Brake device, in particular for electrically driven motor vehicle

Abstract

Relates to a brake device, in particular for an electrically driven motor vehicle. The motor vehicle has two axles. At least one axle has an electric traction motor that drives and brakes wheels on the axle. Energy is recovered by the traction motor during braking. Each wheel has a brake. A pressure supply device is provided, which has a pump driven by an electric motor in the form of a piston-cylinder unit or a rotary pump and, by means of the piston-cylinder unit, both builds up and reduces pressure, has at least one pressure supply outlet, and is part of the pressure supply device. The pressure supply device has at least two outlet lines and at least two connection points connected to the brake circuit, the ABS / ESP unit and / or the actuation device. Each connection point is disconnected from the pressure supply device through a switching valve. Each outlet line is hydraulically connected to a pressure supply outlet directly or through a connection line. The open-loop and closed-loop control devices control the components of the traction motor and the pressure supply device such that different braking torques are provided at the axle or at the wheel brakes of the axle.

Description

[0001] This application is a divisional application of Chinese patent application number 202080061333.9, filed on February 28, 2022, entitled “Braking device particularly for electrically driven motor vehicles.” The international filing date of the parent application is August 20, 2020, with international application number PCT / EP2020 / 073327 and priority date August 30, 2019. Technical Field

[0002] The invention relates to a braking device for a motor vehicle having two axles, wherein at least one axle has an electric traction motor for driving and braking at least one wheel arranged on the axle and energy can be recovered during braking by means of the electric traction motor, each wheel having a wheel brake, a pressure supply device is provided, the pressure supply device having a pump driven by an electric motor and in the form of a piston-cylinder unit or a rotary pump, the pressure supply device being capable of both building up and reducing pressure, in particular by a forward and backward movement of the piston of the piston-cylinder unit or a reversal of the direction of rotation of the rotary pump, and having at least one pressure supply outlet. Background Art

[0003] WO2018215397A1 discloses a braking system for regenerating kinetic energy by means of an electric drive motor at a first shaft, wherein a second shaft is connected to an actuating unit. WO2018215397A1 also discloses a regenerative braking management system having a motor and a braking system at one shaft.

[0004] PPC pressure control systems with electrically driven piston-cylinder systems using a pressure-volume characteristic curve, current and piston position are known from, for example, EP 1874602 B1, DE 102005055751 B3, DE 102005018649 B3, DE 102005063659 B3 and EP 1907253 B1, and multiplexed pressure control is known from EP 1874602 B1 and DE 102005055751 B3.

[0005] For example, DE 102005055751 B3 discloses a brake system in which the pressure change in the wheel brakes is realized using a pressure-volume characteristic curve, wherein the piston control is performed by means of motor current measurement and / or determination of the piston position (so-called PPC pressure control), wherein a switching valve is assigned to each wheel brake, and during the pressure change, the switching valve assigned to the wheel brake is permanently open. In order to maintain the pressure in the corresponding wheel brake, the corresponding switching valve is closed.

[0006] DE 102005018649 B3 also discloses the use of a characteristic map for pressure control that is adapted during operation. The purpose of the adaptation is to detect changes during operation, such as changes in the pressure-volume characteristic curve caused by air inclusions in the hydraulic medium of the brake system.

[0007] DE 102005063659 B3 discloses pressure control via current control and a supercharger characteristic curve. In the case of current control, if no pressure transducer is available to obtain a measurement signal, the linear relationship between the motor current (phase current) and the motor torque, the so-called torque constant, is used for pressure control and / or diagnosis.

[0008] EP1907253B1 discloses a braking system with an actuator, particularly in the form of a brake pedal. The braking system includes open-loop and closed-loop control devices that control an electric drive based on the movement and / or position of the actuator. The drive adjusts the piston of a piston-cylinder system via a non-hydraulic transmission fixedly coupled to the piston, thereby setting a pressure in a working chamber of the cylinder. The working chamber is connected to the wheel brakes via a pressure line. A valve controlled by the open-loop and closed-loop control devices is arranged in the pressure line of each wheel brake. In the event of a failure of the drive, the actuator adjusts the piston or the drive. The electric drive adjusts the piston via a rotor and a spindle drive as a reduction gear, thereby generating the pressure change required for an increase in braking force and an anti-lock braking system (ABS). The valve closes after the desired brake pressure has been reached in the brake cylinder and opens during ABS operation to set both a new lower brake pressure and a new higher brake pressure. Summary of the Invention

[0009] A braking system is provided which has a simple, fail-safe and inexpensive structure and can be used to drive a dynamic system together with a central control of the vehicle for braking interventions in two brake circuits, wherein kinetic energy is regenerated by means of an electric motor in an electric axle drive and which can optionally be expanded to include a steering system.

[0010] This object is advantageously achieved by means of a brake system as described in the following embodiments of the invention. Advantageous improvements of the brake system result from the features of further embodiments of the invention.

[0011] Advantageously, the braking system according to the invention is characterized in that it has a central brake management system with a central open-loop and closed-loop control unit (M-ECU) for the electric axle drive motors (TM1, TM2) and the electrically driven pressure supply devices (DV1, DV2). BM ) and from open-loop and closed-loop control units (E-ECU i ) so that at multiple axles or at multiple wheel brakes of one axle, setpoint braking torques can be specified for the electric traction motors and for the hydraulic wheel brakes and thus for the pressure supply. Here, the central brake management system can be arranged in an open-loop and closed-loop control device (M-ECU) separate from the pressure supply. BM ) or the open-loop and closed-loop control units (S-ECUs) of the pressure supply devices DV1 ) comprises or forms a central brake management system. The central brake management system may be a software module of a central drive dynamics control system according to the domain structure of a modern electric drive vehicle.

[0012] The braking system according to the invention can carry out brake-circuit-specific control of the brake pressure and can additionally use an electric drive motor (hereinafter also referred to as electric traction motor) or multiple electric drive motors, which are arranged at the front and / or rear axle of the motor vehicle to generate a deceleration torque and, in doing so, convert kinetic energy into electrical energy by braking with the aid of the traction motor, thereby recovering the electrical energy (regeneration).

[0013] Here, the braking system according to the invention can advantageously be configured such that, in embodiment A, for each axle, the braking deceleration can be set by closed-loop control on an axle-specific basis by means of at least one traction motor and a pressure supply device in interaction, or in embodiment B, the braking deceleration can be set by closed-loop control on a wheel-specific basis in interaction with two wheel brakes of the axle.

[0014] In embodiment A (2-channel brake force control), at least one electric motor is used to combine axle-specific control with regeneration in the context of electric brake force distribution (EBV) or simplified axle-specific ABS for four-wheel vehicles or ABS functions for two-wheel vehicles.

[0015] In embodiment B (2x2-channel brake force control), wheel-specific deceleration of an axle is combined with regeneration of the axle's electric drive motor. In addition to embodiment A, torque vectoring, steering, and ABS / ESP functions can be implemented for the axle. This also allows for the co-integration of the electric power steering system at the axle and the control of the steering system by a central management system. In embodiment B, the steering function of the braking system, which is performed via yaw moment control, serves as a redundancy for the electric power steering system or to improve agility. Thus, in the event of a failure of the electric power steering system during operation, driving stability can be maintained with the help of the brakes. Furthermore, both the power steering system and the braking system can be used to intervene in driving dynamics to improve agility, particularly in vehicles with very high performance or agility requirements. For example, steering can be performed at the front axle by means of the electric power steering system, while torque vectoring intervention can be performed simultaneously at the rear axle. In this second embodiment B, one or more drive motors can be provided for the axle, such as an axle drive with one or two motors, steering at the front axle and optionally at the rear axle, and in-wheel motors at each wheel. Similar or different solutions can be combined at different axles. Each axle is preferably provided with a corresponding two-channel control module for black / white braking force distribution. This has the advantage of short hydraulic lines between the pressure supply and the brakes. This embodiment is suitable for electric axles. If diagonal braking force distribution is required, each two-channel control module can also provide wheel brakes at both the front and rear axles in the typical diagonal braking force distribution. The disadvantage is that the hydraulic lines must be routed through the vehicle.

[0016] In both embodiments, the pressure in the closed brake circuit is set using the pressure control method by means of a pressure supply device or by closed-loop control. During closed-loop control operation, i.e., at different wheel pressures in the brake circuits, the pressures in the brake circuits are set simultaneously, in a time-shifted manner (particularly using a multiplexing method), or partially simultaneously (i.e., with a temporal overlap) or by closed-loop control, as disclosed in EP 1 907 253 B1. To this end, the brake system according to the present invention has two connecting lines connecting the pressure supply to the two brake circuits, wherein a switching valve for selectively closing and opening the respective connecting line is arranged in each connecting line. For safety reasons, the switching valves can preferably be designed so that the respective hydraulic outlets at the ball seats of the switching valves are connected to the wheel brakes via hydraulic lines. In the event of a malfunction, the pressure in the wheel brakes automatically opens the solenoid valves, and the brake pressure can always be safely reduced in the event of a malfunction. The switching valve can be permanently open for the duration of a pressure change in the relevant brake circuit, wherein the pressure change is carried out by the pressure supply of the pressure supply device.

[0017] In addition to or as an alternative to multiplexed control, the pressure supply can also provide pressure by a combination of the PPC method and PWM control or current control of the switching valve. Thus, with the switching valve open, the pressure in one brake circuit is controlled in a closed-loop or open-loop manner using the PPC method with the aid of the pressure supply by means of admission pressure control, and in the other brake circuit, the switching valve is controlled by means of pulse width modulation or current control. In this way, different pressures can also be set simultaneously or partially simultaneously in the two brake circuits or by closed-loop control, thereby achieving different pressure curves at the same time. Pressure curve control can be used for finely metered EBV control or axle-specific ABS control, as well as for precise coordination of the braking torque generated by the pressure supply with the braking torque curve of the motor.

[0018] Multiplexing and / or PWM control of solenoid valves offers all the degrees of freedom for highly precise, brake-circuit-specific control while maintaining the high fail-safety of closed brake circuits. This advantageously avoids latent faults and allows for good, simple, and reliable diagnosis of leaks. To use PWM or current control, the solenoid valves must be designed as normally open switching valves, allowing a variable opening cross-section to be set by controlling the voltage of the solenoid valve coil.

[0019] The pressure supply device can also be used to implement a simplified control function, namely simplified axle-specific ABS control operation (Implementation A), in which wheel pressure is controlled on an axle-specific rather than wheel-specific basis. This simplification, combined with high-precision PPC pressure control, is sufficient for various applications, such as two-wheeled vehicles with two axles and racing vehicles where ABS / ESP control is not permitted. Using axle-specific braking force control (EBV function) allows for more aggressive deceleration at all wheels compared to pure select-low control, as the braking force distribution can be divided based on the axle load distribution at the front and rear axles. This means that, during aggressive deceleration, lower pressure is set at the rear axle than at the front axle. Even in road vehicles, axle-specific control is limited only during μ-split operation, i.e., when the right / left wheels of the vehicle are on ice and the left / right wheels are on asphalt. In this case, the pressure is set so that no wheel locks. This results in longer braking distances, but the vehicle can still be steered.

[0020] With the aid of Embodiment B of the braking system according to the present invention, wheel-specific control can be performed at one axle, thus enabling the system to have all degrees of freedom. Embodiment B allows for wheel-specific ABS / ESP as well as anti-slip control (ASR), torque vectoring, and steering intervention. Embodiment B offers all degrees of freedom for axle control and can be used in modern electric axle modules with high-power electric traction motors. It can also be easily expanded with additional valve circuits to supply pressure to other hydraulic actuators in the electric axle, such as actuating the clutches of a dual-clutch system, one of the two-ratio transmissions typically used in modern electric vehicles as part of the vehicle axle. Since shifting and braking do not occur simultaneously, the multiplexed operation of the brakes and clutches does not result in any functional limitations.

