PRESSURE CONTROL METHOD

Description

[0001] The invention relates to a method for controlled pressure reduction according to the preamble of patent claim 1. State of the art

[0002] Braking systems are known from WO2006 / 111392A1 and WO2010 / 091883 A1 in which, during ABS operation, the pressure in the wheel brakes is adjusted simultaneously or sequentially in a closed multiplex process. This is achieved via a switching valve and the position-controlled control of a driven piston for pressure build-up and pressure reduction, taking into account the pressure-volume characteristic of each individual wheel brake. Preferably, switching valves with low flow resistance are used in conjunction with the wheel brake. The pressure can be changed sequentially or simultaneously in one or more wheel brakes. A pressure sensor is used for control, which measures the pressure in the hydraulic connection between the piston-cylinder unit and the wheel brakes.

[0003] The advantage of this process is the very precise pressure control, particularly at low friction values ​​and during recuperation. In addition, the number of valves required can be significantly reduced, as only one switching valve is required per wheel brake instead of one inlet and one outlet valve. A disadvantage of the braking systems described in these two documents is the high demands placed on the electric motor. For example, it must have a low inertial mass and high torque for reversing operation. DE 10 2012 002 791 A1 describes a wheel brake whose basic design with master brake cylinder and isolation valves is known on the market as MKC1, see also DE 10 2013 224313 A1.

[0004] The multiplex operation is designed in such a way that both the master brake cylinder and the pressure supply unit are connected to the brake circuits via isolating valves.

[0005] The advantage of this arrangement is its modular design and the use of standard components (master brake cylinder), as well as the use of a separate pressure supply unit. In this arrangement, there are no differential pressures in the brake circuits, as the pressure supply unit is connected to the brake circuits via isolation valves, and the interposition of a piston for media separation eliminates differential pressures.

[0006] A disadvantage, however, is the high component complexity. This includes a large number of valves, a complex two-chamber master brake cylinder, and a simulator.

[0007] In DE 102014117727, the braking system described in DE 10 2012 002 791 A1 is supplemented by a novel pressure supply unit which has a double-acting piston which is operated in the forward and return stroke and has a different hydraulic cross-sectional area in the forward stroke than in the return stroke and with which a controlled pressure reduction is possible.

[0008] The advantage of this design is the continuous pressure supplied by the pressure generator unit, as well as the engine downsizing potential in conventional braking systems with intake and exhaust valves by utilizing a smaller hydraulic surface. However, due to the high dynamic requirements for engine torque during normal operation, the advantage of downsizing cannot be utilized, and thus the braking system cannot be advantageously minimized.

[0009] Furthermore, various master cylinder designs with travel simulators are known from the prior art. These are constructed with two or three pistons and a travel simulator. Advantageous designs of the master cylinders provide corresponding valve circuits for the travel simulator (switch-off in the fallback mode, function valves, feed in the fallback mode) as well as isolating valves to the brake circuits for decoupling the pedal in brake-by-wire operation. Reference is made here only to DE 10 2010 081463 A1 and DE 10 2013 216477 A1 as examples. Further brake systems are described in DE 10 2015 103859.5.

[0010] (MUX with two pistons), DE 102011102270 (three pistons), DE 10 2013216477 A1 (CAS, 3-piston system, auxiliary piston, push rod piston, floating piston, with partial MUX operation) and DE 10 2013224313 previously known.

[0011] The pressure control module described in this invention works with all of the above-mentioned brake-by-wire master cylinder designs with travel simulators and is therefore not described in detail below. Differences in the master cylinder design are essentially due to different customer requirements regarding pedal feedback, automotive suppliers preferring to use standard components in the master cylinder, and certain designs requiring one or more isolation valves for the pressure supply unit.

[0012] DE10 2013 216477 A1 discloses a three-piston THZ with valve switching for the pressure supply unit and pressure control for ABS. In normal operation, the second pressure chamber is depressurized, and the third is assigned to the SK piston. This remains in its initial position. Pressure control is achieved in the rear axle circuit using MUX, and in the front axle circuit, if necessary, using MUX or two additional outlet valves, which, in the Pab function, direct the pressure medium to the reservoir via an additional valve. Pressure control in multiplex operation is not achieved via the volume measurement known from WO2006 / 111392A1, but via PWM of the so-called wheel valves with continuous pressure measurement by a pressure sensor. Object of the invention

[0013] The object of the present invention is to provide a method with high control quality and control performance. Solution to the task

[0014] The object of the invention is achieved by a method having the features of patent claim 1. Advantageous embodiments or refinements of the invention result from features of the subclaims.

[0015] The method according to the invention is characterized by a significant improvement over previously known braking systems with multiplex control, which are designed with 4 switching valves or 8-valve technology with inlet and outlet valves for ABS. The method according to the invention is advantageously universally applicable in combination with different master cylinder concepts of a brake-by-wire braking system.

[0016] The method according to the invention is characterized by highly dynamic MUX operation and enables a significant increase in performance and a significant reduction in cost due to the minimal number of valves. Simple switching valves based on modified intake valves can be advantageously used. Furthermore, only a few pressure transmitters / sensors are required. A particular advantage is that only a small, cost-effective motor is required to drive the pressure supply unit.

[0017] The invention advantageously provides a pressure control module with pressure control, which is characterized by high pressure control quality, high dynamics due to short cycle time, special simple design of the low-flow switching valves with advantageous inflow, as well as a reduction of the requirements on the motor of the pressure supply unit and minimal flow resistance.

[0018] This is achieved with a compact braking system that extends the advantages of a multiplexer in the form of high control quality in pressure control through pressure volume control in various operating modes such as recuperation, ABS, ESP, ASR to include innovative pressure reduction and pressure build-up control concepts, which require only a few outlet valves to reduce the cycle time in the temporarily open brake circuit.

[0019] The requirements are met according to the invention by operation in a closed and partially open brake circuit with a minimum number of valves and preferably an advantageous design of the pressure generator unit with an intelligent structure of the pressure generator unit with a pressure piston which delimits only one working chamber or a double-stroke piston which delimits two working chambers.

[0020] The following basic ideas underlie the method according to the invention: Pressure control in the closed and partially open brake circuit with minimal volume loss in ABS control mode; pressure build-up and pressure reduction with many degrees of freedom, high control quality and dynamics with switching valves and only one outlet valve in only one or both brake circuits; partially simultaneous pressure build-up and pressure reduction in the closed brake circuit using a double-acting piston in the pressure supply unit; use of the current measurement of the electric motor of the pressure supply unit for indirect pressure measurement and use in particular in pressure reduction and pressure build-up control in two brake circuits; precise pressure-controlled pressure reduction by means of pressure measurement via pressure sensors via the pressure supply unit and valves that connect the pressure supply unit to the reservoir (double-acting piston with PD1, PD3 valve);Innovative design of the pressure supply unit as a double-acting piston with pre-filling effect, utilizing different hydraulic surfaces, particularly when building up pressure at high pressures; minimizing operation in the open brake circuit through preferential control in multiplex operation in the closed brake circuit.

[0021] Of course, not all of the aforementioned ideas have to be implemented in the method according to the invention, but it is essential that only a maximum of one outlet valve per brake circuit and one switching valve per wheel brake are provided for pressure build-up and pressure reduction, whereby the number of necessary valves is advantageously smaller than eight, which are necessary in a conventional ABS system.

[0022] The method according to the invention also has a new intelligent multiplexing method which provides for a largely simultaneous pressure reduction in several wheel brakes via time control of the outlet valve(s) and also optionally enables simultaneous pressure reduction and pressure build-up in different brake circuits.

