Braking system and methods for controlling a braking system

Abstract

Braking system (2) with • a first module comprising a first pressure supply unit (6) with an electric motor drive (8), an optional second pressure supply unit (14) and a first control unit (9) for controlling the first pressure supply unit (6), wherein the first module is configured to supply at least a first brake circuit (BK1) via a first connection point (A1) and at least a second brake circuit (BK2) via a second connection point (A2) with a pressure medium, wherein wheel brakes (RB1, RB2, RB3, RB4) are assigned to the brake circuits (BK1, BK2), • a second module comprising a third pressure supply unit (90), in particular a motor-pump unit (91), isolating valves (USV1, USV2, HSV1, HSV2) and brake pressure adjusting valves, in particular outlet (AV1, AV2, AV3, AV4) and inlet valves (EV1, EV2, EV3, EV4), for adjusting pressure in the wheel brakes (RB1, RB2, RB3, RB4) and a second control unit (95) for controlling the brake pressure adjusting valves (AV1-AV4, EV1-EV4), • a detection unit for detecting a first fault case, namely a failure of at least part of the third pressure supply unit (90), wherein the brake system (2) is configured to implement, in the first fault case, a wheel-individual and / or selective adjustment of the pressures in the wheel brakes by controlling at least one of the brake pressure adjusting valves (AV1-AV4, EV1-EV4) of the second module and / or the isolating valves (USV1, USV2, HSV1, HSV2) of the second module and the first pressure supply unit (6) in order to provide an ABS function and a yaw moment intervention.

Description

[0001] The invention relates to a braking system and a method for controlling a braking system.

[0002] The trend toward vehicles designed for autonomous driving requires high fail-safe requirements for the braking system on the one hand, and redundant functions on the other, e.g., for brake pressure generation, power supply, and computer functions.

[0003] So-called single-box and double-box systems are typically preferred. The latter consists of an electric brake booster (BKV), a so-called e-booster, and an ESP system (Electronic Stability Control System).

[0004] The known solutions have relatively large lengths and / or a high weight.

[0005] WO2011 / 098178 and DE 10 2014 205 645 A1 (hereinafter referred to as Variant A or as a follower booster or E-Booster) describe a solution with a coaxial drive, in which an electric motor acts on the master cylinder piston (HZ piston) via a gear and piston. The brake booster is controlled via an electric element and reaction disc as a so-called follower booster. The pedal travel is a function of the brake pressure and the volume absorption of the brake system, which requires long pedal travel in the event of brake fading or brake circuit failure.

[0006] WO2009 / 065709 shows an electric booster with a follow-up amplifier function (hereinafter referred to as variant B, or follow-up amplifier or electric booster). Here, the booster valve (BKV) is controlled via pedal travel and / or pedal pressure, i.e., the pressure with which the pedal is actuated. A separate pressure supply with an electric motor and plunger acts on the booster piston via the booster piston.

[0007] WO2012 / 019802 shows an arrangement similar to WO2011 / 098178 with a coaxial drive, in which an electric motor acts on the HZ piston via a gear and piston (hereinafter referred to as variant C). An additional piston-cylinder unit is used here, which acts on a travel simulator piston. This makes the pedal travel independent of, for example, fading and brake circuit failure. However, the complexity and length are considerable.

[0008] DE 10 2009 033 499 shows a brake booster with an additional ESP unit featuring hydraulic actuation of the booster piston and external pressure supply (hereinafter also referred to as variant D). This arrangement with four or five pistons and six solenoid valves (MV) is complex and unfavorable in terms of overall length. The non-hydraulic travel simulator (WS) is located within the piston-cylinder unit installed in front of the master cylinder and cannot be damped or switched via a solenoid valve (MV).

[0009] All of the above solutions have a redundant brake booster function, since if the brake booster motor fails, the ESP unit with pump ensures the braking function in autonomous driving mode, similar to the assistance functions with vacuum brake booster.

[0010] In the event of a failure of the ESP motor, the ABS can continue to function via the possibility of pressure modulation by the brake booster motor, as described in WO2010 / 088920, in which the piston of the master brake cylinder is moved back and forth to build up and release pressure. If the brake booster is used in combination with an ESP unit with the typical valve circuit of the ESP unit, as in Fig. 1 of DE 10 2014 205 645 A1, the pressure can be increased via the normally open inlet valves (reference numerals 32a, 32b, 34b, 34a of Fig. 1 of DE10 2014 205 645 A1) and UPS valves (reference numerals 30a, 30b of Fig. 1 of DE 10 2014 205 645 A1), i.e. a common pressure control for all four wheels can be implemented, which does not result in an optimal braking distance.

[0011] All previously known 1-box systems have a so-called travel simulator (especially for brake-by-wire) to implement advanced pedal travel characteristics.

[0012] The existing systems with an electric booster and ESP only have redundancy in the pressure supply, meaning that if the electric booster fails, there is a redundant pressure supply with redundant power for the brake booster via the ESP. Higher safety requirements are not taken into account.

[0013] Packaging, i.e., the arrangement of the individual components of the braking system into a ready-to-install unit, and the overall volume of this unit are of great importance. Particularly for braking systems used in motor vehicles designed for semi-automated or even fully automated driving, many variants, e.g., with a tandem master (brake) cylinder or a single master (brake) cylinder, must be considered. Examples of known packaging variants include a vertical arrangement of a pressure supply unit to an axis of the master (brake) cylinder (as described, for example, in EP 2 744 691) or a parallel arrangement of the pressure supply unit to the axis of the master (brake) cylinder (as described, for example, in DE 10 2016 105 232). The latter is characterized in particular by a smaller overall width compared to the first-mentioned packaging variant.

[0014] Based on the prior art, it is an object of the present invention to provide an improved braking system.

[0015] In particular, the invention is based on the object of creating a braking system for use in autonomous driving (hereinafter also referred to as AD) and / or electric vehicles / hybrid vehicles with increasingly strong recuperation performance (energy recovery through braking via a generator or drive motor in generator mode). Preferably, the weight and / or dimensions of the system are reduced and / or reliability is increased.

[0016] The aim is preferably to create a cost-effective braking system for autonomous driving that meets all required redundancies and very high safety requirements.

[0017] In addition, in the event of ESP failure, the braking system should ensure that ABS functions sufficiently in terms of braking distance and stability, as well as sufficient recuperation.

[0018] In particular, the object of the present invention is to provide an improved braking system and a method for controlling a braking system with a redundant pressure supply, a very high range of functions, and availability, particularly in the event of a brake circuit failure, while simultaneously being very short in length and low in cost. Furthermore, a method is to be provided that enables very high availability even in the event of partial failures / leaks.

[0019] With regard to the braking system, the object is achieved according to the invention by a braking system having the features of claim 1. With regard to the method, the object is achieved according to the invention by a method having the features of claim 18.

[0020] The object directed to the braking system is achieved in particular according to the invention by a braking system with: • a first module comprising a first pressure supply unit with an electric motor drive, an optional second pressure supply unit and a first control unit for controlling the first pressure supply unit, wherein the first module is designed to apply a pressure medium to at least one first brake circuit via a first connection point and to at least one second brake circuit via a second connection point, wherein wheel brakes are assigned to the brake circuits, • a second module comprising a third pressure supply unit, in particular a motor-pump unit, isolating valves and brake pressure adjustment valves, in particular outlet and inlet valves, for adjusting a pressure in the wheel brakes and a second control unit for controlling the brake pressure adjustment valves, • a detection unit for detecting a first fault, in particular an at least partial failure of the third pressure supply unit, wherein the braking system is configured to implement a (wheel-individual and / or selective) adjustment of the pressures in the wheel brakes in the first fault in order to provide an ABS function and / or a yaw moment intervention by controlling at least one of the brake pressure adjustment valves of the second module and / or the isolation valves of the second module and the first pressure supply unit.

[0021] The pressure supply unit can generally be understood as a unit, in particular a structural unit, of the braking system that provides braking pressure. The pressure supply unit thus serves to supply the pressure medium to at least one braking circuit. The third pressure supply unit is preferably an ESP unit of the type described above. The isolating valves can be bidirectional, i.e., hydraulically permeable in two flow directions. The optional second pressure supply unit can be designed as an electronic pedal or as a central computer, depending on the design of the braking system and / or the area of ​​application of the braking system.

[0022] The at least partial failure of the third pressure supply unit can be understood to mean that the motor-pump unit fails while the other components of the third pressure supply unit are still functional.

[0023] The isolation valves and brake pressure adjustment valves, especially the pressure increase and pressure reduction valves (hereinafter also referred to as inlet valves EV and outlet valves AV), are designed primarily as solenoid valves. Solenoid valves have proven particularly advantageous due to their ease of control.

[0024] In one embodiment, the first pressure supply unit is controlled in the first fault case such that, when the pressure is reduced to provide ABS braking operation, it generates a pressure sink with a lower pressure than the pressures in the wheel brakes.

