Method and electronic controller for controlling a braking system of a motor vehicle

Abstract

A method for controlling a braking system (12) of a motor vehicle (2), the braking system having wheel brakes (26a, 26b, 28a, 28b) controllable by an electronic controller (14) and control devices for implementing anti-lock braking (ABS) and anti-rollover (RSC) functions, wherein the motor vehicle (2) is braked by operating the wheel brakes (26a, 26b, 28a, 28b) due to the knowledge of a risk of rollover around the longitudinal axis (84) of the motor vehicle. The braking force (p) of the wheel brakes on the inner side of at least one axle (4; 8) of the motor vehicle is... B_KI The active ABS adjustment is designed to brake the vehicle quickly enough to prevent lateral rollover, and is configured to apply braking force (p) to the brakes (26b; 28b) on the wheels inside the curve. B_KA The start of ABS adjustment (t1) increases the braking force (p) of at least one wheel brake (26a; 28a) on the outside of the curve. B_KA Furthermore, as the ABS adjustment ends (t3), the braking force (p) of at least one of the wheel brakes (26a; 28b) on the outside of the curve is reduced. B_KA ).

Description

Technical Field

[0001] This invention relates to a method for controlling a braking system of a motor vehicle, the braking system comprising wheel brakes controllable by an electronic controller for operating the braking system, and control devices for implementing anti-lock braking (ABS) and anti-rollover functions, wherein the motor vehicle is braked by operating the wheel brakes when cornering or during a sudden evasive maneuver due to a perceived risk of rollover around the vehicle's longitudinal axis. The invention also relates to an electronic controller for performing this method. Background Technology

[0002] Commercial vehicles, such as trucks, lorries, and buses, are at risk of lateral rollover when cornering or during sudden evasive maneuvers, especially when fully loaded, due to their high center of gravity. To avoid such accidents, control devices and methods have been developed or at least proposed, and some have already been implemented in commercial vehicles.

[0003] Therefore, methods and apparatus for stabilizing motor vehicles, particularly for preventing motor vehicles from overturning around their longitudinal axis, are known from DE 199 07 633 A1. The method involves detecting a parameter describing the lateral dynamics of the motor vehicle and comparing it to a threshold. If the parameter reaches or exceeds the threshold, the motor vehicle is braked or maintained at a predetermined speed through braking intervention, engine intervention, and / or deceleration intervention. These interventions thus produce a braking effect using the aforementioned mechanisms.

[0004] A method for preventing motor vehicle rollover is known from DE 199 58 221 A1, in which the lateral acceleration of the motor vehicle is measured by means of a pressure sensor at the air spring of the axle and a lateral acceleration sensor or wheel speed sensor. A boundary acceleration is determined from the known values ​​of the lateral acceleration and the loading condition of the motor vehicle. Under the condition of the boundary acceleration, the bellows pressure of the air spring on the inside of the curve at the axle of the motor vehicle is reduced to ambient pressure. When the current lateral acceleration reaches 75% of the boundary acceleration, a warning signal is issued to the driver and / or the vehicle speed is automatically reduced by throttling the drive motor or operating the wheel brakes.

[0005] According to DE 10 2004 017 634 A1, there is a device and method for stabilizing the sway of a motor vehicle, in which a combined signal consisting of the yaw rate and sway rate of the motor vehicle is detected by means of a yaw rate sensor. The current sway angle of the motor vehicle is determined by splitting the signal using a Kalman filter. If the sway angle exceeds a predetermined threshold, a warning signal is output to the driver and / or the motor vehicle is automatically braked by influencing the braking system.

[0006] Furthermore, methods and apparatus for adjusting the stability of motor vehicles are known from DE 10 2008 019 194 A1, which are used to perform anti-rollover adjustment methods and yaw adjustment methods. In the anti-rollover adjustment method, lateral acceleration signals, steering angle signals, travel speed signals, and vehicle mass signals are detected. The rollover boundary of the motor vehicle is determined from the vehicle mass signal. The values ​​of the rollover dynamics are obtained from the steering angle signal and the travel speed signal. The anti-rollover adjuster is driven based on the rollover boundary and the lateral acceleration signal related to the rollover dynamics, and the motor vehicle is braked as needed via a control braking device and / or via throttle control of the drive motor using the anti-rollover adjuster.