[0023] The invention is based on the principle that in normal operation with low dynamic requirements and high pressure setting precision requirements, in particular during normal brake boosting, recuperation, ABS on low-µ in all wheel brakes or wheel brake cylinders, the pressure is built up and reduced simultaneously or sequentially via path control of the piston of the pressure supply unit, taking into account the pressure-volume characteristic curve(s). No PWM control of the switching valves or a simplified valve circuit is used. Instead, the switching valves assigned to the wheel brakes are always open the entire time during pressure adjustment and are closed once the desired or specified target pressure has been reached in order to maintain the brake pressure in the wheel brakes. In operating situations with high dynamic requirements, such asABS with high-µ, µ-split, ESP and ASR, the pressure in all wheel brake cylinders is always built up with pressure volume control in multiplex mode, i.e. simultaneously or sequentially. Here, too, no PWM control of the switching valves is used; instead, the pressure is reduced in some of the wheel brakes in multiplex mode, pressure simultaneously or sequentially, while in one or both wheel brakes the pressure is transferred to the reservoir via the assigned outlet valve. The respective outlet valve is only opened for a predetermined time so that the pressure in the wheel brake can be reduced to the target pressure during this time. The pressure can also be reduced via a working chamber in the pressure supply unit and from there via a switching valve to the reservoir. The switching valve is also time-controlled, so that the pressure can be reduced to the target pressure in the predetermined time in which the valve is open.The pressure reduction in other wheel brakes can be carried out simultaneously via the volume control using the piston of the pressure supply unit.

[0024] The pressure reduction control in multiplex operation in the closed brake circuit is extended compared to the state of the art in that when the pressure is reduced simultaneously in two wheel brakes, the switching valves (SV) are opened simultaneously or at different times, with the switching valve of the wheel with the higher pressure being opened early.

[0025] Pressure reduction in the open brake circuit is preferably achieved through time-controlled release of the outlet valves to the reservoir. Pressure reduction via the outlet valves opens the brake circuit briefly.

[0026] The above-mentioned extensions can significantly reduce the load on the multiplexer or pressure supply unit and at the same time increase the control quality through shorter cycle times.

[0027] This allows the pressure in a brake circuit to be reduced quickly by opening the outlet valve of one wheel brake, while simultaneously reducing the pressure in the other wheel brake of the brake circuit via the pressure supply unit. With a conventional multiplexer without a corresponding outlet valve, the pressure reduction in the two wheel brakes of a brake circuit would have had to occur sequentially, and would therefore take at least twice as long.

[0028] The outlet valve can also be used advantageously for pressure reduction in both wheel brakes of the brake circuit if both the outlet valve and the two switching valves assigned to the wheel brakes are opened in multiplex operation.

[0029] Preferably, only one outlet valve is used in a brake circuit, particularly to simplify control in brake circuit II. For example, one outlet valve (AV3) is used to reduce pressure in one or two wheel brake cylinders. For pressure reduction in two wheel brakes via one outlet valve, the wheel brake cylinder is separated from the pressure supply unit. At the same time, the pressure in brake circuits BK I and BK II can be built up or reduced simultaneously or sequentially via pressure volume control of the wheel brakes. This degree of freedom leads to a significant reduction in the cycle time for the pressure position of four wheel brakes and has a very beneficial effect on the control quality (deviation of wheel speeds from the vehicle speed), particularly in extreme situations such as changing µ, especially in the highp range, and leads to shorter braking distances. In addition, the volume loss in the brake circuit is minimized because very little volume is lost during normal operation.This has beneficial effects on small dimensioning of the volume of the pressure supply unit.

[0030] The prior art full MUX systems presented here are known to have the problem of simultaneous pressure reduction (pab) when the pressure levels in the wheel brakes vary greatly. Many use volume control for pressure control by evaluating the pressure-volume characteristic curve of the wheels / wheel cylinders. However, the time loss during pressure reduction (pab) of the wheels / wheel brakes, especially on the front axle, should be as small as possible. However, the switching times of the known MUX systems result in a significant time shift due to the switching time required in multiplex operation. Due to the high braking force component of the front axle (V), this axle is particularly demanding for good control, which means that the wheels must always be operated with high dynamics and with almost optimal brake pressure close to optimum slip.The method according to the invention particularly meets these requirements if the above-described highly dynamic control strategy with volume and time control is used.

[0031] Furthermore, a (minor) disadvantage of the previously described braking systems was that no pressure buildup (pauf) could occur when a wheel required pressure reduction (pab). As an alternative to full MUX, partial MUX systems are proposed, in which one brake chamber is designed with a MUX and the second brake chamber with conventional EV and AV valves.

[0032] A significant disadvantage of exhaust valves (AV valves) is the reduced pressure control accuracy, pressure oscillations, and noise generation. The control strategy described above predominantly uses quiet, volume-controlled multiplex operation. Exhaust valves are not required continuously and are used relatively rarely.

[0033] This is achieved by prioritizing the multiplexer with first priority for the front axle and additionally using the exhaust valve (AV) with unthrottled return to the reservoir. For the rear axle, pressure reduction (pab) is achieved with the multiplexer with second priority. Alternatively, pressure reduction (pab) at the rear axle can be achieved with precise timing of the switching valves, resulting in only a minimal time delay.

[0034] Throughout the entire control process, the pressure of all wheels is stored at the beginning of the pressure reduction, allowing the MUX control of the pressure supply unit (DE) to immediately switch to the optimal control pressure. Compared to the state of the art, precise timing of the exhaust valves is possible because the pressure difference is known, and the pressure-volume characteristic curve can be used to determine the volume and thus the flow rate for timing the exhaust valve or a switching valve. Pressure fluctuations toward the end of the pressure change can be further reduced by pressure reduction support provided by a corresponding piston control of the pressure supply unit.

[0035] The timing of the procedures will be shown and explained in detail in the figures later.

[0036] According to the invention, volume control means that the control device evaluates the current pressure levels, the pressure-volume characteristics, and the target pressures for the respective wheel brake(s) and uses this data to calculate the required delivery volume, which must be provided by the pressure supply unit. Based on this delivery volume, the required adjustment path of the piston of the pressure supply unit is then determined. With appropriate valve switching and design of the pressure supply unit, it is possible to achieve a pressure build-up (pauf).

[0037] in one brake circuit and simultaneously achieve pressure reduction (pab) in another brake circuit. Previously, the valves required for multiplex operation were more expensive due to the differential pressure and flow cross-section requirements caused by the large dimensions of the magnetic circuit. By appropriately directing the flow to the solenoid valve from the brake circuit into the armature chamber and then via the valve seat to the wheel cylinder, a cost-effective standard solenoid valve can be advantageously used in the braking system according to the invention.

[0038] To support the control system, a pressure sensor is used to determine the pressure in one brake circuit. The pressure in the other brake circuit can be determined indirectly when separated by an isolation valve using the well-known method of measuring the phase current of the electric motor. The accuracy of the pressure estimation is further increased if a temperature sensor is installed in the electric motor driving the piston, since the torque constant changes proportionally to temperature. If the cross-sectional area of ​​the master brake cylinder and the gear ratio are known, the pressure can be calculated using the proportional relationship between the phase current and the torque of the electric motor.

[0039] The use of a double-acting piston, which allows pressure to be built up and released in multiplex operation, is advantageous for the process according to the invention. It is also advantageous if an additional valve (TV2b or ZAV) for pressure reduction is connected to the second chamber (4a, Fig. 5) of the double-acting piston is available. Especially with the double-acting piston, the use of one or more pressure relief valves (PD3, PD1 Figures 5a-5d , Figure 6 ) is useful so that the pressure in the brake system can be reduced as much as possible in closed mode and the pressure reduction can occur quietly even at high pressures. This is particularly desirable in brake booster mode with fading and pressure reduction at standstill after ABS intervention.