[0025] In a further embodiment, at least some of the isolation valves of the first module are arranged and configured to establish a hydraulic connection between the brake pressure adjustment valves, in particular the outlet valves, and the connection points. In this case, the braking system is preferably configured to open the associated outlet valve in the first fault event to reduce pressure in one of the wheel brakes.

[0026] In one embodiment, at least some of the isolating valves of the first module are arranged and designed to establish a hydraulic connection between the brake pressure adjustment valves, in particular the outlet valves, and the connection points, wherein the braking system is preferably configured to open the associated outlet valve in the first fault event to reduce pressure in one of the wheel brakes.

[0027] Conveniently, a communicative connection, in particular a bus connection, is formed between the first control unit and the second control unit, wherein the first control unit is preferably configured to receive pressure measurement values ​​from the second module and / or wheel speed signals via the communicative connection. Alternatively, the communicative connection can be an Ethernet or Flexray connection. Furthermore, the communicative connection can also be wireless or configured as an analog connection, e.g., for determining a measured value.

[0028] Alternatively, the communicative connection, in particular the bus connection, can be configured between the first control unit and the second control unit, wherein the first control unit and the second control unit are preferably configured to receive pressure measurement values ​​from the third pressure supply unit and / or wheel speed signals via the communicative connection. Thus, in the event of a failure of the communicative connection, it is possible to implement ABS control using the data read in by both control units. Receiving can also be understood as reading in such sensor values ​​and signals from one of the control units via the communicative connection.

[0029] In one embodiment, the first control unit and / or the second control unit and / or a third control unit are configured to control the first pressure supply unit and the brake pressure adjustment valves in the first fault event in order to implement wheel-specific and / or brake-circuit-specific pressure control in the wheel brakes or the brake circuits. According to the invention, the actuators, e.g., valves, can also be indirectly controlled via the other control unit. The third control unit can be understood, for example, as a central control unit.

[0030] In a further embodiment, a first isolating valve of the first module is arranged in a first hydraulic line between the first pressure supply unit and the first connection point. Furthermore, according to this embodiment, a second isolating valve is arranged in a second hydraulic line between the first pressure supply unit and the second connection point. The braking system is designed to detect a second fault, in particular a total failure of the third pressure supply unit. Total failure can be understood to mean that all components of the third pressure supply unit have failed and are no longer functional. Furthermore, the braking system is designed to control the first pressure supply unit and the first and second isolating valves in the second fault in order to implement at least one brake circuit-specific pressure control in the at least two brake circuits.The control is preferably carried out via the first control unit.

[0031] According to one embodiment, the braking system, and in particular the first control unit, is configured to detect an inhomogeneous road condition, in particular a µ-split situation, and, in the second fault event and upon detection of the inhomogeneous road condition, to control the first pressure supply unit. This control serves to set a target brake pressure in at least one selected brake circuit, which is determined as a function of a wheel locking pressure of the wheel brake of the selected brake circuit with the higher friction coefficient compared to the other wheel brake of the selected brake circuit. The inhomogeneous road condition is detected by recording a pressure difference between the two wheel locking pressures. If this pressure difference has a percentage value of more than 30% or 40%, an inhomogeneous road condition exists.

[0032] In a third fault scenario, in particular in the event of an additional failure of the aforementioned wheel sensors or the communication of the wheel speed signals from the second module to the first module, the braking system, in particular the first control unit, is configured in one embodiment to control the pressure build-up and pressure reduction by means of the first pressure supply unit in the third fault scenario in order to implement a 1-channel ABS using wheel speed sensors and / or, in a fourth fault scenario, a stutter brake by pressure modulation between two fixed pressure levels in both brake circuits. Thus, even in the event of a further fault scenario and an associated additional failure of further components of the braking system, improved maneuverability and braking performance of the vehicle is achieved compared to the braking systems known from the prior art.

[0033] Conveniently, at least one pressure sensor is provided for detecting a brake pressure within the at least one brake circuit.

[0034] In one embodiment, the first hydraulic line between the first pressure supply unit and the first connection point is designed without valves. Furthermore, the second hydraulic line between the first pressure supply unit and the second connection point is designed without valves. Valveless here means that no valves are arranged in the first or second hydraulic line between the first pressure supply unit and the first or second connection point.

[0035] According to a further embodiment, the first module comprises a rotary pump, in particular a single-circuit, single-piston pump or a multi-piston pump, for pressure buildup and pressure reduction. Furthermore, according to this embodiment, the first module comprises a solenoid valve hydraulically connected to a reservoir and at least one optional pressure transducer. The optional pressure transducer is preferably communicatively connected to the first control unit for regulating the pressure buildup and pressure reduction.

[0036] According to an alternative embodiment, the first pressure supply unit is designed as a gear pump for pressure buildup and pressure reduction. The gear pump is expediently controlled using a pressure sensor or as a function of a current measurement, in particular a phase current i of the electric motor drive of the gear pump, and an angle α of a rotor of the electric motor drive. If a pressure sensor is present, said measurements can be used to provide redundancy (hot or cold).

[0037] With regard to the different design variants of the first pressure supply unit, this therefore takes into account different configuration variants.

[0038] In a further embodiment, at least one third isolating valve is provided, which is arranged and designed such that in a closed state of the third isolating valve, the first brake circuit is hydraulically decoupled from the first and second pressure supply units.

[0039] Furthermore, the first hydraulic line and / or the second hydraulic line are preferably connected to a reservoir via (each) a suction valve. The suction valves serve to enable the third pressure supply unit to quickly deliver volume directly from the reservoir with low hydraulic resistance, and during delivery, the first and second pressure supply units are decoupled by the operation of the third pressure supply unit and are not affected by the operation.

[0040] According to a further embodiment, an actuating element, in particular a brake pedal, is arranged on the second pressure supply unit. The second pressure supply unit comprises a master brake cylinder with a single piston, actuatable by means of the actuating element, having a pressure chamber, as well as a travel simulator connected to the pressure chamber. The pressure chamber is further connected to at least one brake circuit via a switchable feed solenoid valve FV.

[0041] The above-described embodiments of the braking system according to the invention enable operation taking safety aspects into account, particularly in the fault cases listed below (all or a selection of these fault cases). Error case 1: Failure of the motor of the third pressure supply unit (ESP unit); 4-channel ABS controlled by valves and the first pressure supply unit; Error case 2: Complete failure of the third pressure supply unit (ESP unit); 2-channel ABS with "select-low" / "select-high" control atypical for normal operation; Error case 3: Complete failure of the third pressure supply unit (ESP unit). Wheel speed sensors are redundantly available and are read directly from the wheel brakes into the first module; installation of a 1-channel ABS. Error case 4: Complete failure of the third pressure supply unit (ESP unit) and failure of the wheel speed sensors; installation of an automatic stutter brake.

[0042] Alternatively or in addition to the ABS control in fault case 1, yaw moment control can also be carried out in this fault case so that brake pressure is generated in selectively selected wheels.

[0043] With regard to the method, the object is achieved in particular by a method for controlling a braking system, in particular the braking system described above, comprising the steps: • Controlling a first pressure supply unit of a first module by means of a first control unit in a normal operation, • Controlling a plurality of brake pressure adjustment valves in a second module in a normal operation, • Detecting a first fault, in particular a partial failure of the second module, • Control of the braking system in the first fault case in such a way that, in order to provide ABS braking operation and / or yaw moment intervention, a (wheel-individual and / or selective) adjustment of the pressures in the wheel brakes is carried out using at least one, in particular bidirectional, isolating valve of the second module and the first pressure supply unit.

[0044] In one embodiment, the method further comprises the steps: • Detection of a second fault, in particular a total failure of the third pressure supply unit, • controlling the first pressure supply unit and at least two isolating valves of the first module such that, in the second fault case, a brake circuit-individual pressure control is implemented in the at least two brake circuits.

[0045] According to a further embodiment, the method comprises the steps: • Detection of an inhomogeneous road condition, especially a µ-split situation, • Controlling the first pressure supply unit in the second fault case in such a way that, in the case of inhomogeneous road conditions, the wheel brake of a selected brake circuit with the higher friction coefficient compared to the other wheel brake is used to determine a target brake pressure.

[0046] In a further embodiment, the procedure also includes the following steps: • detection of a third fault, in particular a total failure of the third pressure supply unit and a failure of wheel sensors, • controlling the first pressure supply unit in the third fault case such that a 1-channel ABS or, in a fourth fault case, a stutter brake is implemented by pressure modulation between two predetermined pressure levels in at least one of the brake circuits (BK1, BK2).

[0047] According to an alternative embodiment, the method further comprises the steps: • Determining a first wheel locking pressure at a first wheel brake assigned to one of the two brake circuits; • Determining a second wheel locking pressure at a wheel brake assigned to the same brake circuit, wherein an inhomogeneous road condition is detected when the first and second wheel locking pressures have a difference of more than 30 percent.

[0048] The process offers similar advantages as those described in connection with the braking system.