[0007] Because wheel load dynamically shifts radially inward to radially outward during cornering or sudden evasive maneuvers—that is, the wheels on the inside of the corner are unloaded while the wheels on the outside are more heavily loaded—there is a risk that the wheels on the inside of the corner may reach or exceed their slip limits when the brakes are applied simultaneously. Once this risk is electronically detected, the anti-lock braking system (ABS) is activated. The ABS adjusts the braking pressure in the brakes of the wheels on the inside of the corner, periodically fluctuating between an upper or maximum adjustment pressure and a lower or minimum adjustment pressure, thus reducing the average pressure over time. However, this results in reduced braking force in the brakes of the wheels on the inside of the corner, and the braking strength of the vehicle is lower than that set by the anti-rollover function itself. Therefore, in extreme cases, it may no longer prevent the vehicle from overturning. Summary of the Invention

[0008] Therefore, the objective of this invention is to provide a method for controlling the braking system of a motor vehicle of the type described at the beginning of this document, which enables sufficient braking of the vehicle while it is cornering or in the event of a sudden evasive maneuver, even with the anti-lock braking system activated, to prevent the vehicle from overturning. Furthermore, an electronic controller capable of operating the method should also be provided.

[0009] The task involving the method is solved by a method for controlling a braking system of a motor vehicle according to a first aspect of the invention, the braking system having wheel brakes controllable by an electronic controller and control devices for implementing anti-lock braking and anti-rollover functions. The same description also applies to the method according to a second aspect of the invention, specifically operable at a braking system of a motor vehicle that can be operated by means of a hydraulic or pneumatic pressure medium.

[0010] The method according to the invention can be operated in all motor vehicle braking systems having devices capable of driving control in terms of braking operation. Therefore, the method can be operated, for example, in motor vehicle braking systems with hydraulic or pneumatic brake actuators, but can also be operated in motor vehicle braking systems with electromagnetic brakes or hub motors known per se.

[0011] Therefore, the present invention relates first to a method for controlling a braking system of a motor vehicle, the braking system having wheel brakes that can be controlled by an electronic controller in terms of operating the braking system, and control devices for implementing anti-lock braking system (ABS) and anti-rollover stability control (RSC), wherein the motor vehicle is braked by operating the wheel brakes when driving on a curve or during a sudden evasive maneuver due to the knowledge of a risk of rollover around the longitudinal axis of the motor vehicle.

[0012] To address the task involving the method, it is configured such that, upon the commencement of ABS adjustment of the braking force of the wheel brakes on the inside of the curve of at least one motor vehicle axle, the braking force of at least one wheel brake on the outside of the curve is increased, and upon the termination of ABS adjustment, the braking force of at least one wheel brake on the outside of the curve is reduced.

[0013] Therefore, if, during braking, the wheel on the inside of the curve of at least one axle of the vehicle reaches its slip boundary and ABS adjustment of the braking force of the wheel brake on the inside of the curve is initiated, the braking force of at least one wheel brake on the outside of the curve of at least the same axle is increased, and thus at least partially compensates for the loss of braking force caused by ABS adjustment of the braking force of the wheel brake on the inside of the curve. This will, as far as possible, brake the vehicle according to the predetermined amount of the anti-rollover function and prevent the vehicle from overturning.

[0014] To safely prevent motor vehicles from rolling over, the increase in braking force of at least one wheel brake on the outside of the curve should be measured so as to compensate as much as possible for the loss of braking force of the wheel brake on the inside of the curve due to ABS adjustment.

[0015] For this purpose, it is preferable to know the average braking force of the wheel brakes on the inside of the curve during ABS adjustment, and to make the increase in braking force of the wheel brakes on the outside of the curve correspond to the force difference between the standard braking force set when the anti-rollover function is first implemented and the average braking force of the wheel brakes on the inside of the curve.

[0016] Additionally, it can be configured to know the upper and lower limit forces during ABS adjustment of the braking force at the wheel brakes on the inside of the curve, and to determine the average braking force at the wheel brakes on the inside of the curve as the arithmetic mean of the upper and lower limit forces during ABS adjustment.

