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 filed on February 28, 2022, with application number 202080061333.9 and entitled "Braking Device Specifically for Electric Motor Vehicles". The international filing date of the parent application is August 20, 2020, with international application number PCT / EP2020 / 073327 and priority date is August 30, 2019. Technical Field

[0002] The present 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 by means of the electric traction motor during braking, each wheel has a wheel brake, and is provided with a pressure supply having a pump driven by a motor, and the pump is in the form of a piston-cylinder unit or a rotary pump, the pressure supply being able to both build up pressure and reduce pressure, particularly by the back-and-forth movement of the piston of the piston-cylinder unit or the reversal of the rotation direction of the rotary pump, and has at least one pressure supply outlet. Background Technology

[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 actuation unit. Furthermore, WO2018215397A1 discloses a recuperation braking management system having a motor and braking system at one shaft.

[0004] PPC pressure control systems for electrically driven piston-cylinder systems that utilize pressure-volume characteristic curves, current, and piston position are known from, for example, EP 1874602 B1, DE 102005055751 B3, DE 102005018649 B3, DE102005063659 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 braking system in which pressure changes in the wheel brakes are achieved using pressure-volume characteristic curves, wherein piston control is performed by means of motor current measurement and / or piston position determination (so-called PPC pressure control), wherein each wheel brake is assigned a switching valve, and during pressure changes, the switching valve assigned to the wheel brake is permanently open. To maintain the pressure in the corresponding wheel brake, the corresponding switching valve is closed.

[0006] DE 102005018649 B3 also discloses a characteristic plot for pressure control that undergoes adaptive adjustments during operation. The purpose of the adaptive adjustments 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 braking system.

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

[0008] EP1907253B1 discloses a braking system with an actuator, particularly an actuator in the form of a brake pedal, wherein the braking system has open-loop and closed-loop control devices for controlling an electric drive unit based on the movement and / or position of the actuator, wherein the drive unit regulates the piston of a piston-cylinder system via a non-hydraulic transmission device fixedly coupled to the piston, thereby setting a pressure in the working chamber of the cylinder, wherein the working chamber is connected to the wheel brakes via pressure lines. Valves controlled by the open-loop and closed-loop control devices are arranged in the pressure lines of each wheel brake, wherein, in the event of a drive unit failure, the actuator regulates the piston or the drive unit. Here, the electric drive unit regulates the piston via a rotor and a main shaft driver as a reduction transmission device, thereby causing the piston to generate the pressure changes required for increased braking force and the anti-lock braking system (ABS). The valve closes after the required braking pressure has been reached in the brake cylinder, and also opens during ABS operation to set both a new lower braking pressure and a new higher braking pressure. Summary of the Invention

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

[0010] This objective is advantageously achieved by means of the braking system described in the following embodiments of the invention. Advantageous improvements to the braking system arise from features in further embodiments of the invention.

[0011] Advantageously, the braking system according to the invention is characterized by having a central braking management system having a central open-loop and closed-loop control device (M-ECU) for the electric shaft drive motors (TM1, TM2) and the electrically driven pressure supply devices (DV1, DV2). BM ) and from open-loop and closed-loop control devices (E-ECU) i This allows for the specification of setpoint braking torques at multiple axles or at multiple wheel brakes on a single axle, for both electric traction motors and hydraulic wheel brakes, and therefore for the pressure supply device. Here, the central brake management system can be located in separate open-loop and closed-loop control units (M-ECU) from the pressure supply device. BM In, or in the open-loop and closed-loop control units (S-ECU) of the pressure supply device. DV1 This includes or forms part of a central braking management system. The central braking management system can be a software module of a central drive dynamics control system based on the domain structure of modern electric vehicles.

[0012] The braking system according to the invention can perform brake pressure specific to the brake circuit, and can also additionally use one or more electric drive motors (hereinafter also referred to as electric traction motors) located at the front and / or rear axles of the motor vehicle to generate deceleration torque, and in doing so, recover the electrical energy (regenerate) by means of the traction motor through braking by means of the traction motor.

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

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

[0015] In Embodiment B (2x2 channel braking force control), wheel-specific deceleration of the axle is combined with regeneration of the axle's electric drive motor. In addition to that in Embodiment A, torque vector control, steering, and ABS / ESP functions can be implemented on the axle. Therefore, the electric power steering system at the axle and the steering system control via a central management system can also be jointly integrated. Furthermore, in Embodiment B, the steering function of the braking system via yaw moment control is used as redundancy for the electric power steering system or to improve agility. Thus, in the event of a failure in the electric power steering system during operation, driving stability can be maintained by means of the brakes. Moreover, 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, by means of electric power steering at the front axle and simultaneous torque vector control intervention at the rear axle. In the second Embodiment B, one or more drive motors can be provided on the axle, for example, an axle drive using one or two motors, a steering system at the front axle and optionally the rear axle, and hub motors at each wheel. The same or different solutions can be combined at different axles. Preferably, a corresponding 2-channel control module is provided for each axle for black / white braking force distribution, with the advantage of a short hydraulic line between the pressure supply and the brake. This implementation is suitable for electric axles. If diagonal braking force distribution is necessary, in a typical diagonal braking force distribution, each 2-channel control module can also provide wheel brakes at both the front and rear axles in each case; the disadvantage is that the hydraulic lines must be routed through the vehicle.

[0016] In both embodiments, the pressure in the closed braking circuit is set using a pressure supply device via a PPC method or by means of a closed-loop control. During closed-loop control operation, i.e., at different wheel pressures in the braking circuit, the pressure in the braking circuit is set simultaneously, in a time-off manner (particularly using a multiplexing method), or partially simultaneously (i.e., in a time-overlapping manner) or by means of closed-loop control, according to the disclosure of EP1907253B1. For this purpose, the braking system according to the invention has two connecting lines that connect the pressure supply to two braking circuits, wherein in each connecting line, a switching valve is arranged for selectively closing and opening the corresponding connecting line. For safety reasons, the switching valve can preferably be designed such that a corresponding hydraulic outlet at the ball seat of the switching valve is connected to the wheel brake via a hydraulic line, so that in the event of a failure, the pressure in the wheel brake automatically opens the solenoid valve, and the braking pressure can always be safely reduced in the event of a failure. The switching valve can be permanently open for the duration of the pressure change in the relevant braking circuit, wherein the pressure change is performed by the pressure supply device.

[0017] In addition to multiplexing control, or as an alternative, the pressure supply can also provide pressure through a combination of PPC (Pulse Width Modulation) and PWM or current control of the switching valve. Therefore, with the switching valve open, the PPC method is used to control the pressure in one braking circuit via admission pressure control in a closed-loop or open-loop manner, while in the other braking circuit, the switching valve is controlled via pulse width modulation or current control. In this way, different pressures can be set simultaneously or partially simultaneously, or through closed-loop control, in both braking circuits, thus achieving different pressure change curves simultaneously. Pressure curve control can be used for finely metered EBV control or shaft-specific ABS control, as well as for precise coordination between the braking torque generated by the pressure supply and the braking torque curve of the motor.

[0018] Solenoid valve multiplexing and / or PWM control methods offer all degrees of freedom for high-precision, circuit-specific control of the braking loop while maintaining the high fault safety of a closed braking loop. This advantageously avoids potential faults and allows for good, simple, and reliable diagnosis of leaks. To use PWM or current control methods, the solenoid valve must be designed as a normally open switching valve, allowing the variable opening cross-section to be set by controlling the voltage of the solenoid valve's coil.

[0019] The pressure supply device can also be used to achieve simplified control functions, namely simplified axle-specific ABS control operation (Implementation A), in which wheel pressure is controlled on an axle-specific basis rather than a 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 brake force control (EBV function), more aggressive deceleration can be achieved at all wheels compared to pure select-low control because the braking force distribution can be divided according to the axle load distribution at the front and rear axles; that is, in cases of aggressive deceleration, a lower pressure is set at the rear axle compared to the front axle. The same applies to road vehicles, where axle-specific control only results in limitation during μ-split operation, that is, 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 up. This results in a longer braking distance, but the vehicle can still steer.

[0020] With the aid of Embodiment B of the braking system according to the invention, wheel-specific control can be performed at one axle, thus giving the system all degrees of freedom. Embodiment B allows for wheel-specific ABS / ESP, as well as anti-slip control (ASR), torque vectoring control, and steering intervention. Embodiment B provides all degrees of freedom for the axle adjuster and can be used in modern electric axle modules with high-power electric traction motors. It can also be easily extended via other valve circuits to supply pressure to other hydraulic actuators in the electric axle (e.g., actuation of the clutch in a dual-clutch system, preferably used in modern electric vehicles and as part of the vehicle axle in two-ratio transmissions). Since shifting and braking do not occur simultaneously, the MUX operation of the brake and clutch does not result in any functional limitations.

[0021] Similarly, the braking system of the present invention according to the first embodiment A may be equipped with a known standard ABS / ESP unit interconnected between the pressure supply device and the braking 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 invention can still utilize regeneration to enable axle-specific brake pressure control / axle-specific ABS function. This means that redundancy requirements for various levels, Level 3 and Level 4 of autonomous driving (AD) can be met (see ATZ [Aut omobiltechnische Zeitschrift, German automotive industry journal] article). (For autonomous driving” [Braking force boosters for autonomous driving], Issue 3 / 19). Furthermore, the two braking modules can be applied separately and obtained from different suppliers, including the central brake management (M-ECU). BM Preferably, it appears 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 present invention will be described in more detail below:

[0023] - The advantageous possibility of incorporating the braking system and its braking control into the domain structure of the central drive dynamics control system has the following possibilities: optimizing the overall drive dynamics and incorporating multiple actuation devices for braking, steering and damping, as well as incorporating an electric traction motor.