[0049] Embodiments of the invention are explained in more detail below with reference to the figures, which show, in some cases in highly simplified form: Fig. 1a is a schematic diagram of a first embodiment of the brake system with a first pressure supply unit according to a first embodiment, Fig. 1b is a schematic diagram of a second embodiment of the brake system with the first pressure supply unit according to the first embodiment, Fig. 2 a schematic diagram of the first embodiment of the brake system with a first pressure supply unit according to a second embodiment, Fig. 3 a schematic diagram of the first embodiment of the brake system with a first pressure supply unit according to a third embodiment, Fig. 4 a schematic diagram of a third pressure supply unit (ESP unit), Fig. 5 a schematic diagram of the third pressure supply unit (ESP unit) during a pressure reduction in a first fault case in a 4-channel ABS control, Fig. 6 a schematic diagram of the third pressure supply unit (ESP unit) during a pressure build-up in the first fault case of a 4-channel ABS control, Fig. 7a a sketched time sequence of a “select-high” control in a brake circuit with two wheel brakes, Fig. 7b a sketched time sequence of a “select-low” control in a brake circuit with two wheel brakes, Fig. 8 is a schematic diagram of a first embodiment of the braking system according to the invention with two isolating valves and one feed valve, Fig. 9 a schematic diagram of a second embodiment of the braking system according to the invention with four isolating valves and one feed valve, Fig. 10 a schematic diagram of the third pressure supply unit (ESP unit) during a pressure build-up in the first fault case of a yaw moment control and Fig. 11 a schematic diagram of the third pressure supply unit (ESP unit) during a pressure reduction in the first fault case of a yaw moment control.

[0050] In the figures, components with the same function are sometimes designated by the same reference numerals.

[0051] The Fig. The brake system 2 shown in Figure 1a according to a first exemplary embodiment has a first pressure supply unit 6 in a first embodiment. In this embodiment, the first pressure supply unit 6 has an electric motor drive 8 that acts on a piston of a piston-cylinder unit. Furthermore, the brake system 2, and in particular the first pressure supply unit 6, has a first control unit 9, which specifically supplies the electric motor drive 8 with control signals.

[0052] The first pressure supply device 6 serves to supply a pressure medium to a first brake circuit BK1 and a second brake circuit BK2. For this purpose, the cylinder of the first pressure supply unit 6 is hydraulically connected to the first brake circuit BK1 (see connection point A1) and to the second brake circuit BK2 (see connection point A2) via a hydraulic line.

[0053] In the embodiment according to Fig. 1a, an additional isolation valve PD1 is arranged in this hydraulic line, via which the first pressure supply unit 6 can be hydraulically and reversibly separated from the first brake circuit BK1 and the second brake circuit BK2. The isolation valve PD1 is designed as a solenoid valve.

[0054] In addition, the first pressure supply unit 6, and specifically the cylinder of the first pressure supply unit 6, has a hydraulic connection line to a reservoir 40 in which a check valve is arranged. The hydraulic connection to the reservoir 40 serves to draw pressure fluid from the reservoir 40.

[0055] Furthermore, the brake system 2 has a third pressure supply unit 90, which is arranged in the Fig. 1a is shown only schematically. The third pressure supply unit 90 is also referred to as the ESP unit, or the ESP unit includes the third supply unit 90. A second control unit 95 is also provided, which controls the third pressure supply unit 90.

[0056] A communicative connection 100, specifically a CAN bus connection, is formed between the first control unit 9 and the second control unit 95.

[0057] The communicative connection 100 serves for data or signal exchange between the two control units 9, 95.

[0058] Specifically, in the embodiment according to Fig. 1a No valves are arranged in the hydraulic lines of the first brake circuit BK1 and the second brake circuit BK2.

[0059] In addition, a pressure sensor p / U is provided in the hydraulic line, which is located between the isolation valve PD1 and the first or second brake circuits BK1, BK2. This pressure sensor p / U is used, particularly in the event of a fault (see the following explanations), to provide pressure information via the brake circuits BK1, BK2 for pressure adjustment in the brake circuits BK1, BK2.

[0060] In this embodiment, information about the pressure set by means of the first pressure supply unit 6 is provided as an alternative to the pressure sensor p / u via pressure estimation via a motor rotation angle sensor α / U and / or the motor current i / u.

[0061] Fig. 1b shows a schematic diagram of a second embodiment of the brake system 2 with the first pressure supply unit 6 according to the first embodiment.

[0062] Essentially, this embodiment corresponds to the previously mentioned embodiment of the braking system 2 according to Fig. 1a. One difference here is that in the hydraulic line to the brake circuits BK1, BK2 there is a separating valve BP1, TV BK2 By means of these two isolating valves BP1, TV BK2 It is possible to set a brake pressure that is individual to each brake circuit, especially in the event of a fault.

[0063] In Fig. 2 shows a schematic diagram of the first exemplary embodiment of the braking system 2 with the first pressure supply unit 6 according to a second embodiment. This exemplary embodiment of the braking system 2 also essentially corresponds to the design of the braking system 2 according to Fig. 1a. However, the first pressure supply unit 6 is in the embodiment according to Fig. 2 as a rotary pump and specifically as a single-circuit piston pump, in particular a pump with one or more, in particular three, pistons. The piston pump is designed similarly to ESP pump drives, in which the piston(s) are driven via an eccentric by a shaft of an electric motor. In this embodiment, a PD2 valve is additionally provided to enable pressure buildup or pressure reduction. During pressure buildup, the PD2 valve can also advantageously be used to compensate for pressure pulsations of a pump driven by an eccentric. The pressure pulsations are very high, especially in a single-piston pump.

[0064] The brake system 2 according to the first embodiment with a first pressure supply unit 6 according to a third embodiment, as shown in Fig. 3, also corresponds to the brake system 2 according to Fig. 1a. In the embodiment according to Fig. 3, the first pressure supply unit 6 is designed as a gear pump. In this exemplary embodiment, information about the pressure provided by the pressure supply unit 6 is provided as an alternative to the pressure sensor p / u via pressure estimation via a motor rotation angle sensor α / U and / or the motor current i / u. Due to the mechanical and functional design of the gear pump, a valve PD2 is not necessary in this exemplary embodiment, since the gear pump can also reduce pressure by reversing the direction of rotation, e.g., by designing the drive motor of the gear pump as a brushless electric motor operated via a B6 bridge circuit and operating the electric motor in 4-quadrant operation. In addition, due to the principle, the pressure pulsations are significantly lower than with an eccentric piston pump.

[0065] Fig. Figure 4 shows a schematic diagram of a third pressure supply unit 90 (also referred to as ESP unit) with the motor-pump unit 91 for use in the braking system 2 according to the invention. The ESP unit is known with the main components pump P with motor M, the valves HSV1 and HSV2, USV1 and USV2, the inlet and outlet valves EV1 to EV4 and AV1 to AV4 assigned to the wheel brakes RB1, RB2, RB3, and RB4, and one accumulator chamber (SpK) per brake circuit. This system has been described in many publications and patent applications. It is already on the market as a 2-box braking system "E-Booster + ESP" and is used primarily in electric and hybrid vehicles. In this application, only the outlet valves of the ESP unit are controlled via the e-Booster via a CAN interface in conjunction with the braking torque of the generator, i.e. recuperation to avoid brake pressure build-up in the wheel brakes, and the storage chamber SpK is used to absorb pressure medium.

[0066] One aspect of the invention is that the first control unit 9 is communicatively connected to the second control unit 95 (“ECU-ESP”) of the ESP unit via a communicative connection 100, and in order to achieve safety aspects, at least the intake valves EV1 to EV4 can be controlled by the first control unit 9.

[0067] A (further) aspect of the invention is the wheel-individual pressure reduction using the outlet valves AV1 to AV4 and HSV valves of the ESP unit.

[0068] In Fig. Figure 5 shows a block diagram of the third pressure supply unit 90 (ESP unit) during pressure reduction in a first fault situation, for example, in a brake circuit. The first fault situation can be understood as meaning that a motor M of the third pressure supply unit 90 has failed. In this case, pressure reduction for control purposes takes place via the first pressure supply unit 6. Specifically, this takes place by moving the piston of the first pressure supply unit 6 back (to the right in the plane of the drawing, indicated by an arrow) and opening the outlet valves AV4 and AV3, which are normally closed without current, as well as the isolating valve HSV2. The valves, which are open for volume flow in this state, are shown in the figure to illustrate the open state. Fig. 5 (left half of the Fig. 5) are each marked with an asterisk ("*"). The state of the other solenoid valves is not explicitly stated. For example, at least the inlet valves EV1-EV4 are closed when the pressure is reduced by active current supply. In Fig. Figure 5 specifically shows the pressure reduction from the wheel brakes RB3 and RB4 by way of example (the flow direction of the pressure medium from the wheel brakes to the first pressure supply unit 6 is indicated by arrows). According to the invention, the pressure supply unit 90 can be equipped with isolating valves HSV1, HSV2, which, contrary to typical use in ESP units, are operated bidirectionally according to the invention. The isolating valves HSV1 and HSV2 are also used to supply fluid from the reservoir 40 during normal ESP operation with an active pump. Due to the given configuration, with the isolating valves USV1 and USV2 closed, pressure can be selectively released from the wheel brakes RB1 and RB2 or RB3 and RB4 (not shown) by opening and closing the isolating valves HSV1 and HSV2. A wheel-specific pressure adjustment can be achieved by appropriately switching the outlet valves AV1 to AV4.

