Driving dynamics system, vehicle and method for operating driving dynamics system

Abstract

The invention relates to a vehicle travel dynamics system comprising: at least one wheel brake for dissipative braking of a wheel; at least one brake unit which is associated with the wheel brake and generates a dissipative brake torque by means of the wheel brake; at least one electric traction motor actuatable to generate a regenerative braking torque of at least one wheel or axle; and a central control unit which actuates the at least one brake unit and the electric traction motor in combination with one another for a braking function such that a combined braking torque can be generated by means of the at least one brake unit and the electric traction motor. The braking function is adjusted in such a way that the basic braking torque and the adjusted additional braking torque are simultaneously controlled and / or adjusted, the basic braking torque being generated by the at least one braking unit and the adjusted additional braking torque being generated by the at least one electric traction motor or vice versa. Or the at least one brake unit and the at least one electric traction motor together generate a base brake torque and an adjusted additional brake torque.

Description

[0001] This application is a divisional application of patent application filed on May 4, 2023, with application number 202380038609.5 and invention title "Driving Dynamics System, Vehicle and a Method for Operating Driving Dynamics System". Technical Field

[0002] This invention relates to a driving dynamics system (FDS) comprising one or more electric traction motors and a high-power central computer, wherein the central computer synchronously controls one or more electric traction motors and braking modules (EMB, EHB), such that the one or more traction motors and the one or more braking modules (EMB, EHB) are jointly controlled in terms of basic braking and regulating operation functions. The invention also relates to a vehicle having a driving dynamics system and a method for operating the driving dynamics system.

[0003] Preferably, the brake and electric traction motor are combined into a wheel module or electric vehicle axle module, wherein the wheel brake and electric traction motor are synchronously operated via a separate wheel module controller or axle module controller. Background Technology

[0004] The automotive industry is undergoing a disruptive transformation. In addition to the increasing market penetration of electric vehicles, automated driving is also evolving into different levels, namely: Level 3 - Highly Automated Driving (HAD), Level 4 - Fully Automated Driving (FAD), and Level 5 - Autonomous Driving (AD), with each level placing higher demands on the systems used to regulate driving dynamics.

[0005] Starting with Level 4 (FAD), at least two times, preferably three times, redundancy is expected for sufficient system availability, for example, in the case of pedal sensors with a "two-out-of-three" rule. Furthermore, for automated driving from Level 3 onwards, especially from Level 4, redundant wheel-individualized braking torque regulation is required. In Level 5 (AD), the steering wheel, as well as the brake and accelerator pedals, are completely eliminated if necessary, and the vehicle is controlled solely by a central computer. Because the driver can no longer intervene via the brake pedal or steering wheel in the event of system failure, two to three times the fail-safe redundancy is required, with degraded braking (enhanced braking force, ABS, vehicle stability) and steering functions.

[0006] Furthermore, a domain structure is introduced, featuring a controller / domain for chassis control, including braking, electric drive, steering, and optionally, damping. Through central control, the vehicle manufacturer takes over the responsibility of the aforementioned units and is thus able to optimally utilize synergies. However, the vehicle manufacturer must simultaneously ensure the necessary redundancy, as the transition of responsibility from the driver to the manufacturer must meet new requirements. Moreover, Level 3-5 autonomous vehicles should not be parked on the shoulder of the lane; at least, a limp-home mode is preferred, even in the event of partial failure, as autonomous vehicles strive for a high service life.

[0007] As a friction braking system, electro-hydraulic braking systems (EHB) or electromechanical brakes (EMB) are available, along with basic brakes consisting of brake pads and discs. The disadvantage of EMB over EHB is its higher cost, as an EMB is required for each wheel; however, the advantage of EMB is its ease of central control. This is because the central dynamics control system (FDS) with ABS and ESP functions can be developed and integrated into the domain independently of the brake manufacturer, and the application of electromechanical brakes is significantly simpler than that of electro-hydraulic brakes. This is particularly relevant compared to standard ABS systems with open braking loops, where very costly and adaptively learning stress estimation models are required. The increasing proliferation of EMB is therefore primarily driven not by unit cost, but by lower application costs and simpler integration.

[0008] exist Figure 1a The diagram shows a typical vehicle architecture with electric drive for SAE Level 3-4. Figure 1a This is already known here: https: / / www.lsp-ias.com / our-world / chassis-control). Here, for example, an electro-friction braking system with a brake force enhancer and an ESP unit is used according to WO2019 / 214833A1.

[0009] Furthermore, as is known from WO 2019 / 002475 A1, a brake can be controlled as a pressure regulator via a central computer, i.e., a domain, such that the braking torque is determined in the central computer and the electro-hydraulic brake is used only as a pressure regulator for implementing the desired braking torque or desired pressure.

[0010] Furthermore, an electro-hydraulic braking device is known from WO 2020 / 165255 A1, wherein braking is performed or supported via an electric traction motor and / or an electric parking brake when the pressure supply device fails or partially fails.

[0011] In addition, a so-called combined brake is known from WO 2019 / 215278 A2, in which an electro-hydraulic brake (EHB) is used at the front axle and an electromechanical brake (EMB) or a hydraulically supported electromechanical brake (H-EMB) is used at the rear axle.

[0012] WO 2020 / 128081 addresses an electric vehicle axle module in which a pressure regulator supplies pressure to hydraulic consumables, particularly hydraulic wheel brakes.

[0013] WO 2018 / 215397 A1 focuses on a concept for central control of an electric motor and an electro-hydraulic brake, with an emphasis on the shortest time to achieve locking pressure (TTL). Furthermore, the brake's function is introduced solely via an electric traction motor, based on driving conditions and using a vehicle model.

[0014] Another concept for central control of electric traction motors and electro-hydraulic brakes is found in WO 2021 / 037658 A1, namely, central control of the distribution of electric braking force when regenerative braking is performed simultaneously via an electric motor.

[0015] In existing technologies, the overall optimization of driving dynamics regulation and cost reduction through the synergistic effect of combining EMB or EHB with an electric traction motor has not been fully explored, because brake-by-wire and braking via the electric traction motor as a separate unit are considered, and braking via the electric traction motor is limited to a deceleration of approximately 0.3g for safety and liability reasons, especially to avoid safety-critical driving situations. Furthermore, if the regenerative energy required to generate the energy sink via the electric traction motor is to be generated, the battery is technically limited in terms of energy absorption, especially at a full state of charge (SOC). The synergistic potential of the combined use of drive motors and brakes is very high, because electric drive motors, through high-voltage technology (especially 400V or 800V), are always more powerful and dynamic in the development of electric vehicles, thus possessing the potential to decisively contribute to shortening braking distances. Especially in highly dynamic braking regulation processes, particularly ABS regulation, the combined use of electric traction motors offers very great potential for novel innovative solutions.

[0016] Furthermore, the potential for improving functionality by using different units simultaneously during acceleration and braking, as well as the potential for simplification and cost reduction, has not yet been investigated.

[0017] Furthermore, the current application of brakes is characterized by a very wide range of applications, including complex pressure models that must be matched for each vehicle in braking systems based on existing technologies (EP 2 536 607B1, EP 3 036 136B1) with pre-pressure regulation via plunger, pressure build-up via inlet valve, and time-controlled pressure release via outlet valve. Therefore, a large number of application engineers have spent years working on vehicle applications for all driving conditions and friction coefficients. Summary of the Invention

[0018] The object of this invention is to provide a driving dynamics system (FDS) having wheel modules or vehicle axle modules controlled via a driving dynamics domain or a central domain of a central computer and incorporating multiple braking units (electric traction motors, electro-hydraulic pressure regulators (EHBs), and / or electromechanical brake actuators (EMBs)). This system maximizes the synergistic effect between the various braking modules to achieve braking objectives. Here, the total cost, weight, and thermal load of the braking system components should be minimized. Simultaneously, braking distance should be minimized while ensuring driving stability.

[0019] Therefore, the wheel module or axle module should preferably be controlled so that the corresponding wheel or vehicle axle applies only the desired braking torque, and the distribution of braking torque to the wheel or axle is calculated in the central computer, where the core functions are also implemented, namely, the anti-lock braking system (ABS), anti-slip regulation (ASR), electronic stability program / electronic stability control (ESP / ESC), electronic brake force distribution (EBV), and regenerative braking management. The purpose of the control electronics of the wheel module or axle module is also to distribute the desired braking torque to the different braking units of the wheel or vehicle axle.

[0020] Furthermore, a method should be provided for vehicles with corresponding Flight Dynamics Systems (FDS) to control the vehicle during highly dynamic braking operations (including emergency braking (AEB) and, in particular, subsequent ABS adjustment operations), which optimizes braking distance and adjustability in driving conditions (ABS operation on snow or ice). Additionally, braking modules should be constructed to enable rapid application and, in particular, automated application.

[0021] Furthermore, it is advantageous to conceive of a braking module that allows interruptions in the regulating operation to be re-transported via hydraulic volume, as learned from EP 2 580 095B1 and implemented in two integrated braking systems (DE 10 2018 212905A1, DE 10 2019 204 016A1) in the market, or by avoiding or preventing dead time in a multi-path regulating method, or by compensating for the interruption via regulating intervention through an electric traction motor.

[0022] Furthermore, the braking module is advantageously conceived to include a diagnostic valve device, particularly a normally open wheel valve (in the following...), between the pressure supply unit and the hydraulic consumer, especially one or more wheel brakes of the axle. Figure 6a The Chinese character is represented as MV. 2k,1 MK 2k,2 MV 2k,3 MV 2k,4 ) and / or circuit isolation valves (in subsequent Figure 6b The Chinese character is represented as MV. 2k,TV The wheel valve and / or circuit isolation valve are designed for bidirectional volumetric flow, meaning that not only during pressure build-up but also during pressure release, the wheel valve and / or circuit isolation valve can isolate the corresponding consumer by closing the valve device in the event of a consumer leak and continue operating the system with one less consumer.

[0023] In the prior art (EP 3 036 136B1), for example, a check valve (shown as inlet valve 88 and check valve 92 in Figure 1 of EP 3036 136B1) is provided in parallel with the wheel inlet valve. The check valve is required so that the pressure in the wheel brake can be safely released in any situation, especially in the event of failure of the ECU or energy supply device.

[0024] The new design with a normally open valve device has a decisive advantage over this, enabling definitive diagnosis of wheel circuit failures because there is no uncertainty as to whether the leakage is due to the switching valve or the check valve. If a valve leak or a failure in the hydraulic circuit of one or more wheel brakes is diagnosed, for example by the method described in WO 2018 / 011021 A1, the hydraulic circuit can be safely isolated by closing the valve and the braking system can continue to operate with only one less consumer. This is advantageous over braking systems with typically two braking circuits and four wheel brakes (represented in the prior art as black-and-white braking circuits (II) or diagonal braking circuits (X)), where two wheel brakes must be deactivated directly in the event of a failure. The advantages of the new valve device are considerable: in the event of a failure, significantly higher deceleration can be achieved using three wheel circuits instead of two, and furthermore, it is possible to maintain yaw moment intervention and steering intervention for ESP using three wheel circuits without performance loss. Furthermore, if an electric drive motor for driving and braking the failed wheel is available and the electric drive motor is connected to the adjustment, braking torque adjustment using the four wheel brakes can still be achieved even in the event of a failure.

[0025] Furthermore, the braking system should be configured such that the simple application of core functions is feasible during development, especially due to the high computing power of the central computer or domain computer, resulting in automated application of functions, and particularly during vehicle operation, through learning algorithms or artificial intelligence (AI) not only before the vehicle is first put into operation, but also subsequently in operation for trouble-free normal operation and in matching operation in the event of a fault.

[0026] In AI solutions, a high-powered central computer with sufficient performance can take over the tasks of application engineers. This utilizes microcontrollers based on existing technologies, such as those found in known adjustment and control units of braking systems, which are impractical due to very limited power and memory. Therefore, the central computer receives measurement data while the vehicle is in operation, evaluates that data, and applies various functions, particularly safety-critical functions like ABS, ESP, and AEB, whether the vehicle is stationary or not, as these are not time-critical when the vehicle is stationary.

[0027] Therefore, matching is particularly important after the vehicle has been in operation, when the vehicle is stationary. A preferred embodiment, particularly a closed hydraulic system with pressure build-up and release via a bidirectional valve using a pressure supply unit, offers significant advantages. This allows for the depiction of nonlinear relationships using suitable sensors and a family of characteristic curves (e.g., pressure-volume characteristic curves, the relationship between motor current and braking pressure, and the relationship between braking pressure and / or deceleration when wheel brakes heat up). Furthermore, during operation, the family of characteristic curves can be adapted by detecting environmental influences, such as air in the system or the temperature rise of the wheel brakes.

[0028] If a nonlinear relationship is depicted in a mathematical function or family of characteristic curves, then the automatic application of electro-hydraulic braking systems can also be achieved.

[0029] If the AI ​​scheme is consistently implemented in the case of hydraulic braking systems (EHB), the advantages of simply adjustable or controllable electromechanical brakes (EMB) disappear and the advantage of lower manufacturing costs of hydraulic braking systems comes into play, as the disadvantages in application costs are largely eliminated.

[0030] Furthermore, different solutions should be investigated based on the electric drive architecture and the level of automated driving. Therefore, the following different architectural statements regarding the electric traction motor setup are presented, and their respective solutions... Figure 1b The text shows:

[0031] a) Electric traction motors TM1 and TM2 at the rear axle HA or front axle VA;

[0032] b) The electric traction motor TM1 at the rear axle HA and the electric traction motor at the front axle VA

[0033] TM3;

[0034] c) Two electric traction motors TM1 and TM2 at the rear axle HA for wheel individualization torque adjustment of two wheels R1 and R2; and d) Two electric traction motors TM1 and TM2 at the rear axle HA and TM3 at the front axle VA.

[0035] Variations a) through d) can be combined in any way, among which the most effective solutions b) and c) are important for other designs according to the invention.

[0036] In addition to the electric drive module, the following configuration of the braking unit should be investigated, wherein... Figure 1c The text shows:

[0037] a) A central electro-hydraulic brake (EHB-Z) that allows for individualized braking torque adjustment of four wheel brakes (R1, R2, R3, R4) via solenoid valves.

[0038] b) An axle module having an electro-hydraulic brake (EHB-VA) having wheel-individualized braking torque adjustment capability, which can optionally combine hydraulic lines for the two wheels (R1, R2) of the front axle (VA) with the two wheel brakes (R3, R4) of the rear axle (HA) (see, for example, detailed below). Figure 6b and 6c );

[0039] c) Axle module, the axle module having two wheels (R1, R2, R3) for each of the axles (VA, HA).

[0040] R2; R3, R4) electro-hydraulic brakes (EHB1, EHB2) with wheel-individualized braking torque adjustment via solenoid valves; and d) wheel modules having electromechanical brakes (EMB1-EMB4) for each wheel (R1, R2, R3, R4) of the vehicle.

[0041] Furthermore, the different requirements of SAE Levels 2-5 for automated driving should be considered in the design of implementation schemes. Solutions are distinguished as follows: whether only a fail-safe solution is required for SAE Level 2 and a fail-operable solution is required for SAE Levels 3-5.

[0042] -The following priority applies first to braking equipment:

[0043]

[0044] Based on the above priorities, the duration and speed of autonomous driving operation (SAE Level 3-4), the time lag upon driver intervention, and the location of liability takeover by the vehicle manufacturer, the following key requirements are defined.

[0045]

[0046]

[0047] The object of the present invention is achieved by the driving dynamics system FDS according to the independent claim, the vehicle having the driving dynamics system according to the independent claim, and the method for operating the driving dynamics system according to the independent claim. Advantageous designs and improvements of the invention are described in the dependent claims.

[0048] A driving dynamics system for a vehicle includes, in particular, at least one wheel brake for dissipative braking of one wheel of the vehicle and at least one braking unit, the at least one braking unit being associated with and configured to generate dissipative braking torque by means of the at least one wheel brake. The driving dynamics system also includes at least one electric traction motor, which can be controlled to generate regenerative braking torque for at least one wheel or axle of the vehicle. The driving dynamics system further includes a central control unit configured to control the at least one braking unit and the at least one electric traction motor for a combined braking function, enabling the generation of a combined braking torque by means of the at least one braking unit and the at least one electric traction motor. Here, the braking function involves an adjustment in which a base braking torque and an adjusted additional braking torque are simultaneously controlled and / or adjusted. Optionally, the base braking torque is generated by the at least one braking unit and the adjusted additional braking torque is generated by the at least one electric traction motor; or the base braking torque is generated by the at least one electric traction motor and the adjusted additional braking torque is generated by the at least one braking unit; or the at least one braking unit and the at least one electric traction motor respectively generate the base braking torque and the adjusted additional braking torque.

[0049] In one embodiment of the present invention, the braking function is selected from at least one of the following functions, preferably multiple functions:

[0050] - Automatic Emergency Braking (AEB), especially with the aid of EBV adjustment, particularly with EBV adjustment at both the rear and front axles of the vehicle, where...

[0051] The total braking torque is distributed to the rear axle and the front axle;

[0052] - Anti-lock braking system (ABS), especially with at least one traction motor (TM1,

[0053] Support for basic braking torque of TM2, TM3, TM4;

[0054] - Electronic Stability Program (ESP);

[0055] - Electronic Brakeforce Distribution (EBV);

[0056] - Anti-slip adjustment (ASR);

[0057] - Spacing adjustment (automatic cruise control, ACC);

[0058] - Recycling management, especially for the individual recycling of axles or wheels;

[0059] -Basic braking system with thermal management;

[0060] - Yaw moment adjustment in the event of wheel brake failure; and / or

[0061] - Yaw moment intervention control for steering support.

[0062] In particular, the central control unit may have a central computer, wherein preferably the central computer has redundant microcontrollers μC1, μC2, μC3 and / or large memory, especially on the order of gigabytes.

[0063] In another configuration of the driving dynamics system, the braking unit includes an electric actuator and is configured as an electro-hydraulic braking unit or an electromechanical braking unit.

[0064] In one improved embodiment, the braking unit is configured as an electro-hydraulic braking unit with an electrically operated pressure supply unit. A valve device is provided between the pressure supply unit and at least one or more wheel brakes of the axle. The valve device includes normally open wheel valves and / or circuit isolation valves. In the event of leakage in at least one wheel brake, the valve device is configured to isolate the affected wheel brake by closing the valve device. A central control unit is configured to operate at least one braking unit and / or at least one electric traction motor, thereby adjusting the braking torque at the other wheels of the vehicle, particularly at least three wheels. Here, the valve device enables the isolation of the wheel brakes of the vehicle's axles, especially the front axle wheel brakes.

[0065] In one improved embodiment, the central control unit is coupled to at least one brake unit controller of the brake unit.

[0066] In another configuration, the central control unit is configured to transmit desired signals to a motor controller of at least one traction motor and a brake unit controller of at least one braking unit during the braking function.

[0067] In one configuration, the central control unit is further configured to operate at least one electric traction motor for regenerative braking of the vehicle during normal operation when the vehicle speed exceeds 80 km / h, wherein electronic brake force distribution (EBV function) is simultaneously implemented at the front and rear axles of the vehicle during regenerative braking. Here, in particular, 20% to 40% of the total braking torque is applied to the rear axle of the vehicle and 60% to 80% of the total torque is applied to the front axle of the vehicle.

[0068] In one improved embodiment, the wheel brakes of the vehicle's wheels are associated with their own braking units, which are particularly electromechanical in nature. Specifically, for each of the two wheels, the braking unit associated with the wheel brake and the electric traction motor are integrated into the wheel module.

[0069] In one configuration, the wheel brakes of the two wheels of the vehicle's axle are associated with a common braking unit. Here, the braking unit is particularly electro-hydraulic, wherein the two wheels of the rear axle are associated with a first braking unit and the two wheels of the front axle are associated with a second braking unit.

[0070] Here, the wheel brakes of the vehicle's four wheels are connected to a central braking unit, which is specifically an electro-hydraulic type.

[0071] In one configuration, the wheel brakes of the two wheels of the vehicle's first axle, particularly the front axle, are associated with a common braking unit. This braking unit is particularly electro-hydraulic. Specifically, individualized dissipative braking torque can be set in the wheel brakes of the first axle, especially by means of a solenoid valve in a hydraulic line between the braking unit and the wheel brake. Furthermore, the braking unit can also be connected via hydraulic lines to the wheel brakes of the two wheels of the second axle, particularly the rear axle. Here, a common, non-wheel-individualized dissipative braking torque can be set, particularly in the wheel brakes of the second axle.

[0072] In one configuration, the first pair of wheels on the first axle of the vehicle, particularly the rear axle, are associated with a first electric traction motor, and the second pair of wheels on the second axle of the vehicle, particularly the front axle, are associated with a second electric traction motor.

[0073] In one configuration, the first and second wheels of the vehicle's first axle, particularly the rear axle, are each associated with their own electric traction motor.

[0074] In one improved embodiment, the first and second wheels are also each associated with their own braking units, which are particularly electromechanical in nature. Specifically, the electric traction motors and braking units associated with the first and second wheels are integrated into a wheel module associated with each of the first or second wheels.

[0075] In another configuration, the third and fourth wheels of the vehicle's second axle, particularly the front axle, are jointly associated with a third electric traction motor. Here, the third and fourth wheels are particularly associated with a common braking unit. This common braking unit is, in particular, electro-hydraulic in nature. Here, the third electric traction motor and the common braking unit are integrated into an axle module associated with the second axle; or, in particular, a central braking module is provided, which is, in particular, electro-hydraulic in nature, capable of generating wheel-specific braking torques for the first and second wheels and a common braking torque for the third and fourth wheels.