[0024] Central 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 heat generation can be reduced by distributing braking energy between the mechanical / hydraulic brake and at least one electric drive motor or traction motor, where the motor can dissipate heat very effectively due to typical water cooling. This reduces the fading effect, and the hydraulic braking system can be designed for lower pressures, meaning the size of the pressure feeder can be reduced. For example, the drive motor for the pressure feeder can be designed for low torque. Furthermore, the load cycles with maximum load can be reduced, and mechanical components (e.g., spindle drive and piston seals) can have simpler designs because low hydraulic loads act on the pressure feeder. Simple transmission devices, such as trapezoidal spindles made of plastic or plastic housings for the pressure feeder, and / or the use of inexpensive rotary pumps as the pressure feeder, can also be considered. However, this requires very powerful electric drive motors with outputs exceeding 100kW. However, the aforementioned potential for size reduction can be offset by other control requirements, such as prolonged anti-skid control (ASR) operation on surfaces with different coefficients of friction, where permanent operation under high pressure occurs. Therefore, the potential for such size reduction may be limited to vehicles operating at low speeds in certain climate zones where they do not need to meet stringent ASR requirements (e.g., vehicle operations in India).

[0025] - Precise PPC control, either advantageous multiplexing control (MUX control) or PWM control with valves, can be used for pressure build-up and / or pressure reduction, thus allowing a great many degrees of freedom in precise pressure control of multiple hydraulic actuators. Furthermore, a combination of MUX control and PPC / PWM control is possible, enabling very precise coordination with at least one electric drive motor while allowing the setting of brake pressure specific to the brake circuit;

[0026] Compared to known braking systems on the market, such as the MKC1 braking system based on DE102013224313A1 or the braking system based on US9981645B2, 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 because in known braking systems, the PPC method, MUX control, and PWM control of the outlet valve are not used for pressure build-up and pressure reduction, or can only be used partially due to the limitations of 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. Meanwhile, the central drive dynamics control according to the invention can be used to supplement the braking torque of the motor to increase power in the axle braking torque distribution and maximize the braking torque. This allows for optimization of braking deceleration while taking into account different axle loads, such as during rapid deceleration, significantly higher pressure at the front axle, or the resulting different braking torque distribution requirements at the axle; this feature is very important for racing vehicles such as rally cars with electric drives at the front and rear axles, or so-called supercars or top-of-the-line sports cars with drive power >300kW and high dynamic requirements.

[0027] -The following are advantageous possibilities: By optimizing the braking torque and establishing dynamics through the simultaneous use of a hydraulic braking system and an electric motor, it is possible, for example, to achieve a shorter time to reach lock-up pressure, especially in the case of emergency braking functions;

[0028] - The following possibilities exist: Optimizing regenerative performance using electric motors allows for complete or substantial deceleration, particularly over two-thirds (2 / 3) of the deceleration, to be achieved, for example, at low vehicle speeds (<120 km / h), using one or two electric drive motors (traction motors). Here, deceleration performance is limited by the maximum power and maximum torque of the motors.

[0029] - In multiplexed operation (MUX operation), the control of the braking pressure by means of the pressure supply device is simple and reliable, and the overhead of the valve in the simultaneously closed braking circuit is very low. That is to say, the outlet valve connecting the braking circuit to the reservoir can be omitted during closed-loop control operation. The advantage of omitting the outlet valve is that the braking circuit is not hydraulically connected to the reservoir during active operation, and therefore undetected leaks in the valve, such as due to dust particles in the valve seat (potential fault), can be prevented or diagnosed, which increases reliability.

[0030] -In certain embodiments of the system according to the invention, see particularly Figure 3 and Figure 3aThe embodiments shown and described provide a very high availability of the braking system due to the redundancies listed below, which may be provided individually or in combination, or all of them, in the braking system according to the invention:

[0031] a) Redundant and simultaneously diagnosable seals in both the actuator and the pressure supply unit.

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

[0033] c) Redundant valves connected in series between the pressure supply unit and the braking circuit, and between the actuation unit and the braking circuit.

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

[0035] e) Redundancy achieved by means of motor braking in the event of a fault or partial fault in the pressure supply unit.

[0036] f) Redundant data transmission, for example, through redundant wired data transmission or wireless data transmission with high security standards (e.g., using data transmission options with low latency such as 5G radio data transmission or new Bluetooth protocols) or a combination of wired and wireless data transmission.

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

[0038] -Because it is designed as a closed system (with no potential faults), the possibility of diagnosing hydraulic faults (e.g., leaks or brake circuit faults) is very high, and it is also possible to diagnose pressure build-up by means of the pressure feeder;

[0039] The pressure supply unit 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 driven by an electric motor, especially a gear pump. The difference lies in the fact that, in both embodiments, either a piston pump or a rotary pump can be used to build up and reduce pressure, and therefore the aforementioned control methods 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 through 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, it is additionally necessary to identify and account for rotary pump leakage due to its operating principle in the control.

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

[0041] - The braking system can advantageously have a modular structure for various implementations, some of which are listed below:

[0042] a. The central braking management system is a separate unit or module or pressure supply device or part of the control unit of the central domain of the vehicle dynamics management system;

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

[0044] c. Distributed systems with individual actuation units;

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

[0046] e. An integrated unit in which the actuation unit and the pressure supply are combined with a 2-loop control in one module;

[0047] f. A pressure supply formed by a piston-cylinder unit driven by an electric motor or transmission device, or by a rotary pump driven by an electric motor, particularly in the form of a gear pump;

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

[0049] h. The ABS / ESP control unit is a standalone system with a dedicated pressure supply (redundant) or a simple valve control unit that uses the braking system for pressure control.

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

[0051] k. A pressure supply device in the form of a rotary piston pump, wherein the shaft of the rotary pump is oriented perpendicular to the shaft of the piston-cylinder unit of the actuation unit, wherein the rotary pump and the solenoid valve are integrated in a single structural unit.

[0052] 1. A fully variable braking system, which is used in an electric axle module for ABS / ESP, torque vector control, steering intervention, and simultaneous regenerative control by means of a motor, and thus provides all degrees of freedom for dynamics, as well as precise wheel-specific pressure control and high fail-safety, redundancy, and a closed braking circuit. However, according to prior art solutions such as WO2018 / 130406, since the check valve is connected in parallel with the solenoid valve of the wheel brake, it is not possible to maintain pressure in one wheel while simultaneously reducing pressure in other wheels. The axle module according to the invention has no functional limitations and further exhibits higher control dynamics. This facilitates the development, application, and optimization of a central drive dynamics control system with regenerative braking and steering intervention by means of a motor, without relying on the limitations of existing system solutions. Furthermore, this module can be combined with different system solutions at other axes (e.g., a hydraulic pressure supply as a redundant electromechanical brake H-EMB, or a second-axis module with the same structure as the first-axis module), the difference being that the pressure supply structure is cheaper and can be easily integrated into pure brake-by-wire solutions with electric pedals or into the central drive dynamics control system of driverless vehicles (robot taxis) without actuators.

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

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

[0055] - A braking system for racing vehicles that features highly dynamic and precise axle-specific braking torque control in the context of EBV optimization (EBV = Electronic Brakeforce Distribution) and simultaneous regenerative function by means of at least one motor at at least one or two axles.

[0056] - For vehicles that do not have axle-specific ABS control or only have axle-specific ABS control, such as test vehicles for the development of a central vehicle dynamics control system with motors at multiple axles in racing, or vehicles with low ABS control requirements such as low-speed passenger vehicles.

[0057] - Vehicles used in so-called supercars or top-of-the-line sports cars that have very high drive power and high drive dynamics requirements, and have electric traction motors at multiple axles or at multiple wheels on one axle.

[0058] - This is used for two-wheeled vehicles, such as electric scooters or electric mobility scooters, where each wheel has a corresponding motor, making full two-wheel ABS control possible. For two-wheeled solutions, solutions such as... Figure 2a , Figure 2b , Figure 2c The diagram shows a low-cost electrically driven gear pump with an integrated hydraulic unit (HCU), modified to replace the axle with two wheels, requiring only one wheel in the braking circuit. Similarly, a system based on... Figure 6a , Figure 6b The design incorporates a gear pump with an integrated HCU and valves. Compared to conventional two-wheel ABS systems with piston pumps, pressure can be controlled very precisely and dynamically via PPC pressure control and multiplexing operation, as well as PWM control of the solenoid valves. Optionally, regeneration can be coordinated with electric drive motors at the wheels, where EBV control can be additionally implemented. This improves braking performance and safety in two-wheeled vehicles. Preferably, the central brake management system is then integrated into the ECU of the pressure supply unit.

[0059] - For electric bicycles (electric pedal bikes) with a central motor or hub motor, wherein the central control according to the invention implements ABS function at both wheels, for example, by incorporating the torque of the hub motor. If a central motor is included, it must be ensured that the central drive motor does not generate any drive torque or braking torque during ABS operation and does not affect the drive motor. For cost reasons, it is preferred here that the pressure supply unit, which is a rotary pump with two switching valves in the embodiment, is correspondingly integrated with the braking system (e.g., Figure 2c A cheap solution.

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

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

[0062] - Modular supplementation is achieved through a separately operated ABS / ESP control unit, wherein two units can then be obtained from a separate brake manufacturer, and the two units can also be applied to the vehicle separately, wherein the application of the main braking system according to the invention can be performed by the vehicle manufacturer.

[0063] - Modular use in conjunction with an additional wheel braking module at the second axle (e.g., the rear axle), wherein, for example, an electromechanical brake (EMB) or a hydraulically assisted electromechanical brake (H-EMB) is used, wherein, in the braking system according to the invention, the two braking circuits of the braking system are then distributed between the wheels of the front axle, such that the braking system according to the invention can form a complete ABS / ESP system with steering intervention and torque vector control as well as additional degrees of freedom that are simultaneously regenerated, wherein both the axle module according to the invention and the electromechanical brake EMB are integrated into the braking management system and are centrally controlled. This variant of the braking system according to the invention is intended for electric pedal solutions or pedalless autonomous vehicles. 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] Possible embodiments of the braking system according to the present invention will now be discussed in more detail with reference to the accompanying drawings. Attached Figure Description

[0065] In the attached diagram:

[0066] Figure 1 The first possible embodiment of the braking system according to the invention is shown, which has a modular structure having a series master brake cylinder and a dual-loop back-off stage at the front and rear axles.

[0067] Figure 1a This paper illustrates a first possible implementation of a central brake management system for a braking system, which is used for driver demand-based control (FW) or alternative control (AD-Ctrl) in the case of automatic driving.