[0021] It is also possible to configure the braking system according to the present invention according to the first embodiment A with a known standard ABS / ESP unit, which is interconnected between the pressure supply and the brake circuit. Here, the ABS / ESP function performs wheel-specific control, and in the event of a failure of the ABS / ESP unit, the braking system according to the present invention can still enable axle-specific brake pressure control / axle-specific ABS function using regeneration, which means that the redundancy requirements for the various levels of automated driving (AD), level 3 and level 4, can be met (see the ATZ [AutomobiltechnischeZeitschrift, German automotive industry journal] article " für das autonomeFahren" ["Braking force boosters for autonomous driving"], Issue 3 / 19). In addition, the two brake modules can be used separately and obtained from different suppliers, with the central brake management (M-ECU) BM ) preferably occurs in the braking system of the present invention according to the first embodiment A.

[0022] The specific advantages of the braking system according to the invention will be explained in more detail below individually:

[0023] - the advantageous possibility of integrating the brake system and its brake control into the field structure of the central drive dynamics control system, with the possibility of optimizing the entire drive dynamics and integrating multiple actuating devices for braking, steering and damping, as well as incorporating electric traction motors;

[0024] Centralized control of at least one electric drive motor and hydraulic brake can be advantageously used to optimize wear on mechanical components. For example, brake caliper wear and caliper heating can be reduced by distributing braking energy between the mechanical / hydraulic brake and at least one electric drive motor or traction motor, where heat dissipation is very efficient due to typical water cooling. This reduces damping effects and allows the hydraulic brake system to be designed for lower pressures, which means the size of the pressure supply can be reduced. For example, the drive motor for the pressure supply can be designed for lower torques. Furthermore, load cycles with maximum loads can be reduced, and mechanical components (such as the spindle drive and piston seals) can have a simpler design due to the low hydraulic loads acting on the pressure supply. It is also possible to use simple transmissions, such as trapezoidal spindles made of plastic or plastic housings for the pressure supply, and / or to use inexpensive rotary pumps as pressure supplies. However, this requires very powerful electric drive motors with outputs exceeding 100 kW. However, this potential for size reduction can be offset by other control requirements, such as long-term anti-slip control (ASR) operations on surfaces with varying friction coefficients, where permanent operation at high pressures occurs. Therefore, the potential for this size reduction may be limited to vehicles in autonomous operation at low speeds in certain climate zones where stringent ASR requirements do not need to be met (e.g., vehicle operation in India);

[0025] Advantageous multiplexed control (MUX control) or precise PPC control with PWM control of the valves can be used for pressure buildup and / or pressure reduction, thus allowing a significant number of degrees of freedom in the precise pressure control of multiple hydraulic actuators. Furthermore, a combination of MUX control and PPC / PWM control is possible, enabling very precise coordination with the at least one electric drive motor while simultaneously setting brake circuit-specific brake pressures.

[0026] The EBV function (i.e., electric braking force distribution between the front and rear axles) can be implemented and applied more easily and with higher control quality than in commercially available braking systems, such as those based on the MKC1 braking system according to DE 10 2013 224 313 A1 or the braking system according to US Pat. No. 9,981,645 B2. In these known braking systems, the PPC method, MUX control, and PWM control of the outlet valves are not used for pressure buildup and pressure reduction, or can only be used partially due to limitations in the hydraulic concept. For example, the MUX method requires a valve that must maintain pressure. This is not possible because the check valve is connected in parallel with the switching valve during pressure reduction. At the same time, the central drive dynamics control according to the present invention can be used to supplement the braking torque of the electric motor to increase the dynamics of the axle braking torque distribution and maximize the braking torque. This allows optimized braking deceleration while taking into account different axle loads, for example in the event of severe deceleration, significantly higher pressures at the front axle, or the resulting different braking torque distribution requirements at the axles; this function is very important for racing vehicles such as rally cars with electric drives at the front and rear axles, or so-called super sports cars or top-of-the-line sports cars with drive powers >300 kW and simultaneously high dynamic requirements.

[0027] The advantageous possibility of optimizing the braking torque buildup dynamics by using the hydraulic brake system and the electric motor simultaneously, thereby making it possible, for example, to achieve a shorter time to reach the locking pressure, in particular in the case of an emergency brake function;

[0028] - the possibility of optimizing the regeneration performance by means of the electric motors so that, in certain situations at low vehicle speeds of <120 km / h, deceleration can be achieved completely or substantially, in particular more than two-thirds (2 / 3) of the deceleration, for example at low driving speeds, by means of one or two electric drive motors (traction motors). The deceleration performance is limited by the maximum power and maximum torque of the electric motors;

[0029] - Simple and reliable control of the brake pressure by means of the pressure supply in multiplexed operation (MUX operation), and a very low outlay on valves in the simultaneously closed brake circuits, i.e., the outlet valve connecting the brake circuit to the reservoir can be omitted during closed-loop control operation. The advantage of omitting the outlet valve is that the brake circuit is not hydraulically connected to the reservoir during active operation, and thus undetected leaks in the valve, for example due to dust particles in the valve seat (potential malfunction), can be prevented or diagnosed, which increases reliability;

[0030] - In certain embodiments of the system according to the invention, see in particular Figure 3 and Figure 3aThe embodiment shown and described in the accompanying drawings provides a braking system with a very high availability due to the redundancies listed below, which can be provided individually or in combination, or all together, in the braking system according to the invention:

[0031] a) redundant and simultaneously diagnosable seals both in the actuating unit and in the pressure supply,

[0032] b) Redundant 2x3 phase contacts at the connection points of the voltage supply motor,

[0033] c) redundant valves connected in series between the pressure supply and the brake circuit and between the actuating unit and the brake circuit,

[0034] d) redundant vehicle electrical system connection points from the ECU,

[0035] e) redundancy in the event of failure or partial failure of the pressure supply unit by braking with the aid of the electric motor,

[0036] f) Redundant data transmission, for example, by redundant wired data transmission or wireless data transmission with a high security standard (for example, using data transmission options with low latency such as 5G radio data transmission or the new Bluetooth protocol) or a combination of wired and wireless data transmission.

[0037] Features a) to f) meet the safety requirements for pure brake-by-wire systems with electric pedals or vehicles without an actuation unit (i.e., driverless vehicles);

[0038] - Due to the closed system design (no potential faults), the possibility of diagnosing hydraulic faults (e.g. leaks or brake circuit faults) is very high, and diagnosis of pressure buildup with the help of the pressure supply is also possible;

[0039] The pressure supply can alternatively be configured as a piston-cylinder unit driven by an electric motor and a non-hydraulic transmission, or as a rotary piston pump, in particular a gear pump, driven by an electric motor. The difference lies in the fact that in both embodiments, the pressure supply can use either a piston pump or a rotary pump to build up and reduce pressure, and thus the aforementioned control method can be used. If a gear pump is used, the term "PPC pressure control method" does not apply. Instead, control is performed via the angular position of the rotary pump via the piston position, and thus corresponds to the displacement volume. Advantageously, the pressure-volume characteristic curve and the motor current can be used for both methods of pressure control. If a gear pump is used, leakage from the rotary pump, due to its operating principle, must also be identified and taken into account in the control.

[0040] - If the actuating unit (redundant seals) or the slave brake force generator (motor, redundant pressure supply) has sufficient redundancy, a mechanical fall-back level is advantageously present, wherein the actuating unit can advantageously have a very simple design in the form of a simple, inexpensive and short master brake cylinder; this is very important, in particular, because the structural length affects the luggage compartment volume of the electric vehicle and because of the attachment to the vehicle's bulkhead, which is therefore a critical design point from a crash perspective.

[0041] The brake system can advantageously have a modular structure for various embodiments, wherein some possible modular designs are listed below:

[0042] a. Central brake management system as a separate unit or module of the central domain of the vehicle dynamics management system or as part of the pressure supply device or its control unit;

[0043] b. Individual modules that are combined together and assembled in various arrangements as needed, such as a distributed system having separate actuation units and separate control units;

[0044] c. Distributed system with separate actuation units;

[0045] d. A distributed system with electric pedals and separate redundant control units and redundant data transmission;

[0046] e. Integrated unit, in which the actuator unit and pressure supply are combined with 2-loop control in one module;

[0047] f. A piston-cylinder unit formed by a motor or transmission driven by a motor or a rotary pump, particularly a gear pump, formed as a pressure supply;

[0048] g. Individual ABS units or wheel pressure control units (which distribute the brake circuit pressure between the different wheels) can be easily configured and connected to a pressure supply configured as a module, wherein this can also be applied individually to wheel-specific control at the axle;

[0049] h. ABS / ESP control unit as a standalone system with dedicated pressure supply (redundancy) or a simple valve control unit using inlet pressure control via the brake system;

[0050] j. An actuating unit in a separate housing, separable from a pressure supply for a distributed system, wherein the pressure supply is arranged in parallel with respect to the actuating unit;

[0051] k. A pressure supply in the form of a rotary piston pump, wherein the axis of the rotary pump is oriented perpendicularly to the axis of the piston-cylinder unit of the actuating unit, wherein the rotary pump and the solenoid valve are integrated into one structural unit.

[0052] 1. A fully variable braking system for use in an electric axle module of an electric axle for ABS / ESP, torque vectoring, steering intervention, and simultaneous regeneration control using an electric motor. This system offers all degrees of freedom for dynamics, precise wheel-specific pressure control, high fail-safety, redundancy, and a closed brake circuit. While prior art solutions, such as WO 2018 / 130406, lack the ability to maintain pressure in a wheel while simultaneously reducing pressure in other wheels due to the parallel connection of the check valves to the solenoid valves of the wheel brakes, the axle module according to the present invention eliminates these functional limitations and, in addition, exhibits improved control dynamics. This facilitates the development, application, and optimization of central drive dynamics control systems with braking and steering intervention using an electric motor and simultaneous regeneration, independent of the limitations of existing system solutions. Furthermore, such a module can be combined with different system solutions at other axles (e.g. an electromechanical brake H-EMB with a hydraulic pressure supply as redundancy, a second axle module with the same structure as the module at the first axle), with the difference that the pressure supply has a cheaper structure and can be easily integrated into a pure brake-by-wire solution with an electric pedal or into the central drive dynamics control system of an autonomous vehicle (robotaxis) without an actuating unit.

[0053] Possible areas of application of the brake system according to the invention

[0054] The braking system according to the invention can advantageously be used for the following vehicle types:

[0055] a braking system for a racing vehicle with the functionality of highly dynamic and precise axle-specific braking torque control within the context of EBV optimization (EBV = Electronic Brakeforce Distribution) and a simultaneous regeneration function by means of at least one electric machine at at least one or two axles;

[0056] - For vehicles without or with only axle-specific ABS control, e.g. in competitions, test vehicles for the development of central vehicle dynamics control systems with electric motors at multiple axles, or vehicles with low ABS control requirements, e.g. low-speed passenger vehicles;

[0057] - vehicles for so-called super sports cars or top-of-the-line sports cars with very high drive power and high driving dynamics requirements, with electric traction motors at several axles or at several wheels of one axle;

[0058] - for two-wheeled vehicles such as electric scooters or electric mobility scooters with a respective motor at each wheel, wherein a complete two-wheel ABS control is thus possible. For two-wheel solutions, in particular, the following are used: Figure 2a 、 Figure 2b 、 Figure 2c The low-cost electrically driven gear pump with integrated hydraulic unit HCU is shown, which has been modified so that instead of an axle with two wheels, only one wheel is provided in the brake circuit. Figure 6a 、 Figure 6b The design features a gear pump with an integrated HCU with valves. Compared to conventional two-wheel ABS systems with piston pumps, pressure control can be very precisely and dynamically controlled using PPC pressure control and multiplexing, as well as PWM control of the solenoid valves. This can optionally be coordinated with regeneration using the electric drive motors at the wheels, with EBV control also possible at the wheels. This improves braking performance and safety on two-wheeled vehicles. The central brake management system is then preferably integrated into the ECU of the pressure supply system.

