Procedure for testing an automatic parking brake system

Abstract

A method for verifying a functional state, in particular for short-circuit detection in an automatic parking brake system, is provided, comprising a control unit and an actuator (2) for generating an electromechanical braking force. The object of the invention is to provide a method that can be carried out while a vehicle is in operation. For this purpose, the control unit actuates the actuator (2) for short-circuit detection at a frequency that is lower than a frequency that can cause the actuator (2) to rotate.

Description

[0001] The invention relates to a method for checking the functional state of an automatic parking brake system, in particular to a method for short-circuit detection, to a control and / or regulating device and to an automatic parking brake system.

[0002] An automatic parking brake (APB) is known, for example, from DE 10 2011 005 842 A1. It comprises a control unit that interacts with two actuators, each located at one of the two rear wheels of a motor vehicle. Such an actuator is typically a (DC) electric motor that, by means of a gearbox and a spindle drive, can move a brake piston to exert a clamping force on a brake disc. Through this mechanical locking mechanism, the automatic parking brake replaces the locking function of a conventional handbrake, which is usually implemented via cables. The control unit for the automatic parking brake is located either in the vehicle interior or is integrated into an existing control unit, such as the ESP (Electronic Stability Program) vehicle dynamics control unit. To control the two actuators, the control unit is connected to them via cables, in particular copper cables, which are routed within the vehicle.Routing the cables from the vehicle body, particularly from the wheel arch, to the actuators located on the rear axles presents a particular challenge, as the cables are easily accessible at this point and exposed to significant environmental stresses such as stone chips, moisture, and damage from martens. Such stresses can damage the cables, potentially leading to short circuits. These short circuits generate an overcurrent that can permanently impair the functionality of the parking brake. Therefore, for the reliable operation of the automatic parking brake, it is crucial that any short circuit on these cables is detected and signaled to the driver.

[0003] In conventional systems, short-circuit detection in the parking brake system is achieved by monitoring the current flowing in the wiring. In the event of a short-circuited actuator, the overcurrent is detected, and the actuator is subsequently de-energized. However, for an overcurrent to be detectable at all, such monitoring can only occur when the actuator is activated, i.e., only in the holding-lock mode. Short-circuit detection between the two supply lines connecting the actuator to the control unit when the actuator is not activated is not currently possible. In particular, activating the actuator while the vehicle is in motion to check the connecting lines for short circuits is not feasible, as the actuator assigned to a rear wheel would move during activation and consequently trigger a holding function while the vehicle is in motion.

[0004] The object of the present invention is therefore to provide a method for checking the functional state of an automatic parking brake system, which can be carried out during the driving operation of a vehicle.

[0005] The problem is solved by the features of the independent patent claims. Further developments of the invention are specified in the dependent claims.

[0006] A method according to the invention serves to check the functional state of an automatic parking brake system and, in particular, to detect a short circuit. The method preferably comprises a control unit and an actuator for generating an electromechanical braking force. The control unit drives the actuator at a frequency higher than a frequency that can cause the actuator to rotate. The frequency is thus selected such that it leaves the actuator essentially unaffected when stationary. The frequency is preferably selected based on the moment of inertia of the actuator (2).

[0007] The method according to the invention is particularly advantageous because, unlike conventional methods, it enables short-circuit detection even while a vehicle is in motion. Since the frequency of the control signal does not cause the actuator, which is typically designed as a DC motor, a short-circuit measurement can be performed while the vehicle is operating. Consequently, damage to the wiring of the automatic parking brake system and the associated functional impairment can be detected not only when the parking brake is applied, but advantageously immediately after the impairment occurs. To avoid actuator movement, the frequency of the control signal is preferably matched to the actuator's moment of inertia.Furthermore, no additional components are required for the method according to the invention; instead, its implementation can be carried out, for example, programmatically in a control and / or regulating device.

[0008] Advantageously, in this method, the actuator current resulting from the high-frequency control can be measured using a current measuring unit. The current measuring unit is preferably a component of the control unit used to calculate the clamping force of the parking brake, which can be used during driving operation to detect the current resulting from the actuator control. To be able to infer the operating state of the automatic parking brake system from the detected current, the measured current is evaluated. In particular, a comparison with suitable threshold values ​​can be made, which allows a decision to be made about the state of the parking brake system.