[0017] As mentioned, the method with features according to the invention can also be operated in motor vehicle braking systems whose brake actuators can be pneumatically or hydraulically operated. The braking force to be controlled according to the method described herein is technically equivalent in a pneumatically or hydraulically operated braking system to controlling the pressure of a pressure medium in a line directly leading to the brake actuator. Therefore, in order to solve the task mentioned at the beginning of this document, protection is also claimed for a method specifically operable in pneumatic or hydraulic braking systems.

[0018] Therefore, the present invention also relates to a method for controlling the braking system of a motor vehicle, which can be controlled by an electronic controller and has wheel brakes that can be operated by a pressure medium, as well as control devices for implementing anti-lock braking and anti-rollover functions, wherein the motor vehicle is braked by controlling the braking pressure into the wheel brakes when it is traveling on a curve or during a sudden evasive maneuver, due to the knowledge of a risk of rollover around the longitudinal axis of the motor vehicle.

[0019] To address the task involving the method, it is set here that, with the braking pressure p of the wheel brakes on the inside of the curve of at least one motor vehicle axle... B_KI The ABS braking is initiated by increasing the braking pressure p of the brakes on the outer wheels of the curve. B_KA Furthermore, as the ABS adjustment ends, the braking pressure p of at least one wheel brake on the outside of the curve is reduced. B_KA .

[0020] Therefore, if during the braking process, at least one wheel of a motor vehicle axle on the inside of the curve reaches its slip boundary and thus initiates braking pressure p on the wheel brake on the inside of the curve... B_KI When ABS is adjusted, the braking pressure p of the wheels on the outside of the curve of the same or other vehicle axles will be adjusted. B_KA The braking pressure p on the wheels inside the curve is increased and thus at least partially compensated. B_KI The ABS adjustment reduces the loss of braking force. This ensures that the vehicle is braked as much as possible according to the predetermined amount of the anti-rollover function, thus preventing the vehicle from overturning.

[0021] To safely prevent motor vehicles from rolling over, an improved method should be used to measure the increase in braking pressure of the wheels on the outside of the curve. p B_KA That is, to compensate as much as possible for the loss of braking force of the wheel brakes on the inside of the curve caused by the ABS adjustment.

[0022] Therefore, it is preferable to determine the average braking pressure p of the wheel brakes on the inside of the curve during ABS adjustment. B_R-m And the value of the increase in braking pressure of the wheel brakes on the outside of the curve. p B_KA Corresponding to the standard braking pressure p set when the anti-rollover function is first implemented. B_KS_Std The average braking pressure p of the wheel brakes on the inside of the curve B_R-m Pressure difference between p B_KI ( p B_KA = p B_KI = p B_KS_Std - p B_R-m ).

[0023] Another setting is the braking pressure p applied to the brakes on the wheels inside the curve. B_KI The upper limit braking pressure p is known during ABS adjustment. B_R-o and lower limiting dynamic pressure p B_R-u And will apply the average braking pressure p to the wheel brakes on the inside of the curve. B_R-m The upper limit braking pressure p measured during ABS adjustment B_R-o and the measured lower limiting dynamic pressure p B_R-u The arithmetic mean is determined (p) B_R-m =(p B_R-o + p B_R-u ) / 2).

[0024] In compressed air braking systems commonly found in trucks and buses (where relay valves are provided according to axle affiliation), the mentioned braking pressure p for the wheels on the outside of curves... B_KA The increase is achieved by adjusting the corresponding increase in braking pressure p in the relay valves of the relevant motor vehicle axles. B_KA_max This is achieved. Therefore, the braking pressure p of the wheel brakes on the inside of the curve... B_KIAlthough theoretically the braking pressure is correspondingly increased, it has no practical effect because the braking pressure is actively regulated by ABS. Alternatively, when the wheel brakes on the inside of the curve are being operated by active ABS regulation, relay valves on other vehicle axles can also be driven in the manner described above.