[0059] - For electric bicycles (pedelecs) with a central motor or wheel hub motors, wherein the central control according to the invention implements the ABS function at both wheels, for example by including the torque of the wheel hub motor. If a central motor is included, it must be ensured that the central drive motor does not generate any driving torque or braking torque during ABS operation and does not affect the drive motor. For cost reasons, it is preferred that the pressure supply device used in the embodiment as a rotary pump with two switching valves is integrated with the brake system accordingly (for example, Figure 2c ) is a cheap solution.

[0060] - an electric axle module (e.g., a rear axle module) for vehicles with a traction motor with a two-speed dual-clutch transmission, optionally supplemented by a powershift transmission for an axle, or an electric traction motor for different wheels of an axle, for example as an additional steering actuator in addition to an electric power steering system at the front axle, the vehicle having regeneration and also ABS / ESP, torque vectoring, and / or steering functions. The braking system according to the invention can also be used for emergency steering functions in the event of a failure of the electric power steering or for supplementing steering interventions at one axle and / or at a second axle;

[0061] - for low-cost vehicles, where axle-specific, brake-circuit-specific control is sufficient and, optionally, electric or electro-hydraulic power steering is used for vehicle stabilization purposes;

[0062] - modular supplementation by individually operable ABS / ESP control units, wherein both units can then be obtained from individual brake manufacturers and can also be applied individually to the vehicle, wherein application of the main brake system according to the invention can be carried out by the vehicle manufacturer.

[0063] - modular use in combination with an additional wheel brake module at the second axle (e.g., the rear axle), using, for example, an electromechanical brake (EMB) or a hydraulically assisted electromechanical brake (H-EMB). In the braking system according to the invention, the two brake circuits of the braking system are then distributed between the wheels of the front axle, making it possible to form a complete ABS / ESP system with steering intervention and torque vectoring, as well as the additional degree of freedom of simultaneous regeneration, according to the braking system according to the invention. Both the axle module according to the invention and the electromechanical brake (EMB) are integrated into the brake management system and centrally controlled. This variant of the braking system according to the invention is intended for electric pedal solutions or driverless vehicles without pedals. As an alternative to the EMB or H-EMB at the second axle, the solution according to the invention can also be reused for the second axle.

[0064] According to one aspect of the present invention, there is provided a driving dynamics system, comprising:

[0065] - a first axle and a second axle having wheels;

[0066] - at least one electric traction motor for driving and braking at least one of said wheels;

[0067] - hydraulic wheel brakes for braking said wheels;

[0068] at least one pressure supply device having a pressure supply unit, which comprises a piston-cylinder unit driven by an electric motor or a rotary pump, wherein the pressure supply unit is designed to build up pressure;

[0069] a software module comprising a central brake management, which controls the at least one electric traction motor and the pressure supply device such that, through the interaction of the pressure supply device and the at least one electric traction motor, a braking deceleration can be set individually for at least each axle and / or for each wheel brake;

[0070] - solenoid valves for individual wheel control of at least two wheels of the first and / or second axle,

[0071] wherein the solenoid valve is arranged in a corresponding connecting line between the pressure supply device and the corresponding wheel brake;

[0072] It is characterized by:

[0073] The central brake management is additionally configured to use electric power steering and to perform torque vectoring using:

[0074] - at least one of said hydraulic wheel brakes; and / or

[0075] - said at least one traction motor.

[0076] According to one aspect of the present invention, an unmanned vehicle having the drive dynamics system is provided, wherein no actuating unit is provided and the drive dynamics system operates in AD-Ctrl mode.

[0077] According to one aspect of the invention, a racing vehicle with the described drive dynamics system is provided, characterized by EBV optimization and simultaneous regeneration by at least one electric machine at one or two axles, through highly dynamic and precise closed-loop control of the braking torque for each axle.

[0078] According to one aspect of the present invention, it relates to an electric vehicle having the driving dynamics system.

[0079] According to one aspect of the present invention, a method for operating torque vector control in a drive dynamics system comprises the following steps:

[0080] -Control the electric power steering system;

[0081] - Controlling at least one hydraulic wheel brake and / or at least one traction motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0082] Possible embodiments of the braking system according to the invention will be discussed in more detail below with reference to the accompanying drawings.

[0083] In the attached figure:

[0084] Figure 1 : shows a first possible embodiment of the brake system according to the invention, which has a modular structure with a tandem master brake cylinder and a dual-circuit reversing stage at the front and rear axles;

[0085] Figure 1a : shows a first possible embodiment of a central brake management system for a brake system for driver demand-based control (FW) or alternative control in the case of automated driving (AD-Ctrl);

[0086] Figure 1b: shows another possible embodiment of the brake system, in which the second brake circuit is connected to the pressure supply via a piston-cylinder unit of the actuating device, and the switching valve is arranged between the connection point of the piston-cylinder unit and the pressure supply;

[0087] Figure 1c : shows another possible embodiment of the brake system, in which the second brake circuit is connected to the pressure supply device via a piston-cylinder unit of the actuating device, and the switching valve is arranged between the piston-cylinder unit and the pressure supply device of the pressure supply device;

[0088] Figure 2a :shows the Figure 1 A modification of the embodiment having a single master brake cylinder with a branch circuit and a master brake cylinder with redundant, diagnosable seals, and a gateway circuit;

[0089] Figure 2b :shows the Figure 3a a modification of the embodiment of in which, in the fallback stage, only the actuating unit acts on the second brake circuit, and wherein in the event of a brake circuit failure, a braking torque can be achieved by means of a braking action of the electric motor at the front and rear axles;

[0090] Figure 2c :shows the Figure 3b an embodiment in which the pressure supply is configured as an electrically driven rotary pump such as a gear pump, wherein the pressure can be controlled by means of an angle sensor (position of the gear pump) and current (torque);

[0091] Figure 3 : Shows a fail-safe, redundant implementation with electric pedal for regeneration and axle-specific pressure control in MUX and PWM operation;

[0092] Figure 3a : Shown is an electric axle solution with central control, featuring wheel-specific control and multiple redundancies in the braking system;

[0093] Figure 3b : shows a cross-section through a hydraulically assisted electromechanical brake H-EMB;

[0094] Figure 4 : Shows the basis for the ABS / ESP unit with separate operation Figure 1c implementation methods;

[0095] Figure 5 : shows a pressure supply with 2x3 phases and redundant diagnostic seals;

[0096] Figure 6a and Figure 6b: shows a pressure supply device with a rotary pump integrated in the motor and an HCU;

[0097] Figure 7a : shows a 2-channel pressure buildup control with PPC control and with additional PWM control of the valve connecting the pressure supply DV to the rear axle;

[0098] Figure 7b : shows a 2-channel pressure reduction control with PPC control and with additional PWM control of the valve connecting the pressure supply DV to the front axle;

[0099] Figure 7c : shows 2-channel MUX control;

[0100] Figures 8a to 9b : shows various possible modular designs of the braking system according to the present invention, especially the above-mentioned embodiment;

[0101] Figure 10 : Shows a braking system for a two-wheeled vehicle (one wheel at one axle). DETAILED DESCRIPTION

[0102] Figure 1 A first possible embodiment of the braking system according to the invention is shown, which has a central open-loop and closed-loop control unit M-ECU. BM The central control according to the invention is realized by the central open-loop and closed-loop control device M-ECU BM The S-ECU sends control signals to the open-loop and closed-loop control unit DV1 of the brake system. DV1 and S-ECU, an open-loop and closed-loop control unit for the traction motor TM1 、S-ECU TM2 , and reads the open-loop and closed-loop control device S-ECU from the actuator unit BE BE The brake system is modular in structure and has a separate actuating unit BE and a pressure supply device DV.

[0103] The actuating device BE features a brake pedal P and an actuating rod ST, acting on a series-connected master brake cylinder equipped with a pressure piston DK and pressure piston working chamber AB1, as well as a floating piston SK and floating piston pressure working chamber AB2. A sensor for detecting pedal travel and pressure transducers DG2 and DG3 for redundant driver demand detection are also provided. Alternatively, only one pressure transducer DG2 or DG3 can be used in the actuating unit BE, or the pressure supply can be completely omitted if a force-travel sensor system KWS according to WO2012059175A1 is used for force measurement. The pressure chambers AB1 and AB2 of the pressure piston DK and floating piston SK are connected to a reservoir VB via a vent seal SD for volume replenishment. The actuating unit BE is isolated from the pressure supply DV / DV1 by means of isolation valves TV1 and TV2.

[0104] The pressure supply device DV consists of an electrically driven piston-cylinder unit with sensors for detecting the angular position α of the rotor, the motor current i, and the temperature T, and an HCU with a pressure transducer DG1, switching valves TV1, TV2 for isolating the master brake cylinder from the brake circuit for brake-by-wire operation, and a switching valve SV for brake-circuit-specific control by means of the pressure supply device DV. A1 and SV A2 In addition, a travel simulator WS is provided, which is connected via a line V L5 The pressure chamber AB1 is hydraulically connected to the pressure piston and can be closed by means of a travel simulator shut-off valve TVWS.

[0105] To control the brake pressure in a manner coordinated with the regenerative control performed by the motor TM2 or TM1 of the axis, a PPC control method is used. The motor's rotor angular position α, the motor current i, and optionally the motor temperature T are evaluated. This is supplemented by an evaluation of a pressure-volume characteristic curve according to the prior art, which is preferably adapted during operation. If a temperature sensor is used, the motor temperature T is used to adapt the relationship between the motor current and torque, as the torque constant kt decreases linearly as a function of temperature T. This is advantageously used to achieve precise control of dynamic pressure changes, as control based on the current i is more dynamic, as the pressure transducer, as the setpoint signal, exhibits a time delay in detecting the actual value. If precise setting of the setpoint pressure is important, the pressure transducer is primarily used for setpoint pressure control, although it can also be used for the entire control. Furthermore, the pressure transducer is used to calibrate the pressure-volume characteristic curve, which may change during operation, for example due to air inclusions. If the pressure transducer fails, control is performed solely based on the current i, the angular position α, and the pressure-volume characteristic curve, thus providing additional redundancy.

[0106] Switching valve SV A1 and SV A2 It is configured as a normally closed valve to isolate the pressure supply device DV from the actuator unit BE in the retreat stage. In order to realize the simultaneous control of two axes, a multiplexing method (MUX method) according to the prior art is used. Figure 7c The method is described again in . Additional PWM control of the valve is not possible since, in this embodiment, the switching valve is configured to be normally closed.

[0107] Figure 1a The structure of the central brake management system for embodiments A and B is shown, that is, in embodiment A, for example, according to Figure 1 A braking system in which the control (FW) is performed by means of an actuating unit BE according to the driver's request or, alternatively, in autonomous driving operation (AD-Ctrl) by means of a setpoint signal AD-Soll of a brake management system (BM). In this case, the wheel speed V R1 、V R2 、V R3 、V R4 and other signals (such as yaw moment) are taken into account. In this case, the brake management system takes the setpoint torque M soll Sent to the electric traction motor control system S-ECU TM1 / TM2 , and the set value pressure p of the pressure supply device soll1 、p soll2 Sent to the control unit S-ECU of the pressure supply device DV1 DV1. Set value pressure p soll1 and p soll2 is the control signal that the pressure supply device DV1 should set in the brake circuits BK1 and BK2 for brake circuit-specific control. In the case of unmanned vehicles, the actuation unit can be omitted and the system operates only in AD-Ctrl mode.

