a braking system to distribute braking force for parking a vehicle.

[0150] It is worth noting that the components and information mentioned below along with the description of the method have already been described above with reference to vehicle 1, braking system 2 and system 100, and therefore will not be repeated for the sake of brevity.

[0151] Method 600 includes a symbolic step to begin ST.

[0152] The method 600 includes the following receiving step 601: the system 100, which controls the braking system 2 to distribute braking force for parking the vehicle 1, receives a first information T-SF representing the first operating temperature of the first front axle FA of the vehicle 1.

[0153] The first operating temperature of the first front axle FA of vehicle 1 has been described above.

[0154] The method 600 further includes the following receiving step 602: receiving a second information T-SR representing the second operating temperature of the second axle RA of the vehicle 1 through the system 100.

[0155] The second operating temperature of the second rear axle RA of vehicle 1 is described above.

[0156] The method 600 further includes the following receiving step 603: receiving a third piece of information PZ representing the slope of vehicle 1 through system 100.

[0157] The third piece of information, PZ, describes the gradient of vehicle 1.

[0158] The method 600 also includes the following receiving step 604: receiving a fourth piece of information AD representing the coefficient of friction (grip) between the vehicle 1 (particularly the wheels and tires) and the road through the system 100.

[0159] The above describes the fourth piece of information, AD, representing the coefficient of friction between vehicle 1 and the road.

[0160] The method 600 further includes the following receiving step 605: receiving a fifth piece of information PV representing the weight of the vehicle 1 through the system 100.

[0161] The method 600 further includes the following determination step 606: by system 100, based on a first piece of information T-SF representing the first operating temperature of the first front axle FA of vehicle 1, a second piece of information T-SR representing the second operating temperature of the second axle RA of vehicle 1, a third piece of information PZ representing the slope of vehicle 1, a fourth piece of information AD representing the coefficient of friction between vehicle 1 and the road, and a fifth piece of information PV representing the weight of vehicle 1, a first target braking force F1T to be applied to the first front axle FA of vehicle 1 to achieve parking and a second target braking force F2T to be applied to the second rear axle RA.

[0162] According to the implementation method, such as Figure 6 As shown by the dashed line, step 606 includes the following receiving step 607: receiving the following information through the first data processing module 210 of system 100: third information PZ representing the slope of vehicle 1, fourth information AD representing the coefficient of friction between vehicle 1 and the road, and fifth information PV representing the weight of vehicle 1.

[0163] According to this embodiment, the determination step 606 further includes the following receiving step 608: receiving additional vehicle parameters UPV through the first data processing module 210.

[0164] This additional vehicle parameter, UPV, has already been described above.

[0165] According to this embodiment, the determination step 606 further includes the following determination step 609: using the first data processing module 210, based on the third information PZ representing the slope of vehicle 1, the fourth information AD representing the coefficient of friction between vehicle 1 and the road, the fifth information PV representing the weight of vehicle 1, and other vehicle parameters UPV: - Determine the value FW-F of the maximum permissible ground force on the first front axle FA of vehicle 1 under the condition that there is no wheel slippage on the first front axle FA; - Determine the value FW-R of the maximum permissible ground force on the second rear axle RA of vehicle 1 under the condition that there is no wheel slippage on the second rear axle RA; - The value of the longitudinal force FL-F, representing the first front axle FA to be applied to vehicle 1 to achieve parking, is determined; - The value of the longitudinal force FL-R, representing the second rear axle RA to be applied to vehicle 1 to achieve parking, is determined; - Determine the first braking force distribution value DF1 to be applied to the first front axle FA; - Determine the second braking force distribution value DF2 to be applied to the second rear axle RA.

[0166] The details of the mathematical relationships performed in this regard by the first data processing module 210 have already been described above.

[0167] Step 609 is executed by the first data processing module 210 to determine the first braking force distribution value DF1 to be applied to the first front axle FA as the minimum value between the maximum permissible ground force FW-F on the first front axle FA of vehicle 1 when there is no wheel slippage on the first front axle FA and the value FL-F to be applied to the first front axle FA of vehicle 1 to achieve parking.

[0168] Furthermore, step 609 is performed by the first data processing module 210 to determine the second braking force distribution value DF2 to be applied to the second rear axle RA as the minimum value between the maximum permissible ground force FW-R on the second rear axle RA of vehicle 1 under the condition that there is no wheel slippage on the second rear axle RA and the value FL-R to be applied to the second rear axle RA of vehicle 1 to obtain parking.