[0076] In one configuration, the central control unit is configured to distribute a base braking torque and an adjusted additional braking torque to at least one braking unit and at least one electric traction motor based on vehicle deceleration and / or the coefficient of friction of the road surface. Here, particularly at smaller decelerations and / or smaller coefficients of friction, such as during ABS adjustment on snow or ice or during deceleration during ABS braking operation, the electric braking unit and / or at least one electric traction motor generate the adjusted additional braking torque. Here, particularly at larger decelerations and / or larger coefficients of friction, such as during braking on asphalt, an electro-hydraulic braking unit generates the adjusted additional braking torque. Here, particularly at moderate decelerations and / or moderate coefficients of friction, one braking unit or traction motor generates a base braking torque as a constant braking torque, and another braking unit or traction motor generates the adjusted additional braking torque.

[0077] In one improved embodiment, the central control unit is configured to implement EBV regulation during automatic emergency braking, taking into account the braking torque gradient of at least one braking unit and at least one electric traction motor, such that the maximum braking torque is simultaneously achieved at the front axle and the rear axle of the vehicle, especially the maximum braking torque before wheel lock-up.

[0078] In one improved approach, during regenerative braking, especially when the vehicle's battery is fully charged, at least one of the following strategies is used:

[0079] - Regenerative energy is fed back into the battery until the power absorption limit is reached;

[0080] - Field-oriented regulation (Id / Iq current regulation) of electric traction motor, so that energy in the motor is dissipated internally;

[0081] - Dissipate the energy gained by the electric traction motor in generator-type operation, provide the gained energy to the vehicle's electric consumers and / or heat the fluid storage container for cooling or heating by means of a heat pump; and / or

[0082] - Use a preferred electrical intermediate memory designed for pulsed power, such as a supercapacitor or flywheel energy storage device.

[0083] In one improved embodiment, at least one electric traction motor is operated using an inverter, which is used to switch the windings of the at least one electric traction motor into series or parallel connections of three branches of the excitation coil of a brushless motor. Here, in particular, the inverter enables four-quadrant operation, namely: quadrant 1 with the positive speed and positive torque of the motor; quadrant 2 with the positive speed and negative torque of the motor; quadrant 3 with the negative speed and positive torque of the motor; and quadrant 4 with the negative speed and negative torque of the motor.

[0084] In one configuration, the central control unit is configured to perform braking control according to a family of characteristic curves, which in particular depict pressure-volume characteristic curves, the relationship between motor current and braking pressure, and / or the relationship between braking pressure and / or deceleration when the wheel brakes heat up.

[0085] In another configuration, the central control unit is configured to acquire sensor data during vehicle operation, particularly after the vehicle's initial operation, such as during driving or in a stationary state before or after driving, and to match braking function control based on the acquired sensor data using artificial intelligence methods, particularly machine learning or neural networks. Here, the artificial intelligence methods can be implemented, particularly by means of the central control unit's computer. Matching is particularly performed in the vehicle's safe operating state, especially when the vehicle is stationary. Here, a family of characteristic curves is determined based on the acquired sensor data, such as pressure-volume characteristic curves, the relationship between motor current and braking pressure, and / or the relationship between braking pressure and / or deceleration when the wheel brakes heat up. Here, if a deviation from the current family of characteristic curves is identified, for example due to environmental influences, air in the system, or due to wheel brake heating, the family of characteristic curves can be adapted based on the sensor data and the artificial intelligence methods.

[0086] Another vehicle dynamics system includes: at least one electric traction motor, which can be controlled to generate regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit configured to control the at least one electric traction motor for braking functions. Here, the central control unit is configured to brake at a low to moderate speed, particularly less than 0.5 m / s², when braking on surfaces with a low coefficient of friction, especially on snow, ice, and / or wet surfaces. 2 The deceleration is used to perform the braking function. Here, the central control unit is specifically configured to perform the braking function by means of at least one traction motor of at least one axle of the vehicle, and especially by means of two traction motors of the rear axle of the vehicle.

[0087] The vehicle according to the invention includes a driving dynamics system according to the above description or according to the dependent claims.

[0088] In a method for operating a driving dynamics system, said driving dynamics system includes at least one braking unit for generating dissipative braking torque and at least one electric traction motor for generating regenerative braking torque for at least one wheel or axle of a vehicle, and a central control unit for operating the at least one braking unit and the at least one electric traction motor for braking functions, generating combined braking torque by means of the at least one braking unit and the at least one electric traction motor. Here, the braking function involves the adjustment of simultaneously controlling and / or adjusting a base braking torque and an adjusted additional braking torque. Optionally, at least one braking unit can be operated to generate the base braking torque, and at least one electric traction motor can be operated to generate the adjusted additional braking torque; or at least one electric traction motor can be operated to generate the base braking torque, and at least one braking unit can be operated to generate the adjusted additional braking torque; or at least one braking unit and at least one electric traction motor can be operated to jointly generate the base braking torque and the adjusted additional braking torque, respectively.

[0089] At least one electric traction motor for driving and braking a vehicle axle or wheel has, in particular, a slave controller at one or more axles or wheels of the vehicle.

[0090] At least one braking unit or braking system is specifically designed for multiple wheel brakes, multiple electro-hydraulic braking modules, or multiple electromechanical braking modules.

[0091] Here, for example, a central vehicle model can be provided for control, by means of which the braking requirements of the wheel module or axle module can be calculated during the braking process, taking into account the friction coefficient of the road surface, vehicle speed and weight distribution.

[0092] Furthermore, a braking regulation model and a family of characteristic curves can be provided in the sense that at least one electric traction motor and braking unit, especially EHB or EMB, provides the basic braking torque, while dynamic braking torque regulation is jointly performed by at least one electric traction motor and braking unit, especially EHB or EMB, especially by the resulting regulated additional braking torque.

[0093] In addition, sensor data from sensors that are important for the core functions being implemented and are read into the central controller can be used. For example, sensor data from sensors such as: wheel speed sensors for ABS function, yaw moment sensors for ESP function, acceleration sensors, and / or weight sensors for EBV function and for balancing the functional relationship between braking pressure / braking torque and vehicle deceleration, especially related to the temperature of one(s) brake disc(s), and / or sensors for regenerative braking strategy or emergency braking function (AEB).

[0094] For example, a central driving dynamics system can be used to optimize the use of at least one braking unit in terms of maximizing regenerative braking and braking power or brake regulation power under different driving conditions. This is particularly true depending on the braking conditions, such as comfort braking or emergency braking, and the road surface conditions, such as braking on asphalt, on snow, or on ice, in cases of so-called friction coefficient abrupt changes (μ-Sprung) or friction coefficient differences (μ-Split), as well as the availability of the braking unit. In particular, the cost of brake calipers can be reduced through intelligent adjustments via the driving dynamics system, especially by minimizing and reducing the thermal load on friction brakes and / or selecting the appropriate type of friction brake used, such as drum brakes or disc brakes.

[0095] Therefore, in the first "Architecture I", a hydraulic braking system (EHB-Z) or a hydraulic braking system (EHB-VA) for the front axle and rear axle respectively, which is operated by a central control unit as a braking unit together with at least one electric traction motor, is possible. In Architecture I, a controller (M-ECU) is provided for the braking unit EHB-Z or EHB-VA of the corresponding axle and at least one electric traction motor. BM S-ECU TM,HA S-ECU TM,VA The controller has an interface to the central control unit (M-ECU). 域 The desired signal is synchronously provided to the aforementioned controller (M-ECU). BM S-ECU TM,HA S-ECU TM,VA), wherein the desired signal is in particular the desired braking torque or includes the desired braking torque.

[0096] The aforementioned architecture has opened up significant potential for SAE Level 2 braking systems with fail-safe operation without altering the installed braking equipment. Such braking equipment can be, for example, commonly available single-box braking systems, as described in, for instance, DE102018212905A1, DE102019204016A1, or DE102019122169A1. For this purpose, a mechanical or hydraulic construction of the braking equipment is not required; instead, it only requires an extension via an interface, such as a wheel-specific desired pressure interface or a wheel-specific desired torque interface. This is achieved through intelligent control of the braking units integrated into the central control unit (domain) and at one or two vehicle axles or at two wheels of the vehicle axle, and the installed electric traction motors.

[0097] Advantageously, instead of the commonly used braking devices mentioned above, the brake unit (EHB) is further optimized such that the brake unit (EHB) is implemented only as a wheel-individualized pressure regulator with a wheel adjustment valve. Each wheel brake in the hydraulically activated wheel brake system forms a separate wheel circuit, and the wheel brake can preferably be closed via a normally open wheel valve MV. 2k To isolate. Furthermore, the braking unit can be equipped with an EHB pressure regulator (EHB-1, EHB-VA) having an adjustment valve only for the front axle and / or a pressure regulator (EHB-2) and / or a pressure regulator (EHB-Z) having an adjustment valve for the rear axle, additionally having braking circuits for the two wheels of the rear axle. The solutions EHB-1 and EHB-2 described above are applied in the "Architecture II" illustrated in the following paragraphs and figures.

[0098] In the implementation for SAE Level 4, driver intention is no longer conventionally detected using a control unit, but rather using a piston-cylinder unit with a preferred piston and hydraulic pressure chamber, and a hydraulic connection to the brake circuit or via an electric pedal. Here, the driver intention signal is redundantly read into the M-ECU. 域 In SAE Level 5, a pedal is no longer required. The modular construction with an electric pedal offers decisive advantages over existing technologies, enabling modular coverage of both SAE Levels 4 and 5, and allowing for exceptionally high flexibility in pressure regulator installation within the vehicle by eliminating the hydraulic connection between the control unit and the pressure regulator. Furthermore, it avoids noise sources, as hydraulic pressure modulation noise is generated away from the front bulkhead, thus preventing solid-borne sound transmission to the passenger compartment. This implementation of the electro-hydraulic braking system... Figures 6a to 6d Detailed description is provided.

[0099] Therefore, the different implementations of the braking unit (EHB) and architectures I to II described above can be implemented by means of a central vehicle model, which enables functions (a) to (g).

[0100] In the first advantageous function (a) basic braking function, Minimize the temperature rise of the friction brake The method involves primarily using at least one electric motor for braking. If a braking device with a concealment strategy (see example) is designed according to existing technology... Figure 1b Therefore, the design dimensions are based on the maximum pressure during the AMS fade test (see "Bremsenhandbuch (Brake Manual)," 5th edition, Chapter 6.3.2, Illustration 6.10). That is, for the AMS test, 10 consecutive braking maneuvers starting from 100 km / h are simulated. Consequently, the front axle wheel brakes heat up to 600°C and the rear axle wheel brakes heat up to approximately 500°C. Thus, the pedal force in the standard-vacuum brake booster increases by approximately 80%, meaning the braking system must be designed for a pressure 80% higher than the normal lock-up pressure for fade conditions. Utilizing the corresponding safety margin, the braking system is therefore typically designed for a maximum pressure of approximately 200 to 220 bar. Typical masking strategies do not include regenerative braking at higher speeds above 60 km / h (Brake Manual, Chapter 19.3.2, Illustration 19.12); the potential of the electric motor's braking power is therefore not fully utilized. The aforementioned limit for regenerative braking in the speed range above 60 km / h is caused, on the one hand, by the limit of volumetric absorption during cover, for example, by the volumetric absorption of the storage chamber of the ESP unit in a two-box braking system with an electro-continuous braking force enhancer. On the other hand, it relates to the basis of responsibility for brake manufacturers and legislation extending to regenerative braking operation. Furthermore, this limitation can be caused by limiting the battery's energy absorption capacity, especially in a fully charged state.

[0101] The potential of regenerative braking can be fully utilized during central FDS regulation. Furthermore, the temperature rise of the friction brakes can be significantly reduced, thus also significantly reducing the fade effect, as braking energy no longer causes a significant temperature rise in the friction brakes. For example, at least one electric traction motor can operate using an inverter, enabling four-quadrant operation (quadrant 1: positive speed, positive torque; quadrant 2: positive motor speed, negative motor torque; quadrant 3: negative motor speed, positive motor torque; quadrant 4: negative motor speed, negative motor torque). Thus, an electric traction motor with an exemplary drive power of 130kW and a torque of 250Nm at the rear axle of a mid-size car (see the BMW i3 vehicle with a maximum braking torque of 2000Nm at the rear wheels and 3000Nm at the front wheels) can also brake in the second quadrant with approximately the same torque and power. The generator-type braking torque of the electric traction motor is slightly higher than the drive braking torque of the electric traction motor here because losses in the motor and transmission also contribute to braking, while reducing drive torque losses during acceleration. Therefore, this design allows approximately 60% to 70% of the braking energy to be obtained at the rear axle via regenerative braking at a speed of 100 km / h. If this motor is also installed at the front axle, approximately 50% deceleration can also be achieved at the front axle. When braking via the electric traction motor, one or more energy management strategies are followed, wherein the braking via the electric traction motor is effectively limited only by torque limits during the four-quadrant operation of the inverter through the efficient selection or combination of these strategies.

[0102] The following four basic strategies are available for energy management:

[0103] (1) Feedback to the battery until the limit of power absorption: This also depends on the battery’s energy absorption capacity, especially the battery’s current state of charge (SOC).

[0104] (2) Field-oriented regulation (Id / Iq current regulation) motors allow energy in the electric traction motor to be dissipated internally: internal energy dissipation is limited by the resistance and eddy current losses of the stator excitation windings of the electric traction motor, as well as the cooling feasibility of the motor. Because water or oil cooling is provided in the electric traction motor, and furthermore, the temperature rise in the pulse load during the braking process, which is generally completed within 5-10 seconds during full braking, is attenuated by the large thermal mass of the motor, the energy absorption by the motor during pulse operation is more critical, and thus can usually be fully utilized.

[0105] Furthermore, the cooling circuit of the electric traction motor can be routed to a water tank, which in turn uses a heat pump for particularly efficient cooling and heating of the vehicle's interior space. This allows the use of energy "dissipated" in the traction motor, especially with a heat pump efficiency exceeding 300%.

[0106] (3) As a third option, energy generated by the electric traction motor in generator-like operation can be used via a wear-free eddy current brake, such as the wear-free eddy current brake known from motor test benches, or another medium (e.g., water) similar to that heated by a water heater. The generated heat can also be advantageously used via a heat exchanger for particularly efficient cooling or heating of the vehicle. Preferably, the energy of one or more electric traction motors is directed to a heat sink.

[0107] (4) As a fourth option, an intermediate electrical storage device designed for pulsed power, such as a supercapacitor or flywheel energy storage device, can be provided. Supercapacitors or flywheel energy storage devices are particularly well-suited for pulsed power and can absorb significantly higher peak power compared to batteries. The energy temporarily stored in the supercapacitor or flywheel energy storage device can be used after braking to accelerate the vehicle or otherwise in the vehicle.

[0108] By implementing regenerative braking management with energy management, the temperature rise of friction brakes in AMS testing can be reduced by more than 50%, and even up to 70% to 80%. This effect can be advantageously used to simplify friction brakes at the front axle and to advantageously use cost-effective drum brakes at the rear axle, which are simultaneously lightweight. Alternatively, this effect can be used to design hydraulic brakes for significantly lower maximum braking pressures, for example, 120 to 140 bar instead of 200 to 220 bar. This has a favorable impact on the cost of the braking system because the pressure supply mechanism can be equipped with a smaller electric motor. Furthermore, the hydraulic volume of the pressure supply unit can be reduced.

[0109] Furthermore, the dynamics of Automatic Emergency Braking (AEB) can be further improved by a suitable design of the interface between the driving dynamics system and the braking system, which has an entry point for adjusting the electronic brake force distribution (EBV function) in the second advantageous function (b). This has a significant effect on braking distance, especially at high vehicle speeds. If braking is via an electric motor, the driving dynamics system, which is used to meet regulatory requirements and vehicle safety, must achieve driving stability (see above - priority 2) and steering capability (see above table - priority 3). That is, for example, the rear axle is not allowed to lock up before the front axle, and ABS must be activated when the wheels, especially the front axle wheels, lock up. Therefore, the interface between the driving dynamics system and the braking device must be constructed, and preferably the EBV function is controlled, so that the maximum braking torque (wheel lock-up limit) is reached at the front and rear axles almost simultaneously. Thus, as referred to below Figure 4The explanation states that the time from braking initiation to maximum deceleration (TTL time) can be reduced from 140ms to 90ms in an electric traction motor with an average power of 130kW at both the front and rear axles of a mid-size car. At speeds above 100km / h, this can result in a braking distance reduction of several meters. If a TTL time reduction cannot be achieved, for example due to chassis limitations, braking via an electric motor can be advantageously used alternatively for a more cost-effective and less expensive braking system. That is, the pressure supply mechanism of the braking unit can be driven by a motor with lower torque and / or a weaker motor, and if necessary, by a cost-effective commutator motor.

[0110] In the third advantageous function (c), axle-type recovery can be achieved via an electric motor. Also here, the solenoid valve of the braking unit (EHB) or a suitable interface to the braking unit (EHB) is defined by the driving dynamics system to intervene in the ABS operation in critical failure situations. When the braking unit (EHB) interacts with the electric traction motor controlled by the driving dynamics system, the pressure release and pressure build-up of the inlet valve or isolation valve of the brake circuit to the front axle must be adjusted accordingly for protection. This can be done, for example, via PMW control of the inlet valve during pressure build-up, and alternatively via a MUX method via the inlet valve or isolation valve, or via pressure release via the outlet valve during pressure release.

[0111] The solutions in the braking units EHB-Z and EHB-VA are simpler, more obvious, and more flexible, as shown in the following references. Figures 6a to 6d The description is simpler and more flexible, especially in the case where the wheel inlet valve is implemented as a normally open solenoid valve MV designed for bidirectional volumetric flow. 2k (Also referred to as inlet / outlet valve), so that pressure can be maintained in the following situation due to the lack of a check valve: the pressure supply mechanism has a lower pressure level than the wheel brake and the hydraulic braking torque should be maintained constantly in the recovery strategy. According to Figure 9a In the implementation of EHB or in Figures 6a-6d In the variant, there is no outlet valve or only an outlet valve at some wheel brakes, and pressure release is achieved solely through the inlet / outlet valve, while according to... Figures 6a to 6d as well as Figure 9b The implementation scheme offers the freedom to release braking torque via an inlet / outlet valve or via an outlet valve. This is advantageous in achieving highly dynamic braking torque intervention. According to... Figure 6b In this implementation, the individualized recovery strategy for the axle is also less compromised because pressure relief is selectively achieved via the inlet / outlet valve MV. 2k,1-4Alternatively, it can be achieved via outlet valves AV1-AV4. In the recovery strategy via the driving dynamics system, the braking torque variation curve can be synchronized by the electric traction motor and the braking unit (EHB) to maximize recovery. If recovery via the electric traction motor is limited, for example, when the battery is fully charged, kinetic energy is dissipated via the braking unit (EHB); if the battery allows for feeding, recovery is primarily achieved via the electric traction motor. Therefore, axle-type recovery with X-force distribution can also be easily achieved by utilizing the individualized degrees of freedom of the wheels.

[0112] As axle pressure regulator (EHB-1, EHB-2), it preferably has according to Figure 9a and 9b In the implementation of the structure, the recovery strategy is very simple and does not require valve confirmation, because the braking torque build-up and braking torque release can be performed very precisely using known PPC pressure regulation or pressure control.

[0113] In the fourth advantageous function (d), at least one electric traction motor is capable of generating a base braking torque during regulated operation. This can be achieved by using a novel high-power and high-torque traction motor (>200 Nm, <100 kW) and operating at a high operating voltage (400 V, especially 700 V to 900 V). Such a traction motor can perform with high dynamic braking torque variations (typical: 15000 Nm / s, achievable 30000 Nm / s), can operate in four quadrants, and is very dynamic in both braking torque build-up and release. At low desired braking torque, the traction motor is more dynamic than a hydraulic brake unit (EHB). This depends on which torque is available across the total speed range (in... Figure 3 Up to the maximum vehicle speed (1000 Nm), the maximum pressure of the braking unit (EHB) can be reduced to the maximum torque. With the new ASR regulation made possible by the electric traction motor (see ATZ 2 / 2014: "Regelalithmen für Rekuperation und Traktion bei Elektrofahrzeugen"), the ASR regulation no longer requires high pressure compared to earlier prior art, allowing the maximum pressure of the braking unit (EHB) to be determined through normal braking operation.

[0114] In the fifth advantageous function (e), at least one electric traction motor can be used to provide support in the event of a brake unit (EHB) failure. Newer single-box braking systems, such as those shown in DE102018212905A1, are designed such that the force exerted by the driver's foot in the event of a pressure supply mechanism failure is only 0.3 m / s. 2The deceleration has a speed of 0.244 m / s². 2 The minimum deceleration must meet the ECE-13-H regulatory requirements and, in addition, regional requirements in China. If the braking unit (EHB) is integrated into the driving dynamics system, then, as proposed, for example in WO 2020 / 165255 A1, the braking force in fault conditions via the use of an electric drive motor can reach 0.58 m / s. 2 Furthermore, driving stability comparable to a two-box braking system (iBooster + ESP-HEV) can be achieved via electric drive motors, such as the rear axle motor TM1 and the front axle motor TM3. This allows SAE Level 2+ to be achieved by integrating the braking unit (EHB) into the central control of the driving dynamics system.