[0108] The following functions are then preferably implemented in the central brake management system of embodiment A:

[0109] Axis-specific pressure control for regeneration (regeneration),

[0110] Braking force distribution (EBV),

[0111] ●Axle-specific ABS for four-wheel vehicles, ABS for two-wheel vehicles.

[0112] If it is embodiment B (such as the following example Figure 3a , with wheel-specific control of one wheel brake in each brake circuit), the brake management system is expanded to include a further S-ECU DV2 or another brake actuator (such as EMB), using the brake management system to set the pressure signal p soll3 and p soll4 Additionally, a second pressure supply DV2 is provided for controlling two wheel brakes in each case in one brake circuit (DV1 controls RB1 and RB2, DV controls RB3 and RB4). If EMB is used instead of the setpoint pressure p soll3 and p soll4 , the set value braking torque is sent as the set value signal. In addition to the set value pressure p soll1 、p soll2 、p soll3 and p soll4 , you can also set the braking torque M soll1 、M soll2 、M soll3 and M soll4 Send to S-ECU DV1 and S-ECU DV2 , and then converts the setpoint braking torque into a setpoint pressure in the corresponding S-ECU.

[0113] Electric power steering system (S-ECU EPS ) can also be optionally integrated into the brake management system. This is used to replace the S-ECU in the case of steering system redundancy (emergency steering in the event of power steering failure). DV1 or S-ECU DV2The torque vectoring control or yaw moment intervention is synchronized with the electric power steering system EPS or by using electric power steering and torque vectoring control at the same time to increase agility.

[0114] Then, the following main functions are preferably implemented in the central brake management system of embodiment B:

[0115] Axle-specific pressure control for maximizing regeneration with the traction motor

[0116] Electronic Brake Force Distribution (EBV)

[0117] Wheel-specific ABS, ESP, ASR

[0118] Vehicle steering (steering / yaw moment intervention of power steering and braking systems)

[0119] Activate the Electric Parking Brake (H-EMB)

[0120] The brake management system can be expanded to include further axles and further pressure actuators for further axles (e.g. for heavy goods vehicles) and, in addition to the above functions, the conventional functions of the ABS / ESP system and driver assistance functions can also be implemented in the central brake management system or optionally relocated to a slave ECU or AD-Crtl control system.

[0121] Figure 1b The X-Boost electric brake booster for a two-tank brake system as defined in WO2018233854A1, page 4, is shown and described in the patent text. X-Boost is used in ESP systems in WO2018233854A1. Unlike the present disclosure, X-Boost is operated as a standalone unit without a second tank (ESP unit) and has two switching valves SV for independently operating the brake circuits BK1 and BK2. A1 and SV A2 The pressure is controlled by the forward and backward movement of the piston of the pressure supply DV, wherein the pressure is controlled by the PD1 valve and the SV A1 The valve is delivered via the hydraulic connection to the brake circuit BK1, then via the PD1 valve and via the floating piston K and SV A2 The switching valve is preferably designed to be normally open, whereby the switching valve SV A1 and SV A2 In a brake circuit supplemented by PWM control or current control, the previously implemented simultaneous or partially simultaneous brake circuit-specific pressure curve control by PPC control of the piston of the pressure supply device DV is or can be implemented. Multiplexing methods can also be used as an alternative or in addition to PWM control.

[0122] The X-Boost ECU is implemented here as a slave ECU S-ECU DV1 or main ECU BM As S-ECU DV1 In the implementation mode, the control of X-Boost is integrated into the central control system and acts as the main ECU BM In certain embodiments, the ECU for the traction motor TM1 or TM2 of one axle, or the ECUs for both electric traction motors at two axles, is controlled by means of the X-Boost control electronics. Therefore, regenerative control is preferably combined with brake circuit control specific to the brake circuit.

[0123] The pressure supply DV is designed as a piston pump, which is driven by means of an electric motor and a spindle drive. A rotary pump can also be used as an alternative to the piston pump. Figure 6a and Figure 6b An embodiment of the invention of a rotary pump as a gear pump with an HCU is discussed in more detail in .

[0124] Furthermore, for manufacturing reasons it may be advantageous to divide the master brake cylinder into two housing parts G1 and G2, wherein the first housing G1 has the pressure piston of the actuating unit BE and the second housing has the floating piston K. This allows Figure 8a The structural form is discussed below.

[0125] Figure 1c Another possible embodiment of a braking system is shown, which has a brake booster (X-Boost) structure with Figure 1b The same function as in , but with an alternative valve circuit. Here, the switching valve SV A2 Directly connected to the pressure supply DV and sends the pressure to the brake circuit BK2 via the floating piston K. Directly via SV A1 The pressure is sent to the brake circuit BK1 via the upstream PD1 valve instead of the upstream PD1 valve. This design reduces the throttling resistance between the pressure supply DV and the brake circuit BK1, and makes the throttling losses between the pressure supply DV and BK1 and BK2 approximately equal. Due to the friction of the seal of the floating piston K, the throttling action between the pressure supply and the brake circuit BK2 is only slightly higher. Figure 1bCompared to the previously mentioned embodiment, the application-specific brake circuit control can be simplified. The first piston of the actuator unit BE is used for driver demand detection and for the fallback stage. In the fallback stage, i.e., in the event of a pressure supply failure, the pressure is transferred to the brake circuit BK1 via the isolation valve TV1 and to the brake circuit BK2 via TV2 and the floating piston K. In addition, a plunger STB is optionally provided, which can directly act on the floating piston K in the fallback stage.

[0126] exist Figure 1c In the embodiment, the two pistons of the actuating unit BE are arranged in one housing. Alternatively, the piston KBE of the actuating unit BE can be arranged in a first housing and the floating piston K can be arranged in a second housing. Figure 8a As discussed in more detail in [1], the separation of the housing allows for a manufacturing-advantageous brake system design. Within the context of a modular design, using the same production technology, this design can be easily adapted to include an electric pedal solution with a separate actuation unit and a pressure generator with a solenoid valve.

[0127] Figure 2a Shown according to Figure 1 This variant of the embodiment features a single master brake cylinder with a T-junction circuit with two isolation valves TV1 and TV2, which can establish a connection between the master brake cylinder and brake circuits BK1 and / or BK2. Pressure control in brake circuits BK1 and BK2 is performed using electrically driven piston-cylinder units using a PPC pressure control method that uses the rotor angular position, motor current, and temperature, and multiplexed operation. This limitation is advantageous because, in the event of a pressure supply failure, the normally closed solenoid valve isolates the brake circuit from the pressure supply, effectively isolating the pressure supply from the actuator unit BE. In the event of a failure, the pressure from the actuator unit BE can then be selectively applied to both brake circuits or only one. This decision can be made depending on the detected fault condition, and the availability of the traction motor at one or both axles can be used to generate additional braking torque for more intensive deceleration or to ensure adequate deceleration in the event of a double fault—failure of the pressure supply and brake circuits. In the event of a brake circuit failure, hydraulic pressure is directed only to the unaffected brake circuit, and the corresponding axle with the failed brake circuit is braked using the motor torque of the traction motor. This means that even in the event of a failure, sufficient deceleration can be achieved to meet the statutory requirement of approximately 0.5g for the emergency braking function in standard vehicles.

[0128] To improve safety, two isolation valves TV1 and TV1 can be optionally set up in series R and TV2 and TV2R , so that when a brake circuit fails, the second brake circuit is not affected and the pressure control does not affect the master brake cylinder.

[0129] To further improve reliability, a dedicated master brake cylinder with three redundant seals and diagnostic capabilities is used instead of a series master brake cylinder. The master brake cylinder has seals D1, D2, and D3, and also has connecting lines VL8 and VL9 to the reservoir VB. This configuration not only enables redundant seals but also facilitates fault diagnosis.

[0130] The master cylinder KZE is actuated by means of a pedal tappet PS via a pressure piston DK, which is connected in a known manner via a vent hole to a reservoir VB. The DK piston is sealed by various seals in the master cylinder KZE: an auxiliary seal D1 to the outside, a pressure chamber AR with respect to the pressure chamber DK, and a pressure chamber DK with respect to the pressure chamber AR. DK The throttle valve DRS is of suitable dimensions so that the pedal stroke extension during braking is only slight. The throttle valve DRS can also be used in the lines D1 and D2 to the reservoir VB, which has an additional non-return valve (not shown) connected in parallel with the throttle valve DRS, which opens towards D1 / D2.

[0131] Pressure chamber AR of the master brake cylinder DK It is also connected to the travel simulator WS for the brake-by-wire function. A check valve and an additional throttle valve DRS2 are arranged between the travel simulator and the pressure chamber. The master brake cylinder has a redundant pedal travel sensor based on the force-travel sensor principle (US 9541102). The driver's actuation force can therefore be evaluated by measuring the pedal travel and the differential travel via the elastic element. If the force-travel sensor principle is omitted, a measurement of the working chamber AR is required. DK For redundancy purposes, this can be provided outside the force-displacement sensor principle.

[0132] Figure 2b Shown according to Figure 2a A modification of the embodiment of the invention is provided, in which, in the reverse position, only the actuator unit BE acts on the second brake circuit BK2, and in the event of a fault, the traction motors TM1 and TM2 at one or both axles A1, A2 also contribute to wheel deceleration. The master brake cylinder is also designed differently.

[0133] Similar to Figure 2aIn the case of the brake system shown in FIG, the pressure control in the brake circuit is performed by means of a pressure supply unit DV1. Here, a normally open redundant switching valve SV is provided. A1 and SV A1,R , for safely isolating axis A1 in the event of a brake circuit failure. This means that, in addition to PPC and MUX control, PWM control of the solenoid valve can also be used for pressure curve control. Due to the normally open design, potential faults such as dirt particles preventing the valve from closing may occur. Therefore, the valve SV connected in series A1 and SV A1,R This helps ensure that a brake circuit failure BK1 at axis A1 does not result in a complete failure of the boost pressure. Even in the event of a brake circuit failure, the brake circuit BK2 is closed by means of the normally closed valve SV. A2 Additionally isolated from the brake circuit BK1. Normally closed switching valve SV A2 In the fallback stage, it also serves as an isolation valve in the fallback stage and isolates the actuator unit from the pressure supply. This series connection is not necessary in the connection between the pressure supply and the brake circuit BK2 because the normally closed valve SV is used. A2 , the normally closed valve SV A2 Less susceptible to potential failures.

[0134] like Figure 2a 、 Figure 2b 、 Figure 2c As shown, the master brake cylinder has redundant, diagnosable seals and is Figure 2a 、 Figure 2b 、 Figure 2c The variants differ in that a travel simulator shut-off valve WAS and a pressure measuring chamber AR for driver demand detection are provided. DK The pressure transducer measures the pressure in the brake circuit BK2. This pressure transducer enables redundant detection of the actuating force using a pressure transducer and a force-travel sensor. The travel simulator shutoff valve WAS is used to reduce idle travel in the event of a pressure supply failure and supplies the pressure of the actuating unit to the brake circuit BK2 via an isolating valve. However, if the driving simulator is appropriately designed and idle travel is acceptable, the travel simulator shutoff valve can be omitted.

[0135] Figure 2c Shown with Figure 2b Another possible embodiment of the same hydraulic concept as in the embodiment of the invention is that the pressure supply is configured as an electric rotary pump, for example according to Figure 7a and Figure 7bA gear pump according to an embodiment of the present invention is provided, wherein the pressure control can be performed with the aid of an angular transducer (position of the gear pump via the rotor position of the motor) and the motor phase current for estimating the motor torque and pressure. The gear pump can be used for pressure build-up and pressure reduction like a piston-cylinder unit. For pressure reduction, simply put, the direction of rotation of the motor of the gear pump is changed. In addition, also in the case of a gear pump, PPC and MUX control can be used and further degrees of freedom can be achieved in the pressure curve control by PWM control of the solenoid valve, with a normally open valve between the pressure supply and the brake circuit BK1. Compared to a pressure supply in the form of a piston-cylinder unit, the control leakage of the gear pump must be taken into account in the pressure control. Therefore, when the target pressure is reached, the switching valve SV is preferably closed. A1 and / or SV A2 To maintain pressure.