[0169] According to the implementation method, in conjunction with the foregoing implementation method, such as Figure 6 As shown by the dashed line, step 606 includes the following receiving step 610: receiving the first information T-SF representing the first operating temperature of the first front axle FA of vehicle 1 and the second information T-SR representing the second operating temperature of the second axle RA of vehicle 1 through the second data processing module 220 of system 100.

[0170] Furthermore, according to this embodiment, the determining step 606 further includes the following receiving step 611: receiving, through the second data processing module 220, the first maximum operating temperature T-MF that the first front axle FA can tolerate without damage / reduction in service life and the second maximum operating temperature T-MR that the second rear axle RA can tolerate without damage / reduction in service life.

[0171] The first maximum operating temperature T-MF of the first front axle FA without damage / reduction in service life and the second maximum operating temperature T-MR of the second rear axle RA without damage / reduction in service life have been described above.

[0172] According to this embodiment, the determination step 606 includes the following determination step 612: by the second data processing module 220, based on the first information T-SR representing the first operating temperature of the first front axle FA of the vehicle 1 and the first maximum operating temperature value T-MR that the first front axle FA can be allowed without damage / reduction in service life, the first maximum force value F-LM that can be applied by the first actuator module 3 suitable for commanding the first front axle FA is determined.

[0173] Furthermore, the determination step 606 includes the following determination step 613: by the second data processing module 220, based on the second information T-SR representing the second operating temperature of the second rear axle RA of the vehicle 1 and the second maximum operating temperature value T-MR that the second rear axle RA can be allowed without damage / reduction in service life, the second maximum force value R-LM that can be applied by the second actuator module 4 suitable for commanding the second rear axle RA is determined.

[0174] It should be emphasized that the applicable functions from the second data processing module 220 are based on electric motor thermal modeling and general heat transfer known in the technical field of this invention.

[0175] In this embodiment, in conjunction with the foregoing embodiments, step 606 includes the following receiving step 614: receiving, through the third processing module of system 100, a first braking force distribution value DF1 to be applied to the first front axle FA and a second braking force distribution value DF2 to be applied to the second rear axle RA from the second data processing module 220.

[0176] Furthermore, in this embodiment, the determining step 606 includes the following receiving step 615: receiving from the second data processing module 220 a first maximum force value F-LM that can be applied by the first actuator module 3 adapted to command the first front axle FA and a second maximum force value R-LM that can be applied by the second actuator module 4 adapted to command the second rear axle RA via the third data processing module 230.

[0177] According to this embodiment, the determination step 606 includes the following determination step 616: the third data processing module 230 determines the first target braking force F1T to be applied to the first front axle FA to obtain parking and the second target braking force F2T to be applied to the second rear axle RA to obtain parking based on the first braking force distribution value DF1 to be applied to the first front axle FA, the second braking force distribution value DF2 to be applied to the second rear axle RA, the first maximum force value F-LM that can be applied by the first actuation module 3 suitable for commanding the first front axle FA, and the second maximum force value R-LM that can be applied by the second actuation module 4 suitable for commanding the second rear axle RA.

[0178] Specifically, according to the implementation, in conjunction with the foregoing implementation, step 616 is determined to include the following startup step ATT: the operation of system 100 is started by the third data processing module 230 in response to a startup signal received from the corresponding control logic (algorithm) installed on vehicle 1 (e.g., the central control unit 5 of vehicle 1, another data processing module of system 100, or an additional data processing unit present on the vehicle).

[0179] It should be emphasized that the start signal can be generated under specific circumstances where the parking function must be activated, such as when the vehicle is stationary and the driver's intention to park is recognized.

[0180] According to the implementation, the determination step 616 includes the designation step 617: through the third data processing module 230, a high priority is assigned between the first front axle FA and the second rear axle RA for calculating the corresponding target braking force to be applied for parking.

[0181] More specifically, the specified step 617 includes the following determination step 618: by the third data processing module 230, determining a first difference size F-GP representing the difference between a first braking force distribution value DF1 to be applied to the first front axle FA and a first maximum force value F-LM that can be applied by the first actuator module 3 adapted to command the first front axle FA.