[0068] Figure 1b This illustrates another possible implementation of the braking system, wherein a second braking circuit is connected to a pressure supply device via a piston-cylinder unit of the actuation device, and a switching valve is arranged between the connection point of the piston-cylinder unit and the pressure supply device;

[0069] Figure 1c This illustrates another possible implementation of the braking system, wherein a second braking circuit is connected to a pressure supply device via a piston-cylinder unit of the actuation device, and a switching valve is arranged between the piston-cylinder unit and the pressure supply device's pressure feeder;

[0070] Figure 2a: Shows according to Figure 1 A modified implementation of the method, which has a single master brake cylinder with a branch circuit and a master brake cylinder with redundant diagnostic seals, as well as a gateway circuit.

[0071] Figure 2b : Shows according to Figure 2a A modified implementation, wherein only the actuation unit acts on the second braking circuit in the retraction stage, and wherein braking torque can be achieved by means of the braking action of the motors at the front and rear axles in the event of a braking circuit failure.

[0072] Figure 2c : shows as Figure 2b In one implementation, the pressure supply is configured as an electrically driven rotary pump, such as a gear pump, wherein the pressure can be controlled by an angle sensor (position of the gear pump) and current (torque).

[0073] Figure 3 This illustrates a fail-safe, redundant implementation with an electric pedal for regeneration and axis-specific pressure control in MUX and PWM operation.

[0074] Figure 3a This demonstrates an electric axle solution with central control and multiple redundancies in wheel-specific control and braking systems.

[0075] Figure 3b A cross-sectional view of the hydraulically assisted electromechanical brake H-EMB is shown.

[0076] Figure 4 The following diagram illustrates the basis for an ABS / ESP unit supplemented with separate operation. Figure 1c Implementation methods;

[0077] Figure 5 This illustrates a pressure supply unit with 2x3 phases and redundant diagnostic seals;

[0078] Figure 6a and Figure 6b This illustration shows a pressure supply unit with a rotary pump and HCU integrated into the motor;

[0079] Figure 7a This demonstrates a 2-channel pressure build-up control with PPC control and additional PWM control for the valve that connects the pressure supply DV to the rear shaft.

[0080] Figure 7b This demonstrates a 2-channel pressure reduction control with PPC control and additional PWM control for the valve that connects the pressure supply DV to the front shaft.

[0081] Figure 7cThis illustrates 2-channel MUX control;

[0082] Figures 8a to 9b This illustrates various possible modular designs for the braking system according to the present invention, particularly the embodiments described above;

[0083] Figure 10 This illustrates a braking system for a two-wheeled vehicle (one wheel on one axle). Detailed Implementation

[0084] Figure 1 A first possible embodiment of the braking system according to the invention is shown, which has an M-ECU controlled by means of a central open-loop and closed-loop control device. BM The central control according to the invention, the central open-loop and closed-loop control device M-ECU BM The open-loop and closed-loop control unit S-ECU sends control signals to the pressure supply unit DV1 of the braking system. DV1 S-ECU, the open-loop and closed-loop control device for traction motors TM1 S-ECU TM2 And read the open-loop and closed-loop control device S-ECU from the actuation unit BE. BE The braking system is modular and features a separate actuation unit (BE) and pressure supply device (DV). It receives driver demand signals.

[0085] The actuation unit BE has a brake pedal P and an actuation lever ST, which act on a tandem master brake cylinder. This master brake cylinder is equipped with a pressure piston DK and a pressure piston working chamber AB1, as well as a floating piston SK and a 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 actuation unit BE, or if the force-stroke sensor system KWS according to WO2012059175A1 is used for force measurement, the pressure transducer in the pressure supply can be completely omitted. The pressure chambers AB1 and AB2 of the pressure piston DK and the floating piston SK are sealed to the reservoir VB via a vent SD for volume replenishment purposes. The actuation unit BE is isolated from the pressure supply units DV / DV1 by means of isolation valves TV1 and TV2.

[0086] The pressure supply device DV consists of an electrically driven piston-cylinder unit and an HCU. The electrically driven piston-cylinder unit has sensors for detecting the rotor's angular position α, motor current i, and temperature T. The HCU has a pressure transducer DG1, switching valves TV1 and TV2 for isolating the master brake cylinder from the brake circuit used for brake-by-wire operation, and a switching valve SV for brake circuit-specific control via the pressure supply device DV. A1 and SV A2 Additionally, a stroke simulator WS is configured, which is connected via pipe V. L5 The pressure chamber AB1 is hydraulically connected to the pressure piston and can be closed by means of the stroke simulator closing valve TVWS.

[0087] To control the braking pressure in a manner coordinated with regenerative control via a shaft-driven motor TM2 or TM1, a PPC control method is used. This method evaluates the rotor angular position α, the motor current i, and optionally the motor temperature T, supplemented by an evaluation of a pressure-volume characteristic curve according to existing technology, which is preferably adaptively adjusted during operation. If a temperature sensor is used, the motor temperature T is used to adaptively adjust 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 dynamic pressure variation control, as control via current i is more dynamic because the pressure transducer exhibits a time delay in detecting the actual value as a setpoint signal. If precise setting of the setpoint pressure is critical, the pressure transducer is primarily used for setpoint pressure control, although it can also be used for overall control. Additionally, the pressure transducer is used to calibrate the pressure-volume characteristic curve, which varies during operation, for example, due to air inclusions. If the pressure transducer fails, control is performed only via current i, angular position α, and the pressure-volume characteristic curve, thus providing additional redundancy.

[0088] Switching valve SV A1 and SV A2 It is configured as a normally closed valve to isolate the pressure supply unit DV from the actuation unit BE in the fallback stage. To achieve simultaneous control of both axes, a multiplexing method (MUX method) according to the prior art is used. Figure 7c The method is described again here. Additional PWM control of the valve is not possible because, in this implementation, the switching valve is configured to be normally closed.

[0089] Figure 1a The structure of the central braking management system for embodiments A and B is shown; that is, in embodiment A, for example, according to Figure 1The braking system, wherein control is performed by means of the actuation unit BE according to the driver's needs (FW), or alternatively, in automatic driving operation (AD-Ctrl), control is performed by means of the setpoint signal AD-Soll of the brake management system (BM). Here, the wheel speed V is also... R1 V R2 V R3 V R4 Other signals (such as yaw moment) are also taken into consideration. Here, the brake management system will consider the setpoint torque M. soll Sending to the S-ECU control system of the electric traction motor TM1 / TM2 And will target the set pressure p of the pressure supply unit. soll1 p soll2 Sending data to the S-ECU control unit of the pressure supply device DV1 DV1 Set pressure p soll1 and p soll2 This refers to the control signals that the pressure supply device DV1 should set in the brake circuits BK1 and BK2 for control specific to the brake circuit. In the case of driverless vehicles, the actuation unit can be omitted, and the system operates only during AD-Ctrl operation.

[0090] Then, the following functions are preferably implemented in the central brake management system of embodiment A:

[0091] ● Shaft-specific pressure control (regeneration) for regeneration.

[0092] ●Electrical Brakeforce Distribution (EBV)

[0093] ● Axle-specific ABS for four-wheeled vehicles, ABS for two-wheeled vehicles.

[0094] If it is implementation method B (as shown in the example below) Figure 3a As discussed earlier, where each braking circuit has wheel-specific control of a wheel brake, the brake management system is extended to include an additional S-ECU. DV2 Or another brake actuator (e.g., EMB), using the brake management system to send the setpoint pressure signal p soll3 and p soll4 Additional pressure is supplied to a second pressure supply unit DV2 to control the two wheel brakes in one braking circuit separately in each case (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 setpoint braking torque is sent as a setpoint signal. In addition to the setpoint pressure p... soll1 p soll2 p soll3 and psoll4 It can also set the braking torque M. soll1 M soll2 M soll3 and M soll4 Send to S-ECU DV1 and S-ECU DV2 Then, in the corresponding S-ECU, the set value braking torque is converted into a set value pressure.

[0095] Electric power steering system (S-ECU) EPS The S-ECU can also be optionally integrated into the brake management system. This is used in cases of steering system redundancy (emergency steering in case of power steering failure). DV1 or S-ECU DV2 Torque vector control or yaw moment intervention is synchronized with the electric power steering (EPS) system or by using electric power steering and torque vector control simultaneously to improve flexibility.

[0096] Then, the following main functions are preferably implemented in the central braking management system of embodiment B:

[0097] ● Axis-specific pressure control for maximizing regeneration using a traction motor

[0098] ● Electronic Brakeforce Distribution (EBV)

[0099] ● Wheel-specific ABS, ESP, ASR

[0100] ●Vehicle steering (steering / yaw moment intervention of power steering and braking systems)

[0101] • Activate the electric parking brake (H-EMB)

[0102] The brake management system can be extended to include additional axles and additional pressure actuators for those axles (e.g., for heavy-duty trucks), and in addition to the functions described above, the conventional functions and driver assistance functions of the ABS / ESP system can be implemented in the central brake management system, or optionally relocated from the ECU or AD-CRT control system.

[0103] Figure 1b An X-Boost electric braking force enhancer for a two-box braking system, as defined on page 4 of WO2018233854A1, is shown and described in the patent text. X-Boost in WO2018233854A1 is used in an ESP system. Unlike this disclosure, X-Boost operates as a separate unit without a second box (ESP unit) and has two switching valves SV for individually operating brake circuits BK1 and BK2.A1 and SV A2 The pressure is controlled by the back-and-forth movement of the piston in the pressure feeder DV, wherein the pressure is controlled via the PD1 valve and SV. A1 The valve transmits power to the brake circuit BK1 via a hydraulic connection, then through the PD1 valve and via the floating pistons K and SV. A2 The valve enters the braking circuit BK2. The switching valve is preferably a normally open design, thus, via the switching valve SV... A1 and SV A2 In a braking loop supplemented by PWM control or current control, the previously implemented simultaneous or partially simultaneous pressure curve control specific to the braking loop, via PPC control of the piston of the pressure feeder DV, is implemented or can be implemented. Multiplexing methods can also be used here as an alternative to or supplement to PWM control.