[0136] Figure 3 A pure brake-by-wire solution with an electric pedal and no hydraulic connection between the actuating unit BE and the brake circuit is shown. Central M-ECU BM The S-ECU reads the signal from the electric pedal and sends the set value signal to the open-loop and closed-loop control device of the pressure supply unit DV1 DV1 The redundant signal lines DS1 and DS2 are used for signal transmission. The redundant data transmission can be carried out in a wired form or in the future wirelessly (for example, with data transmission options with low latency such as 5G data transmission or Bluetooth protocol). Figure 5 As discussed in more detail in [1], the pressure supply DV and the connection to the brake circuit are provided with multiple redundancies, wherein the brake circuit with the pressure supply can be closed or isolated, in each case by means of two normally open solenoid valves connected in series - SV for the brake circuit BK2 A1 SV A1,R and SV for brake circuit BK1 A2 and SV A2,R - is carried out so that a potential fault in one brake circuit cannot affect the second brake circuit. Since the valves do not need to perform a closing function relative to the actuating unit BE, they can be designed to be normally open and thus allow all degrees of freedom in the brake circuit-specific control (PPC control, PPC+PMW control, PPC+MUX control) and can be coordinated very effectively with the braking torque of the one or more traction motors TM1, TM2.

[0137] Figure 3a Embodiment B of the brake system according to the invention is shown, in which the brake system is configured as a module for an electric axle and the two brake circuits of the brake system serve the wheel brakes RB1 and RB2 of an axle A2.A1 and SV A1,R and SV A2 and SV A2,R It is arranged between the pressure supply and the wheel brakes so that, as described above, a failure in one brake circuit does not affect the pressure supply and cause a failure in the second brake circuit. One traction motor TM1 or two electric traction motors TM1 / TM2 are arranged at axle 2, where the traction motors can directly drive the axle or wheels. This embodiment is selected, for example, for the rear axle, where the electric traction motors are better able to transmit their movements to the road due to weight distribution during acceleration, especially in the case of high-powered vehicles.

[0138] As an alternative or in addition to the traction motors TM1 / TM2, an electric power steering system can also be used at the axis A2. This is advantageous, for example, if the axis A2 is the front axle of a motor vehicle, where an electric power steering system is usually arranged.

[0139] Pressure control is performed by PPC, MUX, or PWM-controlled / current-controlled PPC with normally open switching valves. For high braking dynamics or for further redundancy, the braking torque can be increased by means of an electric motor. Furthermore, ABS / ESP control, torque vectoring, and steering functions at the axis can be implemented using various possible implementations. Furthermore, the pressure supply is redundant in several respects. Redundant seals with diagnostic capabilities are provided, as well as redundant sensors for angular position, temperature, and current, and redundant connections to the vehicle electrical system. If a ball screw drive is used as a transmission, dirt particles entering the ball raceway can cause the spindle to block. Appropriate quality measures must be taken to prevent this. Alternatively, a trapezoidal spindle without balls can be used, but this has the disadvantages of lower efficiency and load capacity. An electrically driven rotary pump instead of an electrically driven piston pump is also an option.

[0140] In the M-ECU with central brake control system BM In embodiment B, an additional braking system or actuator for generating braking force is preferably also provided for the additional axis (axis 1). This can be the same module as for axis 2 or can preferably be an electromechanical brake EMB or hydraulically assisted by means of a pressure supply and Figure 3b The electromechanical brake (H-EMB) is described in more detail in the exemplary embodiment of FIG. Alternatively, axis 2 can also adopt a modular design similar to that of axis 1. Each axis can be configured individually and can also include parts of the illustrated axis solution (e.g., omitting the pressure supply and redundancy in the tandem valves), and can be supplemented by electric power steering on one or both axes. The respective solution is driven by safety requirements depending on the level of automated driving and vehicle type.

[0141] The H-EMB is connected to the pressure supply DV2 via a switching valve. The switching valve can be used to maintain pressure, or a second H-EMB can be connected. The two H-EMBs can be operated using a MUX operation or a PPC method with optional PWM control / current control of the solenoid valves. The H-EMB motors can be used to generate braking torque alternately or simultaneously, hydraulically and electrically. Furthermore, the parking brake can be reactivated by the H-EMB module, for example, using a transmission with a self-locking function. This allows for wheel-specific control redundancy via the hydraulic or electric drive of the H-EMB.

[0142] In the H-EMB embodiment, the pressure supply relative to axis 2 can be significantly simplified, as the H-EMB module's electric motor can also be used to generate the braking force. This allows the piston pump (piston-cylinder unit) to have a plastic housing and / or the use of an inexpensive trapezoidal spindle. The drive motor can also be designed to have a very low torque. Using an inexpensive electric rotary pump as the pressure supply is also possible and advantageous.

[0143] Such a solution is destined for electric step solutions with redundant data lines DS1 and DS2. The pressure supplies DV1, DV2 act as slaves, which are connected to the open-loop and closed-loop control units M-ECU. BM All degrees of freedom of driving dynamics (ABS / ESP control, brake force generation, regeneration via the traction motor, steering intervention via the brakes and / or electric power steering, torque vectoring via the brakes or the electric traction motor) can thus be controlled, with all functions being redundantly available and with performance limits.

[0144] Figure 3b The figure shows a cross section through a hydraulically assisted electromechanical brake H-EMB, which can be connected to a pressure supply DV2 via a hydraulic connection HL, so that a force can be applied to the brake disk by means of the hydraulic system and / or the electric motor EM. The rotational motion of the electric motor is converted into a linear motion by means of a transmission G, generating a force F on the wheel brake. EM The transmission G preferably has a self-locking design so that the parking brake can be reliably applied when the vehicle is stationary in the event of a failure in the vehicle electrical system. hyd Depending on the design of the EM as a brushed or brushless motor with low or relatively high power, the dynamics of the braking torque variation and the additional available braking torque from the H-EMB can be determined and coordinated with the hydraulic brake through appropriate configuration of the components.

[0145] The pressure supply device DV2 is designed as an electrically driven rotary piston pump RP as a piston pump ( Figure 3a ) alternative. Figure 6a and Figure 6b The rotary lobe pump RP is shown in an advantageous configuration.

[0146] In addition to the actuation of the brake, a solenoid valve KMV K1 A pressure supply can be used to actuate one clutch, or two clutches can be actuated using two solenoid valves or separate hydraulic lines. For example, a power-shiftable two-speed transmission for motor TM3 is equipped with two clutches, K1 and K2. Solenoid valves are also provided for pressure reduction in the clutches. These solenoid valves are connected to a reservoir for this purpose and are typically designed as proportional or switching valves. PWM operation is typically used for pressure reduction. In this case, axle 1 is typically the rear axle of the motor vehicle. Brakes and clutches are preferably actuated in MUX operation, as no gear shifts are performed simultaneously. Furthermore, PPC methods and PPC methods with PWM / current control of solenoid valves can be used as further flexibility. If different hydraulic media are required to actuate the H-EMB and clutches, appropriate media separation must be provided. Pressure is then transmitted to the clutches, for example, using a media separation piston, and clutch systems K1 and K2 are provided with separate reservoirs from which hydraulic fluid is drawn and returned. The use of system isolation devices or storage chambers such as those proposed in WO10037519_A2 is also possible. Figure 3a Only basic control of the H-EMB and clutch is shown and may have to be extended for safety reasons / media separation requirements.

[0147] Figure 4 Shown with Figure 1c An embodiment of the brake force booster (X-Boost) is connected to the outlet line VL b1 and VL b2 The ABS / ESP unit is supplemented by a separately operated ABS / ESP unit. The ABS / ESP unit performs wheel-specific control of the brake pressure during ABS / ESP driving dynamics interventions, while the brake booster (X-Boost) performs brake force boosting and blending functions. EBV control or axle-specific ABS can be implemented in both units.

[0148] X-Boost basically corresponds to Figure 1b's structure and differs from it only in two aspects. Therefore, there is no actuating plunger STB provided which establishes a mechanical connection between the pressure piston / brake pedal and the floating piston and thus ensures that in the event of a failure in one brake circuit the driver can still intervene in the other brake circuit in the desired manner. Due to the redundancy of the pressure supply, this is acceptable for many applications. In addition, non-return valves RV1 and RV2 are provided to ensure that the fluid is quickly withdrawn from the reservoir of the ABS unit in the event of a failure of the X-Boost. This addition is highly recommended for 2-tank brake system solutions. Housings G1 and G2 are separate and therefore allow Figure 8a The advantageous structure shown in the figure.

[0149] In this embodiment, the components of the braking system and the motor are also controlled by means of an open-loop and closed-loop control device M-ECU BM Centralized control and open-loop and closed-loop control devices S-ECU ESP / ABS Also integrated into the control system, for example for axle-specific regeneration control, is the corresponding valve actuation of the solenoid valves for the ABS / ESP unit, primarily with the aid of the M-ECU BM Therefore, valve SV A1 and SV A2 Preferably for regenerative operation, but, alternatively, the solenoid valve of the ABS / ESP unit can also be activated via the M-ECU BM Receive the set value actuation signal, as long as the S-ECU ABS / ESP Access is possible. This is a less-than-preferred approach, as ABS / ESP units typically have a closed system architecture from first-tier manufacturers and can only be accessed through close cooperation with the ABS / ESP manufacturer, and signal transmission is also prone to malfunctions. Therefore, with a simpler architecture, axle-specific braking force control and regeneration functions are the primary functions of X-Boost, and control of ABS / ESP operation is the primary function of the ABS / ESP unit.

[0150] Figure 5A redundant pressure supply is shown in the form of an electrically driven piston-cylinder unit with 2x3 phases and redundant, diagnosable seals. The pressure supply device DV1 has two open-loop and closed-loop control devices DV-ECU1 and DV-ECU2. The pressure supply device also has an electric motor M1, whose rotor R adjusts the spindle SP, which is connected to the piston KB. By adjusting the piston KB, a pressure can be built up in the pressure chamber DR, which can be conducted via the isolation valve TV into the brake circuit BK. The piston is sealed in the cylinder by means of multiple redundant seals, wherein, as in the case of the actuator unit BE, a redundant, diagnosable sealing system is produced. In the case of the pressure supply device, a hydraulic line also extends between the seals to the fluid reservoir in each case. Therefore, even if one seal fails, the pressure supply device remains fully operational and redundant. With Figure 2a The redundant master brake cylinder similarly detects seal failures. The pressure chamber DR is connected to the reservoir via a check valve. This allows the pressure supply to provide supplementary action and, therefore, continuous delivery with brief interruptions. Each of the two open-loop and closed-loop control units, DV-ECU1 and DV-ECU2, is connected to a separate winding or phase system of motor M1 via a 1x3-phase line. This allows motor M1 to continue operating using the remaining winding or phase system and the other open-loop and closed-loop control units, even if only approximately half the torque can be generated by drive M1. One or both open-loop and closed-loop control units include sensors for determining temperature T, motor current i, and rotor angle α. The measurement data from these sensors is used for precise PPC pressure control and also for operation in the event of a pressure transducer failure. To achieve high availability, not only are the open-loop and closed-loop control units DV-ECU redundant, but the power supplies BN1 and BN2, as well as the data and control lines DS1 and DS2, are also duplicated. Power supplies BN1 and BN2 may, for example, be different voltage levels of one vehicle electrical system or separate vehicle electrical systems.