[0115] If the braking system shown in WO 2020 / 165255 A1 is further developed such that the electric drive motor establishes a base braking torque according to function (d) and the pressure supply mechanism is also partially redundantly configured with redundant windings, for example, by implementing the pressure supply mechanism as having 2×3 phase, (partially) redundant electronic devices (DV1-ECU1, DV-ECU2) and connections to two vehicle power supplies and / or energy supply devices (BN1, BN2) and data lines (DS1, DS2), then it is also possible to operate the pressure supply mechanism at half power or half torque in the event of failure of the motor's final stage windings or power semiconductors, which is the most common failure in EC motors. Therefore, in a preferred design for 140 bar to 160 bar, it is still possible to establish a pressure of 70 bar to 80 bar. Thus, complete ABS regulation is also feasible in the event of a partial failure of the pressure supply mechanism. Furthermore, if at least one traction motor is used to set the basic braking torque in the fault condition to generate the basic braking torque, it is also possible to achieve ABS operation with a maximum deceleration of, for example, 1g to 1.4g.

[0116] Furthermore, in a single-box braking system, such as according to WO 2020 / 165255 A1, in both brake flow directions—that is, from the pressure supply mechanism to the wheel brake and from the wheel brake to the pressure supply mechanism—normally open inlet / outlet solenoid valves or switching solenoid valves designed for bidirectional volumetric flow (SV1-SV4 of Figure 7 in WO 2020 / 165255A1) are used between the pressure supply mechanism and the wheel brake, each wheel circuit can be safely diagnosed and isolated from the braking system in case of a fault. This is not feasible in the case of wheel inlet valves used in other cases in the prior art, because non-diagnostic and non-safely closing check valves (e.g., reference numerals 6a-6d in Figure 1 of DE 102013 222 281A1) are used in parallel with the inlet valve (e.g., reference numerals 50a-50b in Figure 1 of DE 10 2013 222 281A1). Therefore, even in fault conditions, three-channel wheel pressure regulation is feasible in the driving dynamics system, enabling vehicle stability functions similar to ESP and pressure maintenance in the wheel braking circuit. This provides additional freedom in brake torque regulation, especially during wheel-specific regenerative braking. This type of novel on / off valve is preferably described in detail below. Figures 6a to 6d and Figure 9a and Figure 9b It is used in the EHB solution according to the present invention.

[0117] In any case, a dual-channel ABS function is installed at the front axle to ensure steering capability according to priority 3, provided that there is no normally open, bidirectional valve (switching solenoid valve MV) at the wheel brakes. 2k This also enables the aforementioned steering capability. In this case, an isolation valve is provided between the front and rear axles. Pressure regulation can be alternatively performed via the MUX pressure regulation method using pressure establishment and pressure build-up via a switching valve, wherein the switching valve is preferably configured such that the valve seat of the solenoid valve is connected to the wheel brake to ensure that there is no braking pressure in the wheel brake. Alternatively, an outlet valve can also be provided so that, as an alternative to MUX pressure release, pressure release via the outlet valve can be performed in a reservoir. Further details are provided below regarding this. Figure 9a and Figure 9b .

[0118] As an alternative, standard ABS regulation can be achieved, where a pre-pressure is set via a pressure supply mechanism, and pressure build-up is performed via PWM control through a switching valve, and pressure release is time-controlled via an outlet valve. Here, the valve seat is connected to the pressure supply mechanism to enable proportional control of the flow cross-section. The normally open switching valve is particularly important here so that, in the event of a fault, there is no braking pressure in the wheel brakes under high differential pressure.

[0119] In the sixth advantageous function (f), yaw moment intervention for steering support can be achieved by means of a preset desired value of the driving dynamics system. For this purpose, pressure build-up and pressure release can be correspondingly regulated via an inlet valve (see, for example, reference numeral 11 in DE 10 2018 212 905A1), thereby modulating the hydraulic braking force using electro-brake force. This can be performed during pressure build-up via PMW control of the inlet valve, and during pressure release, alternatively via a MUX method via the inlet valve or isolation valve, or via pressure release through the outlet valve.

[0120] The solution is based on Figure 6a and Figure 9a The solutions with EHB-Z and EHB-VA are simpler, especially in cases where the wheel inlet valve is implemented as a normally open inlet / outlet valve designed for bidirectional volumetric flow, allowing pressure to be maintained due to the absence of a check valve when the pressure supply mechanism has a lower pressure level than the wheel brake and the hydraulic braking torque should be maintained constant in the recovery strategy. Furthermore, the existence of a degree of freedom for releasing braking torque via a bidirectional inlet / outlet valve during the simultaneous return of the piston in the piston-cylinder unit of the pressure supply device or via an outlet valve in a reservoir is advantageous for achieving highly dynamic braking torque intervention.

[0121] In the seventh advantageous function (g), wheel-specific braking torque can be generated by means of the desired value preset by the driving dynamics system for wheel-specific recovery. For this purpose, pressure build-up and pressure release must be correspondingly regulated via the inlet valve (see reference numeral 11 in DE 10 2018 212 905A1) so that the hydraulic braking force is modulated using electro-hydraulic braking force. This can be performed via PMW control of the inlet valve during pressure build-up, and alternatively via a MUX method via the inlet valve or isolation valve, or via pressure release through the outlet valve during pressure release.

[0122] Based on the following detailed explanation Figure 6a , Figure 6c and Figures 9a to 9b The solutions with EHB-Z and EHB-VA are simpler and significantly more flexible, especially in the following situations: the wheel inlet valve is implemented as a normally open inlet / outlet valve MV.2k This is so that, due to the lack of a check valve, pressure can be maintained under the following conditions: the pressure supply mechanism has a lower pressure level than the wheel brake, and the hydraulic braking torque should be maintained constant in the recovery strategy. According to... Figure 9a In the implementation of the braking unit (EHB) or in Figures 6a to 6d In the variant, where there is no outlet valve at the wheel brake or only at some wheel brakes, pressure release is achieved solely through the inlet / outlet valve, according to... Figures 6a to 6d as well as Figure 9b The implementation scheme offers the freedom to release braking torque via an inlet / outlet valve or via an outlet valve. This is particularly advantageous in maximizing recovery, especially in achieving very flexible braking torque intervention. In the recovery strategy via the driving dynamics system, the braking torque variation curves of at least one electric traction motor and the braking unit (EHB) can be synchronized, thereby maximizing recovery. If recovery via at least one electric traction motor is limited, for example, when the battery is fully charged, kinetic energy is dissipated via the braking unit (EHB); if the battery allows for feeding, recovery is primarily via the electric traction motor.

[0123] In functions (e), (f), and (g), the normally open and cost-effective inlet / outlet valve MV 2k This is important because it prevents brake circuit failure and allows wheel circuit operation to continue even in the event of a switching valve leak. In this way, four-channel wheel pressure regulation can be maintained even in the event of a switching valve leak, or emergency steering or steering support can be performed using three-channel wheel pressure regulation even when the wheel circuit is shut off. This simplifies the redundancy requirements for higher levels (SAE Levels 3-4) of electric servo steering for automated driving. These functions (e) and (f) are particularly important for the overall cost of the main chassis control actuators, brakes, and steering system. If electric servo steering were implemented with full redundancy, two steering actuators would be required. Conversely, the brakes can be used as an efficient solution to meet SAE Level 3-4 requirements through function (f), which provides redundancy for steering; it also has the advantage of allowing the use of structurally different units for redundant steering functions, thereby eliminating product quality defects as sources of failure in structurally identical steering units. The steering function via the braking unit (EHB) can also be configured as a third backup stage of an already redundantly implemented electric servo steering EPS with two steering actuators, or as a second backup stage of an EPS implemented without redundancy or with only partial redundancy, for example, with 2×3 phase steering actuators and a redundant controller. Furthermore, the steering unit (EHB) can support steering at the second axle, where no EPS is installed, or also perform yaw moment intervention to supplement steering intervention for vehicle stabilization, such as during μ-split braking.

[0124] Therefore, the functions described above can be utilized to meet the SAE requirements for autonomous driving at Level 3 using a hydraulic braking system with only one pressure supply mechanism. Similarly, to meet SAE Levels 4 and 5, the requirements can be achieved according to… Figure 6a and 6b All the prerequisites of the invention's extension for a single-box braking system are met. If the pressure supply mechanism is redundantly implemented and the electric traction motor, as in function (b), supports the braking torque build-up, an emergency braking function with a market-common dynamic of 150ms can also be ensured. Thus, although the maximum dynamic of 90ms according to the solution of the invention cannot be achieved under normal conditions, a TTL with a reasonable loss of 150ms to 200ms can be achieved. This corresponds to the power data of commonly available brake force enhancers.

[0125] Similarly, braking systems for SAE Class 3 and 4 (see, for example, WO 2018233854A1) can only utilize the pressure dynamics of the ESP pump in the event of a brake booster failure. This pressure dynamics, according to current operational manuals, can only achieve pressure buildup of 450 ms to 50 bar. It is also feasible in the driving dynamics system to utilize the braking torque buildup dynamics of the electric traction motor to support pressure buildup via the ESP pump. Depending on the power strength of the electric traction motor, a TTL of approximately 150 ms to 250 ms can be achieved for such a two-box braking system with a weak ESP pump. Therefore, the emergency braking function in failure conditions is equivalent or nearly equivalent to that in normal operation.

[0126] The integration of the braking system into the central control system leverages the synergies and functional support described above to ultimately offer the potential to eliminate the need for a hydraulic backup level via the brake pedal (see Figures 6 to 7). Figure 6c Furthermore, either an electric pedal should be introduced or the pedal should be completely eliminated. Thus, a braking system with only one pressure supply mechanism in a structural unit (single-box braking system) having the FDS according to the invention has the potential to achieve AD level 5 capability.

[0127] In the second "Architecture II", an axle module replaces the centrally controlled hydraulic braking system. For example, this axle module has at least two braking modules selected from:

[0128] - Electric drive motor,

[0129] - Electromechanical brakes (EMBs) for one wheel each,

[0130] - Electro-hydraulic pressure regulators (EHB-VA, EHB-HA) for one axle each.

[0131] It has wheel adjustment valves for adjusting the braking torque of each of the two wheels of the axle.

[0132] For example, the axle module may include an electric drive motor by means of which the wheels of the axle (VA, HA) can be driven and regeneratively braked, and an electromechanical braking unit (EMB) for each of the two wheels of the axle or a common electro-hydraulic braking unit (EHB-VA, EHB-HA) for the two wheels of the axle (VA, HA).

[0133] In the second embodiment, unlike the first embodiment, a controller (S-ECU) is provided for the corresponding axle. VA S-ECU HA The controller has a connection to the central controller (M-ECU). 域 The communication interface of the axle synchronously controls the selected braking module of the axle. Unlike normal brake operation, synchronization is particularly advantageous for regulating operation because the different lag times and time processes in brake torque build-up and release are optimally coordinated with each other by the different braking modules. Furthermore, this structure resolves the liability issue, as the provider of the electric axle is then responsible for overall drive and braking management. In the second embodiment, different variations are possible:

[0134] a) An electromechanical braking unit (EMB) combined with an electric traction drive, particularly advantageous for the front axle of a vehicle (see...). Figure 12a );

[0135] b) An electromechanical braking unit (EMB) combined with an electro-hydraulic EHB pressure regulator with wheel adjustment valves is particularly advantageous for the front axle;

[0136] c) an electric traction motor for each wheel of an axle, combined with an electro-hydraulic pressure regulator EHB having wheel adjustment valves, particularly advantageous for the rear axle; and d) an electric traction motor for an axle, combined with an electro-hydraulic pressure regulator EHB having wheel adjustment valves, generally advantageous for the front and rear axles.

[0137] The combination of an electric motor or electromechanical braking unit (EMB) and an electro-hydraulic braking unit (EHB) is particularly advantageous because the advantages of the two braking torque generators can be ideally combined:

[0138] a) Electro-hydraulic braking units (EHBs) are highly dynamic at high braking torques during pressure release and are insensitive to high braking torques, while electric drive motors or electric braking units (EMBs) have their greatest advantage at low braking torques. Furthermore, their cost increases in designs intended for higher loads.

[0139] (b) Electro-hydraulic (EHB) brake units are significantly more cost-effective than electric brake units (EMB). The cost of an EMB is approximately twice that of a pressure regulator with wheel adjustment valves for both wheels used in the rear axle. In contrast, the cost of an EHB with wheel adjustment valves for both wheels used in the front axle is only 10% higher, while the cost of an EMB for the front axle is a further 50% higher compared to the rear axle. The increased cost of the higher proportion of EMBs is due to the higher braking torque required for the front axle and the necessity of having two motors for each wheel in high-end vehicles or SUVs.

[0140] c) The combination of the PPC-Gen2 pressure regulation method, described later, with the electric traction motor or electromechanical braking unit (EMB) as a pressure regulator in the implementation scheme, fully leverages the advantages of the novel PPC-Gen2 pressure regulation, which features highly precise braking torque regulation. Dead time in the PPC-Gen2 method, such as that caused by partial multi-path pressure regulation operation, can be compensated for via regulation through the traction motor or EMB, as this braking unit is fully capable of achieving a similar braking torque gradient.

[0141] The achievable pressure torque gradient is illustrated graphically to show the advantages. Figure 13a Based on the high-power electric traction motor and utilizing the typical braking torque gradient of EMB and EHB operating with the aid of AV / EV technology and PPC-Gen2, this will be further explained and elaborated below.

[0142] Used as a fundamental principle of hydraulics Figure 9a and 9b The following describes the implementation methods in detail.

[0143] Functions (a)-(g) implemented in “Architecture I” can all also be implemented in “Architecture II”, and even with more freedom, since two pressure supply mechanisms with pressure regulating valves are available for each axle, and these pressure supply mechanisms are also preferably implemented redundantly.

[0144] In the third "Architecture III," wheel modules replace the conventional electro-hydraulic EHB braking system, with each wheel module equipped with an electric traction motor and an electromechanical brake (EMB). Wheel modules with electric traction motors allow for significant flexibility in platform design. This concept offers maximum flexibility and more redundancy than conventional braking systems, as the remaining wheel modules can still perform all core functions of braking and brake regulation, vehicle stabilization, and steering in the event of a wheel module failure. The disadvantage is high overhead, as each wheel requires both an electric traction drive and an electromechanical brake unit (EMB). Furthermore, the electrical components are situated in areas of unspringless mass, thus bearing high mechanical loads. The advantage is that the EMBs can be used together to implement parking brake functionality, thereby reducing costs.

[0145] As explained in the first embodiment, it is advantageous to use the electric traction motor and the electromechanical braking unit (EMB) via the driving dynamics system, especially if braking power is allocated in the basic braking function (see function (a) of “Architecture I” for this purpose). This allows the fade effect to be suppressed or reduced by heating the friction brake, and the braking torques of the traction motor and the electromechanical braking unit (EMB) to be added together in the emergency braking function (AEB) (see function (b) of “Architecture 1” in the first embodiment).

[0146] Unlike function (g) in "Architecture I", wheel individualization recycling can be implemented more simply. Axle individualization recycling (function (c) in "Architecture 1") is also obviously describable.

[0147] The key is the application of function (f), where a basic braking torque is generated via the traction motor during regulation and the braking torque is modulated during regulation by means of the electromechanical braking unit (EMB). Alternatively, a basic braking torque can also be generated via the EMB and the braking torque modeled via the electric traction motor. For critical driving conditions (e.g., during μ-Sprung), a common braking torque can be established or released even simultaneously by means of the EMB and the electric traction motor, making highly dynamic braking torque matching available in general. If each wheel has a controller (M-ECU-wheel 1, M-ECU-wheel 2, M-ECU-wheel 3, M-ECU-wheel 4) to regulate the synchronous braking torque of the EMB and the electric traction motor, the joint regulation of the braking torque is thus simple and feasible. This also minimizes the time lag during changes in braking torque.

[0148] The advantages of coordinated braking torque reduction are significant, especially given the technical challenges posed by electromechanical brakes (EMBs) at high braking torques. EMBs, in line with development trends, exhibit problematic brake pad separation processes at high operating torques, leading to high costs. These problems are significantly alleviated by applying the basic braking torque via a traction motor. Furthermore, the support function allows for a considerable reduction in the cost of electromechanical brake EMBs, where the effect is disproportionate to the operating force or braking torque. If, for example, 30% of the required basic torque is applied via an electric traction motor, the cost of the electromechanical brake EMB can be reduced by more than 30%, as the size of the electromechanical brake EMB can be relatively smaller. Due to the axle load distribution during braking (typically 60% to 70% of the load on the front axle and 40% to 30% on the rear axle), it is advantageous for the electric traction motor on the front axle to be more powerful than that on the rear axle. This enables the use of universal components for the electric braking unit (EMB) on both the rear and front axles, as the axle load distribution is compensated for by the stronger braking power of the motor at the front axle when braking with higher braking power.

[0149] The driving dynamics system with wheel modules is a solution that fully meets SAE Level 5 requirements due to redundancy. However, due to its high cost (four traction motors + four electromechanical brakes), this solution is a niche solution for specific applications from a chassis-control perspective, which, however, has other advantages relative to the higher cost, such as flexibility in the manufacture and design of different vehicle concepts.

[0150] In another embodiment of the driving dynamics system, a specific combination brake is provided, consisting of a hydraulic brake (EHB-VR, EHB-VL) for the front axle with a pressure regulator for each wheel of the front axle, and an electromechanical braking unit as an EMB-module (EMB1, EMB2) at each wheel of the rear axle. Preferably, it has an integrated electronic parking brake, for example, by redundantly implementing the electronics of EMB1 and EMB2 or by implementing the self-locking mechanism of the transmission for EMB1 and EMB2, for example, by using a trapezoidal lead screw made of plastic. The electro-hydraulic EHB-VR pressure regulator or EHB-VL pressure regulator can be implemented as a piston-cylinder unit without wheel adjustment valves or simply as a pump, particularly with a gear pump for each pressure regulator. If a piston pump is used, such as the 2k pump of a standard ESP unit, at least one valve device is required for pressure release, while the gear pump takes over the function of the piston-cylinder unit and is capable not only of building up braking torque but also of releasing braking torque.

[0151] "Architecture II" is particularly well-suited for specific combined brake systems, where the pressure regulators of each axle are coordinated and connected via the axle controller S-ECU.VA and S-ECU HA The synchronization of functions a) to f) can be easily coordinated. However, another architecture is also conceivable, in which the controller of each brake torque regulator is connected to the central control unit M-ECU. 域 The communication and central control unit transmits the desired braking torque to the brake torque regulators (EHB-VR, EHB-VL, EMB-HL, EMB-HR) of the wheel brakes via control electronics and to at least one traction motor (TM1, TM2, TM3, TM4). The functions (a) to (g) of the driving dynamics system described above can also be achieved regardless of the chosen architecture, with the greatest potential also lying in the cost and weight optimization of the friction brakes, for example, by using drum brakes at the front axle and smaller disc brakes at the rear axle for the electromechanical braking unit EMB. Therefore, it is particularly advantageous to utilize the braking action of the electric traction motor at the front axle for the combined brakes.

[0152] The specific combined solution, although superior to solutions with an electro-hydraulic brake unit EHB-1 or EHB-ZA with wheel adjustment valves at the front axle and an electromechanical brake unit EMB at the rear axle (e.g.) Figure 6c (The absence of a hydraulic connection to the rear axle) is more costly. However, this particular combined solution offers the advantage of additional freedom in the wheel-proximity positioning of the EHB-VR and EHB-VL modules, and it allows for simpler expansion than the electromechanical braking unit (EMB) at the front axle. Furthermore, this particular combined solution makes the pressure regulating unit manufacturer, especially newer companies, independent of the solenoid valve supplier and the necessary technology for pressure regulation using solenoid valves, which are firmly in the hands of established brake manufacturers.

[0153] Furthermore, specific combined brakes can be readily applied, similar to electromechanical braking units (EMBs). If a gear pump is used instead of a piston-cylinder unit, a solution can be achieved at a reasonable cost. In particular, the cost reduction potential of the driving dynamics system and functions (a) to (g), as further elaborated below for other implementation methods and architectures, is also significant in the solution.

[0154] The invention aims to achieve significant functional, redundancy, and cost advantages by utilizing the driving dynamics system adjustments of architectures I to III and by employing specific combined brakes.

[0155] Improved features / applications / new features:

[0156] - In ABS operation, especially on roads with low friction coefficients (snow, ice), the electric traction motor is used in regulated operation to shorten braking distance, where the greater braking torque gradient of the electric traction motor is compared to known ABS systems with storage chambers.

[0157] Advantages (see standard ESP systems with slow pressure release in the storage chamber). - The use of an electric traction motor for ASR operation via torque and motor speed regulation at startup replaces the known solution of braking the rear wheels by an electro-hydraulic brake (EHB).

[0158] - Improve emergency braking function (AEB) by replacing 150ms of braking torque increase with 100ms, thereby shortening the braking distance accordingly, especially at high speeds and in situations of accident risk.

[0159] - Combined yaw moment intervention for vehicle stabilization or steering using torque intervention, the yaw moment intervention being generated by means of an electric traction motor and braking torque via an electro-hydraulic braking unit EHB.

[0160] - In regulating operation, braking intervention is achieved through a combination of electric traction motor and electro-hydraulic brake (EHB), for example, when road conditions change dynamically, such as during μ-Sprung, where rapid pressure release is required.

[0161] - By utilizing the electro-hydraulic braking unit EHB in the multi-path method, ABS regulation via torque adjustment through the electric traction motor is used to avoid dead time in the multi-path system.

[0162] - The advantages of using a closed hydraulic braking system are the ability to quickly apply core functions such as ABS and ESP and to automate new software functions via central OTA upgrades, such as enabling software upgrades when transitioning from SAE Level 2 to SAE Level 3-5.

[0163] - EBV adjustment is achieved by using another electric traction motor at the rear axle and an electro-hydraulic brake EHB at the front axle.

[0164] - Redundant ASR functionality is achieved through an electric traction motor or an electro-hydraulic braking unit (EHB).