[0009] An H-bridge circuit in the control unit advantageously generates a high-frequency actuator control signal, wherein the H-bridge circuit comprises several, in particular four, switching elements. The high-frequency actuator control signal is then generated by suitable high-frequency control of the switching elements, for example by means of a square wave signal. The frequency of the actuator control signal depends on the frequency of the control signal for the switching elements of the H-bridge circuit.

[0010] Advantageously, the switching frequency of the switching elements, and consequently the polarity reversal frequency of the actuator, is between 10 kHz and 50 kHz. Preferably, however, the frequency is approximately 25 kHz. The actuator is preferably reversed at the frequency of the high-frequency actuator control signal. Crucially, the frequency is selected such that the polarity reversal of the electric motor occurs so quickly that the electric motor cannot be set in motion by its inertia when the parking brake system is intact.

[0011] To determine the operating state of the parking brake system from the actuator control signal, the actuator current resulting from the high-frequency control is preferably evaluated. This evaluation then advantageously allows conclusions to be drawn about the condition of the lines, for example, an open circuit of at least one of the lines, a short circuit between the lines, or a normal operating state.

[0012] Advantageously, in a normal operating state of the parking brake system, a capacitor, particularly an actuator's interference suppression capacitor, generates a measurable reactive current due to the actuator control signal. This allows for the unambiguous identification of a normal operating state of the automatic parking brake system, as such a reactive current is not generated in the case of an open circuit or a short circuit in the supply lines. Consequently, the presence of a reactive current clearly indicates that the automatic parking brake is operating normally.

[0013] It is particularly advantageous if the short-circuit detection procedure is carried out continuously or at periodic intervals while a vehicle is in operation. This ensures, even while the vehicle is running, that the parking brake is fully functional and can reliably secure the vehicle when stationary.

[0014] The method according to the invention takes place in a control unit in a motor vehicle, which may be part of the automatic parking brake system.

[0015] Further features and advantages of the invention will become apparent from the description of exemplary embodiments with reference to the accompanying figures. The figures show: Fig. 1 A sectional view of an automatic parking brake for a vehicle, with an electric brake motor to generate a clamping force to secure the vehicle; Fig. 2 a schematic circuit diagram of part of the control unit with an H-bridge circuit for controlling the actuator and a current measuring unit for measuring the motor current; Fig. 3 a schematic equivalent circuit diagram of an automatic parking brake with a DC motor; Fig. 4 a schematic equivalent circuit diagram of an automatic parking brake with a DC motor in a short-circuited state; and Fig. 5 a diagram showing control signals of the switching elements of an H-bridge circuit and the resulting actuator current measured by means of a current measuring unit.

[0016] Fig. Figure 1 shows a sectional view of an automatic (automated) parking brake 1 for a vehicle, which can exert a clamping force to secure the vehicle by means of an actuator 2 (brake motor), which in this case is a DC motor. The actuator 2 drives a spindle 3, in particular a threaded spindle, which is mounted axially. At its end opposite the actuator 2, the spindle 3 is provided with a spindle nut 4, which, in the engaged state of the parking brake 1, bears against an inner end face or rear face of a brake piston 5. The spindle nut 4 is displaced in the axial direction by a rotational movement of the actuator 2 and a resulting rotational movement of the spindle 3. The spindle nut 4 and the brake piston 5 are mounted in a brake caliper 6, which grips a brake disc 7 in a clamping manner. A brake pad 8, 8' is arranged on each side of the brake disc 7.

[0017] In the event of a clamping operation of the parking brake 1, the electric motor (actuator 2) rotates, whereupon the spindle nut 4 is moved in the axial direction towards the brake disc 7 until it exerts a predetermined maximum clamping force on the brake piston 5.

[0018] Actuator 2 is controlled by means of a Fig. 1 control unit not shown, which may be, for example, a control unit of a vehicle dynamics system such as ABS (Anti-lock Braking System), ESP (Electronic Stability Program) or EHB (Electro-hydraulic Brake). Fig. Figure 2 shows a section of such a control unit with an H-bridge circuit 9. The H-bridge circuit 9 comprises a total of four switching elements T1 to T4, which can be transistors, and preferably MOSFETs. The H-bridge circuit 9 generates an actuator control signal, which is transmitted via lines 13, 13' to the Fig. The signal is supplied to actuator 2 as shown in Figure 1. The H-bridge circuit 9 is controlled such that the control signal is reversed depending on the desired direction of rotation of actuator 2. Specifically, to generate a first direction of rotation of actuator 2, switching elements T1 and T4 are conductive and switching elements T2 and T3 are non-conductive, while to generate an opposite second direction of rotation of the actuator, switching elements T2 and T3 are conductive and switching elements T1 and T4 are non-conductive.