[0151] Figure 6a and Figure 6b A possible configuration of a pressure supply with a rotary pump is shown. Figure 6a and Figure 6b The schematic diagram shows the entire structural unit consisting of the motor 22, pump Z, HCU and ECU, which is capable of closed-loop pressure control and open-loop control of the brake system. The main purpose here is to illustrate the combination of motor and pump. As shown in the upper part of the figure, the pump is arranged in the bearing flange 18 or fixed in a separate pump housing 40 and connected to the HCU or ECU. The HCU includes the solenoid valves and pressure transducers required for the corresponding solution. Therefore, according to Figure 3a and Figure 3bIn this embodiment, the solenoid valve and pressure transducer DG are integrated into the HCU. The HCU may also include hydraulic components and sensors (solenoid valve, pressure transducer) for clutch actuation. The motor conventionally consists of a rotor 21 connected to shaft 1 via a driver 10a. Rotor 21 is axially preloaded by the force of permanent magnets in housing 30. This is a solution employed by motor manufacturers, who manufacture the motor with housing 22, stator, and windings 23, test it, and deliver it to the system supplier. The motor is tested without a pump using an auxiliary shaft. Then, when the shaft is removed, the rotor is centered using axial magnetic force, allowing shaft 1 to be subsequently assembled with the rotor during final assembly. As shown in the lower half of the figure, the driver housing must be additionally connected and secured to flange 18 at 25a, for example using a spring mounted in sections at three connections. A housing seal 31 is also required. This can be achieved by caulking the motor flange with the HCU or ECU at 25, as shown in the upper half of the figure. Here, a "pump with pump housing" version is shown. The motor, shown here as a brushless motor, requires a motor sensor for commutation and controlling the pump's volumetric delivery rate. This motor sensor is located remotely from the drive housing 22. A sensor shaft 26, arranged or fixed to the drive shaft 1, carries a sensor target 27. Target 27 acts on a sensor element 28, which is located on the printed circuit board of the ECU. The windings are connected to the ECU via contact rails 24.

[0152] The motor with the bearing flange 18 can be connected directly to the hydraulic housing HCU with the pump, which contains valves or other hydraulic components. If this is not the case, it is advantageous to connect the drive housing 22, 18 directly to the housing of the ECU.

[0153] like Figure 5 As shown in the upper half of the drive shaft 1, the gear pump Z can also be arranged in a pump housing 40, which is directly connected to the hydraulic housing HCU. Before assembling the pump housing 40 with the hydraulic housing HCU or the housing 40 with the ECU, the gear pump Z is first integrated or installed in the pump housing 40. The rotor 21 is then pressed onto the shaft 1 and assembled with the bearing 20. The tensile force of the magnets 30 can also act on the rotor 21 and bearing 20, making the bearings function as a four-point bearing. The motor housing 22 is thus connected to the gear pump Z and its pump housing 40 and can be connected to the hydraulic housing HCU or the electronics housing ECU in the next step. Fastening screws 41 are used for this purpose. The shaft 1 is first centered between the outer disks 7.1 and 7.2, so that the pump housing 40 is centered on the shaft 1 before being screwed onto the hydraulic housing HCU or the electronics housing ECU.

[0154] according to Figure 6a The pressure supply device uses a Figure 2a 、 Figure 2b 、 Figure 2c and Figure 4 The two-stage pump utilizes a long plain or rolling bearing arrangement, eliminating the need for a separate motor bearing. This simplifies the motor housing design. The rotor 21 is mounted on the motor shaft together with the drive 10a and axially connected via a retaining ring. The pump housing protrudes slightly into the HCU.

[0155] Figure 7a A pressure build-up control with PPC control and additional PWM control of solenoid valves is shown, which connect the pressure supply to the hydraulic consumers, in this case for the rear axle and the front axle.

[0156] The pressure buildup at the front axle is performed using the PPC method with the pressure signal as the controlled variable or by precise inlet pressure control using the current i, temperature T, and angular position α. ​​Here, the solenoid valve is always open. In this way, the inlet pressure can be controlled very precisely in terms of its profile over time, and the pressure P at the front axle can be set. VA Precise pressure control and the pressure curve over time are particularly important for very precise coordination with the braking torque of the electric traction motor TM. DV1 The rear axle is controlled by adjusting the pressure curve of the inlet pressure and the opening cross section of the solenoid valve via PWM control or current control of the ball seat valve. Different pressure curves are used to simultaneously change the pressure curves at each axle (EBV function) or to optimally control the regeneration of one traction motor at one axle or two traction motors generating different braking torques at two axles.

[0157] Figure 7b The pressure reduction control with PPC control and with additional PWM control of the valve connecting the pressure supply DV1 to VA is shown. The pressure reduction control follows the same Figure 7a The pressure build-up control in the same logic is controlled, except that the axle operating at higher pressure requires a smaller opening cross section. In this case, the solenoid valve at the front axle is PWM-controlled or current-controlled.

[0158] Figure 7cInstead, multiplexed control (MUX control) is shown, in which the brake pressures in the two brake circuits can be varied alternately individually—that is, sequentially in small steps or simultaneously. The pressures are adjusted sequentially, resulting in a time delay ΔtMux, but this delay is so small that there are few or no functional limitations. Therefore, to make it unnoticeable to the driver, the pressure control must be performed very quickly in succession, or the torque control of the traction motor must be adapted. Alternatively, as is known from the prior art, MUX control can also be performed simultaneously or partially simultaneously. This results in slightly higher noise levels for 1g decelerations, but this is not considered critical in the necessary driving maneuvers.

[0159] Figures 8a to 9b Different possible modular designs, ie, the arrangement of the individual components of the brake system according to the invention relative to one another, are shown for different embodiments of the brake system.

[0160] Figure 8a A first possible embodiment of the brake system according to the invention is shown as a module or structural unit MO, wherein the valve unit HCU and the actuating unit BE are arranged in a separate housing G. HCU and G BE In the shell G HCU and G B adjacent to each other or Figure 8b The motor shaft of the drive of the pressure supply device or, if present, the axis A of the piston-cylinder unit of the pressure supply DV is oriented parallel to the axis of the piston-cylinder unit of the actuating unit BE. This arrangement can be used in particular for Figure 1b and Figure 4 The valve unit HCU can include all the solenoid valves of the pressure supply DV, the pressure transducer DG and / or the piston, in particular the floating piston. The travel simulator WS can be completely or partially located in the housing G of the actuating unit BE. BE In or in the housing G of the valve unit HCU BU This design is advantageous for a very cost-effective production process of the hydraulic block of the valve unit HCU, wherein the production process can utilize the extrusion technology of modern ESP / ABS systems.

[0161] Since the valve device and the actuating unit are each arranged in a separate housing, the actuating unit can be removed from the module or structural unit and can be separated therefrom.

[0162] Figure 8b Shown according to Figure 8aAn arrangement in which, however, the brake system has an electric pedal which is part of an actuating unit BE arranged separately from the structural unit or module MO. The actuating unit BE is connected to the module MO via data and signal lines DS1, DS2. There is no hydraulic connection.

[0163] Figure 9a and 9b Shown with Figure 8a and Figure 8b Modules or structural units MO similar to those shown and described in , except that the pressure supply DV has a rotary pump ZRP instead of a piston-cylinder unit. Figure 9a In an embodiment, the shaft of the motor driving the rotary pump is oriented or arranged transversely relative to the shaft of the piston-cylinder unit of the actuator BE. Figure 2c Configuration. Figure 6a or Figure 6b The configuration of the rotary pump ZRP is selected as shown. In this case, the hydraulic pressure can be Figure 3 This then results in a structural unit 10b with a separate electric step.

[0164] Figure 10 The brake system for a two-wheeled vehicle is shown, wherein the vehicle has only one wheel per axle. Wheel brakes RB1 and RB2 are each assigned to brake circuits BK1 and BK2, wherein the brakes are connected to the brake circuits BK1 and BK2 via switching valves SV. A1 and SV A2 , the supply is provided to the brake circuits BK1 and BK2 by means of a pressure supply unit DV1, preferably in the form of an inexpensive rotary pump. Otherwise, the structure of the brake system corresponds to Figure 1 Alternatively and preferably, for a two-wheeled vehicle, in particular an electric skateboard with relatively low power consumption or an electric power-assisted vehicle with relatively low top speed, it is possible to implement Figure 2c A relatively inexpensive hydraulic circuit is shown in , which has few valves and an actuating unit with a single circuit feeding the front wheel brakes via an actuating unit BE, wherein the rear wheels are driven and decelerated by means of only one electric traction motor.

[0165] The present invention can also be implemented through the following embodiments.

[0166] 1. A braking device for a motor vehicle having two axles (A1, A2), wherein

[0167] at least one axle (A1, A2) has an electric traction motor (TM) for driving and braking at least one wheel arranged on said axle (A1, A2), and energy can be recovered by means of said electric traction motor (TM) during braking,

[0168] - Each wheel has a wheel brake (RB1, RB2, RB3, RB4; H-EMB i ;EMB i ),

[0169] a pressure supply (DV) having a pump (P) driven by an electric motor (M) and in the form of a piston-cylinder unit or a rotary pump (ZRP),

[0170] the pressure supply (DV) is capable of both building up and reducing pressure, in particular by a forward and backward movement of the piston of the piston-cylinder unit or a reversal of the direction of rotation of the rotary pump, and the pressure supply (DV) has at least one pressure supply outlet (DVa),

[0171] The pressure supply device (DV) is part of a pressure supply device (DV1), wherein the pressure supply device (DV1) has at least two outlet lines (VL a1 , VL a2 ) and at least two connection points (VL b1 , VL b2 ), for connection to a brake circuit (BK1, BK2), an ABS / ESP unit (ABS / ESP) and / or an actuating device (BE), and

[0172] - Each connection point (VL b1 , VL b2 ) can be controlled by means of at least one switching valve (SV A1 , SV A2 ) is isolated from the voltage supply (DV),

[0173] -Each outlet line (VL a1 , VL a2 ) is hydraulically connected to said pressure supply outlet (DVa) directly or via a connecting line (VLd),

[0174] - an open-loop and closed-loop control device (ECU) controls components of the at least one electric traction motor (TM) and the pressure supply device (DV1) so that, through the interaction of the pressure supply device (DV1, DV2) and the at least one electric traction motor (TM1, TM2, TM3), a braking deceleration can be set by closed-loop control for each brake circuit (BK1, BK2), each axle (A1, A2) or the wheel brakes of the axles (A1, A2), i.e., different braking torques are provided at the wheel brakes of the respective axles (A1, A2) or the axles (A1, A2).

[0175] 2. The braking device according to embodiment 1 is characterized in that an actuating device (BE) having a brake pedal (P) is provided, wherein the actuating device (BE) is in particular in the form of a hydraulic actuating unit having a travel simulator (WS) or an electric pedal (EP).

[0176] 3. The braking device according to embodiment 1 or 2, characterized in that the braking force at the shaft (A1, A2) is generated by the interaction of the pressure of the pressure supply device (DV1) and / or the actuating device (BE) with the braking torque of the at least one electric traction motor (TM), wherein the open-loop and closed-loop control device (ECU BM ) controls the components so that braking deceleration at low vehicle speeds (<120 km / h) is preferably achieved only or mostly (>2 / 3 of the deceleration) by means of the electric traction motor (TM), so that as much kinetic energy of the vehicle as possible can be converted into electrical energy and stored.

[0177] 4. The braking device according to any one of embodiments 1 to 3, characterized in that one or two open-loop and closed-loop control devices (S-ECU) are provided for the pressure supply devices (DV1, DV2). DV1 , S-ECU DV2 ), and / or providing at least one open-loop and closed-loop control device (S-ECU) for the at least one electric traction motor (TM1, TM2) TM1 、S-ECU TM1 ), the open-loop and closed-loop control device and the upper open-loop and closed-loop control device (S-ECU BM ) communication or two-way communication and / or communication with each other.