[0040] Pressure reduction then occurs either via the piston return stroke, pressure-controlled pressure reduction using pressure measurement via the pressure sensor via the pressure supply unit and / or via valves that connect the pressure supply unit (double-stroke piston) to the reservoir (i.e., PD3, PD1). The pressure sensor in brake circuit BK II is used to control pressure reduction in both brake circuits. If the pressure is to be reduced individually in brake circuits I and II, pressure estimation based on phase current measurement is also used. Pressure reduction can occur via one chamber (4) of the piston or both chambers (4 and 4a).

[0041] The pressure reduction via piston return stroke takes place in normal brake booster operation up to pressures close to the blocking pressure, the pressure reduction via PD3, PD1 when pressure is reduced from high pressures, in particular after fading or the end of ABS control processes.

[0042] The double-acting piston in the pressure supply unit can be designed so that the hydraulic surfaces differ during the forward and return strokes. By changing the hydraulically effective surfaces, the torque requirement is reduced at high pressures. At the same time, a pre-filling effect can be achieved, meaning that a larger volume flow at low pressures can achieve very rapid braking or overcome pad clearance.

[0043] The small hydraulically effective area is achieved by operating the double-acting piston on the return stroke or, additionally, by connecting the front and rear chambers of the double-acting piston on the forward stroke via a changeover valve (ShV) or two valves (TV2 and TV2b), thus resulting in a smaller hydraulic area being used to build up pressure. When the double-acting piston is retracted, the pressure in both brake circuits can be reduced into the reservoir by opening a pressure reduction valve (PD1). This enables quiet operation in a closed brake circuit. Intelligent control can support the opening of the isolation valve even at high differential pressures (brake circuit pressure to pressure in the double-acting piston) by having the double-acting piston change the pressure in the working chamber before the valve opens, thus enabling it to open at low differential pressures.This enables downsizing of the isolation valve, especially its design for high flow rates and low differential pressures.

[0044] Pressure reduction then occurs either via piston return stroke (PD1 open), pressure volume control, and, if necessary, opening of exhaust valves in brake circuit II, or pressure reduction via TV2b (ZAV). To reduce noise, an exhaust valve can be opened in a time-controlled manner for this operating point, and pressure reduction can be influenced via the piston, thus avoiding pressure oscillations and achieving a smooth transition to a target pressure level. This can be used particularly effectively for pressure reduction via ZAV.

[0045] During the return stroke, with the valve (PD1) closed, only pressure can be built up, or the volume can be shifted from one brake circuit to the other. This pressure build-up is preferably used only when the pressure must be significantly increased above the normal operating level, such as during fading (120 bar).

[0046] In addition, pressure can be reduced in one or two wheel brake cylinders in one brake circuit and pressure can be built up in the other brake circuit at the same time using the pressure volume control method, as shown in Fig. 5b The pressure is controlled via the correspondingly adjusted pressure-volume characteristic curve, which takes into account the volume of the activated wheel brakes and the hydraulically effective area. When the target pressure is reached, the corresponding valve is closed, and the volume of the still active wheel brakes is reduced via PD1. At the same time, pressure reduction is possible via an outlet valve.

[0047] The system preferably uses MUX control, ie pressure control via pressure volume characteristic with a closed brake circuit ( Figure 2a-2b ). Thus, the pressure in the closed brake circuit is built up and reduced based on the pressure-volume characteristic curve. This occurs primarily during brake boosting, recuperation, and ABS operation at low frequencies and pressure amplitudes. In other operating cases, such as controlled pressure reduction after ABS operation, simultaneous pressure buildup and pressure reduction at high frequencies, the pressure can be influenced, if necessary, by plunger travel control during pressure reduction, in addition to the timing control of the exhaust valves.

[0048] After the pressure is reduced when the brake circuit is opened, there is always a loss of volume in the brake circuit and thus a change in the piston position of the pressure generator unit. Therefore, it is useful to record the offset shift (s0) of the pressure-volume characteristic curve ( Figure 2bThis is not required for MUX control, but is necessary for controlling and optimizing the volume balance to prevent the piston from reaching a stop during a control process. Especially when using a double-acting piston with limited volume in one stroke direction, the information on the absolute position of the piston is important for control.

[0049] This proposed control system, with exhaust valve(s) and pressure reduction (pab) timing, significantly reduces the load on the engine's dynamics. The infrequent use of the exhaust valve maintains the advantage that ABS pressure modulation does not require opening the brake circuit, which reduces the likelihood of brake circuit failure and offers particular advantages for autonomous driving / braking.

[0050] The pressure control module with pressure control and its various designs thus offers a modular system for perfect pressure control without restrictions and with high fault tolerance. The disadvantages of the classic multiplexer, such as long cycle times due to sequential wheel operation, the inability to simultaneously build and reduce pressure, and the high dynamic demands of the electric motor, are thus eliminated and provide the basis for almost perfect control with minimal valve effort. Depending on the selected pressure supply unit (single-acting piston or double-acting piston), different degrees of freedom are possible. The single-acting piston has the advantage of low software complexity, while the double-acting piston offers all degrees of freedom and the potential for engine downsizing.In addition, regardless of the choice of pressure supply unit, the motor torque requirements for reversing operation of the multiplex control are drastically reduced and the electric motor can be significantly reduced in size and cost.

[0051] A further improvement in the system layout is achieved by feeding the volume of the pressure supply unit through a sniffer hole in the front of a floating piston. This also increases safety while reducing costs. With this system layout, the isolation valve (TV1) is eliminated, as the pressure supply unit is isolated by movement of the piston in the event of a system failure. This offers cost advantages (fewer valves) and reduces the flow resistance between the pressure supply unit and the first brake circuit (BK1). Character description

[0052] It shows: Figure 1a: a first possible embodiment of a brake system with master brake cylinder, pressure supply with outlet valve(s) in one or two brake circuits; Figure 1b: example of a simplified pressure-volume characteristic curve; Figure 1c: pressure control options in the basic system Figure 1a; Figure 1d: Valve circuit with AV / EV in control systems, state of the art; Figure 1e: Advantageous valve circuit for new control with switching valves and an outlet valve in a brake circuit; Figure 1f: Inlet valve according to the invention in the brake circuit; Figure 2a: Pressure volume control in the closed brake circuit (AV, ZAV closed); Figure 2b: Pressure volume characteristic curve for wheel brake 1 and wheel brake 2 and offset shift by opening the brake circuit; Figure 3: Classic multiplex control in sequential sequence; Figure 3a: Cycle shortening of multiplex control with AV valve during pressure reduction; Figure 3b: Time control during pressure reduction via outlet valve; Figure 4: Time course of an exemplary control with 4 wheel brakes; Figure 4a: Time course of an exemplary control with 4 wheel brakes; Figure 4b: Time course of an exemplary control with 4 wheel brakes; Figure 5: advantageous brake system design with double-acting piston (DHK);Figure 5a: Pressure build-up control in the inventive multiplex operation with DHK and outlet valve; Figure 5b: Simultaneous pressure reduction and pressure build-up control in the multiplex operation in the DHK return stroke and outlet valve; Figure 5c: Simultaneous pressure reduction and pressure build-up control in the multiplex operation in the DHK advance stroke and outlet valve; Figure 5d: Regulated or controlled pressure reduction in both brake circuits in a closed circuit via a pressure generator unit and PD3 valve; Figure 6: Double-stroke piston system in an advantageous dual-circuit design. Character description

[0053] The Figure 1a Describes the basic design of a braking system with a master brake cylinder (HZE), a pressure supply unit (DE) with a single-stroke piston (3), and outlet valve(s) AV1, AV3 in one or, optionally, two brake circuits. Brake circuit II is preferably assigned to the front axle. The outlet valve AV1 is optional, meaning it is not mandatory.