[0165] Advantages of reduced cost and weight:

[0166] - The use of an electric traction motor to reduce the thermal load on the brake calipers during multiple braking (so-called AMS fade test) simplifies electro-hydraulic braking devices, such as the EHB electro-hydraulic brake unit designed for lock-up pressure and with an additional 20% to 40% reserve, that is, 120 bar to 140 bar instead of 200 bar to 200 bar. Optionally, it is even designed for lower pressures than the required lock-up pressure (60 bar to 80 bar) when braking via the electric traction motor, even when fully charged, thanks to reliable energy management.

[0167] - The use of an electric traction motor reduces the thermal load on the brake calipers and enables the use of cost-effective drum brakes at the rear axle.

[0168] - Reduce dust and wear on braking equipment by primarily relying on electric traction motor braking.

[0169] - The electric braking unit (EMB) is streamlined by the braking torque supported by an electric traction motor, which is located particularly at the front axle of the vehicle but also at the rear axle.

[0170] - Instead of a single-box design with a high-powered EC motor, an electro-hydraulic brake EHB with a simple 2-K pump and relatively low power is used, and an emergency braking function within 150ms is described by combining it with a standard ESP unit with a corresponding power of an electric traction motor having a TTL of 500ms.

[0171] - By describing the high dynamic pressure established by the electric traction motor, smaller solenoid valves are used.

[0172] Improvements through redundancy:

[0173] - Use an electric traction motor for braking when the braking system fails or partially fails.

[0174] -Even in the event of failure of the primary braking system, an electric traction motor is used to maintain rapid emergency braking (AEB) with a TTL of 150 ms.

[0175] - The electric traction motor is used to maintain EBV function even if the rear axle brake circuit fails.

[0176] - Use an electric traction motor when the braking circuit fails.

[0177] - Use the electric traction motor when the ESP function fails.

[0178] - In the event of steering failure, use the electric traction motor or assist steering intervention at the front axle by intervening with yaw moment at the rear axle.

[0179] - Redundant ASR functionality is achieved through an electric traction motor or an electro-hydraulic braking unit (EHB). Attached Figure Description

[0180] In the following description, the invention is illustrated by means of several embodiments set forth in detail with reference to the figures. Herein are shown:

[0181] Figure 1a The attenuation effect is the basis for the design scheme of standard braking equipment during AMS testing;

[0182] Figure 1b : Utilizing a masking strategy for regenerative braking that does not have a driving dynamics system, based on existing technologies;

[0183] Figure 1c Configuration of the braking unit in the braking system;

[0184] Figure 1d Typical simulation of AMS testing;

[0185] Figure 1e Braking management using an electro-hydraulic brake when using an electric traction motor for cover;

[0186] Figure 2 Architecture I: A driving dynamics system for the combined action of electric traction motors at the front axle and / or the rear axle;

[0187] Figure 2a : Driving dynamics system "Architecture I": Hydraulic braking systems EHB-Z and EHB-VA combined with electric traction motors TM1, TM2, and TM3;

[0188] Figure 2b : Driving dynamics system "Architecture I": Hydraulic braking system combined with electric traction motor;

[0189] Figure 3 A novel masking strategy utilizing a driving dynamics system and one or more powerful electric traction motors;

[0190] Figure 4 AEB-time gain is achieved by utilizing braking via an electric traction motor and an electro-hydraulic braking unit (EHB) with matched EBV functionality.

[0191] Figure 5 The system utilizes the ABS regulation operation of the electro-hydraulic braking unit EHB and generates the basic braking torque through the electric traction motor.

[0192] Figure 5a It features a typical ABS time progression of wheel speed, pressure, and valve time when the braking torque is adjusted using the electro-hydraulic braking unit EHB.

[0193] Figure 5b It features an optimized ABS timing process that adjusts wheel speed, pressure, and valve timing when utilizing the braking torque of the electric traction motor.

[0194] Figure 5c During μ-Sprung, the ABS system, which combines an electro-hydraulic braking unit (EHB) with an electric traction motor, regulates operation.

[0195] Figure 5d : Under low μ conditions, the ABS is regulated by combining the electro-hydraulic braking unit EHB with the electric traction motor at the rear axle;

[0196] Figure 6a Concept A for “Architecture I” of the driving dynamics system: EHB-Z for individualized wheel adjustment of the front and rear axles combined with electric traction motors at the front and rear axles;

[0197] Figure 6b : Concept B for “Architecture I” of the driving dynamics system: EHB-Z for individualized wheel adjustment of the front axle and basic braking torque combination for the rear axle, with ABS adjustment at the rear axle by means of electric traction motor.

[0198] Figure 6c : Concept B for “Architecture I” of the driving dynamics system: EHB-Z for individualized wheel adjustment of the front axle and basic braking torque combination for the rear axle, with ABS adjustment at the rear axle by means of the electromechanical braking unit EMB.

[0199] Figure 6d : Concept D for “Architecture I” of the driving dynamics system: EHB-VA for individualized wheel adjustment of the front axle, and only using the braking and ABS adjustment of the electric traction motor at the rear axle;

[0200] Figure 7a : Features a family of 250kW motor characteristic curves with high-power motor and enhanced power output via the new RSP-4Q inverter;

[0201] Figure 7b , 7c and 7d: Construction of the new RSP-4Q inverter;

[0202] Figures 8 to 8c MV is a normally open inlet / outlet valve used for pressure build-up and pressure release under high pressure gradients and braking pressures. 2k ;

[0203] Figure 9a MV with inlet / outlet valve 2k The new pressure regulator (PPC-Gen-V1);

[0204] Figure 9b MV with inlet / outlet valve 2k A new type of pressure regulator (PPC-Gen2-V2);

[0205] Figure 10 :Driving Dynamics System "Architecture II": Featuring S-ECU (Short-Range Electronic Control Unit) VA and S-ECU HA Electric vehicle axle module;

[0206] Figure 11a : Driving dynamics system "Architecture II": Electric vehicle axle module I with two electric braking units and one electric traction motor;

[0207] Figure 11b : Driving dynamics system "Architecture II": Electric vehicle axle module II with one electro-hydraulic braking unit and two electric braking units;

[0208] Figure 11c : Driving dynamics system "Architecture II": Electric vehicle axle module III with an electro-hydraulic braking unit and an electric traction motor;

[0209] Figure 11d : Driving dynamics system "Architecture II": Electric vehicle axle module IV with one electro-hydraulic braking unit and two electric traction motors;

[0210] Figure 12 Comparison of braking torque gradient and operating range of electric traction motor TM, electro-hydraulic braking unit EHB, and electric braking unit EMB;

[0211] Figure 12a Decision heuristics for evaluating features such as a family of characteristic curves, core data, and signals;

[0212] Figure 13 The "Architecture III" of the driving dynamics system includes wheel modules with wheel control electronics for electric braking units and electric traction motors; and

[0213] Figure 13a : Driving dynamics system "Architecture III": wheel module with four electric braking units and four electric traction motors. Detailed Implementation

[0214] Figure 1dA typical simulation of the AMS test is shown, based on which a braking device is designed according to existing technology. In this simulation, 10 consecutive braking maneuvers starting from 100 km / h are performed. If the maximum pressure is measured based on the so-called AMS fade test (Brake Manual, 5th Edition, Chapter 6.3.2, Figure 6.10), the front axle wheel brakes typically heat up to approximately 600°C, and the rear axle wheel brakes to approximately 500°C. Therefore, the pedal force increases by approximately 80% in the case of a standard vacuum brake booster, meaning the braking device must be designed with 80% higher pressure for fade conditions than for normal lock-up. Therefore, with a corresponding safety margin, a typical braking device is designed for a maximum pressure of 200 to 220 bar.

[0215] Figure 1e This illustrates the brake management of electro-hydraulic brakes commonly found in the current market when using an electric traction motor as a cover. The process is described in detail, for example, in sections 19.3.2 and 19.3.3 of the 5th edition of the Brake Manual, and... Figure 1a The aforementioned management is now expanded as a core concept of the invention. Characteristically, hydraulic braking begins at low vehicle speeds (region B), while generator braking gradually increases at speed v1 and gradually decreases up to speed v2; that is, hydraulic braking is used at low vehicle speeds (v1 < 10 km / h, region B) and high vehicle speeds (v2 > 60 km / h, regions E2, D), respectively, instead of regenerative braking. Furthermore, the available potential of regenerative braking is not fully utilized, for example, above M between v1 and v2. max The braking torque provides stronger braking and regenerative braking in the speed range >v2. That is, although up to M... max Higher braking torque may be available for the TM; however, this is not fully utilized in the stated speed range (region E1). This is often technically conditional, for example, when the braking device used is not designed for higher regeneration. This is limited, for example, in the system described in DE 10 2012 211 278A1, by the fact that the storage cavity of the ESP-hev-cell is only capable of absorbing a limited volume, thus limiting the coverage.

[0216] Furthermore, safety considerations arise at higher deceleration and speeds: therefore, regenerative braking is not employed, for example, in situations where the braking torque via the electric traction motor in ABS mode could lead to wheel lock-up—in which case the driving dynamics system of the present invention first mitigates this through central control of the electric traction motor and the electro-hydraulic braking unit. Therefore, regenerative braking is not provided in regions E1 and E2 according to the prior art's concealment strategy.

[0217] For the reasons mentioned, the potential for optimization of regenerative braking and friction brakes has not been fully utilized in known systems for AMS fade conditions, as AMS fade occurs precisely at speeds from approximately 100 km / h under full braking conditions. There, pure hydraulic braking is used according to existing technology (see Figure 1). If, for example, 30% of the braking power (M) of the electric traction motor is taken over during AMS testing... el.TM,AMS The fade effect is significantly reduced because the temperature rise of the braking device is significantly less. Therefore, the braking device can be designed for significantly lower maximum pressures, such as 140 bar to 160 bar. Maximizing the driving dynamics system adjustment according to the invention has three effects, including significant cost and weight savings:

[0218] 1. It enables maximum regeneration, which increases the driving range of electric vehicles and can be used to operate heat pumps.

[0219] 2. It simplifies friction brakes, for example, through simpler cooling, lower wear, and smaller brake discs, and cost-effective drum brakes can replace disc brakes.

[0220] 3. Simplification of the electro-hydraulic brake is feasible, especially by utilizing wheel regulating valve design for lower maximum torque and lower maximum pressure, weight reduction of the electro-hydraulic brake unit (EHB), and smaller EC motor with smaller volume of the pressure supply unit of the electro-hydraulic brake unit.

[0221] Figure 2 The diagram shows an electric traction motor (TM3) for use at the front axle and / or an electric traction motor (TM1, TM2) for use at the rear axle, according to the plug-in configuration. Figure 2 The "Architecture I" system is an advantageous driving dynamics system that combines the electro-hydraulic braking devices of the EHB-Z or EHB-VA topology in a common mode of operation. The central control unit here takes over the braking torque regulation of the electric traction motors TM1, TM2, and TM3 and the electro-hydraulic braking units EHB-Z and EHB-VA for at least one of the following functions:

[0222] (A) Basic braking with thermal management and energy management of the energy (electrical energy, thermal energy) delivered and drawn by the traction motor;

[0223] • (B) Emergency braking (AEB) with electronic brake force distribution (EBV);

[0224] • (C) Regenerative braking at multiple axles;

[0225] • (D) ABS regulation with basic braking torque support and / or common braking torque regulation;

[0226] • (E) Braking operation when the electro-hydraulic braking units EHB-Z and EHB-VA fail;

[0227] • (F) Yaw moment intervention by means of wheel-individualized braking torque intervention; and / or

[0228] • (G) Wheel-specific braking torque intervention for wheel-specific regenerative braking.

[0229] The driving dynamics system sends desired values ​​to different units, including, in particular, desired braking torque or desired braking pressure. Desired signals for pressure control or regulation are also preset for specific functions (such as functions (C), (E), and (F) described above), for example, for solenoid valves, the switching duration for functions such as opening time or the PWM frequency during choke operation, and / or for pressure supply devices to build up or release pressure.

[0230] In addition, M-ECU 域 It can also be equipped with a controller or autonomous driving M-ECU AD The interface to the domain can evaluate additional information that is helpful for effective and predictive regulation. This could be, for example, camera information about road conditions (snow, ice, rain) or information about the environment (distance from pedestrians and / or other vehicles).

[0231] Figure 2a An exemplary configuration of a vehicle architecture for a driving dynamics system is shown, including hydraulic and signal lines between units and sensors. Preferably, a central control unit (M-ECU) is included, comprising three microcontrollers μC1, μC2, and μC3 for implementing a 3-to-2 architecture. 域 Especially through redundant data lines and the controller (M-ECU) of the electro-hydraulic braking unit BM It communicates with the electric traction motor TM1 (optionally TM2) of the rear axle and the electric traction motor TM3 of the front axle.

[0232] Central Control Unit M-ECU 域 It is particularly capable of having at least one very powerful microcontroller and a large memory (measured in the billion-byte range) to enable automated applications via artificial intelligence (AI) before the vehicle is first put into operation and / or during vehicle operation. Alternatively, the alternative domain computer can also use a central computer or can use the typically larger resources of a central computer designed for processing multimedia data, especially for AI-enabled applications.

[0233] Central Control Unit M-ECU 域 Receive wheel v R1 -v R4The data comes from wheel speed sensors and preferably additional sensor signals S1, S2, Si, etc. Sensor signals S1, S2, Si can be provided by yaw moment sensors, acceleration sensors, and / or weight sensors, which are important for central control via the vehicle model because they enable or at least simplify optimization of central control. Therefore, weight sensors can be advantageously used to match recovery strategies based on weight. Yaw moment sensors are helpful for driving dynamics interventions, such as torque vectoring or ESP yaw moment intervention, and acceleration sensors are helpful in calibrating the relationship between braking pressure in the hydraulic braking unit (EHB) and the obtained braking torque or braking pressure and the obtained vehicle deceleration. It can also use additional sensors or data from autonomous driving systems, such as data from camera and lidar sensors, map materials, or data from interactions with the environment and other vehicles, such as in Car2X (V2x) or Car2Car (V2V) communications, to enable traffic-specific braking torque intervention or target-oriented deceleration of vehicles, and to operate vehicles at matched speeds or with earlier deceleration in fault conditions, such as when a portion of the vehicle fails with reduced maximum deceleration.

[0234] Additionally, it is advantageous to provide electric servo steering (EPS) for the front axle and, optionally, electric parking brakes (EPB1, EPB2) for the rear axle for communication with the central domain. The integration of EPS enables coordinated driving dynamics interventions, such as torque vectoring, and, in the event of EPS failure or partial failure, support for steering or electric servo steering of the vehicle, supplemented by ESP yaw moment intervention via the electro-hydraulic braking unit (EHB). Furthermore, the integration of the electric parking brake (EPB) is advantageous because the parking brake, in addition to ensuring a purely stationary state, can also perform dynamic braking functions or emergency functions, as described, for example, in WO2020165255 A1.

[0235] Figure 2b An exemplary configuration of another vehicle architecture according to the present invention is shown, having an EHB-Z with hydraulic lines and signal lines between the braking unit and the sensors. Preferably, a central control unit M-ECU is included, comprising three microcontrollers μC1, μC2, and μC3 for implementing a 3-to-2 architecture. 域 In particular, through redundant data lines and a controller ECU1 with two redundancies. EHB and ECU2 EHB Hydraulic braking unit (M-ECU) BM The controller communicates with the electric traction motors TM1 and TM2 of the rear axle and the electric traction motor TM3 of the front axle. Figure 2bUnlike the EHB-Z, which integrates a pedal and only has hydraulic lines to the rear axle wheel brakes, the EHB-Z has an electric traction motor for each wheel on the rear axle. This allows the electric traction motors to perform braking torque adjustment and regenerative braking for different functions such as ABS, ASR, and ESP. The EHB-Z's electro-hydraulic braking unit only provides basic braking torque. Further details regarding the EHB-Z's hydraulic layout are... Figure 6b As shown in the image.

[0236] In the central control unit M-ECU 域 Middle receiving wheel v R1 -v R4 The data comes from wheel speed sensors and preferably additional sensor signals S1, S2, Si, etc. Sensor signals S1, S2, Si can be provided by yaw moment sensors, acceleration sensors, and / or weight sensors, which are important for central control via the vehicle model because they enable or at least simplify optimization of central control. Therefore, weight sensors can be advantageously used to match recovery strategies based on weight. Yaw moment sensors are helpful for driving dynamic interventions, such as torque vectoring or ESP yaw moment intervention, and acceleration sensors are helpful in calibrating the relationship between braking pressure in the hydraulic braking unit (EHB) and the obtained braking torque or braking pressure and the obtained vehicle deceleration. It can also use additional sensors or data from autonomous driving systems, such as data from camera and lidar sensors, map materials, or data from interactions with the environment and other vehicles, such as in Car2X (V2x) or Car2Car (V2V) communications, to enable traffic-specific braking torque intervention or target-oriented deceleration of vehicles, and to operate vehicles at matched speeds or with earlier deceleration in fault conditions, such as when a portion of the vehicle fails with reduced maximum deceleration.

[0237] Additionally, it is advantageous to provide electric servo steering (EPS) for the front axle and, optionally, electric parking brakes (EPB1, EPB2) for the rear axle for communication with the central domain. The integration of EPS enables coordinated driving dynamics interventions, such as torque vectoring or, in the event of EPS failure or partial failure, support for steering or electric servo steering of the vehicle, supplemented by ESP yaw moment intervention via the hydraulic braking unit EHB. Furthermore, the integration of the electric parking brake (EPB) is advantageous because the parking brake, in addition to ensuring a purely stationary state, can also perform dynamic braking functions or emergency functions, as described, for example, in WO2020165255 A1.

[0238] Figure 3This illustrates a masking strategy for the driving dynamics system, which fully utilizes the braking force of the electric traction motor across the entire speed variation curve of the vehicle, up to the maximum braking torque of the electric traction motor in use. Full utilization in the driving dynamics system is feasible in the following manner: as in Figure 2a As shown, the central domain possesses all the essential information, enabling very rapid matching of braking action via the electric motor with minimal time lag in critical driving situations, such as during ABS adjustment operation. The new high-voltage (>700V) electric motor can dynamically increase or decrease the electric braking torque via the electric motor at speeds ranging from 10,000 Nm / s to 30,000 Nm / s. Therefore, in ABS situations, before the electro-hydraulic braking unit (EHB) takes over ABS adjustment, braking torque can be released almost as quickly as in hydraulic brakes (typically 1000 bar / s to 2000 bar / s = 20,000 Nm / s to 40,000 Nm / s) via the electric traction motor at the axle during electric axle drive (see table), or in wheels with individualized drive, or in electric axles with torque vectoring modules, as in hydraulic brakes (typically 1000 bar / s to 2000 bar / s = 20,000 Nm / s to 40,000 Nm / s). The adjustment strategy utilizing both the electric traction motor and the electro-hydraulic braking unit (EHB) during ABS operation... Figure 5a The text continues to clarify. Therefore, while the first adjustment cycle is not perfectly optimal, there are no safety-critical situations where the vehicle would become unstable. Furthermore, in critical driving situations (where Automatic Emergency Braking (AEB) can be used), the shortcomings of the first adjustment cycle can be over-compensated by shortening the TTL.

[0239] The diagram illustrates, exemplarily, the torque-speed characteristic curves of the electric drive motor of a plug-in hybrid or electric vehicle (e.g., the BMW i3) with a vehicle weight of 1365 kg. The electric traction motor in this case has a maximum power of approximately 130 kW and a maximum torque of 250 Nm, operating at a transmission ratio of 9.5, meaning it can provide up to 2400 Nm of torque at the vehicle's axles for both driving and deceleration. Based on a maximum permissible vehicle weight of 1710 kg and a weight distribution of 40% at the rear axle and 60% at the front axle during maximum deceleration braking, an axle braking torque of 3400 Nm is required at the front axle and 2465 Nm at the rear axle. This allows for fully electric braking of the rear axle up to approximately 70 km / h.

[0240] At the design point used for AMS fade testing, approximately 50% of the braking power is provided at the front axle at a speed of 100 km / h, and even closer to 70% at the rear axle. This means that the brakes experience only half the friction power at the front axle and only 30% at the rear axle.

[0241] The high available additional braking torque over a wide speed range can significantly reduce the temperature rise of friction brakes, not only at high speeds like 100 km / h under AMS test conditions, where a large amount of kinetic energy is absorbed by the friction brakes. This is advantageous for sporty vehicles, where very expensive ceramic brakes are typically used. Furthermore, the thermal load on the rear axle can be completely released over a speed range down to 70 km / h; the rear axle can also be deloaded very strongly, especially during the critical AMS test. This allows for the use of cost-effective drum brakes.

[0242] Therefore, the central control unit of the driving dynamics system, which also detects the weight of the vehicle, can also improve braking through regenerative braking when the load is low, so that the recovery strategy is matched according to the vehicle load.

[0243] The problem is the feasibility of the battery absorbing high pulse power, especially during high states of charge. For this particular case, instead of feeding power back to the battery, the power is dissipated internally in the electric traction motor, at least partially, through intelligent field-oriented vector regulation (Id, Iq), so that no energy is drawn back. Alternatively, an additional resistor can be used, where heat dissipation can be achieved. The heat generated via the resistor can then advantageously be used to heat the vehicle or, via a heat exchanger, to cool it. The feasibility of energy management has already been described above in additional details.

[0244] If a specific inverter is used, by means of which the motor windings can be optionally connected in series or parallel (RSP-4Q inverter), additional torque assistance is possible at higher motor speeds or higher vehicle speeds. This also allows for increased braking torque at higher vehicle speeds for generator braking, thereby recovering more kinetic energy. Alternatively, it is possible, as in Figure 4 As shown, the TTL (Time-to-Lock) time continues to be reduced at high speeds, which can also be advantageously used to shorten the braking distance, since the addition of hydraulic brakes can provide additional electric braking.