[0019] Furthermore, the control unit includes a current measuring unit 11, which in this case is located in the supply voltage path U bThe H-bridge circuit 9 has a shunt resistor R connected to it. The shunt resistor R is connected to a measuring amplifier 17, which serves to measure the current (actuator current) resulting from the actuation of the H-bridge circuit 9 and drawn by the actuator 2. During normal operation of the parking brake, the actuator current is used to determine the clamping force of the actuator using a suitable algorithm.

[0020] Fig. Figure 3 shows a schematic equivalent circuit or an electrical model of an automatic parking brake 1 with a DC motor as actuator 2. The actuator 2 and the leads 13, 13' form a load connected to the control unit. The leads 13, 13' connected to the H-bridge circuit 9 are each represented as lead resistances R. w This is shown because these mainly exhibit ohmic behavior. The brake motor can be approximated in its resting state by a motor inductance L.mot and a winding resistance R mot will be described. Furthermore, the DC motor typically includes a noise suppression capacitor C. x , which is intended to improve the electromagnetic radiation behavior of the motor, and which is connected in parallel to the motor inductance L mot and the winding resistance R mot is switched on.

[0021] In the event of an incident Fig. The indicated short circuit KS between the two supply lines 13, 13' in the automatic parking brake system, which results, for example, from damage and a resulting contact of the two supply lines 13, 13', shows the load through the short circuit of the motor inductance L mot only ohmic behavior due to the line resistance R w This line resistance R wThe resistance is in the milliohm range, meaning a high direct current would be necessary to distinguish between an intact and a defective line during operation and consequently detect the short circuit. However, as explained earlier, applying a high direct current to check the functionality of the parking brake system during operation is not possible because, in the case of an intact line, this would cause the actuator 2 to move and thus generate a clamping force. Therefore, this method of short-circuit detection is limited to use when the parking brake 1 is applied while the vehicle is stationary.

[0022] The method according to the invention, however, enables short-circuit detection at any time during vehicle operation without the risk of the automatic parking brake 1 being activated. The method utilizes the fact that while the actuator 2 can be operated in opposite directions of rotation and thus with two different current directions, its inertia prevents it from following a certain frequency of the control signal. Therefore, if the frequency of the control signal exceeds a certain limit, which depends on the inertia of the actuator 2, the actuator 2 will not move despite the application of a control signal. The control signal is a current generated by controlling the switching elements T1 to T4 of the H-bridge circuit 9 and by providing a suitable supply voltage U. bis generated. As already described, the current direction and thus the direction of rotation of actuator 2 can be changed by appropriately controlling the switching elements T1 to T4 of the H-bridge circuit.

[0023] By applying a high-frequency control signal to actuator 2, which causes a high-frequency polarity reversal, actuator 2 is prevented from moving during operation. In other words, the actuator 2's stationary state remains unaffected by the high-frequency control signal. This high-frequency control signal can then be advantageously used for short-circuit detection in the automatic parking brake system without the risk of the automatic parking brake 1 being activated while the vehicle is in motion. In this context, "high frequency" refers to a frequency at which actuator 2 remains stationary due to its inertia.

[0024] Fig. Figure 5 shows a diagram with exemplary control signals for the switching elements T1 to T4 of the H-bridge circuit 9 and the resulting actuator current measured by the current measuring unit 11. The switching elements T1 to T4 are switched at a high frequency to generate a high-frequency control signal, which is supplied to the actuator 2 via lines 13 and 13'. Switching elements T1 and T4, and T2 and T3, are alternately switched on. The direction of the control signal is therefore reversed at the same frequency. The frequency can be, for example, 25 kHz to reliably prevent movement of the actuator 2. Advantageously, the frequency of the control signal is also outside the range of human hearing, so that vehicle occupants cannot hear the functional test of the automatic parking brake system.

[0025] By generating and supplying the high-frequency control signal, a complete functional test of the automatic parking brake system can now be performed: In the event of a short circuit KS of the supply lines 13, 13', as in Fig. As shown in Figure 4, a high alternating current flows through the low-resistance conductor during the functional test. This alternating current, which is in Fig. 5 with I KS The current, which is characterized by a short circuit, can be detected in the current measuring unit 11 of the control unit. The measured current can, for example, be compared with a predefined threshold value in order to reliably conclude that a high alternating current generated as a result of a short circuit is present.