[0054] The brake system consists of a master brake cylinder according to the state of the art consisting of a master brake cylinder unit HZE, floating piston SK with return spring 1, a pressure piston DK or tappet or an auxiliary piston HiKo, a hydraulically confirmed travel simulator WS and with corresponding control valves HZV for the functions of the piston-cylinder unit as described, for example, in the state of the art.

[0055] The following embodiments are possible, among others: a) Master brake cylinder with two pistons in the form of a pressure piston DK and a floating piston SK with a connected travel simulator that can be shut off via a valve; b) 3-piston system with auxiliary piston HS for travel simulator actuation and feed valve and / or mechanical through-flow in the event of a fault c) 2-piston system with floating piston SK and auxiliary piston HiKo with feed.

[0056] In all embodiments, the master brake cylinder unit HZE can be separated from the pressure supply unit DE. This can be achieved according to variant Var2 via the isolating valves TV1 and TV2 or, in the second variant Var1 shown, by blocking the supply to the floating piston. The valve circuit of the HZE ensures that there is no undesired reaction to the pedal when the pressure supply unit DE is active and that in the fallback level (system failure), the volume of the master brake cylinder unit HZE is fed to the wheel brakes RB1-4. In addition, each wheel brake is provided with a switching valve SV1-4 in the hydraulic connection to the respective associated working chamber A1 or A2 of the master brake cylinder HZE. However, the specific design of the master brake cylinder HZE is not relevant for the method according to the invention.

[0057] The braking system has four switching valves SV1, SV2, SV3, and SV4, via which the pressure supply DE and the master brake cylinder HZE are connected to the wheel brakes RB1-4. The switching valves SV1-4 preferably have low flow resistance and are suitable for MUX operation. In addition, an outlet valve AV3 is provided in one brake circuit for MUX-independent pressure reduction in the wheel brake RB3. This outlet valve is located in the hydraulic connection between the wheel brake RB3 and the reservoir 10. The outlet valve AV3 is preferably positioned on the front wheel brake RB3 of a brake circuit, since in extreme cases the pressure in these wheel brakes must be reduced quickly and without significant delay, since the significant braking effect emanates from the front axle. The pressure supply unit DE consists of an electric motor M, which drives a piston 3 via a spindle 2, which compresses or displaces the volume in the pressure chamber 4.The motor M of the pressure supply unit can have two or three sensors: . a) angle sensor 6, b) current measuring sensor 7 for measuring the phase currents of the electric motor M and c) if necessary, a temperature sensor 8 for determining the coil temperature of the electric motor M.

[0058] The pressure generator unit DE is preferably arranged in the valve block or HZE. The pressure chamber 4 of the pressure generator unit DE is connected to the reservoir 10 via a check valve 5. A pressure sensor 9 is arranged at the outlet of the pressure generator unit DE. Brake circuit II is connected to the pressure supply unit DE via the isolating valve TV2, and brake circuit I is connected to the pressure supply unit DE via the isolating valve TV1. The isolating valve TV1 can be omitted by isolating a chamber with the pressure supply unit DE in the fallback level. This can be achieved by supplying pressure from the pressure generator unit DE via the sniffer hole SL of the floating piston SK.

[0059] For pressure modulation during ABS and recuperation, the control unit and its controller determine the necessary pressure change for pressure build-up (hereinafter referred to as Pauf) and pressure reduction (hereinafter referred to as pab). The pressure control is carried out by the pressure generator unit DE, in which the individual wheels / wheel cylinders are supplied with pressure simultaneously or at different times. For this purpose, the electric motor M, for example via piston 3, shifts the corresponding volume for the pressure change in both directions. In this case, the pressure change could be changed according to the state of the art by appropriate time control with PWM of the switching valves and pressure control of the DE pressure. However, this requires a very precise PWM process with a complex pressure model. Therefore, volume control is preferred, as already described above. For this purpose, the data of the pressure-volume characteristic curve (pV characteristic curve - see Figure 1b and 2a) of the wheel brake RB1-4 involved in the pressure build-up or pressure reduction is stored in the controller's memory. If the controller now requests a pressure change Δρ, the differential volume Δv is adjusted accordingly by the piston in both directions ± S to regulate the pressure at the wheel. For this purpose, one or more switching valves are opened, which are closed again after the volume shift has ended. The position of piston 3, e.g. start of stroke or middle of stroke, end, is irrelevant for the ΔP volume control. In this case, time control can be used during the pressure change in order to implement transition functions towards the end of the pressure change, e.g. to reduce pressure oscillations and the associated noise.

[0060] High dynamics are important when two or more wheels require a pressure change simultaneously. The invention proposes the use of one or two additional exhaust valves AV to relieve the engine dynamics. The pressure level in the pressure generator unit DE and in the wheels is particularly important for volume control. It is advantageous that the pressure level during pressure change corresponds to the output pressure of the wheel to be controlled. This achieves fast and quiet pressure control. The time sequences are defined in Figures 3, 3a, 3b and Figures 4, 4a, 4b shown.

[0061] All pumps with single pistons, stepped pistons, double-acting pistons and, for example, gear pumps, which enable precise volume control, can be used as pressure generating units DE.

[0062] In the Figure 1aFor the above functions, pressure is generated in a single circuit directly via an isolating valve TV1 in BK1 (Var2) or alternatively via a sniffer hole SL on the front of the SK piston (Var1). The pressure is supplied to the BK2 brake circuit via an isolating valve TV2. If the pressure is supplied via the sniffer hole SL on the front of the SK floating piston, the TV1 is optionally omitted, since in the event of a system failure, the pressure generating unit DE is separated from the master brake cylinder effect by the SK piston moving and cutting off the DE pressure supply. Alternatively, the pressure generating unit DE can be connected directly to BK1 via the TV1 (Var 2), as shown in dashed lines. Since the SK piston is only moved in the fallback level in Var. 1, a special diagnostic circuit is required in which the SK floating piston is moved and checked for leaks.

[0063] The Figure 1bdescribes the well-known pressure control based on a simplified pressure-volume characteristic curve, which forms the basis of the MUX control. Depending on the required pressure difference Δρ, a volume change ΔV is read from a characteristic curve, which is converted into a displacement change As of piston 3 by adjusting the plunger of the pressure generator unit DE. This applies to both pressure build-up and pressure reduction.

[0064] The Figure 1c shows a basic possibility of pressure control in the basic design of the Figure 1 The system itself has the following degrees of freedom for pressure control: Pressure build-up and pressure reduction in all brake circuits BKI and BKII primarily with multiplex control (pressure control with pressure volume control) in all wheel brake cylinders, simultaneously or sequentially; multiplex control in pressure build-up and pressure reduction in brake circuit I via the open isolating valve TV1 and simultaneous pressure reduction in brake circuit II via the outlet valve AV3; multiplex control via SV1, SV1, SV2, SV4 in pressure build-up and pressure reduction in brake circuits I and II for the wheel brakes RB1, RB2 and RB4 and simultaneous pressure reduction in the wheel brake RB3 via the open outlet valve AV3 with the switching valve SV3 closed.