[0069] In the first fault case, the control of the valves, in particular the isolation valves USV1, USV2, HSV1, HSV2 and the outlet valves AV1 to AV4, can also be carried out by the first control unit 9 and not, as is normally the case, by the second control unit 95. The control signals required for this when controlled by the first control unit 9 are transmitted to the third pressure supply unit 90 via the communicative connection 100. In normal operation, however - in the absence of a fault case - the second control unit 95 takes over the control of the valves. Normal operation can be understood here as a pressure build-up required, for example, to brake a vehicle, compared to a pressure build-up for control purposes (to prevent the wheel from spinning or locking).

[0070] The inlet valves EV1 to EV4 are closed during pressure reduction (by energization). Opening the isolation valve HSV2 creates a hydraulic connection to the first pressure supply unit 6. The discharge of the pressure medium is then assisted by the first pressure supply unit 6 and not, as usual, by the pump P.

[0071] The Fig. 5 The pressure reduction illustrated and explained as an example for two wheel brakes RB3, RB4 can alternatively also be performed individually for each brake circuit or individually for each wheel brake in an analogous manner. Individual wheel brake circuit control is used for 4-channel ABS operation and for yaw moment interventions (also referred to as yaw moment control(s)).

[0072] During this control, a pressure is preferably recorded using the pressure sensor p / U in the ESP unit, so that pressure information for pressure reduction control is available at any time.

[0073] A pressure build-up in the first fault case is exemplified by the schematic diagram of the third pressure supply unit 90 according to Fig. 6. In this case, the second control unit 95 controls the inlet valves EV1 to EV4 of the third pressure supply unit 90 as in normal operation of the third pressure supply unit 90. The outlet valves AV1 to AV4 are closed (de-energized) during pressure build-up. In addition, the valve USV2 or USV1 is opened during pressure build-up, while the valves HSV1, HSV2 remain closed (de-energized). Fig. 6 shows the pressure build-up in the two wheel brakes RB3, RB4 as an example, so that reference is made to the isolating valves HSV2 and USV2 located within this brake circuit BK1. Fig. 6 The pressure build-up illustrated and explained as an example for two wheel brakes RB3, RB4 can alternatively also be carried out individually for each brake circuit or wheel brake in an analogous manner, whereby a wheel-individual pressure build-up and yaw moment intervention can take place.

[0074] The isolating valve PD1, if provided, which separates the first pressure supply unit 6 from the brake circuits BK1, BK2, is operated open during pressure build-up. The first pressure supply unit 6 delivers pressure medium through the hydraulic line into the wheel brakes RB3, RB4. In this embodiment, too, the pressure sensor p / U, which according to Fig. 6 is arranged in the second brake circuit BK2, is preferably used to detect pressure information. Alternatively, in this exemplary embodiment, the control of the valves of the third pressure supply unit 90 can also be taken over by the first control unit 9 via the communicative connection 100.

[0075] In the Fig. 7a and Fig. 7b is a time course of vehicle speed V F , wheel circumferential speed V R , reference speed V RFE , brake circuit pressure P h for “high wheel”, P L for “low wheel”. The slip value λ is the wheel speed at which a wheel becomes unstable and is approximately equal to the reference speed V RFE . In the Fig. 7a and Fig. 7b thus shows the typical parameters, such as λ limit or (reference speed V RFE ), subpoint 1,1', 2, 4 for pressure reduction P ab (slip value λ exceeded) and times 3 and 5 for pressure build-up P auf (Slip value λ exceeded).

[0076] Under homogeneous conditions (e.g. all vehicle wheels are on asphalt) a “select-low” control ( Fig. 7b), meaning a pressure is set so low that no wheel locks. This results in approximately 20% of the full braking effect being lost.

[0077] In the case of inhomogeneous conditions, e.g. µ-split, ie wheels on one side of the vehicle on ice, the other side on wet or dry road, the “select-high” control ( Fig. 7a), i.e., the non-locking wheels are controlled, while the wheels with low friction remain locked. Here, too, approximately 20% of the optimal braking effect is lost.

[0078] As already explained, Fig. 7a, a "select-high" control. The description of ABS control assumes the general principles known from patent applications, brake manuals, and brochures. Thus, the tire slip characteristic creates a slip between vehicle speed V and vehicle speed V as the brake pressure increases. F and wheel circumferential speed VR = Wheel slip. At a slip value λ, which depends on many factors, the maximum tire circumferential force is exceeded, which then leads to wheel locking without control. The controller, which evaluates the wheel acceleration (positive and negative) and the slip λ, then controls the pressure with pressure reduction P ab and pressure build-up P auf effective for the desired, optimal braking and cornering force. The controller also uses complex algorithms to generate a reference speed = λ limit, which corresponds to the optimal slip λ.

[0079] Specifically, Fig. 7a thus shows an example of a time sequence of a "select high" control in a brake circuit with two wheel brakes. At time 1, pressure build-up P auf with the first pressure supply unit 6 at wheel V R1(on low friction coefficient low-µ) at pressure p1 the locking limit is reached, which means that this wheel with further pressure build-up Pup a wheel circumferential speed V R = 0 and thus blocked. As a result, the pressure continues to build up. A further pressure build-up P auf causes that shortly after exceeding the λ limit at pressure level p2 the wheel V R2 at time 2 also becomes unstable and the wheel circumferential speed V R2 decreases sharply. Subsequently, the pressure is reduced via the pressure supply, e.g. by a piston return. The pressure difference ΔP of the previously determined pressures p1 and p2 is evaluated. If the pressure difference ΔP = p2 - P1 is significant, ie pressure p2 is more than 30% greater than pressure p1, the "select-high" control (also referred to as selective "high-µ" control) is initiated. The pressure is then moderately reduced by Δp ab= 20% in both brake circuits, ie the circuit isolation valves (BP1 / BP2, TV BK2 ; cf. Fig. 9) are not used for selective pressure relief and are in the open state.

[0080] This means that the wheel V R2 is not blocked at time 3 and the λ-slip limit is again exceeded at time 3. From time 3 onwards, a gradual pressure build-up follows. In a first stage, the pressure is increased by 70% of the previous Δp ab-value, in a second step by a further 30%, so that the pressure p2 is again reached and subsequently exceeded. In this phase, the pressure sensor p / U is preferably used for pressure measurement. At time 4, the slip limit is exceeded again. Then the pressure is reduced again as at time 2 and subsequently increased again in stages so that the wheel falls below the slip limit again at time 5. This control process is continued during the control process.

[0081] Fig. Figure 7b shows a specific example of a "select-low" control in a brake circuit with two wheel brakes. Here, the pressure difference ΔP = p2 - P1 is relatively small, in the range between 10% and 20%. This results in the wheels becoming unstable with small pressure differences. This is an indication of operation on a homogeneous road surface. Here, as previously described for the "select-high" control, the pressure is increased by Δp abreduced and increased again in stages. In contrast to the "select-high" control, however, the pressure is reduced more sharply with the "select-low" control, e.g. Δp ab = 40%, so that the low wheel is released from the blocked state at time 6, i.e., in contrast to "select-high" control, no wheel is operated in the blocked state. The pressure is kept low until wheel V R2 and then the wheel V R1 at time 3 the λ limit is exceeded, only then the pressure is increased again in stages. At time 4 the slip limit of the wheel V is exceeded R1 and the pressure is lowered again and then increased in stages.

[0082] Fig. 7a and Fig. 7b shows only the general aspects of the "select-low" / "select-high" control. Many extensions are conceivable, such as a retest with a "select-high" control if the pressure level at the "high" wheel decreases. Alternatively, the "select-low" wheel can leave the locked state without control and exceed the λ limit. This possible wheel speed curve is shown in Fig. 7a is marked with X. After that, another "select-low" / "select-high" test can be performed, possibly switching from a "select-high" control to a "select-low" control.

[0083] In one exemplary embodiment, as already explained, in the second fault case, the first control unit 9 switches from a "select-low" control to a "select-high" control if the first control unit 9 detects that the vehicle is on an inhomogeneous surface, e.g. a partially icy road. For this purpose, it is necessary that the brake system 2 according to the invention can set different pressures in the individual brake circuits BK1, BK2 by means of the first pressure supply unit 6. Particularly suitable for this purpose are the Fig. 1b, Fig. 8 and 9. To implement this control strategy, control unit 9 monitors the pressures in the individual wheel brakes RB1, RB2, RB3, RB4 that lead to wheel locking. If these pressures differ by more than 30% between two wheels, particularly within a brake circuit BK1, BK2, the first control unit 9 switches from a "select-low" control to a "select-high" control in order to achieve a very good braking result even in the aforementioned fault situation.