[0025] The final improvement to the method involves setting a braking pressure p in the relay valve of the vehicle axle, which is adjusted to stop ABS adjustment as the vehicle speed decreases due to a slippage boundary of the wheel below the inside of the curve. B_KA It was then reduced to the standard braking pressure p set by the anti-rollover function. B_KS_Std .

[0026] Finally, as already mentioned, the present invention relates to an electronic controller for a motor vehicle, which is configured to perform the steps of the method described according to the invention. This will be discussed in further detail below. Attached Figure Description

[0027] The method according to the invention will now be explained in more detail with reference to the embodiments shown in the accompanying drawings. In the drawings: Figure 1 The braking process using the control method according to the invention is shown in the braking pressure-time diagram; and Figure 2 A pneumatic braking device for a motor vehicle is shown in a schematic view used to illustrate the method according to the invention. Detailed Implementation

[0028] exist Figure 2 The vehicle shown should be a commercial vehicle 2 with a front axle 4 having two single tires 6a and 6b and a rear axle 8 having a total of four tires 10a, 10a'; 10b and 10b'.

[0029] The braking system 12 of the motor vehicle 2 is configured as an electronically controllable compressed air braking system. In addition to the electronic controller 14, the braking system 12 includes: a compressed air supply device 16; a foot brake valve 20 operable via the brake pedal 18, which has a brake value transmitter 22 implemented as an adjustment stroke sensor; and wheel brakes 26a, 26b, 28a, 28b operable via a pressure medium and configured as friction brakes. The brake value transmitter 22 of the foot brake valve 20 is connected to the controller 14 via an electrical sensor line 24. Wheel speed sensors 30a, 30b, 34a, 34b are respectively arranged at the wheels 6a, 6b of the front axle 4 and the wheel pairs 10a, 10a'; 10b, 10b' of the rear axle 8, and are respectively connected to the controller 14 via electrical sensor lines 32a, 32b, 36a, 36b.

[0030] The compressed air supply unit 16 has a compressor 38, a pressure regulator 40, and a multi-circuit protection valve 42. Compressed air is supplied from the compressor 38, which can be driven by a drive motor (not shown), to the two brake circuits 44 and 46 of the braking device 12 via the pressure regulator 40 and the multi-circuit protection valve 42.

[0031] The first braking circuit 44 has a first pressure storage 50 and a first reserve line 48, which extends from the multi-circuit protection valve 42 to the foot brake valve 20 and the first axle valve module 54 at the rear axle 8. The first axle braking line 52 extends from the foot brake valve 20 to the first axle valve module 54, and braking pressure is controlled into the first axle braking line depending on the actuation of the brake pedal 18. The first axle valve module 54 includes a first relay valve 54c and one ABS valve assembly 54a, 54b for each wheel pair 10a, 10a'; 10b, 10b' of the rear axle 8. From the two ABS valve assemblies 54a, 54b of the first axle valve module 54, wheel braking lines 56a, 56b are respectively directed to the associated wheel brakes 28a, 28b of the rear axle 8. The two rear ABS valve assemblies 54a, 54b respectively include an ABS inlet valve and an ABS outlet valve, and a pressure sensor (not shown). The ABS inlet valve and ABS outlet valve are connected to the controller 14 via electrical control lines 58a and 58b, respectively. The pressure sensors are pneumatically connected to their respective wheel brake lines 56a and 56b and are connected to the controller 14 via electrical sensor lines 60a and 60b, respectively.

[0032] The relay valve 54c of the first axle valve module 54 is primarily controlled electronically based on the braking value detected by the braking value transmitter 22 via the foot brake valve 20. For this purpose, the first relay valve 54c is connected to the electronic controller 14 via electrical control line 62. In a redundant configuration, i.e., in the event of electronic control failure, the relay valve 54c of the first axle valve module 54 is pneumatically controlled based on the braking pressure applied in the first axle brake line 52.