[0182] In addition, the specified step 617 includes the following determination step 619: by the third data processing module 230, determining a second difference size R-GP, representing the difference between a second braking force distribution value DF2 to be applied to the second rear axle RA and a second maximum force value R-LM that can be applied by the second actuator module 4 adapted to command the second rear axle RA.

[0183] Step 617 specifies that high priority is assigned to the axle with the smallest difference between the first difference size F-GP and the second difference size R-GP.

[0184] The definitions of high-priority size (P1) and low-priority size (P2) are provided above.

[0185] According to the implementation method, in conjunction with the foregoing implementation method, step 606 is determined to include the following execution step 620: by the third data processing module 230, a first calculation is performed on the first braking force value F1P1 to be applied to achieve parking on the high-priority axle of the vehicle.

[0186] The minimum value between the braking force distribution value DFP1 to be applied to the high-priority axle of vehicle 1 and the maximum force value LMP1 that can be applied by the actuator module suitable for commanding the high-priority axle is obtained as the first braking force value F1P1 to be applied to achieve parking on the high-priority axle of vehicle 1.

[0187]

[0188] Furthermore, the determination step 606 includes the following execution step 621: performing a first calculation on a first braking force value F2P2 to be applied to achieve parking on a low-priority axle of the vehicle via the third data processing module 230.

[0189] If the difference in priority axle size GPP1 (F-GP or R-GP) ≤ 0, then: - The minimum value between the braking force distribution value DFP2 to be applied to the low-priority axle of vehicle 1 and the maximum force applicable value LMP2 that can be applied by the actuator module suitable for commanding the low-priority axle is obtained as the first braking force value F2P2 to be applied to achieve parking on the low-priority axle of vehicle 1.

[0190]

[0191] If the difference in priority axle size GPP1 (F-GP or R-GP) > 0, then: - The difference size GPP2 (F-GP or R-GP) of low priority axles is obtained by adding the previously calculated difference size GPP1 of high priority axles to the previously calculated difference size GPP2; GPP2 = GPP2 + GPP1.

[0192] - The first braking force value GPP2 to be applied to achieve parking on the low-priority axle of vehicle 1 is obtained as the minimum between the braking force distribution value DFP2 to be applied to the low-priority axle of vehicle 1, which is increased by the difference size GPP1 of the high-priority axle, and the maximum force applicable value LMP2 that can be applied by the actuation module suitable for commanding the low-priority axle.

[0193]

[0194] According to this embodiment, the determination step 606 further includes the following execution step 622: by the third data processing module 230, a second calculation is performed on the second braking force value F1'P1 to be applied to the high-priority axle of the vehicle to obtain parking.

[0195] More specifically, in this second calculation, the minimum of the absolute value of the difference size GPP1 of the high-priority axle and the difference size GPP2 of the low-priority axle is summed with the first braking force value F1P1 to be applied to achieve parking on the high-priority axle of the vehicle, and the second braking force value F1'P1 to be applied to achieve parking on the high-priority axle of the vehicle is determined.

[0196] .

[0197] If the difference size GPP1 of the axle with the highest priority is greater than or equal to 0, and / or the difference size GPP2 of the axle with the lower priority is less than or equal to 0, then step 622 includes the following specified step 623: by the third data processing module 230, assigning the previously calculated first braking force value F1P1 to be applied to the axle with the higher priority of the vehicle to obtain parking, to the second braking force value F1'P1 to be applied to the axle with the higher priority of the vehicle to obtain parking.

[0198] According to the implementation method, in conjunction with the foregoing implementation method, step 606 includes the following designated step 624: through the third data processing module 230, a first target braking force value F1T to be applied to the first front axle FA of the vehicle 1 to obtain parking and a second target braking force value F2T to be applied to the second rear axle RA are designated.

[0199] More specifically, if the difference in the first front axle FA is F-GP ≤ the difference in the second rear axle RA is R-GP (therefore if the first front axle FA is a high-priority axle), the specified step 624 is performed: by the third data processing module 230, the second braking force value F1'P1 to be applied to obtain parking on the high-priority axle of the vehicle is designated as the first target braking force value F1T to be applied to the first front axle FA of the vehicle 1 to obtain parking.