[0065] The pressure reduction pab via the switching valves SV1 and SV2 in BK I occurs primarily via the pressure volume control sequentially or simultaneously. For this purpose, the respective switching valve SVi is always open. In the case of simultaneous pressure reduction pab at different output pressures, it is optionally possible to deviate from the MUX control by opening the switching valves SV1 and SV2 at different times and controlling the pressure reduction pab via a switching valve SV2. The isolating valve TV1 is continuously open during pressure reduction. In this embodiment, the wheel brake RB1 has a higher pressure, so the associated switching valve SV1 is opened before the switching valve SV2. Based on the knowledge of the pressure difference - the wheel pressure in the wheel brakes RB1 and RB2 as well as the pressure in the pressure generator unit DE are known - the time control can be precisely dimensioned. The switching valve SV2 is opened when the pressure in the pressure generator unit DE is almost reached.Further pressure reduction then occurs simultaneously in both wheel brake cylinders RB1 and RB2, controlled by piston 3 with open switching valves SV1, SV2, and TV1. Once the target pressure for a wheel is reached, the corresponding switching valve SV1 or SV2 is closed. If further pressure reduction is desired in a wheel, the further pressure reduction can then occur in the respective wheel brake.

[0066] As already described, PWM control is preferably omitted to simplify the system, especially to reduce noise.

[0067] Examples of time courses of pressure reduction are described in Figures 4a to 4c.

[0068] The Figure 1dshows a conventional valve circuit for ABS with four inlet valves EV and four outlet valves AV. If this is also to be used with less AV for MUX with, for example, differential pressure at MUX, then in addition to this pressure, the fault case must be taken into account that, on an asymmetrical road surface, the pressure generator unit and also the valve control suddenly fail, e.g. by the ECU, and the pressure generator unit is at the same time at a low pressure level. In this case, for example, EVI would have: 130 bar and EV2: 0 bar. If the pressure generator unit fails, this means that with EVI the return spring of the valve armature has to open at around 130 bar. To make this possible, the magnetic circuit of the valve has to be correspondingly large, which makes the valve expensive. As an alternative, a pressure-balanced valve can be used, but this is also expensive.

[0069] When dimensioning the valve seat, it is also important to consider that it should be as large as possible to generate minimal back pressure when the brake pressure is to be built up quickly by the pressure generator unit. Back pressure directly influences engine torque and power.

[0070] The Figure 1e shows a changed flow through the SV switching valves. The hydraulic medium flows from the brake circuit or the pressure generator unit via the armature chamber to the valve seat and on to the wheel cylinder. If the above-mentioned fault occurs, the wheel pressure opens the switching valve. However, the magnetic force must also close at 130 bar, which occurs with a small armature air gap in the valve end position. The return spring of the SV switching valves therefore only needs to be slightly reinforced so that the switching valve does not "tear shut" at a correspondingly high flow rate. Since conventional inlet valves must close at up to 220 bar - at Fig. 1e130 bar -, the valve seat area can be increased with the same magnet dimensions, which means a lower back pressure or flow resistance and is advantageous for MUX operation. Figure 1e The valve circuit shown is therefore advantageous for the method according to the invention.

[0071] The Figure 1f shows a possible design of the inlet valve EV according to the invention and the connection to the brake circuit BK as well as the pressure supply DV and the wheel brakes RBi.

[0072] The inlet valve EV has a solenoid armature MA, a magnetic base body MGK and an excitation coil ES. When the solenoid valve EV is energized, the magnetic force MK moves the armature MA from position SA0 to position SA2 by the differential travel SA. The solenoid armature MA moves a plunger MStö by the same travel so that the plunger MStö comes into contact with the valve seat VS and closes the outlet Ea of the solenoid valve. At this point, the armature MA still has a residual air gap S0 to the magnetic base body MKG, which is intended to prevent the armature MA from sticking to the magnet housing MGK due to magnetization losses in the iron circuit when the current to the excitation coil ES of the valve EV is switched off. The return spring RF moves the armature MA back to its starting position when the valve current is switched off. The magnetic force FM increases non-linearly with a smaller air gap, i.e. with an increasing travel.The return spring RF is dimensioned such that the magnetic force FM in the initial position SA0 is greater than the spring force, thus ensuring reliable closing of the valve. The spring force increases with increasing travel SA and is also lower than the magnetic force FM in the end position SA2. A linear spring is preferably used so that the magnetic force FM in the end position for a given current is significantly higher than the return force, so that the valve can be held with low current and reliable closing is ensured even at high differential pressures between the wheel brake and the pressure supply. Holding is also ensured at high differential pressures because the magnetic force increases in a highly non-linear manner when the valve is in the closed position. The return spring must also be dimensioned such that it functions as a normally open valve and the valve always opens reliably.

[0073] The valve's output Ea is connected to the wheel brakes RBi (RB1-RB4), and the input E is connected to a brake circuit BKi or to the pressure supply unit DV (20). This type of connection allows the inlet valve EV to be opened by both the return spring RF and the pressure in the wheel brake, which is particularly important in the event of a brake system failure or malfunction (e.g., voltage failure at the valve). Furthermore, even at high pressures in the brake circuit and low pressures in the wheel brake, only the pressure difference between the inlet Ei and outlet Ea acts on the tappet MStö. This differential pressure at the valve is relatively small during pressure buildup, but must be taken into account when designing the spring RF to ensure that the pressure difference does not cause the valve to close during pressure buildup when the volume is pumped from the pressure supply DV to the wheel brake. Valves with a large opening cross-section ÖQ or low flow losses reduce this effect.

[0074] Especially for pressure build-up with pressure volume control or time control with a low differential pressure between the pre-pressure and the actual pressure in the wheel brake, the previously described valves with a large opening cross-section can be used, as the control accuracy is very high. This, in turn, has the advantage of only minimal flow losses, especially during rapid pressure build-up (TTL), and the drive motor requires only low power for the rapid pressure build-up in the shortest possible time (TTL = 150 ms).

[0075] In addition, due to the low flow losses of the advantageously designed inlet valves, pressure can be reduced quickly via the inlet valves. Precise pressure reduction via the inlet valves EV can be achieved by appropriately controlling the piston movement of the pressure supply unit 20. Optionally, it is also possible to implement the known MUX process with the valve circuit described above or with pressure reduction control via outlet valves AV in one brake circuit, particularly for consumers with a low volume balance, such as the wheel brakes on the rear axle. This means that a combination is also possible: the MUX process in conjunction with the new valve circuit is only used in two wheel brakes (e.g. front axle) and the pressure reduction takes place conventionally at two other wheel brakes. This would mean that two wheel brakes / actuators are provided with inlet and outlet valves (EV+AV) and two wheel brakes / actuators only with inlet or outlet valves.Switching valves EV. In this case, only the wheel brakes of the front axle could be controlled with the new valve circuit according to the invention. Figure 1a and 1b be equipped, a standard circuit / standard valves are used on the rear axle.

[0076] The Figure 2a shows the pressure-volume characteristic curve of a wheel / wheel cylinder with connecting lines up to the switching valve SV and pressure sensor. Two characteristic curves are shown. The characteristic curve Paufa corresponds to a so-called rigid characteristic curve, while the other characteristic curve Pauf requires considerably more volume. This can cause vapor lock in extreme cases, for example, due to clearance or poor ventilation.

[0077] This means that the values ​​for Va, for example, for ΔP = Pi - P2 equal y1 - V2 = AVa = ASa and for Vauf = ΔP equal VIa - V2a = AV = AS. This characteristic curve for pauf and pab is recorded for the first time in the memory of the control device during the end-of-line inspection i, both for the individual wheel brakes and for the brake circuits, both pauf and pab. During each braking application, the characteristic curve is measured by comparing the pressure P with the volume V(AS). If a larger deviation occurs, the characteristic curves can be recorded or adapted when the vehicle is stationary, as in the above-mentioned inspection. It is also important to note that the values ​​between Pauf and Pab can fluctuate. It is normal for V0 to be larger due to the air gap when the pressure Pauf builds up, but not when the pressure Pab decreases. Once the air gap has been eliminated, the characteristic curves are almost identical.

[0078] In cases of poor venting or vapor lock, the characteristic curves behave similarly, but with a larger volume for the corresponding pressure value. The pV characteristic curves for pressure build-up pauf and pressure reduction pab are used for control.