[0033] The second braking circuit 46 has a second pressure storage 66 and a second reserve line 64, the second reserve line leading from the multi-circuit protection valve 42 to the foot brake valve 20 and the second axle valve module 70 at the front axle 4. The second axle braking line 68 extends from the foot brake valve 20 to the second axle valve module 70, and braking pressure is controlled into the second axle braking line depending on the actuation of the brake pedal 18. The second axle valve module 70 includes a second relay valve 70c and one ABS valve assembly 70a, 70b for each wheel 6a, 6b of the front axle 4. From the two front ABS valve assemblies 70a, 70b of the second axle valve module 70, wheel braking lines 72a, 72b lead to the associated wheel brakes 26a, 26b of the front axle 4. The two front ABS valve assemblies 70a, 70b each include an ABS inlet valve and an ABS outlet valve, and a pressure sensor (not shown). The two front ABS inlet valves and ABS outlet valves are connected to the controller 14 via electrical control lines 74a, 74b. The pressure sensors are connected to the respective front wheel brake lines 72a and 72b and are connected to the controller 14 via electrical sensor lines 76a and 76b, respectively.

[0034] Similarly, the relay valve 70c of the second axle valve module 70 is primarily controlled electronically based on the braking value detected by the braking value transmitter 22 of the foot brake valve 20, and is connected to the electronic controller 14 via electrical control line 78 for this purpose. In a redundant configuration, the relay valve 70c of the second axle valve module 70 is pneumatically controlled based on the braking pressure applied in the second axle brake line 68.

[0035] In the anti-lock braking function, which is stored as a control program in the program memory of the controller 14, the adjustment stroke signal of the brake value transmitter 22, the speed signals of the wheel speed sensors 30a, 30b, 34a, 34b, and the pressure signals of the pressure sensors of the ABS valve assemblies 54a, 54b, 70a, 70b, as well as other information such as the current driving speed, the current steering angle, and the current loading status are evaluated during the braking process. When it is detected that the wheels 6a, 6b or wheel pairs 10a, 10a'; 10b, 10b' are approaching their slip boundaries, the braking pressure in the associated wheel brakes 26a, 26b, 28a, 28b is adjusted rhythmically via the ABS inlet and outlet valves of the drive-related ABS valve assemblies 54a, 54b, 70a, 70b. This prevents wheel slippage on the roadway.

[0036] In the anti-rollover function, which is also stored as a control program in the program memory of the controller 14, the sensor signal of the rollover sensor 80, along with other information such as the current driving speed, current steering angle, and current loading status, is evaluated during cornering. Upon detecting proximity to the rollover boundary (exceeding which could cause the vehicle 2 to roll over around the vehicle's longitudinal axis 84), the vehicle 2 is braked by controlling the braking pressure in the wheel brakes 26a, 26b, 28a, and 28b via two relay valves 54c and 70c. The rollover sensor 80, connected to the controller 14 via sensor line 82, can be a lateral acceleration sensor or a yaw angle sensor.

[0037] Next, using Figure 1 The diagram illustrates how, when the braking pressure changes, the vehicle 2 is braked in the anti-rollover function according to the method of the present invention while driving in a curve, and the braking pressure is adjusted by the anti-lock braking system (ABS) due to the dynamic transfer of wheel load at the wheel brake on the inside of the curve of the vehicle axle.

[0038] exist Figure 1 The chart shows the pneumatic braking pressure p of the two wheel brakes of a vehicle axle without ABS adjustment, indicated by dashed lines. B_KS The theoretical variation curve. The pneumatic braking pressure p of the wheel brake on the inside of the curve. B_KI The deviations from this curve are shown by dashed lines, and the pneumatic braking pressure p of the wheel brakes on the outer side of the curve. B_KA The curves showing the same deviation from this point are indicated by double-dotted lines.

[0039] Assuming the vehicle is currently driving through a left curve and observing the braking pressure in the wheel brakes 26a and 26b at the front axle of vehicle 2, with the anti-rollover function in use, a rollover boundary approaching vehicle 2 is confirmed at time point t0. This causes the braking pressure p to be released via the second relay valve 70c. B_KS The brakes are applied to the wheel brakes 26a and 26b of the front axle 4. To ensure the vehicle 2 is adequately braked to prevent lateral rollover, the braking pressure p... B_KS It should be adjusted to the set standard braking pressure p B_KS_Std And then it first remains constant.