[0200] If the difference in the first front axle FA, F-GP, is greater than the difference in the second rear axle RA, R-GP (therefore, if the first front axle FA is a low-priority axle), then specified step 624 is performed: via the third data processing module 230, the first braking force value F2P2 to be applied to obtain parking on the low-priority axle of vehicle 1 is designated as the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking.

[0201] If the difference in the first front axle FA, F-GP, is greater than the difference in the second rear axle RA, R-GP (therefore, if the second rear axle RA is a high-priority axle), then specified step 624 is performed: via the third data processing module 230, the second braking force value F1'P1 to be applied to obtain parking on the high-priority axle of the vehicle is designated as the second target braking force value F2T to be applied to the second rear axle RA of vehicle 1 to obtain parking.

[0202] If the difference in the first front axle FA, F-GP, is greater than the difference in the second rear axle RA, R-GP (therefore, if the second rear axle RA is a low-priority axle), then specified step 624 is performed: via the third data processing module 230, the first braking force value F2P2 to be applied to the low-priority axle of vehicle 1 to obtain parking is designated as the second target braking force value F2T to be applied to the second rear axle FA of vehicle 1 to obtain parking.

[0203] According to the implementation method, in conjunction with any of the above implementation methods, step 606 includes the following step 625: providing a message NF representing that the parking function of vehicle 1 is unavailable through the third data processing module 230.

[0204] The above describes the information NF indicating that the parking function of vehicle 1 is unavailable.

[0205] In this embodiment, step 625 includes the following comparison step 626: by the third data processing module 230, the sum of the first braking force distribution value DF1 to be applied to the first front axle FA and the second braking force distribution value DF2 to be applied to the second rear axle RA is compared with the sum of the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking and the second target braking force value F2T to be applied to the second rear axle RA.

[0206] If the sum of the first braking force distribution value DF1 to be applied to the first front axle FA and the second braking force distribution value DF2 to be applied to the second rear axle RA is less than the sum of the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking and the second target braking force value F2T to be applied to the second rear axle RA, step 625 includes the following enabling step 627: by enabling information NF representing that the parking function of vehicle 1 is unavailable through the third data processing module (230), for example, by setting the information to a logical value 1 (unavailable function).

[0207]

[0208] If the sum of the first braking force distribution value DF1 to be applied to the first front axle FA and the second braking force distribution value DF2 to be applied to the second rear axle RA is greater than or equal to the sum of the first target braking force value F1T to be applied to the first front axle FA of vehicle 1 to obtain parking and the second target braking force value F2T to be applied to the second rear axle RA, step 625 includes the following disabling step 628: by the third data processing module 230, disabling the information NF representing that the parking function of vehicle 1 is unavailable, for example, by setting the information to logical information 0 (available function).

[0209] .

[0210] Similarly, for example, Figure 2 A table is shown comparing the maximum gradient of the vehicle's operating temperature values ​​based on existing technology, with the vehicle having an independent axle for reliable parking.

[0211] Figure 7 The table in the image shows the following data from left to right: - The first column shows the system operating temperature value TS; - The slope values ​​are shown in the second and third columns respectively; - According to the method and related system of the present invention, the permissible downhill PD and uphill PS of the parking STZ of vehicle 1 are obtained by distributing the braking force on the first front axle FA and the second rear axle RA of vehicle 1.

[0212] It can be seen that, under the same system operating temperature value TS, relative to Figure 2 The prior art solution to the performance shown in the invention, the method and system of the invention, allows parking of vehicle 1 when the maximum parking slope of vehicle 1 is high, thereby improving the performance of braking system 2 and thus improving the overall performance of vehicle 1.

[0213] The method and system of the present invention advantageously allow for maximizing the braking system's ability to park on inclines without causing thermal damage to the electric motor by using information on the operating temperature of the electric motor, road gradient, and road-tire friction.

[0214] Furthermore, compared to existing solutions, the method and system of this invention also ensure a longer parking time at the same slope.

[0215] In fact, comparing the performance of the method and system of the present invention in terms of holding time with existing solutions reveals that the method and system of the present invention allow for higher holding times on the same road gradient without damaging the motor.

[0216] Without departing from the scope of the appended claims, those skilled in the art can modify and adjust the implementation of the above-described methods and corresponding systems, or replace them with other functionally equivalent elements to meet any potential needs. All features described above as belonging to one possible implementation can be implemented independently of the other described implementations.