[0079] The Fig. 2bdescribes the simplified pressure-volume characteristic curves relevant for pressure control without hysteresis in the closed brake circuit or displacement after pressure reduction with the outlet valve AV open. Starting from a pressure pl, the required volume displacement Δv or displacement change As of the piston is read from the characteristic curve by assigning the target pressure differential Δρ. These differ and depend on whether the pressure is changed in one or more brake circuits. The piston is then displaced accordingly. If the pressure is reduced via one or more outlet valves, there is a volume loss in the pressure generator unit. For further pressure reduction or pressure build-up in the closed brake circuit, the displacement assignment of the pressure-volume characteristic curve is determined by recording the pressure.This is required in the control system to monitor the volume balance, as the working chamber of the pressure generator unit only has a limited volume and thus, towards the end of the piston's stroke, the piston would move to the stop if a volume change command were given. If the piston of the pressure generator unit approaches the stop after a pressure change and a further pressure increase is pending, the piston is briefly retracted with the switching valves SV closed in order to draw volume from the reservoir. In the version with a double-stroke piston (. Fig. 5-6 ) it is retracted or switched to return stroke operation.

[0080] The Figure 3shows a time sequence of the MUX control as known from WO 2006 / 111393 A1 and WO 2010 / 091883 A1. This system is referred to as a 4-channel MUX, in which, except in the critical case of simultaneous pressure reduction (simultaneous pab), the pressure reduction pab is processed serially for each wheel channel (cylinder). In the worst-case scenario, this causes a long delay time, which, as a result of the individual response times of the valve, motor, and time for the respective pressure reduction pab, results in large differential speeds or even slip. This reduces the stability of the braking and disadvantageously increases the braking distance. Optimizations have been carried out on the response time of the switching valves, motor, and pressure reduction gradients. However, costs limit the optimization. The case of simultaneous pressure reduction pab for all channels has rarely been observed in practice.

[0081] A further limitation of the control concept known from WO 2006 / 111393 A1 and WO 2010 / 091883 A1 is the necessary priority for pressure reduction pdown. If pressure reduction is required, pressure buildup pup cannot occur. Since the time for pressure buildup pup in the control cycle is usually approximately 200 ms, and two to three small pup occur per control cycle, each with a delay of approximately 10 ms, this was not considered critical but was recorded as a minor deficit for the 4-channel MUX.

[0082] The method according to the invention with its control concept has the following improvements: Introduction of an additional exhaust valve on the front axle; Various control methods and strategies for controlling and regulating the wheel brakes, e.g. VA, cornering brakes; Possibility of pressure build-up pauf with simultaneous pressure reduction pab (in Figure 5b and Figure 5c described).

[0083] The Figure 3shows the pressure curve in the individual wheel brakes over time in conventional MUX operation, in which the pressure in the wheel brakes is reduced one after the other. VI and V2 are the front wheel brakes, H1 and H2 are the rear axle brakes. At X the signal for simultaneous pressure reduction pab is given. The response time tv SV of the switching valves SV is approx. 5 ms. The response time tv M for the motor is approx. 10 ms. This takes into account that the piston of the pressure generator unit must first position itself for the different pressure levels of the individual wheels before the pressure change at (1). The pressure reduction pab then takes place with an assumed tab of approx. 10 ms, during which time the pressure is reduced by Δρ equal to approx. 20 bar.

[0084] The Figure 3 The assumed response times of the switching valves and the motor are also used for the representation of the temporal pressure curve in order to provide an objective comparison. Figure 3awhich corresponds to the pressure curve according to the invention.

[0085] In conventional ABS systems with four inlet and four outlet valves, the ABS controller always determines a Δρ and then determines the time for which the outlet valve must be opened to achieve the required pressure reduction in the wheel brake. This timing is notoriously subject to tolerance, which limits the accuracy of the pressure control. Furthermore, when the outlet valve AV closes, pressure oscillations always occur, which cause adverse noise.

[0086] The ABS controller determines the required pressure difference Δρ essentially from the wheel angular acceleration and partly the wheel slip with correction factors a) wheel moment of inertia, b) gear shift stage and c) fading detection.

[0087] In contrast to time control, the conventional MUX, as in Figure 1 and 1aAs shown, a volume control of the pressure supply is used, where Δv=Δρ, which is done by evaluating the pressure-volume characteristic curve of the wheel. This significantly increases the accuracy of the pressure control, and the temporal pressure curve can be influenced towards the end of the pressure reduction, so that only minor pressure oscillations occur.

[0088] At VI in Figure 3 After (X), tv M is the response time of tv M and tv of SV1. After the switching valve SV1 opens, the motor M is able to reduce the pressure over the time tab. Subsequently, the SV1 is closed again at (2). However, the motor has already reached the required pressure level via the described volume control of the pressure supply.

[0089] The engine then adjusts to the pressure reduction pab from the front wheel V2, which then occurs after SV2 opens. Thus, in the sequence V1-H2, a total delay time of 60 ms results, based on the above assumptions. This corresponds approximately to a control deviation Δv of approximately 15 km / h.

[0090] In Figure 3a The pressure curve for the control concept according to the invention is shown. The pressure reduction pab at the front wheel brake VI at time (1) corresponds to (1) in Figure 3. In the front wheel brake V2, the additional outlet valve AV is used to reduce the pressure pab. The pressure reduction Pab takes place with almost no delay at (11) via a time control t as described above, with the pressure oscillation occurring at (12) after SV2 closes. This means that the control of the front wheels VI and V2, which at high-µ make a considerably greater contribution to the braking force than the rear wheels, is almost not delayed. During the pressure reduction pab of VI, the motor is already prepared at (13) for the pressure change at the rear wheel H1. This then takes place at (14) to (15) via volume control using the pressure generator unit DE. Since the rear wheels H1, H2 often have the same higher pressure level as VI or V2, a simultaneous pressure reduction pab can take place via volume control. As an alternative to this, a time-controlled pressure reduction pab can also take place in the brake circuit at H2 at (16).The prerequisite for this is that the MUX pressure level in the wheel brake of rear wheel H2 is lower than that of rear wheel H1, where pressure reduction occurs via volume control. It is also possible for pressure reduction in rear wheel brake H2 to occur via a time-controlled opening of the corresponding outlet valve.

[0091] Variants of the front axle and rear axle control are in the Figures 4, 4a, 4b described in detail. A comparison of the delay times tv shows in comparison to the conventional MUX method in Figure 3 A significant improvement is achieved in (10) with 60 ms and (17) with 25 ms. This is possible by using the time-controlled pressure reduction pab at V2 and H2 via an outlet valve or into the brake circuit, partially simultaneous pab at H1 and H2, and priority control at H1 and (13).

[0092] The Figure 4 - 4bshow the pressure curve with different real pressure levels and variants of the front and rear wheels H1, H2, VI and V2 in the control concept according to the invention.

[0093] Figure 4 shows the temporal pressure curve VI to H2 in different phases. In phase 0-X, a pressure curve is shown in which, due to different pressure levels in the wheel brakes, no simultaneous pressure build-up Pauf and pressure reduction pab can take place, which is the most common case. Accordingly, full multiplex operation is effective here, ie precise Δρ control via volume control for both the pressure build-up pauf and the pressure reduction pab - During the pressure build-up pauf, sometimes, for example, at 20, with a simultaneous pressure build-up request, a time-delayed pressure build-up pauf at H1 and H2 occurs. However, a partially simultaneous pressure build-up Pauf can also take place. A partially simultaneous pressure reduction, as shown in Figure 4b shown is possible.