[0084] Fig. Figure 8 shows a schematic diagram of a braking system 2 comprising a first module (referred to as X-Boost) and a second module. The first module—the X-Boost—has a first pressure supply unit 6 with an electric motor drive 8 and a second pressure supply unit 14 with a master brake cylinder 22 and an actuating element 26 with a brake pedal. Furthermore, a valve device with various solenoid and check valves is provided.

[0085] The second module, and specifically the third pressure supply unit 90, comprises an electrically driven motor-pump unit 91 with a pump driven by an electric motor. The third pressure supply unit 90 can be any ESP unit. A suitable ESP unit is described in detail in DE 10 2014 205 645 A1. Alternatively, a standard ABS unit without ESP function can be used as the second module.

[0086] The two modules (X-Boost and ESP unit) are designed to pressurize two brake circuits BK1 and BK2, with the modules preferably being hydraulically connected in series. In one embodiment, the X-Boost is attached to the bulkhead of a vehicle, to which the second module (ESP unit) is connected at two hydraulic interfaces or connection points A1, A2 (see thick black dots in the Fig. 8 regarding BK1, BK2) is connected via hydraulic lines.

[0087] The first pressure supply unit 6 is connected to the first brake circuit BK1 or the corresponding interface via a first hydraulic line HL1. Furthermore, a second hydraulic line HL2 is provided for connecting the first pressure supply unit to the second brake circuit or the corresponding interface.

[0088] According to the invention, the second pressure supply unit 14 of the X-Boost has only one master brake cylinder 22 with a piston 24 and one piston chamber. In the exemplary embodiment, the second pressure supply unit 14 is designed as a single-circuit and is connected to the brake circuit BK1 or the corresponding hydraulic interface via a third hydraulic line HL3 and a feed valve 69. A fluid connection to the second hydraulic line HL2 leads via an optional first isolation valve BP1 (illustrated by a dashed border). The second pressure supply unit 14 can be separated from the brake circuits BK1, BK2 by closing the feed valve 69 in such a way that, during normal brake-by-wire operation without errors (e.g., without brake circuit failure), the actuating element 26 only acts on a travel simulator 28.

[0089] In the embodiment according to Fig. 8, the brake circuits BK1 and BK2 can be separated (preferably open when de-energized) via the optional first isolating valve BP1, if present. According to the invention, in the event of a failure of the first pressure supply unit 6, the master brake cylinder 22 of the second pressure supply unit 14 can be connected either only to the first brake circuit BK1 or to the first and second brake circuits BK1, BK2 by opening the first isolating valve BP1. For this emergency operation, the feed valve 69 is designed as a de-energized-open valve. As long as current is still present, it is opened, so that the second pressure supply unit 14 is no longer hydraulically decoupled from the brake circuits BK1, BK2.

[0090] The first pressure supply unit 6 also acts optionally on the second brake circuit BK2 (first isolating valve BP1 closed) or both brake circuits BK1, BK2 (first isolating valve BP1 open or normally open). During normal operation, the first isolating valve BP1 is open, so that the first pressure supply unit 6 supplies both brake circuits BK1, BK2 with pressure, and the second pressure supply unit 14 is decoupled from the first brake circuit BK1 by the closed feed valve 69. If it is determined that volume is being lost from the brake circuits BK1, BK2, the brake circuit BK1 can be decoupled from the first pressure supply unit 6 using the first isolating valve BP1, so that in the event of a leak in the first brake circuit BK1, the second brake circuit BK2 can continue to operate without hydraulic fluid losses.

[0091] In the exemplary embodiment, the isolation valve BP1 is designed as a solenoid valve, with the ball seat of the isolation valve BP1 being connected via a connection (valve seat connection) to the section of the hydraulic line leading to the first pressure supply unit 6. This allows the isolation valve BP1 to be reliably closed by energization even if the first brake circuit BK1 fails, and is not forced open by higher pressures during operation of the first pressure supply unit 6.

[0092] When the actuating element 26 is actuated, the second pressure supply unit 14 feeds the travel simulator 28 via a sniffer hole in a wall of the master brake cylinder 22, so that a progressive haptic resistance in the form of a restoring force can be felt depending on the magnitude of the actuation of the actuating element 26. The magnitude of the actuation can be understood as how "hardly and / or how far" a driver actuates the actuating element 26, designed as a brake pedal, and thus pushes the piston 24 into the master brake cylinder 22. The progressive haptic resistance is also referred to as the pedal characteristic.

[0093] A travel simulator valve 29 may be provided to shut off the connection to the travel simulator 28.

[0094] The second pressure supply unit 14 has at least one sniffer bore 38, which is connected to a reservoir 40 via hydraulic lines. The reservoir 40 is also part of the brake system 2.

[0095] In the exemplary embodiment, a check valve RVHZ and a throttle DR can be arranged in the hydraulic line between the sniffer bore 38 and the reservoir 40. Using this check valve RVHZ and the first pressure supply unit 6, it is possible to diagnose the condition of the sealing elements arranged within the first pressure supply unit 6 and within the travel simulator 28. When testing the seal of the master brake cylinder 22, the travel simulator valve 29—if present—can be closed.

[0096] As shown, the master brake cylinder 22 has two sealing elements 42a, 42b, which are designed as ring seals. The sniffer bore 38 is arranged between the two sealing elements 42a, 42b. A throttle DR is arranged in the connection between the sniffer bore 38, which is arranged between the two sealing elements 42a, 42b, and the reservoir 40.

[0097] The throttle DR is dimensioned with regard to its flow rate so that the pedal characteristics are not significantly altered in the event of a failure of the sealing element 42a (3 mm pedal travel in 10 s). Furthermore, the throttle DR can be used to compensate for temperature-dependent volume changes in the pressure medium.

[0098] During ABS operation of the third pressure supply unit 90, high pressure peaks can occur in the brake circuits BK1 and BK2, which can place a considerable load on the first pressure supply unit 6. A pressure relief valve ÜV is provided in the design variant according to Fig. 8 is connected via a bore to the piston chamber of the first pressure supply unit 6 so that the high pressure peaks are reduced and damage to the system is avoided.

[0099] A suction valve NV is also fluidly connected to the piston chamber of the first pressure supply unit 6 and enables the replenishment of pressure fluid from the reservoir 40. Thus, the first pressure supply unit 6 can independently introduce additional pressure fluid into the brake circuits BK1, BK2. An additional sniffing hole provided in the cylinder of the first pressure supply unit 6 enables volume equalization in the initial position of the piston of the first pressure supply unit 6.

[0100] The third pressure supply unit 90 is in the Fig. 8 is shown only schematically. It ultimately supplies four wheel brakes RB1, RB2, RB3, and RB4. In the schematic representation, the wheel brakes RB1 and RB2 serve a front axle (VA) of the vehicle, and the wheel brakes RB3 and RB4 serve a rear axle (RA). An electric drive motor is located on the rear axle (RA) of the vehicle to drive the vehicle. The vehicle can be a purely electric vehicle or a hybrid vehicle.

[0101] The first brake circuit BK1 is connected to the wheel brakes RB1 and RB2 and the second brake circuit BK2 is connected to the wheel brakes RB3 and RB4. Fig. 8, a corresponding assignment is advantageous.

[0102] The third pressure supply unit 90 also has a control unit 95 (“ECU-ESP”).

[0103] Likewise, the second pressure supply unit 14 has a printed circuit board that includes a level sensor NST, which detects the position of a magnetic float NS within the reservoir 40. The PCB also includes sensors 30a, 30b for detecting the pedal travel and a travel difference between the piston 24 and the pedal travel.

[0104] For the provision of additional pressure medium for the third pressure supply unit 90, a suction valve 70b is provided in the first brake circuit BK1, which connects the pump of the third pressure supply unit 90 to the reservoir 40.

[0105] If the pump of the third pressure supply unit 90 for the second brake circuit BK2 requires pressure medium, this can be provided from the reservoir 40 via the suction valve 70c.

[0106] Thus, the two brake circuits BK1, BK2 are connected to the reservoir 40 for suctioning pressure fluid via the respective hydraulic lines HL1, HL2, respectively, via a suction valve 70b and 70c, respectively. To achieve optimal suction of the pressure fluid, the suction valve 70c preferably has a diameter in the range of 30 mm to 50 mm, and in particular a diameter of 40 mm.

[0107] The design example optionally features a control for the clearance between the brake pads and the disc brake. The wheel brakes RB1, RB2, RB3, and RB4 (see Fig. 8) can be designed as frictionless wheel brakes RB1, RB2, RB3, RB4. In a brake-by-wire system, disc brakes with brake pads spaced apart by a clearance without pressure in the braking system enable a reduction in frictional resistance. This can be achieved through the use of rollback seals, brake pad return springs, or active retraction of the brake pads by generating vacuum via pressure supply 6, as described in EP 2 225 133 by the applicant.