Claims

1. A method (600) for controlling a braking system (2) of a vehicle (1) to distribute braking force for parking the vehicle (1), the method comprising the steps of: - Receiving step (601): The control system (100) for controlling the braking system (2) of the vehicle (1) to distribute braking force for parking the vehicle (1) receives a first information (T-SF) representing the first operating temperature of an electric motor of one or more actuators of at least one first actuator module (3), the actuators of the first actuator module being operatively connected to the first front axle (FA) of the vehicle (1) and adapted to implement braking commands based on control received from the respective actuator control module; - Receiving step (602): The control system (100) receives a second information (T-SR) of the second operating temperature of an electric motor representing one or more actuators of at least one second actuator module (4), the actuators of the second actuator module being operatively connected to the second rear axle (RA) of the vehicle (1) and adapted to implement a braking command based on control received from the respective actuator control module; - Receiving step (603): Receive the third piece of information (PZ) representing the slope of the vehicle (1) through the control system (100). - Receiving step (604): Receive a fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road through the control system (100). - Receiving step (605): Receive the fifth piece of information (PV) representing the weight of the vehicle (1) through the control system (100). - Determine step (606): By the control system (100), based on the first information (T-SF) representing the first operating temperature of the electric motor of one or more actuators of at least one first actuator module (3) operatively connected to the first front axle (FA) of the vehicle (1), the second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of at least one second actuator module (4) operatively connected to the second rear axle (RA) of the vehicle (1), the third information (PZ) representing the slope of the vehicle (1), the fourth information (AD) representing the coefficient of friction between the vehicle (1) and the road, and the fifth information (PV) representing the weight of the vehicle (1), apply a first target braking force value (F1) to the first front axle (FA) of the vehicle (1) to obtain parking. T ) and the second target braking force value (F2) to be applied to the second rear axle (RA). T (To be determined) 2. The method (600) according to claim 1, wherein, The determining step (606) includes the following steps: - Receiving step (607): The third piece of information (PZ) representing the slope of the vehicle (1), the fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road, and the fifth piece of information (PV) representing the weight of the vehicle (1) are received through the first data processing module (210) of the control system (100). - Receiving step (608): Receive additional vehicle parameters (UPV) through the first data processing module (210). - Determine step (609): By the first data processing module (210), based on the third information (PZ) representing the slope of the vehicle (1), the fourth information (AD) representing the coefficient of friction between the vehicle (1) and the road, the fifth information (PV) representing the weight of the vehicle (1), and the additional vehicle parameters (UPV): - Determine the value (FW-F) of the maximum permissible ground force on the first front axle (FA) of the vehicle (1) under the condition that there is no wheel slippage on the first front axle (FA); - Determine the value (FW-R) of the maximum permissible ground force on the second rear axle (RA) of the vehicle (1) under the condition that there is no wheel slippage on the second rear axle (RA); - Determine the value (FL-F) of the longitudinal force to be applied to the first front axle (FA) of the vehicle (1) to obtain parking; - The value (FL-R) of the longitudinal force to be applied to the second rear axle (RA) of the vehicle (1) to obtain parking is determined; - Determine the first braking force distribution value (DF1) to be applied to the first front axle (FA); - Determine the second braking force distribution value (DF2) to be applied to the second rear axle (RA).

3. The method (600) according to claim 2, wherein, The determination step (609) is performed by the first data processing module (210) to determine the first braking force distribution value (DF1) to be applied to the first front axle (FA) as the minimum between the value (FW-F) representing the maximum permissible ground force on the first front axle (FA) of the vehicle (1) in the absence of wheel slippage on the first front axle (FA) and the value (FL-F) representing the longitudinal force to be applied to the first front axle (FA) of the vehicle (1) to achieve parking. The determination step (609) is performed by the first data processing module (210) to determine the second braking force distribution value (DF2) to be applied to the second rear axle (RA) as the minimum between the value (FW-R) representing the maximum permissible ground force on the second rear axle (RA) of the vehicle (1) in the absence of wheel slippage on the second rear axle (RA) and the value (FL-R) representing the longitudinal force to be applied to the second rear axle (RA) of the vehicle (1) to obtain parking.