[0178] 5. The braking device according to embodiment 4 is characterized in that a master ECU (M-ECU) is provided for communication between the control devices. BM ) and slave ECU (S-ECU DV , S-ECU TM ), wherein the redundant bidirectional signal transmission is implemented in a wired manner or in a wireless manner or in a combination of wired and wireless, preferably in the form of redundant data radio transmission (e.g., 5G radio transmission, Bluetooth data transmission) with a short delay time.

[0179] 6. A braking device according to any one of embodiments 1 to 5, characterized in that the actuating device (BE) has a piston-cylinder unit (KZE) with two pistons (an auxiliary piston KBE and a floating piston K), the auxiliary piston of the two pistons being adjustable by means of a brake pedal (P) and defining a working chamber hydraulically connected to a travel simulator, the floating piston (K) of the two pistons sealingly separating the two pressure chambers (AR1, AR2) from each other, wherein the second outlet (VL b2 ) via the connecting line (VL a2 ) is hydraulically connected to the one second pressure chamber (AR2), and the first pressure chamber (AR1) is connected to the second pressure chamber (AR2) by means of a hydraulic connection line (VL a2' ) is hydraulically connected to the pressure supply (DV) and connected to the first outlet (VL b1 ), wherein, in the connecting pipeline (VL a2 , VL a1 ) is preferably arranged in one of the two switching valves (SV A1 , SV A2 ).

[0180] 7. A braking device according to any one of embodiments 1 to 5, characterized in that the actuating device (BE) has a piston-cylinder unit (KZE) with two pistons (an auxiliary piston KBE and a floating piston K), the auxiliary piston of the two pistons being adjustable by means of a brake pedal (P) and defining a working chamber hydraulically connected to a travel simulator, the floating piston (K) of the two pistons sealingly separating the two pressure chambers (AR1, AR2) from each other, wherein the second outlet (VL b2 ) via the connecting line (VL a2 ) is hydraulically connected to the one second pressure chamber (AR2), and the first pressure chamber (AR1) is connected to the second pressure chamber (AR2) by means of a hydraulic connection line (VL a2' ) is hydraulically connected to the pressure supply (DV) and connected to the first outlet (VL b1 ), wherein the first output VL b1 Able to use the switching valve (SV A1 ) is hydraulically isolated from the pressure supply (DV), and the second outlet VL B2 Able to use the switching valve (SV A2 ) is hydraulically isolated from the pressure supply (DV).

[0181] 8. The braking device according to embodiment 6 or 7 is characterized in that a first housing G1 is provided for the auxiliary piston with a stroke simulator, and a first housing G1 is provided for the floating piston, the solenoid valve SV A1 SV A2, FV, PD1, TV1, TV2 set up the second shell G2.

[0182] 9. The braking device according to any one of the preceding embodiments, characterized in that in the outlet pipe (VL A1 , VL A2 ) and the pressure supply (DV) are connected to each other by a normally closed isolation valve (PD1) or two normally closed valves (SV A1 , SV A2 ), so that if the pressure supply fails, actuation of the actuating device (BE) causes pressure to be directed only into the brake circuit.

[0183] 10. A braking device according to any of the preceding embodiments, characterized in that a pressure transducer (DG1, P / U), preferably a pressure transducer at the outlet (DVa) of the pressure supply device (DV1), is provided for determining the pressure in the outlet line (VLa1, VLa2) for calibration of the PPC pressure control (closed-loop pressure control via current, piston stroke and pressure-volume characteristic curve) to achieve highly dynamic and precise closed-loop pressure control and / or closed-loop pressure control operation in the event of a failure of at least one pressure transducer.

[0184] 11. The braking device according to any of the preceding embodiments, characterized in that the actuating device (BE) has a piston (DK) and a pressure chamber (AR DK ) and having an outlet line VL connected to the corresponding brake circuit (BK1, BK2) b4 , and each brake circuit can be hydraulically isolated by means of two isolation valves (TV1, TV1, R; TV2, TV2, R) arranged in series.

[0185] 12. The braking device according to any of the preceding embodiments, characterized in that an ABS / ESP unit is interconnected between the pressure supply device (DV1) and the brake circuits (BK1, BK2), wherein the ABS / ESP unit is connected to the connection point (VL) via its inlet. b1 , VL b2 ).

[0186] 13. The braking device according to any one of the preceding embodiments, characterized in that the pressure supply device (DV1) has two further connection points (VL b4 , VL b5 ), the two other connection points (VL b4 , VL b5) is used to connect to the actuating device (BE) and, by means of the pressure build-up via the pressure supply, can perform a diagnosis of the actuating unit, in particular in the event of a malfunction of the seal of the piston of the actuating device BE.

[0187] 14. A braking device according to any of the preceding embodiments, characterized in that the pressure supply device has a piston pump driven by means of an electric motor and a non-hydraulic transmission device, or a rotary pump (RP) driven in particular by an electric motor, wherein closed-loop volume control can be performed by means of the rotary pump (RP) for both pressure buildup and pressure reduction.

[0188] 15. The braking device according to embodiment 14, characterized in that the rotary pump is a gear pump (ZRP) and is of a single-stage configuration or a multi-stage configuration in which a plurality of stages are hydraulically arranged in series.

[0189] 16. Braking device according to any of the preceding embodiments, characterized in that the axle (A1, A2) has one or two wheels.

[0190] 17. The braking device according to any one of the preceding embodiments, characterized in that the pressure supply device (DV1) is divided into at least two modules (G HCU , G BE ) or having at least two shells (G HCU , G BE ), where the solenoid valve (SV A1 , SV A2 , BP1), pressure transducer (DG1, P / U) and, if present, check valve (CV1) and the hydraulic components of the pressure supply (DV) are arranged in a module (G HCU )middle.

[0191] 18. Braking device according to any of the preceding embodiments, characterized in that the actuating device (BE) is arranged in a separate module or housing (G BE ), wherein the actuating unit (BE) is connected to the housing (G) in a form-fitting and / or force-fitting manner and / or hydraulically by means of a connecting element HCU ) and / or away from the housing (G HCU ) are arranged and connected to the module (G) via signal lines and / or hydraulic lines HCU ).

[0192] 19. A braking device according to any of the preceding embodiments, characterized in that at least the pressure supply (DV), the at least one open-loop and closed-loop control device, the valve device (HCU) and the fluid reservoir (VB) are combined to form a structural unit or module, wherein the actuator (BE) is also additionally arranged in the structural unit or the module, or the actuator is arranged in a separate housing thereon or at a remote location and connected to the structural unit or to the module or to their components via data lines (DS1, DS2) and / or hydraulic lines.

[0193] 20. The braking device according to any one of the preceding embodiments, characterized in that two isolation valves (TV1, TV2) are provided, and the inlets (TV1e, TV2e) of the two isolation valves (TV1, TV2) are connected via a connecting line (VL 10 ) are connected to each other, wherein the actuating device (BE) has only one working chamber (AR) and one piston (K), wherein the working chamber (AR) is connected to the connecting line (VL10) via a hydraulic connecting line (VL4), and the outlet (TV 1a , TV 2a ) is connected to a brake circuit (BK1, BK2) via a hydraulic line.

[0194] 21. A braking device according to any of the preceding embodiments, characterized in that the piston-cylinder unit (KZE) is designed as a single master brake cylinder (HZ) with an actuating unit (BE) and three seals (D1, D2, D3) are arranged adjacent to each other in the axial direction, wherein in each case a channel (VL8, VL9) leads between two seals (D1, D2; D2, D3) to the piston-cylinder unit (KZE), in particular to the working chamber (AR) of the piston-cylinder unit (KZE), wherein the channel is connected to the fluid reservoir (VB) and a throttle valve (DR) is arranged in the connecting line (VL8).

[0195] 22. The braking device according to embodiment 21, characterized in that the diagnosis of the function of the seal is performed by measuring the leakage flow through one or both connecting lines (VL8, VL9).

[0196] 23. The braking device according to any of the preceding embodiments, characterized in that the gear pump (ZRP) is arranged or integrated in a motor housing of an electric motor driving the gear pump (ZRP), in particular at least partially in a rotor of the driving electric motor.

[0197] 24. The braking device according to any of the preceding embodiments, characterized in that the rotary pump (ZRP), its drive and valves, and the pressure transducer (DG) are combined or arranged in a structural unit, a module or a housing.

[0198] 25. A braking device according to any of the preceding embodiments, characterized in that the drive of the rotary pump or the rotor of the drive of the rotary pump operates in a dry environment or is sealed off from the hydraulic medium delivered by the rotary pump, in particular is sealed off from the hydraulic medium delivery part of the rotary pump by means of at least one seal.

[0199] 26. A braking device according to any of the preceding embodiments, characterized in that, in each case, a pressure supply device (DV1, DV2) performs closed-loop pressure control or pressure regulation in the wheel brakes of an axle (DV1 for RB1, RB2; DV2 for RB3, RB4), wherein each brake circuit (BK1, BK2) is provided for two wheel brakes.

[0200] 27. A braking device according to any one of the preceding embodiments, characterized in that a hydraulic electromechanical brake (H-EMB) is arranged at one axle (A1, A2), in particular at each wheel of one axle, wherein the hydraulic electromechanical brake (H-EMB) is supplied with hydraulic pressure by means of the pressure supply device (DV1, DV2) or is controlled by the pressure supply device (DV1, DV2), and in particular, for a parking function, the hydraulic electromechanical brake (H-EMB) provides at least a part of the braking torque required for the parking function or the entire braking torque.

[0201] 28. A braking device according to any of the preceding embodiments, characterized in that the pressure supply device (DV1, DV2) of an axle is additionally configured as a hydraulic actuator for adjusting two clutches (K1, K2) of a two-speed transmission with power shift capability, wherein the two-speed transmission transmits the torque of the traction motor (TM1, TM2) of the axle (A1, A2) to the wheel.

[0202] 29. A method for operating a braking system according to any one of embodiments 1 to 29, characterized in that in the event of a failure of the pressure supply device (DV1), braking deceleration is established at at least one axle (A1, A2) by means of at least one electric traction motor (TM1, TM2).

[0203] 30. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to method embodiment 29, characterized in that in the event of a failure of the pressure supply device (DV1), brake pressure can be selectively established at one axis (A1, A2) or two axes by means of the actuator device (BE), and a decision as to which brake circuit to supply is made in a manner dependent on a diagnosed brake circuit failure, wherein the brake circuit diagnosis is preferably performed after a braking operation or when the vehicle is stationary.

[0204] 31. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that the pressure supply device (DV1) is used to perform closed-loop pressure control in the axis (A1, A2), wherein the same pressure is set in each of the wheel brakes of an axis (A1, A2).

[0205] 32. A method for operating a brake system according to any one of embodiments 1 to 29 or a method for operating a brake system according to any of the preceding method embodiments, characterized in that the pressure supply (DV) is a gear pump (ZRP) or a motor-driven piston-cylinder unit for pressure buildup and pressure reduction, wherein, during a pressure change in one or both brake circuits (BK1, BK2), the associated switching valve (SV A1 , SV A2 ) is open.

[0206] 33. A method for operating a brake system according to any one of embodiments 1 to 29 or a method for operating a brake system according to any one of the preceding method embodiments, characterized in that the pressure supply (DV) is used to build up a pressure which is transferred to a brake circuit via a permanently open switching valve during a pressure change phase, wherein the pressure is increased by means of a further switching valve (SV A1 , SV A2 ) sets the pressure in the other brake circuit (BK1, BK2) through closed-loop control.