[0040] However, the wheel 6b on the inside of the curve reaches the standard braking pressure p at time t1. B_KS_Std Previously, the anti-lock braking system confirmed that the wheel slippage boundary was approaching or exceeding the limit, which caused the braking pressure p to be applied to the wheel brake 26b on the inside of the curve. B_KI Adjust the pressure p at the upper limit B_R-o With lower limit adjustment pressure p B_R-uABS adjustment between points. Braking pressure p of the wheel brake 26a on the outside of the curve. B_KA The standard braking pressure p, which is set at time t1', is reached. B_KS_Std Then, the second relay valve 70c is subsequently driven to further increase the pressure gradient, initially at a relatively low level. At time t2, the braking pressure p of the wheel brake 26b on the inside of the curve increases. B_KI The first adjustment cycle of the ABS adjustment reveals the average braking pressure p of the ABS adjustment. B_R-m and its standard braking pressure p set by itself B_KS_Std pressure difference p B_KI Average braking pressure p B_R-m Preferred as the upper limit of power p during ABS adjustment B_R-o and lower limit power p B_R-u The arithmetic mean is determined (p) B_R-m =(p B_R-o + p B_R-u ) / 2).

[0041] To compensate for the loss of braking force caused by the current ABS adjustment between the inner wheel brake 26b and the outer wheel brake 26a in the curve, the braking pressure p of the outer wheel brake 26a is adjusted. B_KA Increase to maximum braking pressure p B_KA_max The maximum braking pressure is higher than the standard braking pressure p set by the system. B_KS_Std Increased by the same pressure difference p B_KA = p B_KI (p) B_KA_max = p B_KS_Std + p B_KA Therefore, the braking pressure p of the wheel brake 26a on the outside of the curve... B_KA Starting from time t2, the pressure gradient is further increased, and the target pressure p is reached at time t2'. B_KA_max .

[0042] Since the driving speed decreases at time t3, the anti-lock braking system confirms that wheel 6b on the inside of the curve is safely below the slip boundary, thus relieving the braking pressure p on the wheel brake 26b on the inside of the curve. B_KI ABS adjustment. Simultaneously, the anti-rollover function controls the braking pressure p input via the second relay valve 70c. B_KA_max Reduced to the standard braking pressure p set without ABS adjustment. B_KS_StdThe standard braking pressure is reached approximately at time point t3' in the brakes 26a and 26b of the two wheels of the front axle 4. Afterwards, at time point t4, due to the further reduction in the speed of vehicle 2, the risk of rollover is no longer present, thus reducing the braking pressure p. B_KS Subsequently, the braking force is reduced to zero via the second relay valve 70c until time point t4', thus ending the braking process used to prevent lateral rollover.

[0043] When motor vehicle 2 is traveling on a curve, it is braked due to the anti-rollover function, and the braking pressure p on the wheel brake 26b on the inside of the curve of at least one motor vehicle axle 4 is... B_KI During ABS adjustment, the braking pressure p of the outer wheel brake 26a of the same or another vehicle axle 4 on the curve will be increased. B_KA Increased pressure difference p B_KA (This pressure difference should correspond as closely as possible to the pressure loss caused by ABS adjustment at the wheel brake 26b on the inside of the curve.) p B_KI When the vehicle 2 is in motion, the braking force applied to the vehicle 2 will be approximately the same as when there is no active ABS adjustment, thereby safely preventing the vehicle 2 from overturning.

[0044] List of reference numerals (part of the instruction manual)

[0045] 2 Motor vehicles and commercial vehicles

[0046] 4. Motor vehicle axles, front axle

[0047] Wheels 6a and 6b at the front axle

[0048] 8. Motor vehicle axles and rear axles

[0049] 10a and 10a' are the wheels at the rear axle.

[0050] 10b and 10b' are the wheels at the rear axle.