[0108] Using the first pressure supply unit 6, the air gap in the wheel brakes RB1, RB2, RB3, RB4, which varies during operation, can be measured individually for each wheel or brake circuit by evaluating the pressure curve. According to the invention, such a measurement can be performed during service or during vehicle operation. The measurement is preferably performed when the vehicle is stationary or after braking.

[0109] With the known clearance values ​​of the wheel brakes RB1, RB2, RB3, RB4, the clearance is then quickly overcome upon activation of the wheel brakes RB1, RB2, RB3, RB4 by means of a piston travel control of the first pressure supply unit 6. In this regard, the use of a brushless motor as the electric motor drive 8 of the first pressure supply unit 6 with a short time constant is preferable, since the clearance can be overcome without the driver noticing this when applying the brake.

[0110] In addition, braking system 2 can be controlled so that the vehicle's electric motor operates during the release phase. Thus, a braking effect is generated immediately upon application of the brake.

[0111] In one embodiment of the invention, differences in the air gaps of the wheel brakes RB1, RB2, RB3, RB4 are compensated by controlling inlet valves EV1 to EV4 of the second module (ESP unit) and / or using the electric motor of one or more vehicle axles to generate a braking effect at the beginning of braking. The air gap can generally reduce or prevent stick-slip effects of new braking systems at low speeds.

[0112] In one embodiment, the braking system 2 according to the invention implements a very simple variant of a stutter brake in the event of a failure (error case 4) of the ESP unit. By moving the piston of the first pressure supply unit 6 back and forth between an upper and lower pressure range, wheel locking is prevented and steerability is maintained. In this form of braking, in contrast to single-channel ABS operation, no measured values, e.g., pressure and wheel speed, are required.

[0113] The automated stutter brake results in sufficient braking distances (approximately 200% of the braking distance with ABS compared to a full-fledged wheel-individual ABS) and acceptable stability by maintaining steerability.

[0114] The braking system according to the invention can provide the decisive advantage that the brake pedal acts only on piston 24 and is separated from the brake circuits BK1, BK2 via the feed valve 69. Thus, with the X-Boost or X-Booster, the function of the automated stutter brake cannot be disrupted by the driver, in comparison to the prior art (WO2011 / 098178).

[0115] As an alternative to the stutter brake, a single-channel ABS operation with "select-low" control (error case 3) can be implemented. This leads to a further deterioration of the braking distance (approximately 400% compared to the braking distance with a full-fledged wheel-specific ABS), but to unrestricted vehicle stability and is superior to the stutter brake in this characteristic. This form of single-channel ABS operation requires measured values ​​such as pressure and wheel speed, which can be read from the ESP unit via a communicative connection / interface, e.g., a CAN interface.

[0116] In order to ensure the availability of the braking system 2 according to the invention Fig. To further increase the efficiency of the first pressure supply unit 6, the electric motor drive 8 of the first pressure supply unit 6 is connected to the control unit 9 (ECU-DV) of the X-Boost via two redundant three-phase lines, and the electronics are designed to be (partially) redundant. For example, two B6 bridges can be provided for each line. Furthermore, in at least one embodiment, the electronics are connected to two redundant power supplies. This allows the failure probability of the electric motor drive 8 to be reduced by a factor of 4-10, and the failure scenario (failure of the first pressure supply unit 6) to be further significantly reduced.

[0117] The control unit 95 of the ESP unit 90 and the control unit 9 (ECU-DV) of the X-Boost are connected to each other via the communicative connection 100, for example, a CAN bus. In this respect, it is possible to send control commands to the third pressure supply unit 90, which actuate the drive 91 and / or the provided valves (see also Fig. 8) cause.

[0118] With the brake system 2 after Fig. 8 the following safety-relevant redundancies can be realized: - Ensuring sufficient braking effect to meet legal requirements in the event of brake circuit failure, failure of a) the second pressure supply unit 14, b) the first pressure supply unit 6 or c) the first pressure supply unit 6 and the third pressure supply unit 90 (simultaneously), ie also meeting legal requirements in the event of double faults: o Error case 1 - Failure of the third pressure supply unit 90: Deceleration by brake force amplification via the first pressure supply unit 6 in both brake circuits BK1, BK2; ◯ Error case 2 - Failure of the third pressure supply unit 90 and the brake circuit BK1: Deceleration due to brake force boosting via the first pressure supply unit 6, e.g. on the rear axle; ◯ Error case 3 - Failure of the third pressure supply unit 90 and the second brake circuit BK2: Deceleration by the second pressure supply unit 14, e.g. on the front axle (first isolation valve BP1 closed) ◯ Error case 4 - Failure of the first pressure supply unit 6: Deceleration due to brake force boost via the third pressure supply unit 90; ◯ Error case 5 - Failure of the first pressure supply unit 6 and the first brake circuit BK1 or the second brake circuit BK2: Deceleration by brake force amplification via the third pressure supply unit 90 in one of the brake circuits BK1, BK2, if necessary supported by the vehicle electric motor on one axle; ◯ Error case 6 - Failure of the first pressure supply unit 6 and the third pressure supply unit 90: Braking by master brake cylinder on front axle VA and optionally by drive electric motor on rear axle HA; ◯ Error case 7 - Failure of the on-board power supply: Braking by second pressure supply unit 14, if necessary on front axle VA and rear axle HA; - Electronic brake force distribution (EBD) in the event of a failure of the ESP unit by generating pressure in the first brake circuit BK1 via the third pressure supply unit 90 and generating pressure in the second brake circuit BK2 via the first pressure supply unit 6 with the first isolating valve BP1 closed and controlling the first pressure supply unit 6 via sensors in the second pressure supply unit 14. For this purpose, a S / W brake circuit division is required, ie the wheels of the front axle VA are connected to the first brake circuit BK1 and the wheels of the rear axle HA are connected to the second brake circuit BK2; - Control of the clearance between brake pads and disc brake; - 4-channel ABS operation and / or yaw moment control when controlling the valves of the ESP unit; - 1-channel ABS operation or implementation of an automated stutter brake.

[0119] Fig. 9 shows an alternative design of the X-Boost according to Fig. 8. In contrast to the embodiment according to Fig. 8 is in Fig. 9, a second isolation valve TVBK2 is provided in the second hydraulic line HL2. This second isolation valve TVBK2 enables the second brake circuit BK2 to be hydraulically decoupled from the first pressure supply unit 6. Thus, the first pressure supply unit 6 can selectively supply pressure medium to the first brake circuit BK1 or the second brake circuit BK2, or to both brake circuits. If a loss of volume is detected in the second brake circuit BK2, it can be decoupled.

[0120] Furthermore, the embodiment differs according to Fig. 9 in that a third isolating valve BP2 is provided in the first hydraulic line HL1 between the first isolating valve BP1 and the first connection point A1 for the first brake circuit BK1. This third isolating valve BP2 is preferably arranged such that the third hydraulic line opens into the first hydraulic line HL1 in a hydraulic connection between the first isolating valve BP1 and the third isolating valve BP2. The third isolating valve BP2 makes it possible to hydraulically decouple the first brake circuit BK1 from both the first pressure supply unit 6 and the second pressure supply unit 14. Thus, if the first pressure supply unit 6 fails, it is possible to supply pressure medium from the second pressure supply unit 14 via the feed valve 69, the first isolating valve BP1 and the second isolating valve TV. BK2into the second brake circuit BK2. If the third isolation valve BP2 is closed, no pressure medium is released into the first brake circuit BK1.

[0121] With the brake system 2 after Fig. 9 the following safety-relevant redundancies can be realized: - Ensuring sufficient braking effect in the event of failure of one or more pressure supply units, ◯ Error cases 1-7: see embodiment 1; ◯ Error case 8 - Failure of the feed valve 69 (e.g. leaking) or failure of the electrical control: Closure of the third hydraulic line HL3 by the isolating valves BP1 and BP2, so that the travel simulator 28 is fully effective; first pressure supply unit 6 sets wheel pressures in brake circuit BK2 and / or ESP unit sets wheel pressures in both brake circuits BK1 and BK2, ◯ Further degree of freedom: optional feeding of the pressure of the master brake cylinder into brake circuit BK1 or BK2 in the event of a brake circuit failure; - Ensuring a 4-channel ABS control and / or a yaw moment control when controlling the valves of the ESP unit, - 2-channel ABS operation using the Select-Low and Select-High method or 1-channel ABS using the Select-Low method with wheel speed sensors; - Electronic brake force distribution (EBD) in the event of ESP unit failure by generating pressure in brake circuit BK1 via the second pressure supply unit 14 and generating pressure in brake circuit BK2 via the first pressure supply unit 6 with the first isolation valve BP1 closed, and controlling the pressure supply via the sensors of the second pressure supply unit 14. This requires single-acting brake circuit distribution, and the brake force distribution to the brake circuits is controlled via the isolation valves BP1, BP2, and TVBK2. According to the invention, the piston of the first pressure supply unit 6 can be controlled in forward and reverse stroke movements to apply a suitable pressure. Optionally, pressure adjustment can be achieved via PWM control of the valves, in particular the isolation valves; - The air gap control is in the embodiment according to Fig. 8 already explained. The embodiment according to Fig. 9 offers the additional potential to compensate for the uneven clearance in the wheel brakes RB1, RB2, RB3, RB4 of the brake circuits BK1, BK2 by appropriate pre-control before the brake booster operation by sequential opening of the isolation valves BP1, TV BK2to compensate. Alternatively, PWM operation can also be used so that different flow cross-sections to the brake circuits BK1, BK2 are set and the unequal clearance can be compensated simultaneously. A S / W brake circuit division is suitable here. This method is easy to do because the brake circuit isolation valves are part of the X-Boost module and can be implemented without delay and susceptibility to errors (e.g. use of an interface between X-Boost and ESP unit). For example, the braking system can be designed in such a way that no clearance is provided on the brake pads on the front axle and clearance is provided on the rear axle. In this way, even a failure of the first pressure supply unit 6 does not lead to a delay in braking if pressure is generated by the actuation unit and acts on the wheel brakes RB1, RB2, RB3, RB4 of the front axle VA.In addition, a greater braking effect can be achieved with the front axle VA.