[0104] The X-Boost ECU is implemented here as a switch from ECU S-ECU. DV1 or main ECU BM As an S-ECU DV1 In this implementation, X-Boost control is integrated into the central control system and, as the main ECU BM In this implementation, the ECU of the traction motor TM1 or TM2 on one axle, or the ECUs of the two electric traction motors on two axles, are controlled by means of X-Boost control electronics. Therefore, regenerative control is preferably combined with brake circuit control specific to the brake circuit.

[0105] The pressure supply DV is designed as a piston pump, driven by a motor and spindle drive. A rotary pump can also be used as an alternative to the piston pump. Figure 6a and Figure 6b The invention embodiments of a rotary pump as a gear pump with an HCU are discussed in more detail.

[0106] Additionally, 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 a pressure piston for the actuation unit BE and the second housing has a floating piston K. This allows Figure 8a The structural forms discussed below.

[0107] Figure 1c Another possible implementation of the braking system is shown, which has a structure of a braking force enhancer (X-Boost) that has the same characteristics as... Figure 1b It performs the same function as the valve in the previous example, but with an alternative valve circuit. Here, the switching valve SV... A2 It is directly connected to the pressure supply unit DV, and the pressure is sent to the brake circuit BK2 via the floating piston K. Directly via SV A1The valve sends pressure to the brake circuit BK1 without going through the upstream PD1 valve. This design reduces the throttling resistance between the pressure supply unit DV and the brake circuit BK1, and makes the throttling losses between the pressure supply unit DV and BK1 and BK2 approximately equal. Due to friction of the seals on the floating piston K, the throttling action between the pressure supply unit and the brake circuit BK2 is only slightly higher. Therefore, compared to... Figure 1b Compared to the previous implementation, this simplifies the control specific to the braking circuit in the application. The first piston of the actuation unit BE is used for driver demand detection and for the reversing stage. In the reversing stage, i.e., in the event of a pressure supply failure, pressure is transmitted to the braking circuit BK1 via the isolation valve TV1, and to the braking circuit BK2 via TV2 and the floating piston K. Alternatively, a plunger STB can be optionally provided, which can act directly on the floating piston K in the reversing stage.

[0108] exist Figure 1c In this design, the two pistons of the actuation unit BE are arranged within a housing. Alternatively, the piston KBE of the actuation unit BE can be arranged within a first housing, and the floating piston K can be arranged within a second housing. Figure 8a As discussed in more detail, the separation of the housing allows for a manufacturing-advantageous braking system structure. In the context of modular design, using the same production techniques, this structure can be easily modified for electric pedal solutions with separate actuation units and pressure generators with solenoid valves.

[0109] Figure 2a It shows that according to Figure 1A modification of the implementation method is provided, which has a single master brake cylinder with a T-branch circuit having 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 by means of an electrically driven piston-cylinder unit in a PPC pressure control method using rotor angular position, motor current and temperature, and multiplexing operation. This limitation is advantageous because the normally closed solenoid valve isolates the brake circuit from the pressure supply in the event of a pressure supply failure, effectively isolating the pressure supply from the actuation unit BE. In the event of a failure, the pressure of the actuation unit BE is selectively applied to both brake circuits or only to one brake circuit. This decision can be made in a manner dependent on the detected failure condition, and additional braking torque can be generated using the availability of traction motors at one or both shafts to achieve stronger deceleration, or to ensure sufficient deceleration in the event of a dual failure—both pressure supply and brake circuit failure. In the event of a brake circuit failure, hydraulic pressure is directed only to the unaffected brake circuit, and the corresponding axle in the failed circuit uses the motor torque of the traction motor for braking. This means that even in the event of a failure, sufficient deceleration can be achieved to meet the legal requirement of approximately 0.5g for emergency braking in standard vehicles.

[0110] To enhance safety, two isolation valves, TV1 and TV1, can be optionally installed in series. R And TV2 and TV2 R This ensures that the second braking circuit remains unaffected in the event of a failure in the braking circuit, and that pressure control does not affect the master brake cylinder.

[0111] To further improve reliability, a special master brake cylinder with three redundant seals and diagnostic capabilities was used instead of a tandem master brake cylinder. The master brake cylinder has seals D1, D2, and D3 and also has connecting lines VL8 and VL9 connected to the reservoir VB. Firstly, this structure enables redundant sealing, and secondly, it allows for fault diagnosis.

[0112] The master cylinder KZE is actuated by the pedal tappet PS via the pressure piston DK, which is connected to the reservoir VB via a vent in a known manner. The piston DK is sealed by various seals within the master cylinder KZE: an external auxiliary seal D1, and a seal relative to the pressure chamber AR. DKThe system includes seal D2 and seal D3, which serves as a redundant seal for D2 with a throttle valve DRS. If seal D3 fails, a leakage flow limited by the throttle valve DRS will occur. This leakage flow is detected as volume loss and pedal travel extension by two pedal travel sensors PS1 and PS2. The throttle valve DRS is appropriately sized so that the pedal travel extension during braking is only slight. The throttle valve DRS can also be used in lines D1 and D2 to reservoir VB, which has an additional check valve (not shown) connected in parallel with the throttle valve DRS, opening toward D1 / D2.

[0113] The pressure chamber AR of the master brake cylinder DK It is also connected to the stroke simulator WS for brake-by-wire function. A check valve and an additional throttle valve DRS2 are arranged between the stroke simulator and the pressure chamber. The master brake cylinder has a redundant pedal stroke sensor based on the force-stroke sensor principle (US 9541102). Therefore, the driver's actuation force can be evaluated by measuring the pedal travel and the differential travel through the elastic element. If the force-stroke sensor principle is abandoned, the working chamber AR needs to be measured. DK A pressure transducer for the pressure within the sensor. For redundancy purposes, this can be configured outside the force-stroke sensor principle.

[0114] Figure 2b It shows that according to Figure 2a A modified implementation of the method is described, in which, in the retraction stage, only the actuation unit BE acts on the second braking circuit BK2, and in the event of a failure, traction motors TM1 and TM2 at one or both axles A1 and A2 additionally contribute to wheel deceleration. The main brake cylinder is also designed differently.

[0115] Similar to Figure 2a In the braking system shown, pressure control in the braking circuit is achieved via a pressure supply unit DV1. A normally open, redundant switching valve SV is provided here. A1 and SV A1,R This is used to safely isolate shaft A1 in the event of a brake circuit failure. This means that, in addition to PPC and MUX control, the solenoid valve's PWM control can also be used for pressure curve control. Due to its normally open design, potential faults such as dirt particles may prevent the valve from closing. Therefore, the valves SV connected in series... A1 and SV A1,R This helps ensure that a brake circuit failure BK1 at shaft A1 will not lead to complete pressure failure. Even in the event of a brake circuit failure, brake circuit BK2 is maintained by means of the normally closed valve SV. A2 Additional isolation from braking circuit BK1. Normally closed switching valve SV A2It also functions as an isolation valve in the retreat stage, isolating the actuation unit from the pressure supply unit. This series connection is not necessary in the connection between the pressure supply unit and the braking circuit BK2, as a normally closed valve SV is used. A2 The normally closed valve SV A2 It is not easily affected by potential malfunctions.

[0116] like Figure 2a , Figure 2b , Figure 2c As shown, the master brake cylinder has redundant, diagnostic seals, and is connected to... Figure 2a , Figure 2b , Figure 2c The difference in the variant is the inclusion of a stroke simulator shut-off valve (WAS) and a pressure measuring chamber (AR) for detecting driver needs. DK The pressure transducer in the system provides pressure. The pressure transducer and force-stroke sensor can redundantly detect the actuation force. The stroke simulator shut-off valve WAS is used to reduce idle stroke in the event of a pressure supply failure and to deliver the actuation unit pressure to the brake circuit BK2 via an isolation valve. However, if the driving simulator is properly designed and idle stroke is acceptable, the stroke simulator shut-off valve can be omitted.

[0117] Figure 2c It shows having with Figure 2b Another possible implementation of the same hydraulic concept differs in that the pressure supply is configured as an electric rotary pump, for example, according to Figure 7a and Figure 7b In the gear pump implementation described above, pressure control can be performed using an angle transducer (via the position of the gear pump based on the rotor position of the motor) and the motor phase current to estimate the motor torque and pressure. The gear pump can be used for pressure build-up and pressure reduction, similar to a piston-cylinder unit. Pressure reduction simply involves changing the direction of rotation of the gear pump motor. Furthermore, also in the case of a gear pump, PPC and MUX control can be used, and further degrees of freedom in pressure curve control can be achieved through PWM control of a solenoid valve, where a normally open valve exists between the pressure feeder and the braking circuit BK1. Compared to a piston-cylinder unit type pressure feeder, control leakage of the gear pump must be considered in pressure control. Therefore, when the target pressure is reached, it is preferable to close the switching valve SV. A1 and / or SV A2 To maintain pressure.

[0118] Figure 3 This demonstrates a pure line-of-wire braking solution with no hydraulic connection between the actuation unit BE and the braking circuit, in the case of an electric pedal. Central M-ECU BMThe S-ECU, which reads signals from the electric pedal and sends setpoint signals to the pressure supply unit DV1, is an open-loop and closed-loop control device. DV1 Redundant signal lines DS1 and DS2 are used for signal transmission. This redundant data transmission can be wired or, in the future, wirelessly (e.g., with low-latency data transmission options such as 5G data transmission or Bluetooth protocols). Figure 5 As discussed in more detail, the pressure supply DV and its connection to the braking circuit are configured with multiple redundancies, wherein the braking circuit with the pressure supply can be shut off or isolated, in each case by means of two normally open solenoid valves in series—SV for braking circuit BK2. A1 SV A1,R and SV for braking circuit BK1 A2 and SV A2,R — This is done so that a potential fault in one braking circuit cannot affect the second braking circuit. Since the valves do not need to perform a closing function relative to the actuation unit BE, they can be designed to be normally open, and thus allow all degrees of freedom in the braking circuit-specific control (PPC control, PPC+PMW control, PPC+MUX control), and can be very effectively coordinated with the braking torque of one or more traction motors TM1, TM2.