4. The method (600) according to claim 3, wherein, The determining step (606) includes the following steps: - Receiving step (610): The first information (T-SF) representing the first operating temperature of an electric motor of one or more actuators of at least one first actuator module (3), the actuator of the first actuator module being operatively connected to the first front axle (FA) of the vehicle (1) and adapted to implement a braking command based on control received from the corresponding actuator control module, and the second information (T-SR) representing the second operating temperature of an electric motor of one or more actuators of at least one second actuator module (4), the actuator of the second actuator module being operatively connected to the second rear axle (RA) of the vehicle (1) and adapted to implement a braking command based on control received from the corresponding actuator control module; - Receiving step (611): The first maximum operating temperature (T-MF) of an electric motor of one or more actuators of at least one first actuator module (3) operatively connected to the first front axle (FA) is received by the second data processing module (220) without damage / reduction of service life. The second maximum operating temperature (T-MR) of an electric motor of one or more actuators of at least one second actuator module (4) operatively connected to the second rear axle (RA) is also received without damage / reduction of service life. - Determine step (612): By the second data processing module (220), based on the first piece of information representing the first operating temperature of the electric motor of one or more actuators of at least one first actuator module (3) operatively connected to the first front axle (FA) of the vehicle (1), and based on the first maximum operating temperature (T-MF) of the electric motor of one or more actuators of at least one first actuator module (3) operatively connected to the first front axle (FA) without damage / reduction in service life, determine the first maximum force value (F-LM) that can be applied by the first actuator module (3), which is adapted to command the first front axle (FA); - Determine step (613): By the second data processing module (220), a second maximum force value (R-LM) that can be applied by the second actuator module (4) is determined based on the second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of at least one second actuator module (4) operatively connected to the second rear axle (RA) of the vehicle (1), and based on the second maximum operating temperature (T-MR) that the electric motor of one or more actuators of at least one second actuator module (4) operatively connected to the second rear axle (RA) can be allowed without damage / reduction in service life. The second actuator module (4) is adapted to command the second rear axle (RA).

5. The method (600) according to claim 4, wherein, The determining step (606) includes the following steps: - Receiving step (614): The first braking force distribution value (DF1) to be applied to the first front axle (FA) and the second braking force distribution value (DF2) to be applied to the second rear axle (RA) are received from the second data processing module (220) through the third data processing module (230) of the control system (100). - Receiving step (615): The first maximum force value (F-LM) that can be applied by the first actuator module (3) that is suitable for commanding the first front axle (FA) and the second maximum force value (R-LM) that can be applied by the second actuator module (4) that is suitable for commanding the second rear axle (RA) are received from the second data processing module (220) via the third data processing module (230). - Determining step (616): Through the third data processing module (230), based on the first braking force distribution value (DF1) to be applied to the first front axle (FA), the second braking force distribution value (DF2) to be applied to the second rear axle (RA), the first maximum force value (F-LM) that can be applied by the first actuator module (3) suitable for commanding the first front axle (FA), and the second maximum force value (R-LM) that can be applied by the second actuator module (4) suitable for commanding the second rear axle (RA), a first target braking force value (F1) for parking is obtained on the first front axle (FA) to be applied to the vehicle (1). T ) and the second target braking force value (F2) to be applied to the second rear axle (RA) of the vehicle (1) to achieve parking. T (To be determined) 6. The method (600) according to claim 5, wherein, The determination step (616) includes the following designation step (617): by the third data processing module (230), a high priority is assigned between the first front axle (FA) and the second rear axle (RA) for calculating the corresponding target braking force to be applied when parking.

7. The method (600) according to claim 6, wherein, The specified step (617) includes the following steps: - Determine step (618): Determine a first difference size (F-GP) by the third data processing module (230), the first difference size (F-GP) representing the difference between a first braking force distribution value (DF1) to be applied to the first front axle (FA) and a first maximum force value (F-LM) that can be applied by the first actuator module (3) adapted to command the first front axle (FA); - Determine step (619): Determine the second difference size (F-GP) by the third data processing module (230), the second difference size (F-GP) representing the difference between the second braking force distribution value (DF2) to be applied to the second rear axle (RA) and the second maximum force value (R-LM) that can be applied by the second actuator module (4) adapted to command the second rear axle (RA). The assignment step (617) is performed by assigning high priority to the axle that has the smallest difference between the first difference size (F-GP) and the second difference size (R-GP).