[0122] In the Fig. 10 and Fig. 11 is a block diagram of the third pressure supply unit (ESP unit) during a pressure reduction (cf. Fig. 11) or a pressure build-up (cf. Fig. 11) is shown in the first fault case with yaw moment control. Basically, the control is similar to the 4-channel ABS, which is also possible in the first fault case. However, in yaw moment control – as a difference to 4-channel ABS control – both the pressure reduction and the pressure build-up are carried out via the inlet valves EV1-EV4 and the USV valves. Both in Fig. 10 as well as in Fig. 11, open valves relevant for the flow are each marked with an asterisk (*). The state of the other solenoid valves is not explicitly stated. For example, at least the inlet valves EV2, EV3, EV4 are closed when the pressure is reduced by active current supply. If the valves are valves that can be controlled by a PWM signal, then, in the context of this application, open can also be understood to mean that these valves are controlled by a PWM signal so that they set a predetermined opening cross-section. Thus, by controlling the valves by means of a PWM signal, a flow rate through the respective valve can be controlled. Specifically, in the Fig. 10 and Fig. 11 The inlet valves EV1-EV4 and the valves USV1, USV2 can be controlled using a PWM signal. Thus, the flow rate through these valves can be regulated or controlled in the situations described below.

[0123] In Fig. Figure 10 shows an example of wheel-selective yaw moment control when pressure builds up in the wheel brake RB4. For this purpose, pressure medium flows through the inlet valve EV1 assigned to the respective wheel brake, here the wheel brake RB4, and through the isolating valve USV2 assigned to the respective brake circuit, here the first brake circuit BK1. In this embodiment, the valves do not need to be actively controlled, as they are passively open in the de-energized state and allow a bidirectional volume flow of the pressure medium. For the selective pressure generation in a wheel brake RB4, the other inlet valves EV1-EV3, through which no pressure is to be built up (RB1-RB3), are controlled in such a way that the solenoid valves are transferred from the open state to the energized closed state. Control with a de-energized valve in this sense can be understood to mean that the inlet valves EV1-EV3 are closed, i.e., are not switched so that pressure medium is passed through.The HSV valves for selective pressure generation in the wheel brake RB4 are also closed, i.e. they are not switched to allow pressure medium to pass through.

[0124] Thus, pressure is applied from the first pressure supply unit 6 via the isolating valve USV2 and the inlet valve EV4 exclusively to the wheel brake RB4 (indicated schematically by an arrow). In addition to one wheel brake RB1, RB2, RB3, RB4, a yaw moment can be generated in several wheel brakes RB1, RB2, RB3, RB4. For this purpose, those inlet valves EV1-EV4 in the wheel brakes RB1, RB2, RB3, RB4 through which no pressure is to be built up are closed. With this extension, a yaw moment can be generated in, for example, two wheel brakes RB1, RB2, RB3, RB4 on one side of the vehicle simultaneously. Since brake circuits are typically designed black / white or diagonally, one wheel brake RB1, RB2, RB3, RB4 of each brake circuit is then pressurized. A further possible extension of the yaw moment control is through sequential or simultaneous multiplex operation of the circuit isolation valves BP1 / BP2 and TV BK2 of the first module (embodiment according to Fig. 9). This allows a pressure in a wheel brake RB1, RB2, RB3, RB4 (e.g. RB4 of the right rear wheel) to be led to a pressure level, whereby when the pressure valve is reached, the circuit separation valve TV BK2 is closed to maintain pressure.

[0125] In addition, a different pressure level can be set in a wheel brake RB1, RB2, RB3, RB4 of the other brake circuit (e.g., RB2 of the right front wheel), whereby the second brake circuit isolation valve BP1 or alternatively BP2 is closed to maintain the pressure. The brake circuit isolation valves BP1 / BP2 and TV BK2 are required to maintain pressure, as the inlet valves of the wheel brakes RB1, RB2, RB3, and RB4 have check valves connected in parallel. This prevents pressure maintenance in the second module (ESP unit) if the pressure is reduced or if a lower pressure level is set in the second brake circuit.

[0126] This results in the relevant valves of the third pressure supply unit 90 for the pressure build-up according to Fig. 10 following conditions: HSV1: closed (de-energized) HSV2: closed (de-energized) EV4: open (open without power or powered by PWM, i.e. partially open) EV1-EV3: closed (energized) All other valves in the hydraulic, especially de-energized initial state

[0127] In the case of pressure reduction, such as in Fig. As shown in Figure 11, the return of pressure fluid from the wheel brake RB4 via the inlet valve EV4 and the isolation valve USV2 to the first pressure supply unit 6 occurs in an analogous but reversed manner. The pressure reduction then also occurs in a similar manner during yaw moment interventions in multiple wheel brakes. Here, too, the multiplexing method is preferably used.

[0128] In addition, in one embodiment, several, in particular all four, wheel brakes RB1, RB2, RB3, RB4 can be controlled individually and wheel-selectively in an analog manner, thus implementing wheel-selective yaw moment control. Alternatively or additionally, in one embodiment, the yaw moment control can be implemented brake-circuit-selectively, so that two wheel brakes of a brake circuit are each controlled jointly.

[0129] In concrete terms, this results in the relevant valves of the third pressure supply unit 90 for pressure reduction according to Fig. 11 following conditions: HSV1: closed (de-energized) HSV2: closed (de-energized) EV4: open (open without power or powered by PWM, ie partially open) UPS1: closed (energized closed) EV1-EV3: closed (energized) All other valves in the hydraulic, especially de-energized initial state

[0130] At this point, it should be noted that all of the parts described above, each on its own – even without additionally described features in the respective context, even if these have not been explicitly identified as optional features in the respective context, e.g. by using: in particular, preferably, for example, e.g., if necessary, round brackets, etc. – and in combination or any sub-combination, are to be regarded as independent embodiments or further developments of the invention, as defined in particular in the introduction to the description and the claims. Deviations from this are possible. Specifically, it should be noted that the word "in particular" or round brackets do not identify any features that are mandatory in the respective context. List of reference symbols 2 braking system 6 first pressure supply unit 8 electric motor drive 9 Control unit (ECU-DV) 14 second pressure supply unit 22 master brake cylinders 24 pistons 26 Actuating element 28, WS path simulator 28a, 28b Sealing element of the travel simulator 29 Travel simulator valve 30a, 30b Pedal travel sensor 38 Sniffer hole of the second pressure supply unit 40 storage containers 42a, 42b Sealing element of the auxiliary piston 69 Feed valve 70b, 70c, 80d, suction valve (check valve) RV1, RV2, NV suction valve (check valve) RVHZ check valve (master cylinder) 74, PD1, PD2 isolation valve 80, ÜV pressure relief valve 90 third pressure supply unit 91 Motor-pump unit 95 ESP control unit 100 communicative connection (CAN bus) A1, A2 connection point B1, B2 Electrical connections (three-phase) P Pump M engine BP1, TV1 first isolation valve TVBK2, TV2 second isolation valve BP2 third isolation valve RB1, RB2, RB3, RB4 wheel brake DR Throttle BK1 first brake circuit BK2 second brake circuit HL1 first hydraulic line HL2 second hydraulic line HL3 third hydraulic line HL4 fourth hydraulic line VA front axle HA rear axle NS swimmers NST level sensor HSV1, HSV2, ESP unit isolation valves USV1, USV2 isolation valves of the ESP unit AV1, AV2, AV3, AV4 ESP unit outlet valve EV1, EV2, EV3, EV4 Inlet valve of the ESP unit