[0119] Figure 3a Embodiment B of the braking system according to the invention is shown, wherein the braking system is configured as a module for an electric axle, and the two braking circuits of the braking system serve wheel brakes RB1 and RB2 of axle A2. A series switching valve SV is also included. A1 and SV A1,R and SV A2 and SV A2,R It is positioned between the pressure supply unit and the wheel brakes so that, as described above, a failure in one braking circuit does not affect the pressure supply unit or cause a failure in the second braking circuit. One traction motor TM1 or two electric traction motors TM1 / TM2 are located at axle 2, wherein the traction motors can directly drive the axle or wheels. This embodiment is chosen, for example, for the rear axle, where the electric traction motors are better able to transmit their action to the road due to weight distribution during acceleration, especially in the case of high-powered vehicles.

[0120] As a replacement or supplement to the traction motors TM1 / TM2, the electric power steering system can also be used at axle A2. This is advantageous, for example, if axle A2 is the front axle of a motor vehicle, where the electric power steering system is typically located.

[0121] Pressure control is performed by a PPC, MUX, or a PWM control / current control PPC with a normally open switching valve. In cases of high braking dynamics or with further redundancy, braking torque can be increased by means of a motor. Additionally, ABS / ESP control at the axle, as well as torque vectoring control and steering functions, can be implemented using various possible methods. Furthermore, the pressure feeder is redundant in several ways. Redundant seals that can be diagnosed are provided, along with redundant sensors for angular position, temperature, and current, and redundant vehicle electrical system connections. If a ball screw drive is used as the transmission, dirt particles entering the ball raceways can cause spindle blockage. Appropriate quality control measures must be taken to prevent this. Alternatively, a trapezoidal spindle without balls can be used, which has the disadvantages of lower efficiency and lower load capacity. An electrically driven rotary pump can also be considered instead of an electrically driven piston pump.

[0122] M-ECU with central braking control system BM In embodiment B, an additional braking system or actuator for generating braking force is also preferably provided for the additional shaft (shaft 1). This can be the same module as the module for shaft 2, or it can preferably be an electromechanical brake (EMB) or hydraulically assisted by means of a pressure feeder. Figure 3b The electromechanical brake (H-EMB) is described in more detail in the exemplary embodiment. Alternatively, axle 2 can also employ a modular design similar to that of axle 1. Each axle can be configured individually and may also include partial axle solutions as shown (e.g., omitting redundancy in the pressure supply and tandem valves), and can be supplemented by electric power steering at one or both axles. The corresponding solutions are driven by safety requirements based on the level of autonomous driving and vehicle type.

[0123] The H-EMB is connected to the pressure supply unit DV2 via a switching valve. The switching valve can maintain pressure, or a second H-EMB can be connected. Both H-EMBs operate using a MUX operation or a PPC method with optional solenoid valves and PWM control / current control. Braking torque can be generated alternately or simultaneously, hydraulically and electrically, using the motors of the H-EMBs. Furthermore, the parking brake can be reactivated via the H-EMB module, for example, using a transmission with a self-locking function, and thus wheel-specific control redundancy can be generated via the hydraulic or electric drive of the H-EMBs.

[0124] In the H-EMB implementation, the pressure supply can be significantly simplified relative to shaft 2 because the motor of the H-EMB module can also be used to generate braking force. The piston pump (piston-cylinder unit) can therefore be fitted with a plastic housing and / or an inexpensive trapezoidal spindle can be used. The torque of the drive motor can also be designed to be very low. Here, it is also possible and advantageous to use an inexpensive electric rotary pump as the pressure supply.

[0125] This solution is destined for use in electric pedal solutions with redundant data lines DS1 and DS2. Pressure suppliers DV1 and DV2 act as slave devices, and are controlled by open-loop and closed-loop control units M-ECU. BM Control is achieved. Therefore, all degrees of freedom of driving dynamics (ABS / ESP control, braking force generation, regeneration via traction motor, steering intervention via brakes and / or electric power steering system, torque vector control via brakes or electric traction motor) can be controlled, while all functions are redundantly available and have performance limitations.

[0126] Figure 3b A cross-sectional view of the hydraulically assisted electromechanical brake H-EMB is shown, which can be hydraulically connected to the pressure supply device DV2 via a hydraulic connection HL, thereby allowing force to be applied to the brake disc by means of a hydraulic system and / or a motor EM. The rotational motion of the motor is here converted into linear motion by means of a transmission device G, and a force F is generated on the wheel brake. EM The transmission G preferably has a self-locking design, ensuring reliable operation of the parking brake when the vehicle is stationary in the event of a malfunction in the vehicle's electrical system. In addition to the motor, hydraulic pressure F is generated by a pressure feeder. hyd Based 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 the appropriate configuration of components can be used in conjunction with the hydraulic brake.

[0127] The pressure supply unit DV2 is designed here as an electrically driven rotary piston pump RP, serving as a piston pump ( Figure 3a Alternatives to ) such as ) Figure 6a and Figure 6b The rotary piston pump RP is advantageously constructed as shown.

[0128] In addition to the actuation of the brake, a solenoid valve KMV can be used. K1A single clutch can be actuated using a pressure feeder, or two clutches can be actuated using two solenoid valves or separate hydraulic lines. For example, two clutches K1 and K2 are provided for a power-shifting two-speed transmission for an electric motor TM3. A solenoid valve is also provided for pressure reduction in the clutches, connected to a reservoir for pressure reduction purposes, and is typically designed as a proportional or switching valve. PWM operation is generally used for pressure reduction. In this case, shaft 1 is typically the rear axle of the vehicle. The brakes and clutches are preferably actuated in MUX operation because no shifting is performed simultaneously. Alternatively, a PPC method and a PPC method with PWM / current control using solenoid valves can be used as further degrees of freedom. If different hydraulic media are required to drive the H-EMB and clutches, corresponding media separation must be provided. Pressure is then transmitted to the clutches, for example, by means of a media separation piston, and the clutch systems K1 and K2 are provided with separate reservoirs from which hydraulic fluid is drawn and returned. For example, the use of system isolation devices or storage cavities as described in WO10037519_A2 is also possible. Therefore, Figure 3a Only basic controls for the H-EMB and clutch are shown, and further details may be required for safety reasons / media separation requirements.

[0129] Figure 4 It shows that it has the following characteristics: Figure 1c The implementation of the braking force enhancer (X-Boost) consists of a VL connected to the outlet line. b1 and VL b2 The ABS / ESP unit operates independently, supplementing the ABS / ESP unit. During ABS / ESP driving dynamics intervention, the ABS / ESP unit performs wheel-specific control of braking pressure, and the Brakeforce Enhancer (X-Boost) performs both braking force enhancement and hybrid functions. EBV control or axle-specific ABS can be implemented in both units.

[0130] X-Boost basically corresponds to Figure 1b The structure differs from it in only two aspects. Therefore, there is no actuated plunger STB that establishes a mechanical connection between the pressure piston / brake pedal and the floating piston, and thus ensures the driver can still intervene in the other brake circuit as needed in the event of a failure in one brake circuit. This is acceptable for many applications due to the redundancy of the pressure supply. Furthermore, check valves RV1 and RV2 are provided to ensure fluid is quickly drawn from the ABS unit's reservoir in the event of an X-Boost failure. This addition is strongly recommended for 2-box brake system solutions. Housings G1 and G2 are separate, thus allowing for... Figure 8a The diagram illustrates an advantageous structure.

[0131] In this embodiment, the components of the braking system and the motor are also controlled by an open-loop and closed-loop control device, M-ECU. BM Centralized control is implemented, and both open-loop and closed-loop control devices, such as the S-ECU, are used. ESP / ABS It is also integrated into control systems such as the actuation of corresponding valves for solenoid valves in ABS / ESP units for shaft-specific regenerative control, primarily via the M-ECU. BM To perform control. Therefore, valve SV A1 and SV A2 Preferably used for regeneration operations, however, alternatively, the solenoid valve of the ABS / ESP unit can also be controlled 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 second-best option because ABS / ESP units generally have a closed system architecture from first-tier manufacturers, and access is only possible through close cooperation with the ABS / ESP manufacturer, and signal transmission is prone to failure. Therefore, in the case of a simple structure, axis-specific braking force control and regeneration are the main functions of X-Boost, and the control function of ABS / ESP operation is the main function of the ABS / ESP unit.

[0132] Figure 5 A redundant pressure supply unit in the form of an electrically driven piston-cylinder unit with 2x3 phases and redundant diagnostic seals is shown. The pressure supply unit DV1 has two open-loop and closed-loop control devices, DV-ECU1 and DV-ECU2. The pressure supply unit also has a motor M1, whose rotor R regulates the spindle SP connected to the piston KB. Pressure can be built up in the pressure chamber DR by adjusting the piston KB, and this pressure can be directed to the brake circuit BK via the isolation valve TV. The piston is sealed in the cylinder by means of multiple redundant seals, which, as in the case of the actuation unit BE, creates a redundant diagnostic sealing system. In the case of the pressure supply unit, in each case, there is also a hydraulic line extending between the seals to the reservoir. Therefore, even if one seal fails, the pressure supply unit remains fully operable and redundant. (Compared to...) Figure 2aThe redundant master brake cylinder similarly detects seal failures. The pressure chamber DR is connected to the reservoir via a check valve. In this way, the pressure supply can provide supplementary action and thus provide continuous delivery action with short interruptions. Each of the two open-loop and closed-loop control units, DV-ECU1 and DV-ECU2, is connected to an independent winding or phase system of motor M1 via a 1x3 phase line, so that in the event of a failure of one open-loop or closed-loop control unit or one winding system, motor M1 can still operate via the other windings or phase systems and other open-loop and closed-loop control units, even if only about half of the torque can be generated by the driver M1. One or both open-loop and closed-loop control units have sensors for determining temperature T, motor current i, and rotor angle α of the motor. Measurement data from the sensors are used for precise PPC pressure control and also for operation in the event of a pressure transducer failure. For high availability, not only are the open-loop and closed-loop control units DV-ECUs configured redundantly, but the power supplies BN1 and BN2, as well as the data and control lines DS1 and DS2, are configured in a dual configuration. Power supplies BN1 and BN2 can be, for example, different voltage levels within a vehicle electrical system or separate vehicle electrical systems.