[0051] 12. Braking systems, compressed air braking systems

[0052] 14 Electronic controller

[0053] 16 Compressed air supply unit

[0054] 18. Brake pedal

[0055] 20 Foot brake valve

[0056] 22 Braking value transmitter, stroke adjustment sensor

[0057] 24 Sensor Circuits

[0058] 26a, 26b Wheel brakes, friction brakes at the front axle

[0059] 28a, 28b Wheel brakes, friction brakes at the rear axle

[0060] Wheel speed sensors at the front axle of models 30a and 30b

[0061] 32a and 32b sensor circuits

[0062] Wheel speed sensors 34a and 34b located at the rear axle

[0063] 36a and 36b sensor circuits

[0064] 38 Compressor

[0065] 40 Pressure Regulator

[0066] 42 Multi-circuit protection valve

[0067] 44 First Braking Circuit

[0068] 46 Second Braking Circuit

[0069] 48 First Reserve Line

[0070] 50 First pressure storage device

[0071] 52 First Axle Braking Circuit

[0072] 54 First Axle Valve Module

[0073] 54a, 54b ABS valve assemblies

[0074] 54c First Relay Valve

[0075] Wheel braking lines at the rear axle of 56a and 56b

[0076] 58a and 58b control circuits

[0077] 60a and 60b sensor circuits

[0078] 62 Control circuit

[0079] 64 Second Reserve Line

[0080] 66 Second pressure storage device

[0081] 68 Second Axle Braking Circuit

[0082] 70 Second Axle Valve Module

[0083] 70a and 70b ABS valve assemblies

[0084] 70c Second Relay Valve

[0085] Wheel braking wiring at the front axle of 72a and 72b

[0086] 74a and 74b control circuits

[0087] 76a and 76b sensor circuits

[0088] 78 Control Circuit

[0089] 80 Tilting sensor, lateral acceleration sensor, and sway angle sensor

[0090] 82 Sensor Circuit

[0091] 84. Longitudinal axis of motor vehicles

[0092] ABS anti-lock braking system

[0093] p B Braking pressure; braking force

[0094] p B_KA Braking pressure (braking force) at the wheel brake on the outside of the curve.

[0095] p B_KA_max The maximum braking pressure (braking force) at the wheel brake on the outside of the curve.

[0096] p B_KI Braking pressure (braking force) at the wheel brake on the inside of the curve.

[0097] p B_KS Braking pressure (braking force) for anti-rollover function

[0098] p B_KS_Std Standard braking pressure (standard braking force) for anti-rollover function.

[0099] p B_R-m ABS adjusts the average braking pressure (braking force).

[0100] p B_R-o The upper limit of ABS adjustment for braking pressure (braking force).

[0101] p B_R-u The lower limit braking pressure (braking force) adjusted by ABS.

[0102] RSC flip stability control

[0103] t time

[0104] t0 time point

[0105] t1, t1' time points

[0106] t2, t2' time points

[0107] t3 and t3' time points

[0108] t4, t4' time points

Claims

1. A method for controlling a braking device (12) of a motor vehicle (2), said braking device having wheel brakes (26a, 26b, 28a, 28b) controllable by an electronic controller (14) for operating the braking device, and control devices for implementing anti-lock braking system (ABS) and anti-rollover system (RSC), wherein, The motor vehicle (2) brakes by operating the wheel brakes (26a, 26b, 28a, 28b) when it is traveling on a curve or during a sudden evasive maneuver due to the perceived risk of overturning around the longitudinal axis (84) of the motor vehicle, characterized in that, with the braking force (p) of the wheel brakes (26b; 28b) on the inner side of at least one axle of the motor vehicle (4; 8) in the curve, B_KA The start of ABS adjustment (t1) increases the braking force (p) of at least one wheel brake (26a; 28a) on the outside of the curve. B_KA ), and as the ABS adjustment ends (t3), the braking force (p) of at least one of the wheel brakes (26a; 28b) on the outside of the curve is reduced. B_KA ), Among them, the increase in braking force of the at least one wheel brake (26a; 28a) on the outside of the curve is measured. p B_KA This compensates for the loss of braking force of the wheels on the inside of the curve (26b; 28b) caused by ABS adjustment. Among them, the average braking force (p) of the wheel brakes (26b; 28b) on the inside of the curve during ABS adjustment is known. B_R-m ), and the increase in braking force of the wheel brakes (26a; 28a) on the outside of the curve ( p B_KA The corresponding standard braking force (p) is set when the anti-rollover function is first implemented. B_KS_Std ) and the average braking force (p) of the wheel brake (26b) on the inside of the curve. B_R-m The force difference between () p B_KI () p B_KA = p B_KI = p B_KS_Std -p B_R-m ).