Claims

[1] Braking system (2) with • a first module, comprising a first pressure supply unit (6) with an electric motor drive (8), an optional second pressure supply unit (14) and a first control unit (9) for controlling the first pressure supply unit (6), wherein the first module is designed to apply a pressure medium to at least one first brake circuit (BK1) via a first connection point (A1) and to at least one second brake circuit (BK2) via a second connection point (A2), wherein wheel brakes (RB1, RB2, RB3, RB4) are assigned to the brake circuits (BK1, BK2), • a second module comprising a third pressure supply unit (90), in particular a motor-pump unit (91), isolating valves (USV1, USV2, HSV1, HSV2) and brake pressure adjustment valves, in particular outlet (AV1, AV2, AV3, AV4) and inlet valves (EV1, EV2, EV3, EV4), for adjusting a pressure in the wheel brakes (RB1, RB2, RB3, RB4) and a second control unit (95) for controlling the brake pressure adjustment valves (AV1-AV4, EV1-EV4), • a detection unit for detecting a first fault, namely an at least partial failure of the third pressure supply unit (90), wherein the brake system (2) is configured to implement, in the first fault, a wheel-individual and / or selective adjustment of the pressures in the wheel brakes by controlling at least one of the brake pressure adjustment valves (AV1-AV4, EV1-EV4) of the second module and / or the isolating valves (USV1, USV2, HSV1, HSV2) of the second module and the first pressure supply unit (6) in order to provide an ABS function and a yaw moment intervention. [2] Brake system (2) according to claim 1, wherein the first pressure supply unit (6) is controlled in the first fault case such that, when the pressure is reduced to provide the ABS braking operation, it generates a pressure sink with a lower pressure than the pressures in the wheel brakes (RB1, RB2, RB3, RB4). [3] Brake system (2) according to claim 1 or 2, wherein at least some of the isolating valves (USV1, USV2, HSV1, HSV2) of the first module are arranged and designed to establish a hydraulic connection between the brake pressure adjusting valves (AV1-AV4, EV1-EV4), in particular the outlet valves (AV1, AV2, AV3, AV4), and the connection points (A1, A2), wherein the brake system (2) is preferably configured to open the associated outlet valve (AV1, AV2, AV3, AV4) in the first fault case for a pressure reduction in one of the wheel brakes. [4] Brake system (2) according to one of the preceding claims, wherein a communicative connection (100), in particular a bus connection, is formed between the first control unit (9) and the second control unit (95), wherein the first control unit (9) is preferably designed to receive pressure measurement values ​​of the third pressure supply unit (90) and / or wheel speed signals via the communicative connection (100). [5] Brake system (2) according to one of claims 1 to 3, wherein a communicative connection (100), in particular a bus connection, is formed between the first control unit (9) and the second control unit (95), wherein the first control unit (9) and the second control unit (95) are preferably designed to receive pressure measurement values ​​of the third pressure supply unit (90) and / or wheel speed signals via the communicative connection (100). [6] Brake system (2) according to one of the preceding claims, wherein the first control unit (9) or the second control unit (95) or a third control unit is designed to control the first pressure supply unit (6) and the brake pressure adjustment valves (AV1-AV4, EV1-EV4) in the first fault case in order to implement a wheel-individual and / or brake circuit-individual pressure control in the wheel brakes (RB1, RB2, RB3, RB4) or the brake circuits (BK1, BK2). [7] Braking system (2) according to one of the preceding claims, wherein - a first isolating valve (BP1) of the first module is arranged in a first hydraulic line (HL1) between the first pressure supply unit (6) and the first connection point (A1) and a second isolating valve (TV BK2 ) is arranged in a second hydraulic line (HL2) between the first pressure supply unit (6) and the second connection point (A2), wherein the braking system (2) is designed to - to detect a second fault, in particular a total failure of the second module, - in the second fault case, the first pressure supply unit (6) and the first and second isolating valves (BP1, TV BK2 ) in order to implement at least one brake circuit-individual pressure control in the at least two brake circuits (BK1, BK2). [8] Braking system (2) according to one of the preceding claims, in particular according to claim 7, wherein the braking system, in particular the first control unit (9) is designed to - to detect an inhomogeneous road condition, in particular a µ-split situation, and - in the second fault case and in the case of inhomogeneous road conditions, to control the first pressure supply unit (6) in order to set a target brake pressure in at least one selected brake circuit of the brake circuits (BK1, BK2), which target brake pressure is determined as a function of a wheel locking pressure of the wheel brake (RB1, RB2, RB3, RB4) of the selected brake circuit (BK1, BK2) with the higher friction coefficient compared to the other wheel brake (RB1, RB2, RB3, RB4) of the selected brake circuit (BK1, BK2). [9] Braking system (2) according to one of the preceding claims, wherein at least the second module has wheel sensors for detecting a wheel speed, which are configured to transmit wheel speed signals generated from the detected wheel speed or the detected wheel speed to the first module, in particular to the first control unit (9), via the communicative connection (100). [10] Brake system (2) according to one of the preceding claims, wherein the brake system, in particular the first control unit (9), is configured to control the pressure build-up and pressure reduction by means of the first pressure supply unit (6) in a third fault case in order to implement a 1-channel ABS using wheel speed sensors and / or in a fourth fault case a stutter brake by pressure modulation between two fixed pressure levels in both brake circuits (BK1, BK2). [11] Brake system (2) according to one of the preceding claims, wherein at least one pressure sensor is provided for detecting a brake pressure within the at least one brake circuit (BK1, BK2). [12] Braking system (2) according to one of the preceding claims, wherein the first module comprises: - a rotary pump, in particular a single-piston pump or three-piston pump, for pressure build-up and pressure reduction; - a solenoid valve (PD2) hydraulically connected to a reservoir (40) - optionally at least one pressure sensor, which is preferably communicatively connected to the first control unit (9) for regulating the pressure build-up and pressure reduction. [13] Brake system (2) according to one of claims 1 to 11, wherein the first pressure supply unit (6) is designed as a gear pump for pressure build-up and pressure reduction. [14] Brake system (2) according to claim 13, wherein the gear pump is controlled using a pressure sensor or as a function of a measurement of a current, in particular a phase current i of the electric motor drive of the gear pump, and an angle α of a rotor of the electric motor drive. [15] Brake system (2) according to one of the preceding claims, wherein at least one third isolating valve (BP2) is provided, which is arranged and designed such that in a closed state of the third isolating valve (BP2) the first brake circuit (BK1) is hydraulically decoupled from the first and second pressure supply unit (6, 14). [16] Brake system (2) according to one of the preceding claims, wherein the first hydraulic line (HL1) and / or the second hydraulic line (HL2) are connected to a reservoir (40) via (each) a suction valve (70b, 70c). [17] Brake system (2) according to one of the preceding claims, wherein an actuating element (26), in particular a brake pedal, is arranged on the second pressure supply unit (14), wherein the second pressure supply unit (14) comprises a master brake cylinder (22) with a single piston (24) which can be actuated by means of the actuating element (26). [18] Method for controlling a braking system (2) according to one of the preceding claims, comprising the steps: • Controlling a first pressure supply unit (6) of a first module by means of a first control device (9) in normal operation, • Controlling a plurality of brake pressure adjustment valves (AV1-AV4, EV1-EV4) in a second module in a normal operation, • Detecting a first fault, in particular a partial failure of a third pressure supply unit, • Control of the braking system (2) in the first fault case such that, in order to provide ABS braking operation and yaw moment intervention, a wheel-individual and / or selective adjustment of the pressures in the wheel brakes takes place by controlling at least one of the brake pressure adjustment valves (AV1-AV4, EV1-EV4) of the second module and / or the isolating valves (USV1, USV2, HSV1, HSV2) of the second module and the first pressure supply unit (6). [19] A method according to claim 18, comprising: • detecting a second fault, in particular a total failure of the third pressure supply unit (90), • controlling the first pressure supply unit (6) and at least two isolating valves (BP1, TVBK2) of the first module such that, in the second fault case, a brake circuit-individual pressure control is implemented in the at least two brake circuits (BK1, BK2). [20] A method according to claim 19, comprising: • detecting an inhomogeneous road condition, in particular a µ-split situation, • controlling the first pressure supply unit (6) in the second fault case such that, in the case of inhomogeneous road conditions, the wheel brake (RB1, RB2, RB3, RB4) of a selected brake circuit (BK1, BK2) with the higher coefficient of friction compared to the other wheel brake (RB1, RB2, RB3, RB4) is used to determine a target brake pressure. [21] Method according to one of claims 18 to 20, in particular according to claim 19 or 20, comprising: • detecting a third fault, in particular a total failure of the third pressure supply unit (90) and / or a failure of wheel sensors, • controlling the first pressure supply unit (6) in the third fault case such that a 1-channel ABS or, in a fourth fault case, a stutter brake is implemented by pressure modulation between two predetermined pressure levels in at least one of the brake circuits (BK1, BK2). [22] Method according to one of claims 18 to 21, in particular according to claim 18, comprising: • Determining a first wheel locking pressure at a first wheel brake (RB1, RB2, RB3, RB4) which is assigned to one of the two brake circuits (BK1, BK2); • Determining a second wheel locking pressure at a wheel brake (RB1, RB2, RB3, RB4) assigned to the same brake circuit (BK1, BK2), wherein an inhomogeneous road condition is detected when the first and second wheel locking pressures have a difference of more than 30 percent.

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