[0133] Figure 6a and Figure 6b A possible configuration of a pressure supply unit with a rotary pump is shown. Figure 6a and Figure 6b A schematic diagram of the entire structural unit, consisting of motor 22, pump Z, HCU, and ECU, is shown. This unit is capable of both closed-loop and open-loop pressure control of the braking system. The main purpose here is to illustrate the combination of the motor and pump. Figure 6a As shown, the pump is arranged in a 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 appropriate solution. Therefore, according to Figure 6a and Figure 6b In this implementation, 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 actuating the clutch. The motor is conventionally composed of a rotor 21, which is connected to the shaft 1 via a driver 10a. The rotor 21 is axially preloaded by the force of a permanent magnet in the housing 30. This is the solution of a motor manufacturer that manufactures a motor with a housing 22, a stator, and windings 23, tests the motor, and delivers it to a system supplier. Here, the motor is tested using an auxiliary shaft without a pump. Then, when the shaft is removed, the rotor is centered by axial magnetic force, allowing the shaft 1 to be subsequently assembled with the rotor during final assembly. Here, as... Figure 6aAs shown, the drive housing must be additionally connected and secured to flange 18 at 25a, for example, using a spring that is segmented and mounted at the three connection points. A housing seal 31 is also required here. See [link to documentation]. Figure 6a 28 can be secured at 25 by filling the motor flange with an HCU or ECU. A version with a pump housing is shown here. The motor is shown here as a brushless motor, which requires a motor sensor to commutate and control the pump's volumetric delivery rate. This motor sensor is positioned away from the drive housing 22, where a sensor shaft 26, mounted or fixed to the drive shaft 1, carries a sensor target 27. This target 27 acts on a sensor element 28, which is positioned on the ECU's printed circuit board. The winding is connected to the ECU via a contact rail 24.

[0134] The motor with bearing flange 18 can be directly connected to a hydraulic housing HCU containing a pump, which also houses valves or other hydraulic components. If this is not the case, it is advantageous to connect the drive housings 22, 18 directly to the ECU housing.

[0135] like Figure 5 As shown, in the upper half of drive shaft 1, gear pump Z can also be arranged in pump housing 40, which is directly connected to hydraulic housing HCU. Before assembling pump housing 40 and hydraulic housing HCU or assembling housing 40 and ECU, gear pump Z is first integrated or mounted in pump housing 40, where rotor 21 is then pressed onto shaft 1 and assembled with bearing 20. Here, the pull of magnet 30 can additionally act on rotor 21 and bearing 20, causing the bearing to function as a four-point bearing. Motor housing 22 is thus connected to gear pump Z and its pump housing 40 and can be connected to hydraulic housing HCU or electronic device housing ECU in the next step. Fastening screw 41 is used for this purpose. Shaft 1 is initially centered in outer discs 7.1 and 7.2, such that pump housing 40 is centered with shaft 1 before being screwed to hydraulic housing HCU or electronic device housing ECU.

[0136] according to Figure 6a Pressure supply devices use devices with... Figure 2a , Figure 2b , Figure 2c and Figure 4 This is a two-stage pump with a long sliding or rolling bearing assembly, which eliminates the need for a separate motor bearing assembly. Therefore, the motor structure with its housing is simplified. The rotor 21 is mounted on the motor shaft together with the driver 10a and is axially connected by means of a retaining ring. Here, the pump housing protrudes slightly into the HCU.

[0137] Figure 7aA pressure build-up control with additional PWM control, including PPC control and a solenoid valve, is shown. The solenoid valve connects the pressure supply to a hydraulic consumption device, which in this case is used for both the rear and front axles.

[0138] Pressure build-up at the front axle is achieved using the PPC method, which treats the pressure signal as a controlled variable, or by using current i, temperature T, and angular position α through precise entry pressure control. Here, the solenoid valve remains open. In this way, the entry pressure can be controlled very precisely in terms of its curve relative to time, and the pressure P at the front axle can be set. VA Precise pressure control and a pressure profile relative to time are particularly important for very accurate coordination with the braking torque of the electric traction motor™. Simultaneously, through the pressure supply P... DV1 The rear axle is controlled by the pressure curve of the inlet pressure and the opening cross-section of the solenoid valve controlled by PWM control or ball seat valve current control. Different pressure curves are used to simultaneously change the pressure curve at the axle (EBV function), or to optimally control the regeneration of a traction motor at one axle or the regeneration of two traction motors at two axles that generate different braking torques.

[0139] Figure 7b This illustrates pressure reduction control with PPC control and additional PWM control of a valve connecting the pressure supply unit DV1 to VA. The pressure reduction control follows... Figure 7a The pressure-based control uses the same logic, but the difference lies in the fact that shafts operating at higher pressures require smaller opening cross-sections. In this case, the solenoid valve at the front shaft is either PWM-controlled or current-controlled.

[0140] Figure 7c Instead, multiplexing control (MUX control) is shown, where the braking pressure in the two braking circuits can be changed alternately and independently, i.e., successively in small steps, or simultaneously. Here, the pressure is adjusted successively, resulting in a time delay ΔtMux, but the time delay ΔtMux is very small, so there are few or no functional limitations. Therefore, in order to make it inconspicuous to the driver, the pressure control must be executed very quickly and successively, or the torque control of the traction motor must be adaptively adjusted. Alternatively, as known from the prior art, MUX control can also be executed simultaneously or partially simultaneously. This results in slightly higher noise for a 1g deceleration, however, it is considered non-critical in the necessary driving operation conditions.

[0141] Figures 8a to 9b Different possible modular designs are shown, that is, the arrangement of the various components of the braking system according to the invention relative to each other for different implementations of the braking system.

[0142] Figure 8a(against Figure 1b and Figure 1c The hydraulic diagram illustrates a first possible embodiment of the braking system according to the invention as a module or structural unit MO, wherein the valve unit HCU and the actuation unit BE are arranged in a separate housing G. HCU and G BE In the middle, shell G HCU and G B Adjacent to each other or like Figure 8b They are arranged separately from each other as shown. The orientation of the motor shaft of the pressure supply device driver or (if present) the shaft A of the piston-cylinder unit of the pressure supply unit DV is parallel to the shaft of the piston-cylinder unit of the actuation unit BE. This structure can be particularly used according to... Figure 1b and Figure 4 The implementation of the braking system. The valve unit HCU may include all solenoid valves of the pressure supply DV, the pressure transducer DG, and / or pistons, particularly floating pistons. The stroke simulator WS may be wholly or partially housed in the housing G of the actuation unit BE. BE In or in the housing G of the valve unit HCU BU This structure is advantageous for the very inexpensive manufacturing process of the hydraulic block of the valve unit HCU, where the manufacturing process can utilize the extrusion technology of modern ESP / ABS systems.

[0143] Since the valve device and the actuation unit are each arranged in a separate housing, the actuation unit can be removed from the module or structural unit and can be separated from it.

[0144] Figure 8b (against Figure 5 The hydraulic diagram shows the results according to... Figure 8a The arrangement is as follows: however, the braking system includes an electric pedal, which is part of an actuation unit BE arranged separately from the structural unit or module MO. The actuation unit BE is connected to the module MO via data and signal lines DS1 and DS2. There is no hydraulic connection.

[0145] Figure 9a and Figure 9b (against Figure 3b The hydraulic diagram shows the relationship with Figure 8a and Figure 8b The similar modules or structural units MO shown and described differ in that the pressure supply DV has a rotary pump ZRP instead of a piston-cylinder unit. Figure 9a In this embodiment, the shaft of the motor driving the rotary pump is laterally oriented or arranged laterally relative to the shaft of the piston-cylinder unit of the actuation device BE. Here, the braking system can be configured according to... Figure 2c Configuration. It can be done as follows: Figure 6a or Figure 6bThe configuration of the ZRP rotary pump is shown. In this case, hydraulic pressure can be as follows: Figure 3 The configuration is as described in the document. This then results in a structural unit 10b with a separate electric pedal.

[0146] Figure 10 A braking system for a two-wheeled vehicle is shown, wherein the vehicle has only one wheel per axle. Wheel brakes RB1 and RB2 are respectively assigned to brake circuits BK1 and BK2, wherein the connection is made via a switching valve SV. A1 and SV A2 The pressure supply unit DV1, preferably an inexpensive rotary pump type, supplies power to the brake circuits BK1 and BK2. Otherwise, the brake system structure corresponds to... Figure 1 The structure. Alternatively and preferably, for two-wheeled vehicles, particularly relatively low-power electric skateboards or electric-assisted bicycles with relatively low apex speeds, can be implemented... Figure 2c The relatively inexpensive hydraulic circuit shown has fewer valves and an actuation unit that feeds into the front wheel brakes via an actuation unit BE, wherein the rear wheels are driven and decelerated by means of only one electric traction motor.

[0147] The present invention can also be implemented through the following embodiments.

[0148] 1. A braking device for a motor vehicle having two axles (A1, A2), wherein,

[0149] - 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.

[0150] - Each wheel has a wheel brake (RB1, RB2, RB3, RB4; H-EMB) i EMB i ),

[0151] - A pressure supply unit (DV) is provided, which has a pump (P) driven by a motor (M), and the pump (P) is in the form of a piston-cylinder unit or a rotary pump (ZRP).

[0152] The pressure supply unit (DV) is capable of both building up and reducing pressure, specifically through the forward and backward movement of the piston in the piston-cylinder unit or the reversal of the rotation direction of the rotary pump. The pressure supply unit (DV) has at least one pressure supply outlet (DVa).

[0153] - The pressure supply unit (DV) is part of the 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 the brake circuit (BK1, BK2), ABS / ESP unit (ABS / ESP), and / or actuator (BE), and

[0154] - Each connection point (VL) b1 VL b2 It can be achieved by means of at least one switching valve (SV) A1 SV A2 ) is isolated from the pressure supply unit (DV),

[0155] -Each outlet pipe (VL) a1 VL a2 It is hydraulically connected directly or via a connecting line (VLd) to the pressure supply outlet (DVa).