[0026] In the event that the motor leads 13, 13' have an open circuit rather than a short circuit, no current will flow in the automatic parking brake system and consequently no current will be measured in the current measuring unit 11. Fig. 5. Consequently, the measurable current has a value of zero and is equivalent to I. break If the test activation of switching elements T1 to T4 does not result in a measurable current, it can be concluded that there is a break in the circuit in the parking brake system.

[0027] If, however, the supply lines 13, 13' of the parking brake system are neither short-circuited nor interrupted, the high-frequency control signal is filtered through the interference suppression capacitor C during test operation. x Current flows from actuator 2 and is detected in the current measuring unit 11 as a small reactive current ranging from a few hundred mA to several amperes. The magnitude of the reactive current depends on the value of capacitor C. x and the control frequency. In the Fig. 5 is the measurable reactive current of capacitor C x with I OKThis current exhibits a periodically fluctuating profile typical of capacitors, which is easily recognizable.

[0028] In summary, the inventive method allows three different states of an automatic parking brake system to be reliably determined by means of high-frequency control of the actuator 2 during vehicle operation. The current measuring unit 11, already present in conventional parking brake systems, can measure the actuator currents resulting from the high-frequency control. Depending on the state of the parking brake system, three cases can occur, indicating an open circuit, a short circuit in the system, or an intact state. The actuator current resulting from the high-frequency control and measured by the current measuring unit 11 is, depending on the system state, zero, exhibits a high short-circuit level, or a low reactive current level.If no capacitor is provided in the actuator 2, it can be retrofitted to carry out the short-circuit detection method according to the invention, or another suitable passive or possibly also active component is integrated into the parking brake system, and in particular into the actuator 2, to detect an intact state.

[0029] By using high-frequency control of the H-bridge circuit 9, the risk of movement of the actuator 2 during the operation of a vehicle is excluded, although movement may result in an intact state of the automatic parking brake system.

[0030] To evaluate the currents measured during test operation, a suitable algorithm can be implemented in the respective control unit. This algorithm compares the measured current with threshold values ​​and can thus determine the state of the automatic parking brake system. The threshold values ​​are preferably based on the respective frequency used and, in particular, also on the parameters of the passive component (capacitor C). x ) voted.

[0031] In the event of a detected malfunction, particularly an interruption or short circuit, the driver may be alerted to a malfunction of the automatic parking brake system while driving. If necessary, an emergency parking brake function may also be initiated, which, for example, results in fully hydraulic operation of the parking brake while the vehicle is stationary, until the malfunction of the automatic parking brake system is rectified.

Claims

[1] Method for checking the functional state of an automatic parking brake system comprising a control unit and an actuator (2) for generating an electromechanical braking force, characterized by , that the control unit drives the actuator (2) at a frequency that is higher than a frequency that can cause the actuator (2) to rotate. [2] Method according to claim 1, characterized by , that an actuator current resulting from the control is measured by means of a current measuring unit (11). [3] Method according to claim 1 or 2, characterized by , that a high-frequency actuator control signal is generated by means of an H-bridge circuit (9) of the control unit. [4] Method according to any one of the preceding claims, characterized by , that the frequency is between 10 kHz and 50 kHz. [5] Method according to any one of claims 2 to 4, characterized by, that the resulting actuator current is evaluated with respect to a state of supply lines (13, 13') of the actuator (2). [6] Method according to any one of claims 3 to 5, characterized by , that the actuator (2) is reversed at the frequency of the high-frequency actuator control signal. [7] Method according to any of the preceding claims, characterized by , that in a normal operating state of the parking brake system a capacitor (C x ) due to the actuator control signal, a measurable reactive current (I OK ) generated. [8] Method according to any of the preceding claims, characterized by that the procedure is carried out continuously or at periodic intervals during the operation of a vehicle. [9] Method according to any of the preceding claims, characterized by , that the frequency is chosen depending on the moment of inertia of the actuator (2). [10] Control and / or regulating device for carrying out a method according to any one of claims 1 to 9. [11] Automatic parking brake system in a motor vehicle comprising a control and / or regulating unit according to claim 10.

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