[0245] Figure 4 The diagram illustrates how the emergency braking (AEB) function according to the invention can be achieved using the control of the driving dynamics system according to the invention, in a manner that: during electric emergency braking, EBV adjustment is meaningfully matched not only to the braking action via the electric traction motor but also in the sense of shortening the braking distance. Figure 4 In the example, it is illustrated that having Figure 3The electric traction motor has power data (130kW, 250Nm, 9.5 gear ratio) and a torque gradient of 15000Nm / s. In the electro-hydraulic EHB system, a black-white brake circuit distribution is used, meaning a brake circuit for the front axle and a second brake circuit for the rear axle. Curve BM TM1-VA and BM TM2-HA The braking torque increase of the electric traction motor at the front axle VA or rear axle HA is shown separately, with a braking torque gradient of 15000 Nm / s. This increase is considered for use in electronic brake force distribution (EBV), such that... Figures 6a to 6d To further clarify, the pressure variation curves of the advantageous hydraulic braking system are distributed to the front and rear axles so that both axles simultaneously reach their maximum braking torque, for example, the maximum braking torque for 1g deceleration, while simultaneously ensuring that design priorities are taken into account (see Table 1 for priorities).

[0246] In a simplified manner, the braking torque increases further after reaching the maximum braking torque (illustrated in the figure, for example, 1g) to illustrate additional braking torque variation curves over time, thus also illustrating the TTL for higher decelerations (e.g., to 1.4g for sporty vehicles). If ABS is engaged, typically at a deceleration of, for example, 1g, the braking torque is sequentially reduced, followed by ABS adjustment, as shown below. Figure 5 , Figure 5a , Figure 5b , Figure 5c To be further clarified.

[0247] Curve BM EHB-HA This shows the braking torque variation curve of the electro-hydraulic brake used for the rear axle; curve BM HA,EHB+TM2-HA The sum of the braking torque variation curves for the electro-hydraulic brakes used on the rear axle and the traction motor TM2 associated with the rear axle is shown.

[0248] In addition, curve BM EHB-VA The curve showing the braking torque variation of the electro-hydraulic brake used on the front axle is shown; curve BM VA,EHB+TM1-VA The sum of the braking torque variation curves for the electro-hydraulic brakes used on the front axle and the traction motor is shown.

[0249] The upper horizontal line BLM-VA represents the braking torque corresponding to the lock-up pressure applied to the front axle VA. The lower horizontal line BLM-HA represents the braking torque corresponding to the lock-up pressure applied to the rear axle HA.

[0250] The corresponding lock-up pressure is obtained where the curves of the braking torque obtained by means of braking units EHB-VA,TM1, EHB-HA,TM2 intersect with the horizontal lines BLM-VA, BLM-HA. The time until the corresponding point is reached is denoted as Time-to-Lock (TTL).

[0251] The time-to-live (TTL) for the electro-hydraulic brakes EHB-VA and EHB-HA alone is approximately 140 ms, while it is approximately 90 ms when the regenerative braking torque of the traction motors TM1 and TM2 is additionally used. That is, by adjusting the driving dynamics system, the TTL can be reduced from 140 ms to 95 ms in simulations by a difference ΔT, which has a significant impact on braking distance. At a speed of, for example, 100 km / h, this 45 ms corresponds to a distance traveled of approximately 1 meter. This is a significant improvement compared to the typical braking distance of 25 meters using ABS braking.

[0252] Such a 1m improvement in braking distance is a very challenging goal for the application of ABS braking systems.

[0253] Figure 5 By utilizing the high pressure on asphalt roads, that is, under the so-called "high μ condition", a typical ABS adjustment curve diagram illustrates another basic concept of the synergistic use of the braking torque of the electric traction motor and the braking torque of the electro-hydraulic braking unit.

[0254] As explained above, the traction motor can build up and release braking torque very quickly, so there is no problem using the electric traction motor in ABS adjustment.

[0255] exist Figure 5 The diagram shows the deceleration curve for the vehicle, as well as the wheel speed curves for the four wheels of the vehicle.

[0256] Advantageously, during ABS operation, the electric traction motor generates the base braking torque VA, which in Figure 5 An exemplary configuration of the electric traction motor at the front axle is shown. This results in the ability to reduce the preload of the electro-hydraulic braking unit EHB to decrease the base braking torque of the electric traction motor. This results in, as in Figure 4 The text explains that it can quickly generate locking pressure and reduce the EHB pressure required for ABS regulation.

[0257] This can be used to streamline braking systems that typically require a preload 20% to 40% higher than the maximum wheel pressure. However, if 50% of the base braking torque is generated via an electric traction motor, only 70 to 80 bar pressure is needed for ABS operation, instead of a typical design for 120 to 140 bar. Furthermore, regenerative braking (see above reference) can also be used to streamline braking systems. Figure 3 After significantly reducing the temperature rise of the braking equipment (implementation scheme), the EHB design scheme for 100 bar is sufficient for safe regulated operation.

[0258] exist Figure 5 The diagram illustrates how the basic braking torque is provided by the electric traction motor at the front axle VA. Therefore, the difference ΔP between this torque and the desired preload for the front axle VA is relatively small. The pressure regulation for the two wheels of the front axle VA is correspondingly modified with a small amplitude, allowing for a smaller electro-hydraulic braking unit.

[0259] This has a significant impact on braking systems because, on the one hand, the pressure supply mechanism requires a smaller volume to provide the necessary fluid volume, and the electric motor in the electro-hydraulic brake unit (EHB) can only generate 50% of the braking torque. Furthermore, the valve design of the hydraulic control unit (HCU) for the EHB can be optimized by using smaller or more cost-effective valves designed for significantly lower pressure resistance. This basic concept can reduce the cost of the EHB by approximately 10%. Additionally, friction brakes can be implemented at a significantly lower cost because thermal loads must be reduced and lower braking torque must be transmitted to the brake pads. In the case of sport vehicles, expensive ceramic brakes can be replaced with significantly cost-effective gray cast iron brakes.

[0260] exist Figure 5a and 5b The diagram illustrates the lag in ABS adjustment using an electric traction motor compared to a standard ABS system. To explain this, a comparative diagram is provided to illustrate the time progression at wheel speed vR1.

[0261] Figure 5a This illustrates a typical process at the start of the pressure release adjustment cycle in ABS operation using a standard ESP device or a single-tank system, for example, on a low coefficient of friction surface such as snow.

[0262] Plot the wheel speed as a function of time t in the upper graph. Plot the pressure as a function of time t in the lower graph (upper curve); additionally, schematically show the valve's opening state as a function of time t (lower curve).

[0263] After time t0 due to the system's dead time, wheel lock-up can be observed because at that point, the wheel speed v is different from the reference speed v.ref The phase difference is Δv. Afterwards, the outlet valve is opened for pressure release. Time t elapses until the valve is opened. VM During the aforementioned time phase, the wheel speed continues to decrease by Δv1. Then, after the valve opening phase, a process lasting for duration t is performed. ab The pressure release is shown linearly in a simplified manner. During this time phase, the wheel speed continues to decrease by Δv2 until the wheel stabilizes. Then, the valve closes again. This is followed by a gradual pressure build-up (not shown) to guide the wheel speed back to the reference speed v. ref At the level of pressure, this is preferably achieved via an inlet valve through small, incremental pressure increases.

[0264] Figure 5b The ABS adjustment of the wheels via the traction motor is shown.

[0265] Plot the wheel speed as a function of time t in the upper chart. Plot the pressure as a function of time t in the lower chart.

[0266] If the ABS adjustment using the traction motor described here is preferably performed using an M-ECU with high resolution and a central control unit... 域 The wheel speed sensor, with its short data transmission delay, is able to detect ABS conditions characterized by wheel speed deviations from reference values ​​more quickly, especially due to the accurate modeling of the vehicle model in the central computer. Therefore, the lag time t0 is shorter in the adjustment of the driving dynamics system according to the invention, resulting in a smaller speed difference Δv. Furthermore, since no valve is required when adjusting ABS using an electric traction motor and the time lag of torque changes is negligible in the inverter of a high-power traction motor, it is particularly advantageous when there is a larger braking torque gradient (see [reference needed]). Figure 12 (Graphical illustration of braking torque gradient in the figure) When the road friction coefficient is low and there is no additional time lag t MV In this case, braking torque is released immediately after the deceleration begins at t0. Furthermore, improved wheel acceleration regulation using central domain control, achieved with higher resolution, allows for faster and more precise attainment of the desired wheel torque without overshoot. If subsequent deceleration is also valve-free and further features precise motor regulation utilizing cascaded torque and motor speed regulation (especially considering the motor torque / current of the pressure regulator, the piston position in the pressure regulator's piston-cylinder system, and the actuation speed, i.e., the adjustment speed of the pressure regulator's piston), the reference speed v is reached again significantly faster and without fluctuation in the braking torque variation curve. refBy achieving lower deviations in reference speed, and with lower noise levels due to lower pressure fluctuations, braking distance can be reduced in ABS systems compared to standard ABS systems when using an electric traction motor for adjustment. From another perspective, the same adjustment quality can be achieved with a smaller braking torque gradient compared to the EHB electro-hydraulic braking unit when using a traction motor for adjustment, because the critical time lag t caused by the solenoid valve is omitted. vM Furthermore, the reaction time t0 can be reduced by using a high-powered computer and a wheel speed sensor with higher resolution, meaning that wheel lock-up can be detected earlier and adjustments can be made more quickly.

[0267] Figure 5c This illustrates, exemplarily, another advantage of the invention, for the common braking torque modulation during regulated operation, specifically for negative μ-Sprung, i.e., when a vehicle is driven, for example, from asphalt onto snow.

[0268] exist Figure 5c The pressure or corresponding braking torque at the front axle VA and the rear axle HA is plotted as a function of time t. Here, curves are shown of the braking torque generated at the front and rear axles by means of the traction motor, as well as the total braking torque at the front and rear axles.

[0269] exist Figure 5c In a simplified manner, it is assumed that the two wheels of the front axle have the same braking torque or the same braking pressure, and that not only the front axle but also the rear axle has a traction motor at the axle, which causes the base braking torque to contribute to the total braking torque of the respective axle. For the total braking torque M... brems,ges,Vrad Or M brems,ges,Hrad The braking torque M of the traction motor brems,TM,Vrad Or M brems,TM,Hrad It acts cumulatively with the hydraulic braking torque (not shown) of the electro-hydraulic braking unit EHB of the front or rear wheels. Upon release of the braking torque, the braking torque M of the front axle can be released first without time lag. brems,TM,Vrad Then, with the aforementioned time lag t0, the pressure is released through the EHB. Thus, as long as the EHB can release the pressure, the braking torque can be advantageously matched very quickly and the gradient increased. This has a positive effect on the speed reduction of the front wheels (not shown). With the short deceleration time, the braking torque is released at the rear axle, or the braking torque M... brems,ges,Hrad The release—as described above for the front axle—is achieved by rapidly engaging the braking torque M via the electric traction motor without any further time lag t0. brems,TM,Hrad The benefits they gained from this also led to a less pronounced slowdown in this round of growth.

[0270] Figure 5dThe invention provides a solution for another conditioning scenario in which the vehicle operates on a largely uniform road surface, such as a road surface with snow (the so-called low μ scenario).

[0271] Plot the braking torque M generated at the wheels (right front wheel VR, left front wheel VL, right rear wheel HR, and right front wheel VR) in relation to time t. brems .

[0272] Here, the EHB is advantageously used to adjust the front axle, while lower braking torque is obtained for the rear axle via two traction motors TM1 and TM2, as will be explained later. Figure 6b or Figure 6d Based on the concept.

[0273] Alternatively, adjustments can also be applied to drive the design, particularly at the rear axle. Figure 6c The design incorporates an electromechanical braking unit (EMB) and an electro-hydraulic braking unit (EHB) at the front axle. The EMB offers advantages similar to a traction motor, such as precise braking torque regulation and a high braking torque gradient through motor torque and acceleration regulation. In fact, the EMB even surpasses the electric traction motor in braking torque gradient (see [reference needed]). Figure 12 (See diagram). Furthermore, the brake block tensioning effect of the EMB is eliminated at low friction coefficients.

[0274] Figure 6a This illustration shows a hydraulic braking device advantageous for integration into a driving dynamics system according to a first embodiment (“Architecture I”), the hydraulic braking device for four-wheel braking and having an electric traction motor TM1 at the rear axle of the vehicle and an electric traction motor TM2 at the front axle of the vehicle. Furthermore, the braking device can have a redundant pressure supply mechanism in the form of a piston-cylinder unit driven via an electric motor and screw drive. The pressure supply mechanism can be equipped with a current sensor i / U and an angle sensor a / U, and optionally a temperature sensor T / U for measuring the motor temperature of the EC motor. Furthermore, the piston-cylinder unit can have redundant phase connections, redundant electronics and / or redundant vehicle power connections BN1 and BN2, and connections for the chassis-ECU (M-ECU) of the central controller. 底盘域 The data lines DS1 and DS2 are used for communication. Furthermore, the braking system can have an electric pedal with a sensor-ECU and a sensor, particularly a force-stroke sensor based on the differential measurement principle (see US13 / 883,192) adapted for the electric pedal design to detect pedal force. The sensor-ECU can communicate with the central controller of the chassis-domain.

[0275] In addition, specific inlet / outlet valves (simplified as MV) that can act in both directions can be used for each wheel brake. 2k This allows pressure to be established or released by the simultaneous forward and backward movement of the piston in the piston-cylinder unit. Alternatively, different connection ends of the valve can be provided, allowing the valve cross-section to be controlled by appropriate energization either during pressure establishment or pressure release. If, for example, the valve seat is connected to a wheel brake, different pressure gradients can be achieved during pressure release, enabling the simultaneous, low-noise release of pressure from multiple wheel brakes. Pressure is then established simultaneously or in a multi-path manner via volumetric control through the pressure supply unit.

[0276] If the valve seat is connected to the pressure supply mechanism, pressure is established via classic pre-pressure control. For the latter method, outlet valves AV1-AV4 are advantageous, but not mandatory for pressure release. Furthermore, it is meaningful to use the outlet valve only in extreme cases, as this results in the loss of the pressure supply mechanism's volume in the reservoir; thus, during relatively lengthy regulatory interventions, the volume needs to be drawn back from the reservoir by pulling back the piston, see the regulation strategy according to EP 2580095B1. Therefore, the amount of volume released via the outlet valve should be set such that the braking process can be completely terminated to avoid critical regulatory interruptions, and re-delivery is only necessary after the braking process has ended. Alternatively, a two-way piston for continuous delivery can also be provided for the pressure supply mechanism, as described in EP 3 145 771B1, or an electric traction motor can take over the braking torque regulation during the interruption period.

[0277] This system solution features MV via inlet / outlet valves. 2k Alternatively, there is the option of pressure release via an outlet valve. The use of an outlet valve is therefore optional and it is possible to selectively provide one to four outlet valves. The outlet valve here provides only one additional degree of freedom in pressure release feasibility. Significantly, it is possible to have outlet valves for all wheels at system introduction, with the number of these outlet valves subsequently reduced during product maintenance.

[0278] Alternatively, the known multi-way method at two wheel brakes can be combined with the classic pressure regulation method via inlet / outlet valves at two additional wheel brakes. Here, a standard inlet valve or MV can be optionally used instead of the inlet / outlet valve. 2k The valve is used only for pressure build-up and pressure release during brake booster operation. Furthermore, the electric traction motor can advantageously reduce costs in a streamlined manner (see...). Figure 5 This is used to achieve an efficient cover strategy, wherein the electric traction motor is capable of providing basic braking torque during ABS operation and / or in emergency braking function AEB (see...). Figure 4 This is used to achieve a faster TTL.

[0279] Furthermore, by pre-setting targeted braking torque intervention as a desired value or a desired value variation curve via a domain, it is advantageous to also determine the time-varying curves of braking torque increase or decrease, so as to enable efficient synchronization with the braking torque variation curve of the electric traction motor. Intervention can be performed axle-individualized or wheel-individualized. Wheel-individualized intervention is primarily used here for yaw moment adjustment, for example for torque vectoring intervention, and is advantageously synchronized in time with the steering intervention of the electric servo steering EPS.

[0280] In addition, using MV 2k - The valve has the advantage of being able to diagnose wheel circuit failures and can shut off the MV in case of a fault. 2k The valve disconnects the wheel circuit. Therefore, three-channel adjustment operation is still feasible even in the event of wheel circuit failure. The three-channel adjustment operation can be used for ABS adjustment, but yaw moment intervention can also be used for steering support or emergency steering in the event of electric servo steering failure or partial failure.

[0281] Furthermore, the braking units are preferably implemented redundantly, for example, with redundant windings and electronics, so that each braking unit can still operate even in the event of partial failure. This allows for dual to triple redundancy of the braking function with high reliability. Critical situations can still be controlled even when braking power is reduced. If the pressure supply mechanism partially fails, instead of 2×3 phases, the reduced dynamics of 1×3 phases still establish 50% of the maximum braking torque, that is, approximately 70 bar in a design targeting 140 bar. This allows for full ABS operation at both axles up to the lock-up pressure, as the electric traction motor can then provide supporting torque at one or both axles.

[0282] The hydraulic braking system with the driving dynamics system described herein has a very simple and cost-effective construction (few solenoid valves, simplified pressure supply mechanism) and meets all the redundancy requirements of SAE Level 4, as previously stated.

[0283] Figure 6b A second embodiment of the electro-hydraulic braking unit EHB is shown, which has two electric traction motors TM1 and TM2 at the rear axle and one traction motor TM3 at the front axle. Traction motor TM3 can be omitted, where the two traction motors TM1 and TM2 are system-critical and are depicted as plug-in... Figure 2 Topology B.

[0284] The pressure supply mechanism of the electro-hydraulic braking unit EHB has only one hydraulic line leading to the two wheel brakes RB3 and RB4 of the rear axle, and advantageously uses only one cost-effective drum brake at the rear axle.

[0285] The electric traction motors TM1 and TM2 have a high power output of more than 50kW per wheel. Braking torque build-up and braking torque release are implemented dynamically. Traction motors TM1 and TM2 take over braking torque regulation here, while the EHB is only used to apply the basic braking torque for the rear axle during normal operation.

[0286] Adjusting operation and in Figure 5 The situation shown is similar, except that the roles of the EHB and the traction motor are swapped, and this time the EHB replaces the electric traction motor to establish the basic braking torque. Instead, at the front axle, ABS regulation is performed via the EHB, and the optional traction motor TM3 provides the basic braking torque. If the optional traction motor TM3 is used at the front axle, cost-effective drum brakes can also be used here.

[0287] In the event of a first failure, such as a failure of the hydraulic connection to the rear axle wheel brakes, the connection line is disconnected via an isolation valve, and the traction motor takes over the adjustment functions entirely. This limits rear axle deceleration if necessary due to the power and speed of the traction motor, but all safety-critical functions (μ-Sprung, ABS for low μ) can be adjusted very safely, and steering capability (priority 3) is ensured through front axle pressure regulation and / or through the steering EPB via the ride dynamics system.

[0288] Significantly, the vehicle's speed is limited in this fault condition (e.g., according to...). Figure 3 The motor design limits the speed to 75 km / h. The aforementioned fault condition results in a longer braking distance without speed limitation, but is not critical from a safety perspective in other situations.

[0289] If the electric traction motors TM1 and TM2 of the rear axle fail in the second failure condition, the ABS is adjusted axle-wise via the pressure supply device. Then, steering intervention is preferably performed via the driving dynamics system through the EPS. If only one traction motor fails, steering intervention can also be performed via the still-functioning traction motor.

[0290] Even in the event of partial failure of the pressure supply mechanism, such as a failure of the motor windings, pressure regulation can still be maintained despite lower power, by means of a 50% power regulation via the second branch connection of the 2×3 phase. Furthermore, in this situation, the traction motor at the rear axle can take over anti-slip regulation (ASR) as well as torque vectoring or yaw moment intervention.

[0291] according to Figure 6b The embodiment of the hydraulic braking system is again compared to... Figure 6aThe system shown is simpler because it has fewer solenoid valves and hydraulic lines and can use drum brakes. Here, according to... Figure 6b The implementation also meets the SAE Level 4 redundancy requirements, as explained above.

[0292] Figure 6c A third embodiment is shown, having two electromechanical brakes EMB1 and EMB2 at the rear axle and a traction motor TM3 at the front axle.

[0293] The traction motor TM3 can be discarded, however, the electric braking units EMB1 and EMB2 are important to the system and are described in detail. Figure 2 Topologies B and D. From the pressure supply mechanism of the EHB, only one hydraulic line leads to the two wheel brakes RB3 and RB4 of the rear axle. In particular, it is possible to use only cost-effective drum brakes at the rear axle.

[0294] Electromechanical braking units EMB1 and EMB2 dynamically implement braking torque build-up and release, and in turn take over braking torque regulation. The electro-hydraulic brake EHB is used only to apply the basic braking torque for the rear axle during normal operation. Regulation operation is as described above. Figure 5 The explanation is similar, however the difference lies in that the functions of EHB and EMB are interchanged, and EHB establishes the basic braking torque. Conversely, at the front axle, ABS regulation is performed via EHB, and the optional traction motor TM3 provides the basic braking torque. If the optional traction motor TM3 is used at the front axle, cost-effective drum brakes can also be used.

[0295] In the event of a first failure, such as a failure of the hydraulic connection to the rear axle wheel brakes, the connection lines are disconnected via an isolation valve, and EMB1 and EMB2 completely take over the adjustment functions at each wheel of the rear axle. This allows for very safe adjustment of all safety-critical functions (μ-Sprung, ABS for low μ) via the EHB without hydraulic support, and steering capability (priority 3) is ensured by front axle pressure regulation and / or by the steering EPB via the ride dynamics system.