[0156] - An open-loop and closed-loop control unit (ECU) controls components of the at least one electric traction motor (TM) and the pressure supply device (DV1) such that, through the interaction of the pressure supply device (DV1, DV2) and the at least one electric traction motor (TM1, TM2, TM3), braking deceleration can be set via closed-loop control for each braking circuit (BK1, BK2), each axle (A1, A2), or the wheel brake of axle (A1, A2), i.e., different braking torques at the wheel brakes of the corresponding axle (A1, A2).

[0157] 2. The braking device according to embodiment 1 is characterized in that it is provided with an actuating device (BE) having a brake pedal (P), said actuating device (BE) being in particular in the form of a hydraulic actuating unit having a stroke simulator (WS) or an electric pedal (EP).

[0158] 3. The braking device according to embodiment 1 or 2, characterized in that the braking force at the shafts (A1, A2) is generated by the interaction of the pressure of the pressure supply device (DV1) and / or the actuation 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 The components are controlled such 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 of the vehicle's kinetic energy as possible can be converted into electrical energy and stored.

[0159] 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 device (DV1, DV2). DV1 S-ECU DV2 ), and / or provide 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 devices are connected to the upper-level open-loop and closed-loop control device (S-ECU). BM Communication or two-way communication and / or communication with each other.

[0160] 5. The braking device according to embodiment 4, characterized in that, for communication between the control devices, a main ECU (M-ECU) is provided. BM ) and from ECU (S-ECU) DV S-ECU TM Redundant bidirectional signal transmission between the two systems, wherein the redundant bidirectional signal transmission is implemented in a wired manner or in a wireless or wired and wireless combination, preferably in the form of redundant data radio transmission with short latency (e.g., 5G radio transmission, Bluetooth data transmission).

[0161] 6. The 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 (auxiliary piston KBE and 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 stroke simulator, the floating piston (K) of the two pistons sealingly separating two pressure chambers (AR1, AR2) from each other, wherein the second outlet (VL) b2 ) via connecting pipe (VL a2 The first pressure chamber (AR1) is hydraulically connected to the second pressure chamber (AR2), and the first pressure chamber (AR1) is connected by a hydraulic connection line (VL). a2' The hydraulic connection is to the pressure supply unit (DV) and to the first outlet (VL). b1 ), wherein, in the connecting pipe (VL) a2 VL a1 Preferably, a switching valve (SV) is arranged in one of the two. A1 SV A2 ).

[0162] 7. The 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 (auxiliary piston KBE and 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 stroke simulator, the floating piston (K) of the two pistons sealingly separating two pressure chambers (AR1, AR2) from each other, wherein the second outlet (VL) b2 ) via connecting pipe (VL a2 The first pressure chamber (AR1) is hydraulically connected to the second pressure chamber (AR2), and the first pressure chamber (AR1) is connected by a hydraulic connection line (VL). a2' The hydraulic connection is to the pressure supply unit (DV) and to the first outlet (VL). b1 ), where the first output VL b1 Able to use a switching valve (SV) A1 The second outlet VL is hydraulically isolated from the pressure supply unit (DV). B2 Able to use a switching valve (SV) A2 It is hydraulically isolated from the pressure supply unit (DV).

[0163] 8. The braking device according to embodiment 6 or 7, characterized in that a first housing G1 is provided for the auxiliary piston having a stroke simulator, and the floating piston and solenoid valve SV are provided with a first housing G1. A1 SV A2 FV, PD1, TV1, and TV2 are equipped with a second housing G2.

[0164] 9. The braking device according to any one of the foregoing embodiments, characterized in that, in the outlet pipe (VL) A1 VL A2 A normally closed isolation valve (PD1) or two normally closed valves (SV) are interconnected with the pressure supply unit (DV). A1 SV A2 This ensures that if the pressure supply fails, the actuation of the actuating device (BE) directs pressure only into the braking circuit.

[0165] 10. The braking device according to any one of the foregoing embodiments, characterized in that a pressure transducer (DG1, P / U) is provided, preferably at the outlet (DVa) of the pressure supply device (DV1), for determining the pressure in the outlet pipeline (VLa1, VLa2) for calibration of PPC pressure control (closed-loop pressure control via current, piston stroke and pressure-volume characteristic curves) to achieve highly dynamic and precise closed-loop pressure control and / or closed-loop pressure control operation in the event of failure of at least one pressure transducer.

[0166] 11. The braking device according to any one of the foregoing embodiments, characterized in that the actuating device (BE) has only one piston (DK) and one pressure chamber (AR). DK The piston-cylinder system (KZE) has an outlet line VL connected to the corresponding brake circuit (BK1, BK2). b4 Furthermore, each braking circuit can be hydraulically isolated by means of two isolation valves arranged in series (TV1, TV1, R; TV2, TV2, R).

[0167] 12. The braking device according to any one of the foregoing embodiments, characterized in that an ABS / ESP unit is interconnected between the pressure supply device (DV1) and the braking circuit (BK1, BK2), wherein the ABS / ESP unit is connected to the connection point (VL) through its inlet. b1 VL b2 ).

[0168] 13. The braking device according to any one of the foregoing embodiments, characterized in that the pressure supply device (DV1) has two additional connection points (VL). b4 VL b5 The two additional connection points (VL) b4 VL b5 It is used to connect to the actuation device (BE), and by means of the pressure established through the pressure supply device, it is possible to perform diagnostics on the actuation unit, especially in the event of a failure in the seal of the piston of the actuation device BE.

[0169] 14. The braking device according to any one of the foregoing 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 in particular a rotary pump (RP) driven by an electric motor, wherein closed-loop volume control can be performed by means of the rotary pump (RP) for both pressure build-up and pressure reduction.

[0170] 15. The braking device according to embodiment 14, characterized in that the rotary pump is a gear pump (ZRP) and is a single-stage configuration or a multi-stage configuration in which multiple stages are hydraulically connected in series.

[0171] 16. The braking device according to any one of the foregoing embodiments, characterized in that the axle (A1, A2) has one or two wheels.

[0172] 17. The braking device according to any one of the foregoing embodiments, characterized in that the pressure supply device (DV1) is divided into at least two modules (GHCU G BE ) or having at least two housings (G HCU G BE ), among which, solenoid valve (SV) A1 SV A2 The hydraulic components, including BP1, pressure transducer (DG1, P / U), and if present, check valve (CV1) and pressure feeder (DV), are arranged in a module (G). HCU )middle.

[0173] 18. The braking device according to any one of the foregoing embodiments, characterized in that the actuating device (BE) is arranged in a separate module or housing (G). BE In this context, the actuation unit (BE) is hydraulically connected to the housing (G) by means of a form-fitting and / or force-fitting manner and / or by means of a connecting element. HCU ) and / or away from the housing (G HCU ) is arranged and connected to the module (G) via signal lines and / or hydraulic lines. HCU ).

[0174] 19. The braking device according to any one of the foregoing embodiments, characterized in that at least the pressure supply unit (DV), the at least one open-loop and closed-loop control device, the valve device (HCU), and the reservoir (VB) are combined to form a structural unit or module, wherein the actuating device (BE) is also additionally arranged in the structural unit or the module, or the actuating device is arranged in a separate housing thereon or in a remote location and connected to the structural unit or the module or the components connected thereto via data lines (DS1, DS2) and / or hydraulic lines.

[0175] 20. The braking device according to any one of the foregoing embodiments, characterized in that it is provided with two isolation valves (TV1, TV2), the inlets (TV1e, TV2e) of the two isolation valves (TV1, TV2) being connected via connecting pipes (VL) 10 The actuators (BE) are interconnected, wherein the actuator (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) of the isolation valves (TV1, TV2) is connected to the piston (K). 1a TV 2a It is connected to a brake circuit (BK1, BK2) via hydraulic lines.

[0176] 21. The braking device according to any one of the foregoing embodiments, characterized in that the piston-cylinder unit (KZE) is designed as a single master brake cylinder (HZ) with an actuation unit (BE) and three seals (D1, D2, D3) arranged adjacent to each other in the axial direction, wherein, in each case, a passage (VL8, VL9) leads to the piston-cylinder unit (KZE) between two seals (D1, D2; D2, D3), particularly to the working chamber (AR) of the piston-cylinder unit (KZE), wherein the passage is connected to the reservoir (VB) and a throttle valve (DR) is arranged in the connecting line (VL8).

[0177] 22. The braking device according to embodiment 21, characterized in that the function of the seal is diagnosed by measuring the leakage flow through one or both connecting lines (VL8, VL9).

[0178] 23. The braking device according to any one of the foregoing embodiments, characterized in that the gear pump (ZRP) is arranged or integrated in the motor housing of the motor that drives the gear pump (ZRP), particularly at least partially within the rotor of the drive motor.

[0179] 24. The braking device according to any one of the foregoing embodiments, characterized in that the rotary pump (ZRP), its driver and valve, and the pressure transducer (DG) are combined or arranged in a structural unit, a module, or a housing.

[0180] 25. The braking device according to any one of the foregoing embodiments, characterized in that the driver of the rotary pump or the rotor of the driver of the rotary pump operates in a dry environment or is sealed apart from the hydraulic medium delivered by the rotary pump, particularly by means of at least one seal that is sealed apart from the hydraulic medium delivery portion of the rotary pump.

[0181] 26. The braking device according to any one of the foregoing 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 one axle (DV1 for RB1, RB2; DV2 for RB3, RB4), wherein each braking circuit (BK1, BK2) is configured for two wheel brakes.

[0182] 27. The braking device according to any one of the foregoing embodiments, characterized in that a hydraulic electromechanical brake (H-EMB) is arranged at one axle (A1, A2), particularly 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 controlled by the pressure supply device (DV1, DV2), and particularly, for the parking function, the hydraulic electromechanical brake (H-EMB) provides at least a portion or all of the braking torque required for the parking function.

[0183] 28. The braking device according to any one of the foregoing embodiments, characterized in that a pressure supply device (DV1, DV2) for a shaft is additionally configured as a hydraulic actuator for regulating 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 shaft (A1, A2) to the wheel.