[0094] At X in Figure 4 The signal pab is sent for simultaneous pressure reduction in all wheel brakes, which is implemented without any time delay. These two variants A and B are used in Figure 4a and Figure 4b treated in more detail.

[0095] The Figure 4a shows variant A again starting from the starting point X with Pab at VI and V2 as in Figure 3adescribed. At the front wheel VI, the pressure reduction pab occurs via volume control via the pressure generator unit DE. For the rear wheel H2, a controlled pab occurs at 21 over the time dt = f(dp). This pressure reduction occurs when there is sufficient differential pressure Δρ between H2 and V1. The pressure levels of all wheels are known in the inventive control concept or MUX method, so that a relatively precise pressure reduction pab in the rear wheel H2 is achieved via time control, i.e., the opening of the switching valve SVH2. The necessary opening time t can also be flexibly adjusted based on the change in the pressure level of M1 (MUX). The pressure reduction pab of the rear wheel H1 also occurs via volume control, starting with the preparation at 13 and then by opening the associated switching valve at 22.

[0096] The result is a relatively small tvmax as in Figure 3aDescribe. At 11, the time-controlled pressure reduction pab for the front wheel V2 occurs. Here, too, the pressure difference to the reservoir is known, allowing precise pressure control through the time-controlled opening of the exhaust valve.

[0097] Figure 4b shows variant B for partially simultaneous pressure reduction at the rear wheels H1 and H2 starting from a relatively small pressure difference between the rear wheels H1 and H2. Here, after preparation at 13, the pressure reduction pab takes place at 23 with MUX, i.e. volume control using the pressure generator unit. At 24, the rear wheel H2 is switched into the pressure reduction pab by opening the switching valve SVH2 belonging to the rear wheel H2. At 25, the controlled pressure reduction pab for H2 is achieved, which is why the switching valve SVH2 is closed. At 26, the Δρ for the rear wheel H1 is then reached via the volume control, which is why the switching valve SVH I is closed at 26.

[0098] Both methods allow for a short delay time. The controlled pressure reduction pa partially generates the pressure oscillations, but these only occur in extreme cases with simultaneous pressure reduction pa.

[0099] In summary and in addition, the following is characteristic: The pressure of each wheel is measured at the beginning and end of a pressure reduction Pab ( Figure 4, 4a ) are stored in memory; both values ​​are used as a reference for the following pressure changes of the wheel or subsequent wheels; the pressure of the last pressure build-up pauf ( Figure 4) is stored in the memory and thus forms the basis for setting the pressure of the pressure generating unit DE in preparation for the subsequent pressure reduction pa; the outlet valves AV are time-controlled, whereby the pressure difference to the reservoir is taken into account; one wheel of the front axle is only connected to the brake circuit via the switching valve SV, whereby the second wheel of the front axle is assigned a switching valve SV to the brake circuit and an outlet valve AV to the reservoir, so that switching valves SV from the rear axle to the pab are time-controlled, while MUX controls the wheels of the front axle with a low pressure level, where the time control tab of the switching valves SV of the rear axle HA evaluates the differential pressure Δρ; In addition to the differential pressure, the Δρ of the corresponding outlet valve AV is evaluated from the pressure-volume characteristic curve for the time control (valves are opened for a predetermined time).Priority control of the MUX with orientation towards driving stability during braking distance, e.g. wheel of the front axle VA has priority and others with positive µ jump with highest negative pab or positive acceleration pauf, since here the Δρ to be controlled is the greatest; The pressure change via volume control by means of the pressure generation unit and the time-controlled opening of an outlet valve or switching valve used in parallel forms the combined MUX controller; During time control, the corresponding volume must be taken into account in the volume delivery according to the pressure change Δρ determined by the controller.

[0100] The Figure 5 describes a further embodiment of the pressure supply unit DE according to the invention with pressure control with master brake cylinder, master brake cylinder valves HZV, pressure supply with double-acting piston switching and outlet valve(s).

[0101] The master brake cylinder HZE is connected to one brake circuit each, BKI and BKII. The same logic applies to the disconnection as for Figure 1aThe pre-stroke chamber 4 of the double-stroke piston 3 is connected to brake circuit BI via the isolating valve TV1 and to brake circuit II via the isolating valve TV2. The return stroke chamber 4a is connected to brake circuit II via the isolating valve TV2b and to brake circuit I via the HZE. The transmission is preferably carried out via the floating piston SK. The front chamber 4 and the return stroke chamber 4a can be hydraulically connected to each other via a switching valve ShV. This switching valve SvH enables a short circuit between the two chambers and is used particularly during the forward stroke (to the left) to reduce the hydraulically effective area of ​​the piston 3. The return stroke chamber 4a of the double-stroke piston 3 is connected to the reservoir 10 via the switching valve PD1. Both chambers 4 and 4a are also connected to the reservoir 10 via a check valve. This system configuration offers the following degrees of freedom: Pressure build-up and pressure reduction in all brake circuits with multiplex control (pressure control with pressure volume control) in all wheel brake cylinders simultaneously or sequentially via the isolating valves TV1, TV2 and PD1 and the switching valves SV1-SV4 of the wheel brakes RB1-RB4; multiplex control in pressure build-up and pressure reduction in brake circuit I and pressure reduction in brake circuit II via outlet valves AV3, ZAV; multiplex control with simultaneous pressure reduction in brake circuit BK I and pressure build-up in BK II via double-stroke piston control; multiplex control with simultaneous pressure reduction in brake circuit BK II and pressure build-up in BK I via double-stroke piston control; pressure reduction RB3 at any time via AV3 with multiplex control.

[0102] The Figure 5a shows an example of some of the pressure control options that can run parallel to each other: Controlled pressure reduction in RB1 via SV1, TV1 via pressure volume control by means of the return stroke of the double-stroke piston 3 with the PD1 valve open or alternatively or pressure control of the pressure reduction via pressure estimation based on the phase current measurement in brake circuit I; Controlled pressure reduction in RB2 via SV2, TV1 via pressure volume control by means of the return stroke of the double-stroke piston 3 with the PD1 valve open or alternatively or pressure control of the pressure reduction via pressure estimation based on the phase current measurement in brake circuit I; Pressure reduction in RB3 via AV3 with time control of the outlet valve AV3; Pressure reduction in RB4 by means of the double-stroke piston 3 with time control of one of the switching valves SV4 or PD1, whereby the other valve must also be open at this time or alternatively pressure control of the pressure reduction via pressure estimation based on the pressure measurement in brake circuit II.

[0103] In the case of simultaneous pressure reduction pab at different output pressures, it is optionally possible to deviate from the MUX control by opening the switching valves SV1 and SV2 with a time delay. The isolating valve TV1 is continuously open during pressure reduction. Since the pressure in RB1 is higher, the switching valve SV1 opens before the switching valve SV2. Based on the knowledge of the pressure difference (wheel pressure RB1 and RB2 and pressure in the pre-stroke chamber of the pressure supply unit), the timing can be precisely dimensioned. If the pressure in the pre-stroke chamber of the pressure supply unit DE cannot be precisely determined because pressure is simultaneously reduced via ZAV in wheel brake RB4 and TV2 is closed, the pressure in the pre-stroke chamber can be used via pressure estimation p / i from the torque of the electric motor. The switching valve SV2 is then opened when the pressure in the pressure generator unit DE is almost reached.Further pressure reduction then occurs simultaneously in both wheel brake cylinders, controlled by piston 3 with SV1, SV2, and TV1 open. Once the target pressure for a particular wheel is reached, the corresponding valve SV1 or SV2 is closed. If further pressure reduction is desired in one wheel, further pressure reduction can then only occur in one wheel brake.