8. The method (600) according to claim 7, wherein, The determining step (606) includes the following execution step (620): by means of the third data processing module (230), executing the first braking force value (F1) to be applied to achieve parking on the high-priority axle of the vehicle. P1 The first calculation performed will determine the braking force distribution value (DF) to be applied to the high-priority axle of the vehicle (1). P1 The maximum force (LM) that can be applied by the actuator module adapted to command axles with high priority. P1 The minimum value between ) is obtained as the first braking force value (F1) to be applied to achieve parking on the high-priority axle of the vehicle (1). P1 ).

9. The method (600) according to claim 8, wherein, The determining step (606) includes the following execution step (621): by means of the third data processing module (230), executing the first braking force value (F2) to be applied to achieve parking on the low-priority axle of the vehicle. P2 The first calculation performed, If the difference in axle priority is greater than the difference in GP P1 If )≤0, then the braking force distribution value (DF) to be applied to the low-priority axle of the vehicle (1) will be... P2 The maximum applicable force (LM) that can be applied by an actuator module suitable for commanding axles with low priority. P2 The minimum value between ) is obtained as the first braking force value (F2) to be applied to achieve parking on the low-priority axle of vehicle (1). P2 ), If the difference in axle priority is greater than the difference in GP P1 If ) > 0, then the difference (GP) is calculated based on the previously calculated difference between the axles with lower priority. P2 Increase the difference size (GP) for axles with high priority. P1 To obtain the difference size (GP) of axles with low priority. P2 The following value is obtained as the first braking force value (F2) to be applied to achieve parking on the axle with low priority. P2 The difference in axle size (GP) is added with a higher priority. P1 The braking force distribution value (DF) to be applied to the low-priority axle of the vehicle (1) P2 The maximum applicable force (LM) that can be applied by the actuator module adapted to command the axle with low priority. P2 The minimum value between ().

10. The method (600) according to claim 9, wherein, The determining step (606) further includes the following execution step (622): by means of the third data processing module (230), executing a second braking force value (F1') to be applied to achieve parking on the high-priority axle of the vehicle. P1 The second calculation is performed by measuring the difference in axle size (GP) with higher priority. P1 The absolute value of ) and the difference between the axle with lower priority (GP) P2 The minimum value in ) is the same as the first braking force value (F1) to be applied to achieve parking on the high-priority axle of the vehicle. P1 Summing the values ​​of the second braking force (F1') to be applied to achieve parking on the high-priority axle of the vehicle. P1 To determine, If the difference in value of the axle with the highest priority (GP) P1 ) ≥ 0, and / or, if the difference in size of the axle with lower priority (GP) P2 If ) < 0, then the execution step (622) includes the following specified step (623): through the third data processing module (230), the previously calculated first braking force value (F1) to be applied to the high-priority axle of the vehicle to achieve parking is processed. P1 The second braking force value (F1') is assigned to the high-priority axle to be applied to the vehicle to achieve parking. P1 ).

11. The method (600) according to claim 10, wherein, The determining step (606) includes the following specifying step (624): obtaining the first target braking force value (F1) for parking by means of the third data processing module (230) on the first front axle (FA) to be applied to the vehicle (1). T ) and the second target braking force value (F2) to be applied to the second rear axle (RA). T Specify, If the difference in the first front axle (FA) (F-GP) is less than or equal to the difference in the second rear axle (RA) (R-GP), then the specified step (624) is performed by the third data processing module (230) using the second braking force value (F1') to be applied to the high-priority axle of the vehicle to obtain parking. P1 The first target braking force value (F1) is specified as to be applied to the first front axle (FA) of the vehicle (1) to obtain parking. T ), If the difference in the first front axle (FA) (F-GP) is greater than the difference in the second rear axle (RA) (R-GP), then the specified step (624) is performed by the third data processing module (230) to apply the first braking force value (F2) to be applied to the axle with low priority of the vehicle (1) to obtain parking. P2 The first target braking force value (F1) is specified as to be applied to the first front axle (FA) of the vehicle (1) to obtain parking. T ), If the difference in the first front axle (FA) (F-GP) is greater than the difference in the second rear axle (RA) (R-GP), then the specified step (624) is performed by the third data processing module (230) using the second braking force value (F1') to be applied to the high-priority axle of the vehicle (1) to achieve parking. P1 The second target braking force value (F2) is specified as to be applied to the second rear axle (RA) of the vehicle (1) to obtain parking. T ), If the difference in the first front axle (FA) (F-GP) is greater than the difference in the second rear axle (RA) (R-GP), then step (624) is performed by: through the third data processing module (230), the first braking force value (F2) to be applied to the axle with low priority of the vehicle (1) to obtain parking is determined. P2 The second target braking force value (F2) is specified as to be applied to the second rear axle (FA) of the vehicle (1) to obtain parking. T ).