[0296] Electromechanical braking units EMB1 and EMB2 are meaningfully designed for locking braking torque with a small reserve (20% reserve) for attenuation; however, they can also be advantageously designed for braking torque below the lock-up limit (approximately 50% of the lock-up braking torque) for cost reasons. During normal operation, the EHB can support the safe achievement of the regulating braking torque at maximum deceleration without subjecting the drum brakes to severe thermal load. In the event of hydraulic circuit failure, it is perfectly acceptable that the rear axle contributes less braking torque for overall deceleration than the front axle, as the impact on braking distance extension is minimal. Importantly, regulating operation is dominant at low μ and μ-Sprung. Here, 50% of the lock-up torque is sufficient for safe driving operation.

[0297] If the rear axle electromechanical braking units EMB1 and EMB2 fail in the second failure condition, the ABS is adjusted axle-wise via the pressure supply device. Then, steering intervention is preferably performed via EPS control through the driving dynamics system. If only one electromechanical braking unit EMB (EMB1 or EMB2) fails, steering intervention can also be performed via the still-functioning electromechanical braking unit EMB (EMB2 or EMB1).

[0298] Even in the event of partial failure of the pressure supply mechanism, such as failure of the motor windings, pressure regulation can still be maintained despite lower power by adjusting 50% of the torque of the second branch line of the 2×3 phase. Furthermore, anti-slip adjustment (ASR) is provided by the electromechanical braking units EMB1 and EMB2 at the rear axle, along with torque vectoring and / or yaw moment intervention.

[0299] according to Figure 6c The embodiment of the hydraulic braking system is compared to that in Figure 6a The system shown is simpler because it has fewer solenoid valves and hydraulic lines and can use drum brakes. Here, according to... Figure 6c The implementation also meets the SAE Level 4 redundancy requirements, as explained above.

[0300] This solution is meaningfully used in situations where an electric traction motor is not provided at the rear axle or is provided at neither the rear nor the front axle for interventions that generate braking torque through the driving dynamics system, such as in hydrogen fuel cell vehicles or hybrid vehicles, where the electric motor is closely coupled to the internal combustion engine and is therefore not dynamic.

[0301] Figure 6d This illustrates a fourth variant of the electro-hydraulic braking unit (EHB) for integration into the driving dynamics system, wherein only one electro-hydraulic brake is provided for the front axle, and at the rear axle, as already present... Figure 6b In the same manner, each wheel is equipped with an electric traction motor TM1 and TM2.

[0302] and Figure 6b Unlike other systems, this one does not support the rear axle via the basic braking torque of the EHB. In other words, the traction motors advantageously operate with relatively greater power and are capable of applying braking torque up to the lock-up limit while also dynamically adjusting it. This configuration is advantageous in highly dynamic sports cars or luxury vehicles because the motors are powerful enough and there is no longer a need for an electro-hydraulic braking unit (EHB) for the rear axle. In this setup, friction brakes are completely eliminated at the rear axle. Traction motors TM1 and TM2 take over multiple functions (ESP intervention, ASR intervention, ABS intervention, EBV braking torque regulation) and are operated synchronously with the front axle's electro-hydraulic braking unit (EHB) via the driving dynamics system; that is, the desired braking torque also changes synchronously over time.

[0303] Figure 7a Two curves representing the family of motor torque-speed characteristic curves are shown, plotted to scale with transmission ratios for vehicles ranging from 1800 kg to a maximum speed of 200 km / h. This is thus presented as a family of motor torque-vehicle speed characteristic curves. (Using 1g = 9.81 m / s²) 2 The braking torque of the deceleration is calculated with a 65% / 35% weight distribution VA / HA and is presented as a dashed line for the braking torque of the front axle (upper horizontal line, dotted line) and the braking torque of the rear axle (lower horizontal line, dashed line). This is shown in the first motor torque-vehicle speed characteristic curve family 1 (in...). Figure 7a In the context of "Mbrems_normal", a typical design scheme for a motor with a typical inverter is used, because the electric traction motor is designed for constant power and is therefore primarily limited by voltage from a specific point P1 on the power hyperbola. This continues until speed v2 can generate maximum braking torque at the rear axle via the electric traction motor in generator-type operation.

[0304] To optimally utilize the braking torque of the traction motor for braking, even at maximum speed, an inverter can be advantageously used, which switches the coil windings from series connection to parallel connection. This splits the inductance and, by utilizing the given voltage, generates higher torque at the same speed; simultaneously, torque dynamics are improved by 100%, which is highly advantageous for high-dynamic braking torque regulation during ABS operation. Furthermore, the inverter should be implemented in a manner similar to a 2×3 phase converter, allowing operation even in the event of failure of one or more structural components (power semiconductors, coil windings), thus preventing complete failure of the electric traction motor as the braking unit.

[0305] In other embodiments, alternative topologies known from the prior art and similar in function can also be used to address the required functionality. However, these typically have between 24 and more than 42 switching elements to achieve redundancy (2×3 phases) and switchability between series and parallel connections during operation. These switching elements can also be used for boosting functions.

[0306] Figure 7b The converter shown differs from similar systems in the prior art, which, instead of 30 to more than 40 switching elements, has only 18 switching elements, and like the standard converter for brushless motors, it is also capable of operating in four quadrants. The four quadrants are derived here from positive or negative torque and positive or negative speed. Four-quadrant operation on the one hand It can achieve a motor torque-assist operation mode, in which the torque is temporarily increased up to 100%. on the other hand Therefore, redundancy is obtained when one or more structural components (power switches, coil windings) fail.

[0307] The converter with the feasibility described above is still more expensive than a typical three-phase standard converter with six switching elements, primarily due to the higher costs in wiring and components. The application of the driving dynamics system described herein is particularly attractive in the following cases: Figure 6c Regenerative braking of the rear axle is possible during normal braking operation and ABS regulation operation, resulting in potentially significant cost and weight savings by omitting friction brakes. Furthermore, while inverter redundancy is not mandatory for SAE Level 2, it meets the requirements for SAE Level 3 because continued regulation operation at the rear axle is feasible even in the event of partial failure of the electric traction motor. The alternative to SAE Level 3 also demonstrates the validity of inverter concepts with 30 to 40 structural elements according to existing technology, as similar braking systems, such as two-box braking systems, are again significantly more expensive than the typical single-box braking systems used for SAE Level 2.

[0308] The following detailed description of the novel converter according to the invention (referred to as "RSP-4Q converter") enables a converter with only 18 switching elements (a total of only six connecting switching elements and twelve power supply switching elements), which can achieve phase-to-phase series connection and vice versa during motor operation. In parallel connection, these twelve power supply switching elements are activated, while in series connection, six of the six connecting switching elements and twelve power supply switching elements are activated. "Activation" here can be understood as the switching elements being clock-controlled, while the other switching elements are, for example, in idle operation.

[0309] Additionally, the switching from series to parallel operation or vice versa occurs based on the failure of one or more operating elements. Operating elements can be understood to include, but are not limited to, switching elements, such as power supply switching elements and connection switching elements, and / or the coils of each phase. A simple approach feasible with the described design is that the motor continues to operate even in the event of the failure of one or more operating elements through a switching from series to parallel operation.

[0310] exist Figure 7b The converter shown, as described, for example, in WO 2021 / 179980, is connected to a motor 4 having six phases U, V, W, U', V', W', which is only schematically depicted as a circle and its connection ends.

[0311] Each phase U, V, W, U', V', W' has at least one coil 6. Two phases U, V, W, U', V', W' are combined to form a branch. The branch is... Figure 7b The example is illustrated by loops that respectively constitute the phases of the branch. Each of the two phases U, V, W, U', V', W' of the branch is electrically rotated 180 degrees relative to the other phase U, V, W, U', V', W' of the same branch 8, i.e., reverse-connected. The difference between the reverse-connected phases U', V', W' and the other phase U, V, W is indicated by dashed lines. Therefore, in the embodiment, phase U' is the phase reverse-connected relative to U, phase V' is the phase reverse-connected relative to phase V, and phase W' is the phase reverse-connected relative to phase W.

[0312] The converter also has six switching units 10, shown by dashed boxes. Each switching unit 10 is associated with phases U, V, W, U', V', and W'. Furthermore, the switching units 10 for two phases U, V, W, U', V', and W' of a branch line respectively constitute switching modules. In the figure, the switching units 10 respectively constitute switching modules, such that according to... Figure 7b The converter according to the invention has three switching modules. Each switching unit 10 is connected to an element that supplies voltage to each phase U, V, W, U', V', W'. For this purpose, each switching unit 10 has two power supply switching elements 16. The power supply switching elements 16 are configured as MOSFETs in the embodiments.

[0313] Depending on the operating mode of motor 4, each of the two phases U, V, W, U', V', and W' of a branch line is connected in parallel or in series. Therefore, converter 2 has a control unit configured to operate the power supply switching element 16 and the connection switching element 20.

[0314] Additionally, converter 2 has a safety unit (in Figure 7b(Not shown in the diagram), the safety unit, also referred to as a "circuit breaker module," is located between the motor 4 and the converter 2. The safety unit has a switching element (not shown) configured to preferably disconnect the current of the motor 4 from that of the converter 2 in the event of a fault.

[0315] For simplicity, the RSP-4Q inverter described herein, which utilizes a torque-assist regulation strategy, is used, as in... Figure 7a As described herein. However, in another embodiment, another inverter capable of switching the inductor during operation may also be suitable, such as an inverter or another inverter having switching between delta and star connections, as used, for example, in DE 11 2018 000 733T5 or DE 11 2018 001 213T.

[0316] Figure 8 This illustrates a normally open inlet-outlet valve MV that operates in both directions. 2k In an advantageous implementation, the inlet-outlet valve is used to achieve... Figure 6a To the diagram Figure 6d The pressure regulation function in the EHB braking system or used according to Figure 9a and 9b Axle pressure regulator.

[0317] Figure 8 The specific valve MV required for the described implementation is shown. 2k The valve operates safely in both flow directions. That is, even at high flow rates, such as, for example, 100 cm⁻¹. 3 / s to 120cm 3 / s, or at large pressure differentials on the valve, such as, for example, 160 bar to 220 bar, also ensure valve functionality. Especially for the previously described range of parameters in the valve MV 2k This ensures that the valve does not close automatically.

[0318] Valve MV 2k In principle, it has the typical structure of a solenoid valve, which has an electromagnetic circuit EM1, an armature 6, a valve actuator or valve stem 7, a valve seat 8, and a return spring 13. If in Figure 8 If a force-adding device is correspondingly constructed through the electromagnetic circuit EM2, then the return spring can be discarded.

[0319] Magnetic circuit EM1 is generated along stroke h (see...) Figure 8a A strong, gradual force change curve FM1 and a return spring 13 generating a gradual return force F over the stroke h. RF Used to reset the armature.

[0320] Armature 6 Figure 8 The left portion of the diagram is coupled to a second force-generating element, which forms a force-applying device. This force-applying device can be constructed from a second electromagnetic circuit EM2 with an armature 6a, and the switchable force F of the second electromagnetic circuit... M2 Force F with the first magnetic circuit EM1 M1 Opposite effect.

[0321] As a more cost-effective variant, a permanent magnet circuit can also be used as a passive force application device, which includes a small permanent magnet 9 with pole plates 10.

[0322] F M2 The force acting on F M1 Conversely, with the valve open, it acts with a relatively strong force as the force decreases as desired along the stroke h.

[0323] Force F M2 (see Figure 8b It is always large enough to take over the normal armature reset when it reaches the end of the stroke, and can also optionally replace the normal return spring 13.

[0324] Figure 8c The force source F is shown as a function of current intensity. M1 And F in the case of permanent magnets M2 The combined effect of.

[0325] At the valve seat, in the closed valve position, when pressure P2 is greater than pressure P1, the pressure difference P2-P1 acts as a force FP oriented in the direction of valve opening.

[0326] At the valve seat, in the open valve position, the described hydraulic pressure F can potentially pull the valve open without any countermeasures, through the volumetric flow Q passing through the valve. H Not only in the pressure to build P auf Time and pressure release P ab At that time, according to the solenoid valve MV 2k How it connects to the pressure supply mechanism DV and the wheel brake cylinder, and how it functions based on the direction of the volumetric flow. This is explained below. Figure 9a and Figure 9b The diagram illustrates the basis for pressure regulation using a pressure supply device and wheel brakes.

[0327] If the solenoid valve is in the open position, then when the flow valve moves from the armature connection end (14) towards the seat connection end (16), the force F H The height of the volumetric flow Q is affected by the Bernoulli effect. If the volumetric flow Q is very high, for example at high pressure differentials, this can cause the valve to operate solely through the flow force F.H It is compressed. This causes the valve to be able to be closed and no longer be able to be opened.

[0328] To avoid the aforementioned effect, the force F of the force-attaching device M2 with force F H The opposite effect prevents the valve from closing, even when there is a large pressure difference that can occur during the operation of the braking system.

[0329] Preferably, the additional force F M The maximum force is achieved when the valve is in the open position, which can be achieved, for example, through a permanent magnet circuit, and it functions over the entire stroke range and supports the return force F of the valve spring. RF This ensures that when the valve is in the position of the volumetric flow Q, it always returns to the open position, regardless of the valve position, especially in the semi-closed state.

[0330] In the corresponding design scheme, the valve return spring 13 can also be omitted.

[0331] The valve must also be designed so that when the valve is energized through the activation magnetic circuit EM1, the main valve force F M1 Able to overcome two forces (F) M2 +F RF The sum of these factors allows the valve to close when energized.

[0332] Large volumetric flow can occur, for example, in wheel brakes, such as typically in wheel valve configurations with inlet / outlet valves (see [see description of the embodiment]). Figures 6a-6d The current supply to the switching valve fails at that moment, via the armature connection, preventing pressure release through the outlet valve, because the outlet valve can be closed by differential pressure and can no longer be opened, due to the greater than the return force F of the valve spring. RF The residual pressure can clog the valve. Valve tightening can also occur when the wheel brake pressure is released at a very high pressure gradient, for example, when the pressure is released via a very rapid return motion of the piston in the pressure supply unit.

[0333] Normally open valve design is also important in the following situations: the pressure supply device is connected to the armature connection, see, for example... Figure 9a and Figure 9b Furthermore, pressure is built up very quickly using the pressure supply unit. This rapid pressure build-up occurs, for example, during automatic emergency braking (AEB) or in a multi-path system where pressure variation regulation via volumetric regulation / control of the pressure supply device replaces pressure variation regulation via PWM-controlled volumetric flow choke regulation of the inlet valve, as well as pre-pressure regulation.

[0334] The tensioning effect can be limited by the pressure difference in the adjustment of the pressure supply unit or preferably by means of a choke valve not shown in the figure, wherein the choke valve is located in the hydraulic line before the armature connection of the valve connection.

[0335] Alternatively, it is conceivable that the overpressure valve and the switching valve are hydraulically connected in parallel, the overpressure valve opening at high differential pressures to limit the hydraulic pressure F acting through the Bernoulli effect. H Therefore, no force-addition device F is needed. M2 This simplifies valve design but limits the dynamics of pressure changes via the hydraulic pressure supply mechanism.

[0336] If the braking torque variation is adjusted in parallel via the traction motor, this measure is unnecessary because the dynamic requirements on the hydraulic braking system are lower. Therefore, standard valves can be used without additional force devices and chokes or overpressure valves.

[0337] In the event of a wheel circuit failure, the wheel circuit can be disconnected by closing the inlet valve SV, which is located between the wheel brake and the pressure supply mechanism. Thus, a hydraulic braking system with n wheel circuits can operate with one less wheel circuit, i.e., using n-1 wheel circuits. Therefore, a braking system regulation that can, for example, replace four circuits can also operate using three circuits. Thus, even in the event of a wheel circuit failure, a very high deceleration can always be achieved after closing the inlet valve SV, and yaw torque regulation or ESP function using three wheel brakes can still be maintained. An electric motor is available at the failed wheel circuit, and this motor can then take over the braking torque regulation of the failed wheel brake, thereby continuing to maintain four-circuit braking torque regulation with little or no limitation, for example, by using the maximum braking torque of the traction motor.

[0338] The valve tappet 7 can also have a specific shape, which provides a reaction force through hydraulic flow and can reduce tension.

[0339] Figure 8c This illustrates the electrical control of the valve via current i. The current intensity i1 is selected to be such that F... M1 Greater than F M2 Therefore, in the closed position of the valve, at a current intensity of i2, the current can be changed according to the hydraulic differential pressure P2-P1 on the valve. Because of the force F M2 For the aforementioned reason, the valve is within the normal range of spring force in the position, so the valve can also be operated, for example, by current control or current regulation.

[0340] In order to keep the valve in the closed position, differential force

[0341] F V,zu =FM1,zu -F M2,zu

[0342] It must be greater than the force FP derived from the differential pressure P2-P1 on the valve in the closed position.

[0343] Figure 9a The description describes the construction of a pressure regulator in the form of a piston-cylinder unit driven by an electric motor via a transmission device. Two wheel brakes R1 and R2 are connected to the piston-cylinder unit via hydraulic lines, and optionally an additional hydraulic drain Vx. The additional hydraulic drain Vx can be another wheel brake or also another hydraulic drain, such as the hydraulic piston of one or more clutches, or other servo pistons in a hydraulic servo steering system or vehicle axle. Preferably, the pressure regulator is also connected to a valve assembly having a reservoir VB.

[0344] The pressure regulator is preferably for two controllers ECU1 EHB and ECU2 EHB Each has a 2×3 phase connection terminal, in which a current sensor i / U and an angle sensor α / U are provided. The current sensor and the angle sensor are preferably implemented in an equally redundant manner and are used for high-precision PPC pressure control or pressure regulation via piston position or current.

[0345] A pressure sensor p / U is preferably provided at the outlet of the pressure supply mechanism, primarily for calibration purposes. However, pressure regulation or control can also be performed without the pressure sensor when a relationship is established between the EHB braking torque and the current or piston position, for example, by using an acceleration sensor or by balancing the vehicle deceleration via the braking torque or the braking torque of the electric traction motors TM1-TM4.

[0346] As a solenoid valve, a bidirectional inlet / outlet valve is used, which is here designated as "MV". 2k -". Here, MV 2k The valve operates such that pressure can be both built up and released via the solenoid valve, with pressure changes being particularly highly dynamic, i.e., >1000 bar / s, preferably >2000 bar / s. The valve must be designed to be normally open according to system specifications, i.e., according to the required maximum pressure and maximum volumetric flow.

[0347] Preferably, the method used herein is based on Figures 8 to 8c A solenoid valve having a first soft ferromagnetic circuit EM1 and a second permanent magnet circuit EM2.

[0348] Alternatively, a modified inlet valve from a standard ESP unit can be used as the MV.2k In other words, a solenoid valve with a standard valve opening cross-section and a 6mm armature diameter, without a second permanent magnet circuit EM2, which can be normally open in the classic design, especially due to the lower maximum pressure and therefore lower tension force in the current driving dynamics system.

[0349] If the inlet valve of the ABS / ESP unit is used as the MV 2k The valve must be designed according to the pressure difference and the rate of pressure change, for example, with a stronger magnetic circuit with a larger armature and / or a stronger return spring.

[0350] Alternatively, the pressure gradient and / or pressure difference can be adjusted and limited when the pressure is established via software, so that dynamic pressure establishment does not cause the solenoid valve to tighten.

[0351] Because the pressure range in the driving dynamics system described here is smaller than in a standard braking system, and because the braking torque can also be built up via the electric traction motor, the MV- 2k The requirements for the valve are lower than in a standard braking system.

[0352] Regardless of the chosen variant, for MV 2k - Specifically, the solenoid valve is implemented without a parallel check valve, or in other words, no check valve is installed in parallel in the hydraulic line between the wheel brakes R1, R2 or the hydraulic consumer Vx and the pressure supply device.

[0353] The aim is to maintain a constant pressure in one wheel brake while varying the pressure in another. This differs significantly from standard braking systems, where pressure in one wheel brake can only be maintained via a pressure regulator through preload. Standard braking systems severely restrict the freedom of pressure regulation and greatly increase the difficulty of diagnosing wheel brake failures, not to mention that they cannot be diagnosed because it is impossible to identify whether a solenoid valve, check valve, or hydraulic power is the cause of a wheel circuit failure.

[0354] If using MV 2k A valve can safely isolate the wheel brake from the pressure supply mechanism regardless of the cause of failure. Therefore, it is feasible to switch the electro-hydraulic braking system EHB from the m-circuit to the braking system of the m-1 circuit. For example, in... Figure 9a In this process, a single-circuit EHB is obtained from a two-circuit EHB with two wheel brakes, or a two-circuit EHB is obtained from a three-circuit EHB with Vx.

[0355] exist Figure 6aIn the case shown, the EHB of a three-loop circuit is obtained from the EHB of a four-loop circuit. Figure 6b The EHB of the three-loop system is obtained from the EHB of the two-loop system.

[0356] The first configuration is characterized by MV 2k - The valve seat is connected to the wheel circuit and its armature chamber is connected to the pressure regulator.

[0357] This configuration enables innovative pressure regulation, featuring bidirectional inlet / outlet valves, electrically or piston-controlled forward and return movements of the piston in the piston-cylinder unit, and controlled pressure release via a simulated pressure gradient. In one embodiment, pressure build-up is performed sequentially using a known multi-path method. Alternatively, the dead time of pressure build-up can be avoided by using an electric traction motor via a braking torque gradient, which is possible when an electric traction motor for wheel-individualized drive is available. Alternatively, braking torque build-up can also be performed only via the axle's traction motor, which is particularly possible when both wheels at both axle have the same braking torque increase.