2. The method according to claim 1, characterized in that, The braking force (p) at the wheel brakes (26b; 28b) on the inside of the curve B_KI During ABS adjustment, the upper limit power (p) is known. B_R-o ) and lower limit dynamics (p B_R-u ), and the average braking force (p) at the wheel brakes (26b; 28b) on the inside of the curve. B_R-m As the upper limiting force (p) during ABS adjustment B_R-o ) and the lower limiting force (p) B_R-u The arithmetic mean of (p) is used to determine (p) B_R-m =(p B_R-o +p B_R-u ) / 2).

3. A method for controlling a braking device (12) of a motor vehicle (2), said braking device being controllable by means of an electronic controller (14) and having wheel brakes (26a, 26b, 28a, 28b) operable by a pressure medium, and control devices for implementing anti-lock braking system (ABS) and anti-rollover system (RSC), wherein, The motor vehicle (2) is braked by controlling the braking pressure into the wheel brakes (26a, 26b, 28a, 28b) when it is traveling on a curve or during a sudden evasive maneuver due to the perceived risk of overturning around the longitudinal axis (84) of the motor vehicle, characterized in that, with the braking pressure (p) of the wheel brakes (26b; 28b) on the inner side of at least one axle of the motor vehicle (4; 8) during the curve, the braking pressure (p) of the wheel brakes (26b; 28b) on the inner side of the curve is controlled. B_KI The ABS adjustment begins (t1) by increasing the braking pressure (p) of the brakes on the outer wheels of the curve (26a; 28a). B_KA ), and as the ABS adjustment ends (t3), the braking pressure (p) of at least one of the wheel brakes on the outside of the curve (26a; 28b) is reduced. B_KA ), Among them, the increase in braking pressure of the wheel brakes (26a; 28a) on the outside of the curve was measured. p B_KA This compensates for the loss of braking force of the wheels on the inside of the curve (26b; 28b) caused by ABS adjustment. Among them, the average braking pressure (p) of the wheel brakes (26b; 28b) on the inside of the curve during ABS adjustment is known. B_R-m ), and the increase in braking pressure of the wheel brakes (26a; 28a) on the outside of the curve ( p B_KA This corresponds to the standard braking pressure (p) set when the anti-rollover function is first implemented. B_KS_Std ) and the average braking pressure (p) of the wheel brake (26b) on the inside of the curve. B_R-m The pressure difference between () p B_KI () p B_KA = p B_KI = p B_KS_Std - p B_R-m ).

4. The method according to claim 3, characterized in that, The braking pressure (p) at the wheel brakes (26b; 28b) on the inside of the curve. B_KI The upper limit braking pressure (p) is known during ABS adjustment. B_R-o ) and lower limiting dynamic pressure (p B_R-u ), and the average braking pressure (p) at the wheel brakes (26b; 28b) on the inside of the curve. B_R-m The upper limit braking pressure (p) during ABS adjustment is used as the reference. B_R-o ) and the lower limiting dynamic pressure (p) B_R-u The arithmetic mean of (p) is used to determine (p) B_R-m =(p B_R-o + p B_R-u ) / 2).

5. The method according to claim 3 or 4, characterized in that, The braking pressure (p) of the wheel brakes (26a; 28a) on the outside of the curve. B_KA The increase is achieved by adjusting the corresponding increase in braking pressure (p) in the relay valves (70c; 54c) of the relevant motor vehicle axles (4; 8). B_KA_max This can be achieved through [the following].

6. The method according to claim 3 or 4, characterized in that, As ABS adjustment ends, the braking pressure (p) set in the relay valves (70c; 54c) of the vehicle axles (4; 8) is adjusted. B_KA The pressure was then reduced to the standard pressure (p) set by the anti-rollover function. B_KS_Std ).

7. An electronic controller (14) for a motor vehicle (2), said electronic controller being configured to perform the method steps of the method according to any one of claims 1 to 6.

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