12. The method (600) according to any one of claims 5 to 11, wherein, The determining step (606) includes the following providing step (625): providing information NF representing that the parking function of the vehicle (1) is unavailable through the third data processing module (230).

13. The method (600) according to claim 12, wherein, The providing step (625) includes the following comparison step (626): by the third data processing module (230), the sum of the first braking force distribution value (DF1) to be applied to the first front axle (FA) and the second braking force distribution value (DF2) to be applied to the second rear axle (RA) is added to the first front axle (FA) to be applied to the vehicle (1) to obtain the first target braking force value (F1) for parking. T The second target braking force value (F2) to be applied to the second rear axle (RA) T Compare the sums of the two (626). If the sum of the first braking force distribution value (DF1) to be applied to the first front axle (FA) and the second braking force distribution value (DF2) to be applied to the second rear axle (RA) is less than the first target braking force value (F1) to be applied to the first front axle (FA) of the vehicle (1) to obtain parking, then... T The second target braking force value (F2) to be applied to the second rear axle (RA) T If the sum of the two data is obtained, then the providing step (625) includes the following enabling step (627): by the third data processing module (230), enabling the information (NF) indicating that the parking function of the vehicle (1) is unavailable. If the sum of the first braking force distribution value (DF1) to be applied to the first front axle (FA) and the second braking force distribution value (DF2) to be applied to the second rear axle (RA) is greater than or equal to the first target braking force value (F1) to be applied to the first front axle (FA) of the vehicle (1) to obtain parking, then the first target braking force value (F1) is obtained. T The second target braking force value (F2) to be applied to the second rear axle (RA) T The sum of the above, the providing step (625) includes the following disabling step (628): by the third data processing module (230), disabling the information (NF) representing that the parking function of the vehicle (1) is unavailable.

14. A control system (100) for controlling a braking system (2) of a vehicle (1) to distribute braking force for parking the vehicle (1), the control system being configured to: - Receive a first message (T-SF) of the first operating temperature of an electric motor representing one or more actuators of at least one first actuator module (3), wherein the actuators of the first actuator module are operatively connected to the first front axle (FA) of the vehicle (1) and are adapted to implement braking commands based on control received from the respective actuator control module; - Receive a second information (T-SR) of the second operating temperature of an electric motor representing one or more actuators of at least one second actuator module (4), the actuators of the second actuator module being operatively connected to the second rear axle (RA) of the vehicle (1) and adapted to implement braking commands based on controls received from the respective actuator control module; - Receive the third piece of information (PZ) representing the slope of the vehicle (1); - Receive the fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road; - Receive the fifth piece of information (PV) representing the weight of the vehicle (1); - Based on the first information (T-SF) representing the first operating temperature of the electric motor of one or more actuators of at least one first actuator module (3) operatively connected to the first front axle (FA) of the vehicle (1), the second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of at least one second actuator module (4) operatively connected to the second rear axle (RA) of the vehicle (1), the third information (PZ) representing the slope of the vehicle (1), the fourth information (AD) representing the coefficient of friction between the vehicle (1) and the road, and the fifth information (PV) representing the weight of the vehicle (1), a first target braking force (F1) to be applied to the first front axle (FA) of the vehicle (1) to obtain parking is achieved. T ) and the second target braking force value (F2) to be applied to the second rear axle (RA). T (To be determined) 15. The control system (100) according to claim 14, wherein the control system comprises: - First data processing module (210); - Second data processing module (220); - Third data processing module (230); The control system (100) is configured to perform the steps of the method according to any one of claims 2 to 11 and 13.

16. The control system (100) according to claim 14, wherein the control system comprises: - First data processing module (210); - Second data processing module (220); - Third data processing module (230); The control system (100) is configured to perform the steps of the method according to claim 12.

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