[0358] If simulated pressure build-up is required and no electric traction motor is available for support, pressure build-up can also be achieved simultaneously through valve timing control. This means that a variable pre-pressure is preset via a piston, and the same valve closes earlier than the second valve. Pressure release is simulated at multiple wheel brakes via piston control using pressure-volume characteristic curves and PWM control or current regulation of the valves. In other words, a variable flow cross-section is set via current, enabling different pressure release gradients.

[0359] This adjustment is also expressed as PPC-Gen2-V1 (Second-generation piston pressure control with valve connection V1: inlet / outlet valve MV with valve seat at wheel brake) 2k ).

[0360] Figure 9b Describes a motor-driven device with an MV (motor speed) 2k The construction of the pressure regulator of the piston-cylinder unit of the switching valve, wherein the valve seat of the switching valve and Figure 9a The switching valve is connected to a hydraulic line leading to a pressure regulator, and its armature chamber is connected to a wheel brake. Optionally, an outlet valve is also provided.

[0361] The second variant, PPC-Gen1-V2, which utilizes this design to achieve pressure regulation, features a bidirectional inlet / outlet valve MV. 2k And the forward and return motion of the piston in the piston-cylinder unit via electric current or piston control, as well as the pressure establishment controlled by a simulated pressure gradient. MV 2k Valve design and in Figure 9a The configuration shown is similar and therefore reusable, including PPC pressure regulation or pressure control and redundant electronic devices ECU1. EHB ECU2 EHB The same applies to the optimal redundancy design scheme for the motors of sensors α / U and i / U.

[0362] In one implementation, a known multiplexing method is used sequentially with a time lag Δt. MUX Alternatively, pressure can be released via time-controlled outlet valves, as is known from classic ABS systems.

[0363] However, unlike existing technologies, pressure release can be simulated in the first loop (R2) via an inlet / outlet valve controlled by a piston according to the pressure-volume characteristic curve, while in the second loop (R1') it is performed via an outlet valve. This avoids the time lag Δt. MUX .

[0364] This allows for very rapid pressure release during critical driving conditions, such as at high μ or μ-Sprung. In another adjustment state, such as at low μ, i.e., when adjusting for ice and snow, adjustment can be performed using known multi-path methods. Therefore, by combining pressure release methods, very short braking distances can be achieved in all driving conditions.

[0365] The combination of pressure relief via the outlet valve and the inlet / outlet valve offers additional advantages, eliminating the need for normally open MV valves designed for high pressure differentials and volumetric flow. 2k - Valve, because MV is released during pressure relief 2k - The valve does not need to be flowed through at a high flow rate because pressure is released through the outlet valve at a high pressure gradient.

[0366] In addition, MV 2k The valve therefore experiences even less load during pressure release because the electro-hydraulic braking unit EHB used in the driving dynamics system is designed for a maximum pressure of 140 bar, and as in Figure 8a As explained above, the valve need not be designed to withstand pressures from 160 bar to 220 bar. That is, a modified standard inlet valve with a typical valve opening cross-section, but without a parallel check valve, can be used in the described embodiment. The advantages of not having a parallel check valve are described above. Figure 9a As described and similarly applicable Figure 9b .

[0367] By combining it advantageously with the outlet valve, pressure can be released quickly under all driving conditions, thereby significantly reducing the dynamic requirements on the drive motor of the pressure regulator. If the MUX method is used for regulation in most operating states, the hydraulic braking circuit can operate primarily within a closed braking circuit. This eliminates the need for critical reflow of hydraulic flow during regulation—typically in open systems regulated according to the prior art (DE 10 2018 212 905A1), which regulates according to the method described in EP 2 580 095B1. Reflow of volume in open systems is increasingly considered critical because interruptions of more than 100 ms can cause critical driving conditions.

[0368] Furthermore, the braking system embedded in the driving dynamics system described herein can take over more functions than pure ABS regulation operation, such as additional braking torque intervention, like torque vectoring intervention. This may result in the loss of hydraulic volume in an open circuit.

[0369] If the MV according to the present invention is still used 2k - As a switching valve, the valve can function similarly to a reference valve. Figure 9a The described situation also diagnoses wheel circuit failure and enables the wheel circuit to continue operating even with low leakage, which is not feasible in existing systems with parallel check valves.

[0370] This adjustment is expressed here as PPC-Gen2-V2 (Second-generation piston pressure control with valve connection V2: inlet / outlet valve MV with valve seat at the pressure supply mechanism) 2k ).

[0371] Alternative to normally open solenoid valve MV 2k Alternatively, the standard inlet valve of the ABS / ESP unit can be used. This standard inlet valve is designed based on pressure differential and the rate of pressure change, for example, with a stronger magnetic circuit and / or a stronger return spring. Because the pressure range regulated by the driving dynamics system described herein is smaller than that of the standard braking system, the requirements for the solenoid valve are less stringent.

[0372] As an alternative to a piston-cylinder unit with inlet / outlet valves, a simple pump can also be used, such as a dual-piston pump according to existing ABS pumps or a gear pump according to WO 2021 005151A1. In a dual-piston pump, pressure release is regulated via the outlet valve and pressure build-up is regulated via pre-pressure and PWM control of the inlet valve. If a gear pump is used, the same degrees of freedom exist as in the piston-cylinder unit, because pressure can be selectively achieved via the outlet valve or via the gear pump through a change in the direction of rotation. This implementation has cost advantages; however, it has disadvantages in terms of the accuracy of brake torque regulation due to leakage in the gear pump.

[0373] Figure 10 An advantageous “architecture II” for the driving dynamics system of an electric vehicle axle is shown, in which multiple braking units operate at the front and rear axles respectively.

[0374] The braking unit consists of traction motors TM1, TM2, and TM3 for the wheel brakes, and a hydraulic pressure regulator EHB. HA EHB VA and / or EMB module. The central control unit takes over the regulation of braking torque and sends the desired signal to the axle controller S-ECU. VA S-ECU HA Therefore, contacts similar to "Architecture I" preferably implement the following functions:

[0375] (A) Basic braking system with thermal management and energy flow management of the traction motor;

[0376] • (B) Emergency braking (AEB) with electronic brake force distribution (EBV);

[0377] • (C) Regenerative braking at multiple axles;

[0378] • (D) ABS regulation with basic braking torque support and / or common braking torque regulation;

[0379] • (E) Braking operation when the electro-hydraulic braking units EHB-Z and EHB-VA fail;

[0380] • (F) Yaw moment intervention or wheel-specific braking torque intervention; and / or

[0381] • (G) Wheel-specific braking torque intervention for wheel-specific regenerative braking.

[0382] The driving dynamics system sends desired values, particularly braking torque or braking pressure. For specific functions (such as functions (C), (F), and (G) described above), desired signals for pressure control or regulation are also preset, such as control signals for solenoid valves for functions like the switching duration of opening time, the PWM frequency or alternatively, the current curve when utilizing pressure changes across the choked valve cross-section, and / or the pre-pressure for pressure supply devices used for pressure build-up or pressure release.

[0383] In addition, M-ECU 域 It can also be equipped with a controller or autonomous driving M-ECU AD The interface to the domain can evaluate additional information that is helpful for effective and predictive adjustments. This could be, for example, camera information about road conditions (snow, ice, rain) or information about the environment (distance from pedestrians and / or other vehicles).

[0384] Reference Figure 11a A first embodiment of the axle module is described. In this example, electric braking units EMB1 and EMB2 are provided at each wheel, and an electric traction motor TM1 is provided for the axle.

[0385] The axle S-ECU controller communicates with the electric braking units EMB1, EMB2 and the electric traction motor TM1, and sends desired signals accordingly, so that the braking torque is preferably adjusted simultaneously by means of the electric braking units EMB1, EMB2 and the traction motor TM1. Here, it is also preferable to apply the braking torque cumulatively to the wheels during the adjustment operation.

[0386] Therefore, for example, a base braking torque is preferably established using the traction motor TM1, which reduces the braking torque amplitude of the EMB module (see above reference). Figure 5 (Description). Furthermore, it can simultaneously reduce the base braking torque of the traction motor TM1 along with the EMB braking torque of the wheel brakes, thereby achieving a higher braking torque gradient. This is particularly important in critical driving conditions such as μ-Sprung (see above reference). Figure 5b (Description of the adjustment situation). This can also be advantageously used to streamline the EMB module with smaller maximum force and lower power for drive motors with EMB.

[0387] Reference Figure 11b Another embodiment is described. Here, the electro-hydraulic pressure regulator EHB is combined with the EMB module in the axle module, wherein the pressure regulator is preferably based on... Figure 9a and 9b It can be constructed and allows for individualized adjustment of the wheel.

[0388] This allows for selective wheel individualization via the EMB module or by means of the electro-hydraulic braking unit (EHB).

[0389] This allows for maximum freedom in pressure regulation.

[0390] This also enables redundancy in individualized pressure regulation of the wheels, as required for SAE levels 4-5, allowing ABS regulation to be implemented redundantly and in two different configurations of the brake torque modulator. This is particularly advantageous in meeting redundancy requirements.

[0391] This configuration is particularly conceived for the front axle of autonomous vehicles, where higher requirements must be met than at the rear axle, such as in terms of steering and the greater impact on braking distance.

[0392] This bridge configuration can also be used to simplify steer-by-wire systems that typically have two steering actuators, each equipped with a 2×3 phase winding. Therefore, steering can be simplified by using braking torque, as safe, redundant steering can be ensured through braking torque. This results in cost savings of up to €100 when steering.

[0393] Alternatively, a pressure regulator with only one hydraulic line at both wheel brakes could be conceived; however, this... Figure 11b Not shown. Therefore, as an alternative to the piston-cylinder unit, a simple rotary pump in the form of a gear pump can be conceived, by means of which pressure can be built up and released. In this embodiment, axle-type braking torque can be applied. Thus, the hydraulic pressure regulator functions similarly to a traction motor in supporting the adjustment, but due to the lack of power limitations, deceleration can reach pressures up to lock-up. Therefore, axle-type ABS functionality is feasible, which is sufficient to adjust the rear axle when individual wheel adjustment is achieved at the front axle.

[0394] If there is a facility for the rear axle Figure 11b The system and its connection to the front axle. Figure 11a The system combination enables three-channel ABS operation and yaw torque adjustment.

[0395] Reference Figure 11c Another embodiment is described, featuring an electro-hydraulic braking unit EHB and two electric traction motors TM1 and TM2. Here, one traction motor is provided for each wheel.

[0396] Alternatively, the electro-hydraulic brake unit (EHB) can be implemented as shown in the wheel individualization adjustment example; however, the electro-hydraulic brake unit (EHB) can also be conceived as a single-circuit unit.

[0397] Significantly, the vehicle's rear axle is equipped with this configuration, and the electro-hydraulic braking unit (EHB) is used for redundancy purposes for ABS, while yaw moment adjustment is used for stability and steering intervention. ABS is regulated via the traction motor and supported by the EHB at low μ, while at high μ, ABS is regulated via the EHB and supported by the traction motor. Anti-slip adjustment is performed solely via the traction motors TM1 and TM2. Significantly, this axle is equipped with cost-effective drum brakes.

[0398] Reference Figure 11d Another embodiment is described, in which the traction motor TM1 is combined with the electro-hydraulic braking unit EHB. This variant is similar to... Figure 11a The embodiments shown are similar, except that the electric braking unit EMB is replaced in terms of its function by the electro-hydraulic braking unit EHB.

[0399] exist Figure 12 The following exemplary design illustrates the maximum braking torque gradient based on vehicle deceleration for an exemplary maximum speed of 200 km / h: a typical single-box braking unit (curve 1210), an ESP-standard with a storage chamber (curve 1220), an electric traction motor (curve 1240), an electric traction motor with an RSP-4Q inverter (curve 250), and a MV with normally open design for high braking torque gradients. 2k - A pressure regulator with a valve and PPC-2Gen-V1 or V2 pressure regulation (curve 1260).

[0400] Furthermore, a corresponding curve (curve 1230) for "MUX2.0" is shown, where, under MUX2.0, the second-generation multiplexing method is synthesized, as described, for example, in this specification (see About Figure 9a and 9b (Explanation of pressure regulation methods: PPC-Gen2-V1 and PPC-Gen1-V2). Normally open valves are used in these systems, and the different valve connections distinguish the pressure regulation methods. In PPC-Gen2-V1, the valve seat is connected to the wheel brake; in PPC-Gen2-V2, the valve seat is connected to the pressure supply unit. In both methods, bidirectional flow is made through the valve, and the pressure is changed via volumetric regulation in one pressure change direction; in the other pressure change direction, the pressure is changed optionally by choking or only by time control of the valve opening cross-section. The second-generation multiplexing method differs from the first-generation multiplexing method (MUX1.0) in that in the MUX1.0 method, the pressure is changed only via volumetric control / volume regulation in both pressure change directions. Additionally, pressure release is achieved at the wheel brake via at least one outlet valve. This generally results in a higher pressure change gradient than when using a single tank and ESP.

[0401] In addition, three zones, I to III, are defined:

[0402] At a smaller deceleration Area I In this system, the electric braking unit (EMB) and electric traction motor can achieve particularly high braking torque gradients due to their principle. Standard ESP systems with a storage chamber have the smallest gradient because counterpressure acts within the storage chamber, while single-box braking systems have the advantage of releasing pressure into the storage container. Therefore, in areas I where, typically, for example, ABS regulation on snow and ice or deceleration during normal ACC braking operation is important, an electric braking unit (EMB) or traction motor is preferably used for braking torque regulation.

[0403] exist Region III In the case of large deceleration, the electro-hydraulic system (with a pressure regulator preferably adjusted by PPC-Gen2, single-box) has great advantages and is preferably connected to the ABS regulator.

[0404] In the middle Area II In this configuration, sufficient braking torque gradient can be achieved using all the braking units. Preferably, the first braking torque regulator with a small braking torque gradient supports ABS regulation with constant braking torque, while ABS regulation is taken over by a more dynamic pressure regulator.

[0405] If the accumulated braking torque, resulting from the summation of the braking torque gradients of the two corresponding braking torque regulators, is linearized over the total deceleration region, a high braking torque gradient can be ensured over the total deceleration region. Ideally, the preferred features are meaningful for simplifying the braking unit: thus, motors with low drive torque and power can be used for both EMB and EHB, and / or smaller regulating valves can be used. In particular, in this case, a cost-effective EHB pressure regulator with a trapezoidal lead screw can be achieved, since the lead screw load caused by higher pressure is only applicable to lower pressure ranges.

[0406] If the pressure regulator with MUX adjustment is operated sequentially, the dead time can be reduced by the braking torque intervention of another unit during the adjustment cycle, making MUX adjustment, which has become meaningless due to its disadvantages in extreme cases (e.g., at high μ), important again. This has a particular advantage: the braking system is thus completely closed and the adjustment can be described via a mathematical model. Therefore, the costly pressure estimation modeling and application work required for calibrating an open ABS system is eliminated. Thus, automatic application is also feasible.

[0407] Reference Figure 12aThis section describes, exemplarily, how the desired braking torque for the front axle wheel brakes of a vehicle is obtained by the control unit. This is done within the central control unit M-ECU. 底盘控制 The vehicle model implemented includes modeling data for weight distribution, road surface friction coefficient, tire condition, and braking pressure on vehicle deceleration. Specifically, the following values ​​are passed to the front axle controller, the M-ECU. VA : The expected value M of the desired braking torque for the right front wheel soll,VR And the expected value M of the desired braking torque for the left front wheel soll,VL The speed of the vehicle, V Fzg The speed V of the right front wheel VR and the speed V of the left front wheel VL Differential torque ΔM of the right front wheel soll,VR The torque difference ΔM between the front left wheel and the front left wheel soll,VL And the coefficient of friction of the road surface.

[0408] The M-ECU controller in the axle VA In particular, it stores a family of Mn characteristic curves for a traction motor TM, which illustrates the correlation between the deceleration achieved by the traction motor and the vehicle speed or the rotational speed of the traction motor, and stores another family of characteristic curves, which illustrates the relationship between the achievable braking torque gradient and the vehicle deceleration for an available braking unit or traction motor.

[0409] Based on the data, the controller M-ECU VA Determine the desired torque M of the first traction motor used for the front axle. soll,TM1 The desired torque M of the second traction motor soll,TM2 The desired torque M of the electromechanical braking unit used for the first wheel soll,EMB,R1 and the desired torque M of the electromechanical braking unit for the second wheel soll,EMB,R2 And the desired torque M of the electro-hydraulic braking unit for the first wheel soll,EHB,R1 and the desired torque M of the electro-hydraulic braking unit for the second wheel soll,EHB,R2 Here, it is determined which braking unit the method is actually compatible with.

[0410] Then, the desired braking torque M of the right front wheel is obtained from the value. soll,brems,VR And the desired braking torque M of the left front wheel soll,brems,VL .

[0411] Similarly, the same method can be applied to the rear axle or to all wheels of the vehicle.

[0412] Reference Figure 13An advantageous "Architecture III" for the driving dynamics system of the wheel module is described, in which two braking units operate at each wheel. Traction motors TM1, TM2, TM3, and TM4, and electric braking unit EMB modules EMB1, EMB2, EMB3, and EMB4 can be used for wheel braking, for example, as braking units.

[0413] The central control unit takes over the regulation of braking torque and sends the desired signal to the S-ECU of each wheel or axle. 轮1 S-ECU 轮2 S-ECU 轮3 S-ECU 轮4 .

[0414] This is similar to how architectures I and II preferably achieve the following functions:

[0415] (A) Basic braking system with thermal management and energy flow management of the traction motor;

[0416] • (B) Emergency braking (AEB) with electronic brake force distribution (EBV);

[0417] • (C) Regenerative braking at multiple axles;

[0418] • (D) ABS regulation with basic braking torque support and / or common braking torque regulation;

[0419] • (E) Braking operation when electric braking units EHB-Z and EHB-VA fail;

[0420] • (F) Yaw moment intervention or wheel-specific braking torque intervention; and / or

[0421] • (G) Wheel-specific braking torque intervention for wheel-specific regenerative braking.

[0422] When implementing the function, based on the family of characteristic curves, especially the braking torque gradient, such as in Figure 12 As shown, braking torque is distributed to the electric traction motor and EMB according to the vehicle's deceleration. Unlike other architectures, braking torque modulation is preferably performed via the electric braking unit (EMB) in all driving conditions, and the electric traction motors at the respective wheels only provide basic braking torque. This is particularly beneficial for streamlining the EMB. This is preferably fully utilized when the wheel brakes heat up. Thus, in the event of brake unit failure, operation is regulated by the corresponding additional brake unit, with limitations on the maximum achievable deceleration if necessary, yet with fully redundant regulation at all wheels.

[0423] Reference Figure 13aAn embodiment of the aforementioned architecture is illustrated. In the wheel modules, electromechanical brakes EMB (EMB1-EMB4) are combined with electric traction motors (TM1-TM4), such that each wheel module forms an assembly and is controlled by a wheel module controller (M-ECU-wheel1 to M-ECU-wheel4). The corresponding wheel module controller synchronizes the torque regulation of the electric traction motors in time and distributes the braking torque differently to the EMB and traction motors TM according to driving conditions, such as the coefficient of friction or speed.

[0424] Preferably, the traction motor and EMB each have an additional controller (ECU-EMB, ECU-TM), which in particular includes the final stage of the converter and motor regulation and operates at a faster clock time, while the wheel module controller M-ECU-wheel preferably depicts decision heuristics and a family of characteristic curves.

[0425] Furthermore, the wheel module controllers (M-ECU-wheel 1 to M-ECU-wheel 4) communicate with the central control unit (M-ECU-domain), where the wheel speed V is specifically read. R1 To V R4 And especially the other sensor signals S1, S2, and Si.

[0426] It is conceivable that the wheel module controller (ECU-wheel 1 to M-ECU-wheel 4) also detects the wheel speed V. R1 To V R4 And sensor signals S1, S2, and Si. The wheel module controller can also redundantly implement the functions of the central control unit (M-ECU-domain).

[0427] This allows for selective wheel-specific adjustment via either the EMB module or the traction motor. This provides maximum freedom in pressure regulation while also enabling redundancy in wheel-specific pressure regulation, as required, for example, SAE Class 4-5. In particular, the ability to redundantly utilize two different configurations of the brake torque adjuster to achieve ABS adjustment is especially advantageous in meeting redundancy requirements. Therefore, even in the event of wheel module failure, a much safer and more reliable adjustment with short braking distances and yaw moment adjustment feasibility can always be achieved using three wheel modules. If either the electric braking unit (EMB) or the traction motor fails within a wheel module, the corresponding other, unaffected components take over the braking process adjustment.

[0428] Different variations of the design are derived here: a) The electric braking unit (EMB) is designed to achieve the locking pressure so that braking can still be performed at maximum deceleration in the event of traction motor failure; however, a large reserve (typically 100%) for attenuation is abandoned, that is, the electric braking unit (EMB) has only a small reserve, such as 20-40%, in addition to the maximum braking torque without heating.

[0429] b) The electric braking unit (EMB) and electric traction motor (TM) are therefore designed to combine the braking torque of the EMB with that of the TM to achieve maximum deceleration, and the friction brake is designed based on the maximum braking torque of the electromechanical braking unit (EMB). Furthermore, as explained above in "Architecture I," appropriate preventative measures and adjustment strategies are required.

[0430] So that braking via the regenerative braking torque of the traction motor does not cause battery damage, especially when fully charged. For example, here, the strategy is: (1) feeding back into the battery until the power absorption limit is reached, (2) field-oriented regulation (Id / Iq current regulation) of the motor so that the energy in the motor is dissipated internally, (3) additional dissipation of the energy gained by the electric traction motor in generator-type operation, or (4) using an electrical intermediate memory designed for pulse power, such as a supercapacitor.