[0184] 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 shaft (A1, A2) by means of at least one electric traction motor (TM1, TM2).

[0185] 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 embodiment 29, characterized in that, in the event of a failure of the pressure supply device (DV1), braking pressure can be selectively established at one or both shafts (A1, A2) by means of the actuation device (BE), and a decision is made regarding which braking circuit to supply in a manner dependent on a diagnosed braking circuit failure, wherein the braking circuit diagnosis is preferably performed after braking operation or when the vehicle is stationary.

[0186] 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 axles (A1, A2), wherein the same pressure is provided in each of the wheel brakes of axles (A1, A2).

[0187] 32. 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 foregoing method embodiments, characterized in that the pressure supply unit (DV) is a gear pump (ZRP) or an electric motor-driven piston-cylinder unit for pressure building and pressure reduction, wherein, during pressure changes in one or both braking circuits (BK1, BK2), the associated switching valve (SV) A1 SV A2 () is open.

[0188] 33. 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 foregoing method embodiments, characterized in that the pressure supply valve (DV) is used to establish pressure transmitted to a braking circuit via a permanently open switching valve during a pressure change phase, wherein, by means of another switching valve (SV) operated by pulse width modulation... A1 SV A2 The pressure in another braking circuit (BK1, BK2) is set through closed-loop control.

[0189] 34. 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 foregoing method embodiments, characterized in that, in a braking circuit, at the relevant switching valve (SV) A1 SV A2 In the case of permanent opening, the pressure is reduced by means of the pressure supply unit (DV), wherein, in another braking circuit, the pressure is reduced by means of an associated switching valve (SV) controlled by pulse width modulation. A1 SV A2 The pressure can be set using either a control or a closed-loop control.

[0190] 35. 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 foregoing method embodiments, characterized in that, by means of the pressure supply unit (DV) and the switching valve (SV) A1 SV A2 In multiplexing operations, the pressure changes in the braking circuit are set successively, simultaneously, or in a time-overlapping manner through closed-loop or open-loop control.

[0191] 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 foregoing method embodiments, characterized in that the pressure supply device (DV) is a gear pump (ZRP), wherein pressure is established in one rotational direction, and pressure reduction can be generated in at least one braking circuit by means of the gear pump in another rotational direction of the gear pump (ZRP).

[0192] 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 foregoing 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 brake, wherein, in order to maximize energy recovery (regeneration), deceleration is performed by means of the at least one electric traction motor (TM1, TM2) at the maximum torque of one or more electric traction motors, and simultaneously, the hydraulic braking torque is reduced by equal braking pressure at both axles or by different braking pressures at each axle.

[0193] 38. 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 foregoing method embodiments, characterized in that PPC closed-loop pressure control is implemented, wherein the electrically driven piston-cylinder system of the pressure supply unit (DV) or the rotary pump (RZP) is controlled in an open-loop or closed-loop manner using a pressure-volume characteristic curve, current, or piston position or gear angle, wherein, in addition, at least one valve (SV) A1 SV A2 It is controlled by means of PWM and / or configured as a normally open current-controlled ball seat valve.

[0194] 39. A method for operating a braking system specifically according to any one of embodiments 1 to 29, or a method for operating a braking system according to any one of the foregoing 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 one braking circuit, wherein two switching valves (SV) for closed-loop pressure control are provided in the two braking circuits (BK1, BK2). A1 and SV A2 Furthermore, ABS / ESP braking is performed at each vehicle wheel by means of the pressure supply device (DV1).

[0195] 40. 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 foregoing method embodiments, characterized in that the pressure supply device (DV1) is connected by means of the switching valve (SV) A1 SV A2 The pressure supply (DV) interacts with the outlet line (VL) to set or via closed-loop control. a1 VL a2 The pressure in ) among which,

[0196] -In the corresponding outlet pipeline (VL) a1 VL a2 ) switching valve (SV) A1 SV A2 In the case of permanent opening, at least one outlet line (VL) is set by means of the pressure supply device (DV) via variable inlet pressure control or via closed-loop control. a1 VL a2 ) connection point (VL b1 VL b2 Pressure at the location, and / or

[0197] - The variable inlet pressure is set by the pressure supply unit (DV) and the corresponding switching valve (SV) is operated by using pulse width modulation (PWM). A1 SV A2 To set up or through closed-loop control, at least one outlet pipeline (VL) can be configured. a1 VL a2 ) connection point (VL b1 VL b2 Pressure at the location, and / or

[0198] - By closing the relevant switching valve (SV) A1 SV A2 Thus at least one outlet pipe (VL) a1 VL a2 ) connection point (VL b1 VL b2 The pressure in the wheel brake is maintained by decoupling it from the pressure supply unit (DV).

[0199] 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 foregoing method embodiments, characterized in that the pressure in the braking circuit (BK1, BK2) is set simultaneously, in an overlapping manner or sequentially, or by means of the pressure supply device and / or the at least one electric traction motor (TM), or by closed-loop control.

[0200] 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 foregoing method embodiments, characterized in that shaft-specific closed-loop pressure control is performed by means of the braking device for optimized regenerative control.

[0201] 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 foregoing method embodiments, characterized in that, in order to provide steering assistance by means of said braking system, steering assistance is provided by means of one or more pressure supply devices (DV1, DV2, ... Figure 3a (Implementation method) Selectively brake the vehicle wheels using wheel brakes at one or two axles to generate steering torque or yaw torque.

[0202] 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 foregoing method embodiments, characterized in that the braking system provides pressure to the wheel brakes of one or two axles during braking, the pressure such that none of the wheels of the one or two axles are locked or the pressure is lower than the locking pressure of the wheel with the greatest tendency to lock up (so-called selective low ABS control).

[0203] 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 foregoing method embodiments, characterized in that, in order to prevent wheel lock-up, the braking system generates a pressure for each axle (A1, A2) lower than the lock-up pressure of the vehicle wheel of that axle or the vehicle wheel of the corresponding axle (A1, A2) with the greatest tendency to lock up (so-called axle-specific ABS control).

[0204] 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 lock-up, the braking system provides ABS functionality by means of the at least one pressure supply device (DV1, DV2) setting a pressure lower than the lock-up pressure of the corresponding wheel for each vehicle wheel, or by means of closed-loop control.

[0205] 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 foregoing method embodiments, characterized in that the pressure supply device (DV1) generates braking pressure only for wheel brakes (RB1, RB2) on one axle (A2), preferably the front axle, wherein braking torque is generated on the other axle by means of an electromechanical brake (EMB) and / or by means of at least one electric drive motor (TM1, TM2).

[0206] 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 foregoing method embodiments, characterized in that the braking system provides an ESP function by means of the at least one pressure supply device (DV1, DV2), wherein a separate pressure is set for each vehicle wheel or by means of closed-loop control in the ESP function.

Claims

1. A braking device for a motor vehicle having two axles (A1, A2), wherein, - 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. - Each wheel has a wheel brake (RB1, RB2, RB3, RB4; H-EMB) i EMB i ), - A pressure supply unit (DV) is provided, which has a pump (P) driven by a motor (M), and the pump (P) is in the form of a piston-cylinder unit or a rotary pump (ZRP). The pressure supply unit (DV) is capable of both building up and reducing pressure, specifically through the forward and backward movement of the piston in the piston-cylinder unit or the reversal of the rotation direction of the rotary pump. The pressure supply unit (DV) has at least one pressure supply outlet (DVa). - The pressure supply unit (DV) is part of the 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 the brake circuit (BK1, BK2), ABS / ESP unit (ABS / ESP), and / or actuator (BE), and - Each connection point (VL) b1 VL b2 It can be achieved by means of at least one switching valve (SV) A1 SV A2 ) is isolated from the pressure supply unit (DV), -Each outlet pipe (VL) a1 VL a2 It is hydraulically connected directly or via a connecting line (VLd) to the pressure supply outlet (DVa). - An open-loop and closed-loop control unit (ECU) controls components of the at least one electric traction motor (TM) and the pressure supply device (DV1) such that, through the interaction of the pressure supply device (DV1, DV2) and the at least one electric traction motor (TM1, TM2, TM3), braking deceleration can be set via closed-loop control for each braking circuit (BK1, BK2), each axle (A1, A2), or the wheel brake of axle (A1, A2), i.e., different braking torques at the wheel brakes of the corresponding axle (A1, A2).

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

3. The braking device according to any one of the preceding claims, characterized in that, The actuating device (BE) has only one piston (DK) and one pressure chamber (AR). DK The piston-cylinder system (KZE) has an outlet line VL connected to the corresponding brake circuit (BK1, BK2). b4 Furthermore, each braking circuit can be hydraulically isolated by means of two isolation valves arranged in series (TV1, TV1, R; TV2, TV2, R).

4. The braking device according to any one of the preceding claims, characterized in that, An ABS / ESP unit is interconnected between the pressure supply device (DV1) and the braking circuit (BK1, BK2), wherein the ABS / ESP unit is connected to the connection point (VL) through its inlet. b1 VL b2 ).

5. The braking device according to any one of the preceding claims, characterized in that, The pressure supply device (DV1) has two additional connection points (VL). b4 VL b5 The two additional connection points (VL) b4 VL b5 It is used to connect to the actuation device (BE), and by means of the pressure established through the pressure supply device, it is possible to perform diagnostics on the actuation unit, especially in the event of a failure in the seal of the piston of the actuation device BE.

6. The braking device according to any one of the preceding claims, 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 in particular a rotary pump (RP) driven by an electric motor, wherein closed-loop volume control can be performed by means of the rotary pump (RP) for both pressure building up and pressure reduction.

7. The braking device according to claim 6, characterized in that, The rotary pump is a gear pump (ZRP) and is either a single-stage configuration or a multi-stage configuration in which multiple stages are hydraulically connected in series.

8. The braking device according to any one of the preceding claims, characterized in that, Axles (A1, A2) have one or two wheels.

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

10. A method for operating a braking device according to any one of claims 1 to 9, characterized in that, In the event of a failure of the pressure supply device (DV1), braking deceleration is established at at least one shaft (A1, A2) by means of at least one electric traction motor (TM1, TM2).

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