[0207] 34. A method for operating a brake system according to any one of embodiments 1 to 29 or a method for operating a brake system according to any one of the preceding method embodiments, characterized in that in a brake circuit, at the relevant switching valve (SV A1 , SV A2) is permanently open, the pressure is reduced by means of the pressure supply (DV), wherein in the other brake circuit, the pressure is reduced by means of the associated switching valve (SV) controlled by pulse width modulation A1 , SV A2 ) to set the pressure or to set the pressure through closed-loop control.

[0208] 35. A method for operating a brake system according to any one of embodiments 1 to 29 or a method for operating a brake system according to any one of the preceding method embodiments, characterized in that by means of the pressure supply (DV) and the switching valve (SV A1 , SV A2 ) The pressure change in the brake circuit is set in multiplexed operation successively, simultaneously or in a time-overlapping manner by closed-loop control or open-loop control.

[0209] 36. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that the pressure supply (DV) is a gear pump (ZRP), wherein pressure is built up in one direction of rotation and in another direction of rotation of the gear pump (ZRP), a pressure reduction can be generated in at least one brake circuit with the aid of the gear pump.

[0210] 37. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the preceding method embodiments, characterized in that the braking force deceleration required during the braking operation is generated by means of the at least one electric traction motor (TM1, TM2) and the pressure supply device (DV1) and the hydraulic wheel brakes, wherein, in order to maximize energy recovery (regeneration), deceleration is performed by means of the at least one electric traction motor (TM1, TM2) with the maximum torque of one electric traction motor or multiple electric traction motors, and at the same time, the hydraulic braking torque is reduced by equal braking pressures at both axes or by different braking pressures at each axis.

[0211] 38. A method for operating a brake system according to any one of embodiments 1 to 29 or a method for operating a brake system according to any one of the preceding method embodiments, characterized in that a PPC closed-loop pressure control is implemented, wherein the electrically driven piston-cylinder system of the pressure supply (DV) or the rotary pump (RZP) is controlled in an open-loop or closed-loop manner using a pressure-volume characteristic curve, an electric current or a piston position or a gear angle, wherein, in addition, at least one valve (SV A1 , SV A2) is controlled by means of PWM and / or is a current-controlled ball seat valve configured as normally open.

[0212] 39. A method for operating a braking system, in particular according to any one of embodiments 1 to 29 or according to any one of the preceding method embodiments, characterized in that only one vehicle wheel and one wheel brake are provided at each axle (A1, A2), and only one pressure supply device (DV1) is provided, and each wheel brake (RB1, RB2) is assigned to a brake circuit, wherein two switching valves (SV) for closed-loop pressure control are provided in the two brake circuits (BK1, BK2). A1 and SV A2 ), and in particular, performing ABS / ESP functional braking at each vehicle wheel by means of the pressure supply device (DV1).

[0213] 40. A method for operating a brake system according to any one of embodiments 1 to 29 or a method for operating a brake system according to any one of the preceding method embodiments, characterized in that the pressure supply device (DV1) is connected to the switching valve (SV A1 , SV A2 ) to set the pressure supply device (DV) or to set the outlet line (VL) through closed loop control a1 , VL a2 ) in which,

[0214] -In the corresponding outlet pipe (VL a1 , VL a2 ) switching valve (SV A1 , SV A2 ) is permanently open, at least one outlet line (VL) is set by means of a variable inlet pressure control or by closed-loop control by means of the pressure supply (DV). a1 , VL a2 ) connection point (VL b1 , VL b2 ), and / or

[0215] - Setting a variable inlet pressure by means of the pressure supply (DV) and operating the corresponding switching valve (SV) by means of pulse width modulation (PWM) A1 , SV A2 ), to set or set at least one outlet pipeline (VL through closed loop control a1 , VL a2 ) connection point (VL b1 , VL b2 ), and / or

[0216] - by closing the relevant switching valve (SV A1 , SV A2 ) so that at least one outlet line (VL a1 , VL a2 ) connection point (VL b1 , VL b2 ) is decoupled from the pressure supply (DV) to maintain the pressure in the wheel brake.

[0217] 41. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that the pressure in the brake circuit (BK1, BK2) is set simultaneously, in a time-overlapping manner or successively or by closed-loop control with the aid of the pressure supply device and / or the at least one electric traction motor (TM).

[0218] 42. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that axis-specific closed-loop pressure control is performed with the aid of the braking device for optimized regenerative control.

[0219] 43. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the preceding method embodiments, characterized in that, for steering assistance by means of the braking system, by means of one or more pressure supply devices (DV1, DV2, Figure 3a , embodiment) uses wheel brakes at one or two axles to selectively brake the vehicle wheels to generate steering torque or yaw torque.

[0220] 44. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that the braking system provides pressure to the wheel brakes of one or both axles during braking, the pressure being such that neither wheel of the one or both axles is locked or the pressure is lower than the locking pressure of the wheel with the greatest locking tendency (so-called selective low ABS control).

[0221] 45. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that, in order to prevent wheel locking, the braking system generates a pressure for each axle (A1, A2) that is lower than the locking pressure of the vehicle wheel of that axle or the locking pressure of the vehicle wheel of the corresponding axle (A1, A2) of the two wheels having the greatest locking tendency (so-called axle-specific ABS control).

[0222] 46. ​​A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that, in order to prevent wheel locking, the braking system sets a pressure lower than the locking pressure of the corresponding wheel for each vehicle wheel by means of the at least one pressure supply device (DV1, DV2) or sets it through closed-loop control, thereby providing an ABS function.

[0223] 47. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that the pressure supply device (DV1) generates braking pressure only for the wheel brakes (RB1, RB2) of one axle (A2), preferably the front axle, wherein a braking torque is generated at the other axle by means of an electromechanical brake (EMB) and / or by means of at least one electric drive motor (TM1, TM2).

[0224] 48. A method for operating a braking system according to any one of embodiments 1 to 29 or a method for operating a braking system according to any one of the aforementioned method embodiments, characterized in that the braking system provides an ESP function by means of the at least one pressure supply device (DV1, DV2), in which a separate pressure is set for each vehicle wheel or is set via closed-loop control.

Claims

1. A driving dynamics system comprising: - a first axle (A1) and a second axle (A2) having wheels; - at least one electric traction motor (TM1, TM2) for driving and braking at least one of said wheels; - hydraulic wheel brakes (RB1, RB2, RB3, RB4) for braking the wheels; at least one pressure supply device (DV1) having a pressure supply (DV), comprising a piston-cylinder unit (KZE) driven by an electric motor (M) or a rotary pump, wherein the pressure supply is designed to build up pressure; a software module comprising a central brake management (BM) which controls the at least one electric traction motor (TM1, TM2) and the pressure supply device (DV1) such that, through the interaction of the pressure supply device (DV1) and the at least one electric traction motor (TM1, TM2), a braking deceleration can be set individually for at least each axle (A1, A2) and / or for each wheel brake (RB1, RB2, RB3, RB4); - solenoid valves for individual wheel control of at least two wheels of said first axle (A1) and / or said second axle (A2), wherein the solenoid valve is arranged in a corresponding connecting line between the pressure supply device (DV1) and the corresponding wheel brake (RB1, RB2, RB3, RB4); It is characterized in that The central brake management (BM) is additionally configured to use electric power steering (EPS) and to perform torque vectoring using: - at least one of the hydraulic wheel brakes (RB1, RB2, RB3, RB4); and / or - said at least one traction motor (TM).

2. The driving dynamics system according to claim 1, wherein: During braking, energy can be recovered by means of the traction motors (TM1, TM2).

3. Drive dynamics system according to one of the preceding claims, wherein: The pressure supply (DV) is configured to both build up and reduce pressure.

4. Drive dynamics system according to one of the preceding claims, wherein: During simultaneous regeneration, an electric brake force distribution (EBV) is implemented between the first and second axles (A1, A2) via the central brake management (BM).

5. Drive dynamics system according to one of the preceding claims, further comprising the following: a first brake circuit (BK1) having a first outlet line (VLa1) for supplying the first brake circuit (BK1), wherein The first outlet line (VLa1) includes at least one first switching valve (SVa1), in particular a first first switching valve (SVa1) and a second first switching valve (SVa1,r) for selectively opening and closing the first outlet line (VLa1); as well as - a second brake circuit (BK2) having a second outlet line (VLa1) for supplying the second brake circuit (BK2), wherein the second outlet line (VLa2) comprises at least one second switching valve (SVa2), in particular a first second switching valve (SVa2) and a second second switching valve (SVa2,r) for selectively opening and closing the second outlet line (VLa2), wherein a pre-pressure control is configured by the pressure supply device (DV) to control the pressure in the first brake circuit (BK1) via the at least one first switching valve (SVa1), wherein the at least one first switching valve (SVa1) is opened and the at least one second switching valve (SVa2) in the second brake circuit (BK2) is controlled, in particular by pulse width modulation or by current control.

6. Drive dynamics system according to one of the preceding claims, characterized in that The pressure supply device (DV1) is arranged in a first housing, and an actuating device (BE) with a brake pedal (P), in particular in the form of a hydraulic actuating unit with a travel simulator (WS) or an electric pedal (EP), is arranged in a second housing.

7. Drive kinematics system according to one of the preceding claims, in particular claim 6, It is characterized in that The braking force at the axle (A1, A2) is generated by the interaction of the pressure of the actuating unit (BE) and / or the pressure supply (DV1) with the braking torque of the at least one electric traction motor (TM1, TM2), wherein the open-loop and closed-loop control device (ECU BM ) control components enable braking deceleration at low vehicle speeds (<120 km / h) to be preferably achieved only or predominantly (>2 / 3 of the deceleration) with the aid of the electric traction motor (TM), so that as much kinetic energy of the vehicle as possible can be converted into electrical energy and stored.

8. Drive dynamics system according to one of the preceding claims, characterized in that The pressure supply device (DV1) has at least two outlet lines (VLa1, VLa2) and at least two connection points (VLb1, VLb2) to the brake circuit (BK1, BK2), the ABS / ESP unit (ABS / ESP) and / or the actuating unit (BE).

9. Drive dynamics system according to one of the preceding claims, characterized in that Two switching valves (SVa1, SVa2) are arranged between the pressure chamber of the pressure supply (DV) and the output connection point (VLb1, VLb2), so that independent brake circuit pressure closed-loop control (such as EBV function, 2-channel ABS) is performed with the help of the switching valves (SVa1, SVa2) and the pressure supply device (DV1) (for example, through the PPC pressure progression closed-loop method).

10. Drive kinematics system according to one of the preceding claims, in particular claim 5, It is characterized in that An ABS / ESP unit is interconnected between the pressure supply device (DV1) and the brake circuit (BK1, BK2), wherein the ABS / ESP unit is connected to the connection point (VLb1, VLb2) via its inlet.

11. Drive dynamics system according to one of the preceding claims, characterized in that The software module is configured such that it performs open-loop control and / or closed-loop control on the at least one first switching valve and / or the at least one second switching valve.

12. An unmanned vehicle having a drive dynamics system according to one of claims 1 to 11, characterized in that No actuator unit (BE) is provided, and the drive kinematics system operates in AD-Ctrl mode.

13. A racing vehicle having a drive dynamics system according to one of claims 1 to 11, characterized in that EBV optimization and simultaneous regeneration via at least one electric motor at one or both axes are performed through highly dynamic and precise closed-loop control of the braking torque for each axle.

14. An electric vehicle having a drive dynamics system according to one of claims 1 to 11.

15. A method for operating torque vectoring control in a drive dynamics system, comprising the steps of: -Control the Electric Power Steering (EPS); - controlling at least one hydraulic wheel brake (RB1, RB2, RB3, RB4) and / or at least one traction motor (TM).

16. The method according to claim 15, wherein The drive dynamics system is a drive dynamics system according to one of claims 1 to 11.

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