[0431] Variant b) is the preferred design because it offers the greatest potential for cost and weight reduction. However, in the initial technology introduction scenario, variant a) is meaningful in terms of minimizing risk.

[0432] The two mentioned variants a) and b) provide sufficient safety for SAE Level 5 because they can decelerate the vehicle not only in the event of component failure of the wheel module but also in the event of total wheel module failure, utilizing high vehicle stability and even ABS operation. The only loss in braking distance is at high speeds and decelerations.

[0433] The systems, particularly the driving dynamics systems, vehicles, and methods described herein, enable significant cost savings in the core components of the vehicle, namely braking and steering. Furthermore, substantial weight savings are achieved, leading to further cost reductions.

[0434] By utilizing one or more electric traction motors to optimally leverage the potential of regenerative braking, the size of the dissipative braking system can be reduced because it requires only a smaller fraction of the total braking torque. Consequently, the problem of brake fade due to excessive heating of the friction brakes can be minimized.

[0435] A: AD Level 2

[0436] For example, if, as described above for FDS variant A1, using according to Figure 3 The driving dynamics system and central adjustment and masking strategies are used to optimize the basic braking function (function a), that is, regenerative braking at the front axle up to 51% and at the rear axle up to 71% via the traction motor, thus minimizing the temperature rise of the wheel brakes.

[0437] This has two positive effects on cost: firstly, it allows for the design of braking devices for lower pressures, reducing the cost of the electro-hydraulic braking unit (EHB); secondly, it allows for a significantly thinner basic brake. This can be achieved, for example, with smaller brake discs, smaller brake pads, and more cost-effective materials. Therefore, cost-effective drum brakes can also be used not only on the front axle but also on the rear axle.

[0438] In FDS variant scheme A2, for example, to simplify according to Figure 6b The electro-hydraulic braking system allows the traction motor to be configured at the rear axle, enabling individualized torque generation at each wheel, either via a traction motor with a torque vectoring module or, preferably, by distributing the power of a 130kW motor into two electric traction motors TM1 and TM2, each with 65kW. The latter implementation with two motors is advantageous because it allows for the dynamic braking torque to be changed independently of each other at the two wheels.

[0439] Furthermore, as described above, if the braking torque is synchronously adjusted via the driving dynamics system through the electric traction motor and the electro-hydraulic braking module EHB, wherein one braking unit provides the basic braking torque and the second braking unit provides the adjusted additional braking torque (according to... Figure 5 The adjustment strategy can further significantly reduce the cost and weight of the system.

[0440] On the one hand, it can especially be based on Figure 6a The implementation reduces the cost of the electro-hydraulic braking unit (EHB) by using fewer and more cost-effective valves, and again, lower maximum pressure and volume. Therefore, cost-effective trapezoidal screws can also be used instead of ball screw drives. Furthermore, it is feasible to use drum brakes not only at the front axle but also at the rear axle.

[0441] In FDS variant A3, for example, it is possible, in the third optimization step, to use only one twin-traction drive (TM1, TM2) with, for example, 230kW power at the rear axle. If further used according to the description herein... Figure 7b The RSP-4Q inverter can further significantly expand its capabilities based on the existing technology. Figure 7a The operating range of regenerative braking in the family of motor characteristic curves.

[0442] In this way, the total vehicle speed range up to the maximum speed can be reduced at the rear axle solely by the electric traction motor. If the adjustment functions described herein are further performed via the electric traction motors TM1 and TM2, the basic brakes can be completely discarded at the rear axle.

[0443] In addition, this eliminates the need for hydraulic wiring to the rear axle and regulating valves, allowing the electro-hydraulic braking unit (EHB) to be designed only for the front axle of the vehicle (see [link]). Figure 6c Here, the cost-effective trapezoidal thread can also be used.

[0444] B: AD Level 3-4

[0445] If used in variant B1 of a driving dynamics system with a two-box system (e.g., X-Boost3 and ESP), as in Figure 8 The electro-hydraulic braking system in the system, and its integration into the driving dynamics system as described, not only meets the redundancy requirements of SAE Level 4, but also allows for a more cost-effective implementation of the electro-hydraulic braking unit (EHB).

[0446] Furthermore, the ability to reduce the cost and weight of friction brakes via braking support through an electric traction motor already reduces the basic braking function (a). Cost reductions can be further achieved by using cost-effective disc brakes, particularly at the front axle, and drum brakes at the rear axle.

[0447] If used in a variant B2 of the driving dynamics system with a central EHB-Z, according to Figure 6a The electro-hydraulic braking system, and the use of traction motors at both axles for support in the basic braking and adjustment functions according to the driving dynamics system described herein, can utilize the additional redundant functions described above, as referred to above. Figure 6a The described scheme utilizes a redundant pressure supply device to achieve a functional redundancy level of AD 3-4. It is also assumed that the hydraulic braking system is implemented in a four-circuit configuration and can still operate in a three-circuit configuration in the event of failure.

[0448] C: AD Level 5

[0449] For variant C1 of the driving dynamics system with an electromechanical braking unit (EMB), based on the third embodiment described above, a controller-ECU (S-ECU) is provided for each wheel module. 轮1 S-ECU 轮2 S-ECU 轮3 S-ECU 轮4These components work together to regulate the torque of the drive motor and the EMB. This allows for the reduction of various costs and weight not only in basic braking functions but also during regulated operation via the driving dynamics system through simultaneous braking torque regulation.

[0450] In the first step, the EMB can be significantly reduced because a lower maximum torque is required.

[0451] Compared to two-box solutions, the EMB described here is significantly simpler to apply and integrate into the central control of the driving dynamics system. Another advantage is its independence from brake manufacturers.

[0452] If the EMB is used in the wheel module according to the "Architecture III" of the driving dynamics system, the electric servo steering (EPS) can be optionally omitted, as steering is possible via different motor speeds of the wheel motors. Even in the FDS variant C2 with the EHB axle module featuring a piston-cylinder unit, the EHB can be significantly simplified, as a lower maximum torque is achievable. Friction braking can be implemented much more easily and cost-effectively by means of combined braking from the traction motor and the EHB. This allows for a lower cost level for the two pressure regulators and provides the redundancy required for SAE Level 5.

[0453] Further cost reductions are possible by using drum brakes.

[0454] If, unlike the aforementioned optimization scheme 2, a variant scheme C3 is used for EHB of the rear axle using a simple pump (dual piston pump, gear pump), it is possible to achieve the same level of regulation as using a piston-cylinder unit, although this is generally not as critical at the rear axle. Furthermore, it is possible to use the pump to generate only the basic torque, while using one or more traction motors at the rear axle to generate the regulated additional braking torque.

[0455] Using drum brakes at the rear axle can further reduce costs.

[0456] In variant C4 with a central EHB-Z, its suitability for AD levels 3-4 has been studied, and its suitability for AD level 5 has even been described. Therefore, the operating unit can be omitted.

[0457] Using drum brakes at the rear axle enables additional cost and weight reductions compared to electromechanical braking units (EMB).

[0458] In summary, the variants C2-C4 described herein achieve the cost level of an SAE Level 2 solution while meeting all redundancy requirements for SAE Level 5. Therefore, these variants can be categorized as target-guided solutions for the highest extended level of autonomous driving.

[0459] Compared to the EMB variant, this solution has significant advantages, as components manufactured in large quantities, such as hydraulic pressure supply mechanisms or solenoid valves, are already available, making rapid cascade introduction feasible without high capital costs.

[0460] To further illustrate another example:

[0461] In another example, a driving dynamics system (FDS) or an electric vehicle having a central control system utilizing one of the FDS architectures I, II, or III includes:

[0462] • At least one wheel brake (RB1 to RB4),

[0463] • At least one electric traction motor (TM1, TM2, TM3, TM4) is used not only for driving but also for braking the axle or wheels.

[0464] • At least one braking device (EMB, EHB) for generating one or more braking torques at one or more wheel brakes.

[0465] Central Computer (M-ECU) 域 By means of the central computer, not only at least one electric traction motor (TM1 to TM4) but also at least one braking device (EHB, EMB) is controlled via a controller (M-ECU) during braking. 域 S-ECU 车桥 S-ECU 车轮 The controllers of one or more traction motors (TM1 to TM4) and braking devices (EHB, EMB) work together to send desired signals to implement the control.

[0466] • A central computer having: at least one of the core functions ABS, ESP, EBV, ASR, ACC, and AEB, with regenerative braking management via electric traction motors at multiple axles and / or at least one of the core functions (A) to (G) regulated or controlled by the central computer, wherein

[0467] • During normal braking, even at high vehicle speeds (>80 km / h), braking is performed using the electric traction motors (TM1 to TM4), and EBV (Electronic Brakeforce Distribution at the front and rear axles) is simultaneously implemented during braking via the electric traction motors (TM1 to TM4), and / or

[0468] • In regulated operation (e.g., ABS, ESP), braking torque is generated using at least one traction motor (TM1 to TM4) and simultaneously at least one EHB or EMB, and braking torque regulation is performed at at least three wheels of the vehicle using braking units (EMB, EHB) and / or electric traction motors (TM1 to TM4), so that braking torque can be regulated at three wheels of the vehicle in each driving condition.

Claims

1. A driving dynamics system for a vehicle, comprising: - At least one wheel brake (RB1, RB2, RB3, RB4) for dissipative braking of the wheels of the vehicle; - At least one braking unit (EMB, EHB), said at least one braking unit being provided to said at least one wheel brake (RB1, RB2, RB3, RB4) and configured to generate dissipative braking torque by means of said wheel brake (RB1, RB2, RB3, RB4); - At least one electric traction motor (TM1, TM2, TM3, TM4), said at least one electric traction motor being operable to generate regenerative braking torque for at least one wheel or axle of said vehicle. and -Central Control Unit (M-ECU) 域 The central control unit is configured to operate the at least one braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) in combination for braking function, such that combined braking torque can be generated by means of the at least one braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4). Its features are, With the help of the central control unit (M-ECU) 域 The controlled braking function involves energy management and / or recovery management, wherein, in particular, adaptive recovery is implemented based on the battery’s current state of charge (SOC) and / or based on sensor data, such as data from acceleration sensors and / or weight sensors, camera sensors, lidar sensors, and / or sensor data from interactions with the vehicle’s environment, i.e., pedestrians or other vehicles.

2. The driving dynamics system according to claim 1, Its features are, During regenerative braking, especially when the vehicle's battery is fully charged, the field orientation of the electric traction motor is adjusted (Id / Iq current adjustment) so that the energy in the motor is dissipated or dissipated internally.

3. The driving dynamics system according to any one of the preceding claims, Its features are, During regenerative braking, especially when the vehicle's battery is fully charged, the energy gained by the electric traction motors (TM1, TM2, TM3, TM4) in generator-like operation is dissipated or consumed by providing the energy obtained to the vehicle's electric power consumers and / or heating the fluid storage container for cooling or heating by means of a heat pump.

4. The driving dynamics system according to any one of the preceding claims, Its features are, During regenerative braking, especially when the vehicle's battery is fully charged, an electrical intermediate memory designed for pulse power, such as a supercapacitor or flywheel energy storage device, is used.

5. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The system is configured to read sensor data, wherein the sensor data can be acquired by means of wheel speed sensors for ABS function, yaw moment sensors for ESP function, acceleration sensors and / or weight sensors for EBV function, and / or sensors for regenerative braking strategy or emergency braking function (AEB). The functional relationship between the deceleration of the vehicle and the braking pressure or braking torque is calibrated based on data from the acceleration sensor, particularly based on the temperature of the brake disc of at least one wheel brake (RB1, RB2, RB3, RB4).

6. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The configuration is used to control the use of the at least one braking unit (EMB, EHB) during the recycling management, so as to maximize recycling, wherein during regenerative braking, regenerative energy is fed back into the battery until the power absorption limit is reached.

7. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The configuration is for operating the braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) in a manner that combines them with each other, such that when at least one traction motor (TM1, TM2, TM3, TM4) is designed with a high operating and braking power, for example, a high operating voltage of 400V or 700V to 900V, - At vehicle speeds up to 50 km / h, especially up to 63 km / h (v1), the regenerative braking torque generated by the at least one electric traction motor (TM1, TM2, TM3, TM4) is greater than the braking torque required at the front or rear axle for a deceleration of 1g; and / or - At vehicle speeds up to 100 km / h, especially up to 125 km / h (v2), the regenerative braking torque generated by means of the at least one electric traction motor (TM1, TM2, TM3, TM4) is greater than the braking torque required at the rear axle for a deceleration of 1g; and / or; - At vehicle speeds up to 200 km / h (v2), the regenerative braking torque generated by means of the at least one electric traction motor (TM1, TM2, TM3, TM4) is greater than 50%, and especially greater than 80%, of the braking torque required at the rear axle for a deceleration of 1g.

8. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The system is configured to operate the braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) in a manner that allows for high operating and braking power when at least one traction motor (TM1, TM2, TM3, TM4) is designed with a high operating voltage of, for example, 400V or 700V to 900V, and when using an RSP-4Q inverter. - At vehicle speeds up to 100 km / h, especially up to 125 km / h (v2), the regenerative braking torque generated by means of at least one electric traction motor (TM1, TM2, TM3, TM4) is greater than the braking torque required at the front or rear axle for a deceleration of 1g; and / or; - At vehicle speeds up to 200 km / h (v2), the regenerative braking torque generated by the at least one electric traction motor (TM1, TM2, TM3, TM4) is greater than the braking torque required at the rear axle for a deceleration of 1g.

9. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The configuration is for operating the braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) in combination with each other, in the case of, for example, a high-power and high-torque electric traction motor (TM1, TM2, TM3, TM4) with a torque greater than 200 Nm and a power greater than 100 kW and a high operating voltage of, for example, 400 V or 700 V to 900 V, such that... - Fully regenerative braking of the rear axle up to approximately 70 km / h; and / or - Up to approximately 100 km / h, approximately 50% of the braking power is regeneratively generated at the front axle and approximately 70% at the rear axle.

10. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The system is configured to operate the braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) in a manner that combines with each other, thereby enabling ABS adjustment. - In a first range of relatively small decelerations, such as up to 0.4g, one or more electric traction motors (TM1, TM2, TM3, TM4) may be used alone for braking torque regulation; and / or - In the second range, for example between 0.4g and 0.75g, the first brake torque regulator generates the base brake torque with a low brake torque gradient, and the second brake torque regulator generates the regulated additional brake torque for ABS regulation with a higher brake torque gradient.

11. The driving dynamics system according to any one of the preceding claims, Its features are, For generating regenerative braking torque by means of at least one electric traction motor (TM1, TM2, TM3, TM4), an inverter is used, wherein, as in a 2×3 phase converter concept, even if one or more structural elements such as power semiconductors or coil windings fail, the inverter of the failed electric traction motor (TM1, TM2, TM3, TM4) can still generate regenerative braking torque.

12. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) are configured to operate in combination with each other, such that for ABS operation, 50% of the base braking torque is generated via the at least one electric traction motor (TM1, TM2, TM3, TM4). In particular, at least one of the braking units (EHB) is designed for pressures up to 70 to 80 bar.

13. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The system is configured to detect the weight and deceleration of the vehicle during energy management and / or recovery management, particularly by means of weight and deceleration sensors, and to match the recovery strategy according to the vehicle load. In particular, during regenerative braking, electronic brake force distribution (EBV function) is simultaneously achieved at the front and rear axles of the vehicle; and / or Especially under low load conditions, braking is enhanced via regenerative braking; and / or In particular, regenerative braking at the front and / or rear axles is adjusted according to deceleration.

14. The driving dynamics system according to any one of the preceding claims, Its features are, The at least one electric traction motor (TM1, TM2, TM3, TM4) is operated by means of an inverter, the inverter being used to switch the windings of the at least one electric traction motor (TM1, TM2, TM3, TM4) to the series or parallel connection of three branches of the excitation coil of each brushless motor.

15. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The system is configured to control the braking function such that braking torque is generated by the at least one braking unit (EMB, EHB) and cumulatively by at least one electric traction motor (TM1, TM2, TM3, TM4) at the rear axle and at least one electric traction motor (TM1, TM2, TM3, TM4) at the front axle, in order to reduce the TTL (Time-to-Lock) time, for example, to less than 100 ms, and / or to reduce the TTL time by up to 50 ms, thereby shortening the braking distance.

16. The driving dynamics system according to any one of the preceding claims, Its features are, The braking function involves a braking adjustment process in which the base braking torque and the adjusted additional braking torque are controlled and / or adjusted simultaneously and cumulatively. in - Optionally, the basic braking torque is generated by the at least one braking unit (EMB, EHB) and the adjusted additional braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4). or - The basic braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4) and the adjusted additional braking torque is generated by the at least one braking unit (EMB1, EMB2, EMB3, EMB4). or - The at least one braking unit (EMB1, EMB2, EMB3, EMB4) and the at least one electric traction motor (TM1, TM2, TM3, TM4) together generate the base braking torque and the adjusted additional braking torque, respectively.

17. The driving dynamics system according to claim 16, Its features are, The base braking torque and the adjusted additional braking torque are controlled by means of the braking unit (EMB, EHB) and / or traction motor (TM1, TM2, TM3, TM4) according to braking conditions, such as comfort braking or emergency braking, and / or according to road conditions, such as braking on asphalt, on snow or on ice, in the case of so-called friction coefficient abrupt change or friction coefficient difference, and / or according to the availability of the braking unit. and / or The central control unit (M-ECU) 域 Configured for controlling at least one electric traction motor (TM1, TM2, TM3, TM4) to take over the brake regulation function (ABS) in the event of failure of at least one braking unit (EMB, EHB); and / or In the event of a failure of the electromechanical braking unit (EMB1, EMB2, EMB3, EMB4), the electric traction motors (TM1, TM2, TM3, TM4) are used for assistance, wherein the electric traction motors (TM1, TM2, TM3, TM4) in particular take over the ABS braking torque adjustment.

18. The driving dynamics system according to any one of the preceding claims, Its features are, The aforementioned control minimizes the thermal load on the friction brake, particularly reducing the fade effect; In particular, the implementation of regenerative braking management with energy management reduces the temperature rise of the friction brake by more than 50% in AMS testing, especially up to 70% to 80%. Drum brakes are installed at the rear axle.

19. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 It is also configured to operate at least one electric traction motor (TM1, TM2, TM3, TM4) for regenerative braking of the vehicle when the vehicle speed exceeds 80 km / h, for braking during normal operation; wherein electronic brake force distribution (EBV function) is simultaneously implemented at the front and rear axles of the vehicle during regenerative braking. Specifically, 20% to 40% of the total braking torque acts on the rear axle of the vehicle, while 60% to 80% of the total torque acts on the front axle of the vehicle, and the total braking torque at the rear axle is generated solely by the electric traction motor.

20. The driving dynamics system according to any one of the preceding claims, Its features are, The braking function involves a braking adjustment process in which the electric traction motors (TM1, TM2, TM3, TM4) are configured to generate a base braking torque. The electric traction motors (TM1, TM2, TM3, TM4) are capable of operating in four quadrants. The electric traction motors (TM1, TM2, TM3, TM4) in particular have a torque greater than 200 Nm and a power less than 100 kW, and have an operating voltage of, for example, 400 V or between 700 V and 900 V, or the electric traction motors (TM1, TM2, TM3, TM4) are configured to achieve values ​​up to 15000 Nm / s or up to 30000 Nm / s.

21. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 The system is redundantly configured with multiple microcontrollers (mC1, mC2, mC3), particularly with three microcontrollers (mC1, mC2, mC3) for implementing a 3-to-2 architecture; and / or The central control unit (M-ECU) 域 It is connected to the wheel module and / or the braking unit (EMB; EHB) and the electric traction motor (TM1, TM2, TM3, TM4) via redundant data lines.

22. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 It has large memory, especially in the gigabyte range; The central control unit (M-ECU) 域 Configuration is used for: - Acquire sensor data; and - Control of the braking function is matched based on the acquired sensor data; In particular, this matching process can be implemented using the central control unit (M-ECU). 域 Artificial intelligence methods using microcontrollers (μC1, μC2, μC3); The matching is performed, particularly in the vehicle's safe operating state, and especially in the vehicle's parked state; and / or This includes matching for normal operation without faults and / or matching in the event of a fault.

23. The driving dynamics system according to any one of the preceding claims, Its features are, The central control unit (M-ECU) 域 It has a controller or autonomous driving (M-ECU) AD The interface of the domain is used to receive sensor data, including information from camera sensors, lidar sensors, map materials, or Car-to-X communications; and The central control unit (M-ECU) 域 It is also configured with recovery management for predictively matching the control used for braking functions, namely spacing adjustment (ACC) or automatic emergency braking (AEB).

24. A vehicle having a driving dynamics system according to any one of the preceding claims.

25. A method for operating a driving dynamics system, the driving dynamics system having: at least one wheel brake (RB1, RB2, RB3, RB4) for dissipating braking of the wheels of a vehicle; At least one braking unit (EMB, EHB) is provided to the at least one wheel brake (RB1, RB2, RB3, RB4) to generate dissipative braking torque by means of the at least one wheel brake (RB1, RB2, RB3, RB4); At least one electric traction motor (TM1, TM2, TM3, TM4), said at least one electric traction motor being used to generate regenerative braking torque for at least one wheel or axle of said vehicle; and a central control unit (M-ECU). 域 The central control unit is used to operate the at least one braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) in combination with each other for braking function, wherein in the method: The braking function involves energy management and / or regeneration management, wherein, in particular, adaptive regeneration is implemented based on the battery’s current state of charge (SOC) and / or based on sensor data, such as data from accelerometers and / or weight sensors, camera sensors, lidar sensors, and / or sensor data related to the vehicle’s environment, i.e., interaction with pedestrians or other vehicles.

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