[0104] In parallel with the pressure reduction control in MUX mode, the pressure in brake chamber II can be reduced via the time control of AV3. This can be freely timed because closing SV3 does not affect the other wheel brake cylinders. The timing of the pressure reduction in wheel brake RB4 can also be freely selected when the pressure in brake chamber I is reduced in MUX mode.

[0105] The Figure 5b shows an example of some of the pressure control options that can run parallel to each other Controlled pressure reduction in RB1 via the switching valves SV1 and TV1 via pressure volume control by means of the return stroke of the double-acting piston 3 with the PD1 valve closed; Controlled pressure reduction in RB2 via the switching valves SV2 and TV1 via pressure volume control by means of the return stroke of the double-acting piston 3 with the PD1 valve closed; Pressure reduction in RB3 via the outlet valve AV3 with time control t (opening of the AV3 valve for the period Δt); Pressure build-up in RB4 via the isolating valve TV2b (ZAV) with pressure volume control by means of the return stroke of the double-acting piston with the PD1 valve closed.

[0106] During simultaneous pressure reduction and pressure buildup in wheel brake RB4, the pressure buildup dynamics are determined by the pressure reduction dynamics, the effective piston areas, and the hydraulic differential pressures. This must be taken into account in the control system. If the target pressure in wheel brake RB4 is reached, the switching valve SV4 is closed. If the pressure in BKI is to be further reduced, the PD1 is opened for further pressure reduction in brake circuit I. Figure 5c shows an example of some of the pressure control options that can run parallel to each other: Controlled pressure build-up in RB1 via the switching valves SV1 and TV1 via pressure volume control by means of the pre-stroke of the double-acting piston 3 with the PD1 valve open; Controlled pressure build-up in RB2 via the switching valves SV2 and TV1 via pressure volume control by means of the pre-stroke of the double-acting piston 3 with the PD1 valve open; Pressure reduction in RB3 via the outlet valve AV3 with time control of the outlet valve AV3; Pressure reduction in RB4 via the double-acting piston 3 with time control of the switching valve SV4 or PD1 valve.

[0107] For the many functions of pressure reduction pab in one brake circuit and pressure buildup pauf in the other, the floating piston SK of the master brake cylinder HZE may move. To prevent this, a locking element SE can be installed in BK1 or BK2, which acts directly on the SK as a mechanical block. The locking element can also be part of the HZV.

[0108] With this pressure control system, the functions of pauf in one brake circuit and pab in the other brake circuit described in 5b and 5c can be realized, regardless of the pressure level of the brake circuits.

[0109] Figure 5d shows an example of the pressure reduction in brake circuit I and brake circuit II, which is used to reduce pressure from high pressures. The following is achieved with open isolation valves TV1 and TV2: Controlled pressure build-up in RB1 through timing of valves SV1 and PD3 via pressure control of pressure reduction via pressure estimation based on phase current measurement in brake circuit I; Controlled pressure build-up in RB2 through timing of valves SV2 and PD3 via pressure control of pressure reduction via pressure estimation based on phase current measurement in brake circuit I; Controlled pressure build-up in RB3 through timing of valves SV3 and PD3 via pressure control of pressure reduction via pressure measurement based on the pressure sensor in brake circuit BK II; Controlled pressure build-up in RB4 through timing of valves SV4 and PD3 via pressure control of pressure reduction via pressure measurement based on the pressure sensor in brake circuit BK II.

[0110] For a wheel-specific pressure reduction, similar to Figure 5a As shown, the switching valves SV1-SV4 are switched at different times.

[0111] Not shown is the possibility of pressure reduction via the PD1 valve, which is carried out using a similar procedure to the PD3 valve. Pressure reduction can be carried out from all brake circuits via the PD1 valve. Pressure reduction can also be carried out via both the PD3 and PD1 valves. This is similar to Figure 5a with the difference that the pressure of all wheel brakes is reduced via the pressure supply unit and thus provides the advantages of pressure reduction in the closed brake circuit, which has safety advantages, especially after the end of a braking process (e.g. after ABS operation).

[0112] The Figure 6 describes a system with double-acting pistons in an advantageous dual-circuit design. The structure of the THZ, DE and valve circuit for pressure control ABS with MUX and AV is identical to Figure 5c .

[0113] In contrast to the Figure 5cThe pressure supply acts on brake circuit II and the back of the floating piston SK during the forward stroke. This transfers the volume and pressure to brake circuit I. When the double-acting piston 3 is close to its end position, it is reversed and operated on the return stroke and acts on BK I. Then, via the return stroke, pressure acts on the front of the floating piston SK. This in turn transfers the pressure to brake circuit BK II. The SK piston is always active with its seals, as is the case with today's THZ.

[0114] The double-acting piston 3 also has a bypass valve ShV, which is essentially switched under three conditions: a) At high pressure, the volume of the pre-stroke is also directed to the back of the double-stroke piston 3 for pressure equalization in order to reduce the piston force; b) With ABS control, also MUX control, the double-stroke piston 3 is switched to single-circuit via the ShV valve; c) Pressure reduction pab from high pressure level takes place in both brake circuits BK I and BK II simultaneously.

[0115] This valve circuit results in the return spring 1 moving the floating piston SK to the right stop or remaining in the center position. Pressure sensor 9 measures the pressure in brake chamber II and, in a "single-circuit" configuration, can evaluate the pressure in both brake circuits for the control and regulation functions.

[0116] For special functions during pressure build-up pauf in BK I and pressure reduction pab in BK II and vice versa, it is advantageous to use a locking element SE in BK II in the connection to the THZ or in brake circuit BK 1, which prevents the movement of the floating piston SK. The locking valve SE can also be part of the HZV.

[0117] This system also includes the additional potential to reduce the pressure in BK II via the DHK piston 3 and separately from BK I via the valves TV2b and PD1.

[0118] This solution offers advantages when used for different pressure level control on both axles during recuperation. For this purpose, the SE locking element must be used on the SK or in the BK I.

[0119] These in Figures 5-6The functions described in addition to the additional superimposed time control via exhaust valve(s) give the MUX system according to the invention a very good performance with high control dynamics and accuracy at significantly lower effort than the wheel-individual control with intake and exhaust valves.

Claims

1. Method for controlled pressure reduction via at least one pressure supply unit of a brake system, wherein a brake pressure of the brake system is reduced using a pressure supply unit (DE) with a double-stroke piston (3) which divides a working space into a first working chamber (4) and a second working chamber (4a), wherein a controlled pressure reduction takes place in at least one wheel brake (RB1, RB2, RB3, RB4) via a pressure volume control, characterized a) in that the following steps are carried out to reduce the pressure: - establishing a fluid connection between the at least one wheel brake (RB1, RB2, RB3, RB4) via an open switching valve (SV1, SV2) assigned to the respective at least one wheel brake (RB1, RB2, RB3, RB4) and the first working chamber (4); - return stroke of the double-stroke piston (3) to increase the volume of the first working chamber (4), and / or b) in that the following steps are carried out to reduce the pressure: - establishing a fluid connection between the at least one wheel brake (RB1, RB2, RB3, RB4) via the open switch valve (SV1, SV2) assigned to the respective at least one wheel brake (RB1, RB2, RB3, RB4) and the second working chamber (4a); - opening a first switchable valve (PD3) to establish a fluid connection between the reservoir and the first working chamber (4); - pre-stroke of the double-stroke piston (3) to increase the volume of the second working chamber (4a).

2. Method according to claim 1, characterized in that the pressure supply unit (DE) is an electromotor-driven pressure supply unit.

3. Method according to claim 1 or 2, characterized in that, during normal brake force amplification in all wheel brakes (RB1, RB2, RB3, RB4), the pressure is simultaneously or sequentially built up and released via a position control of the double-stroke piston (3) of the pressure supply unit (DE), taking into account a pressure-volume characteristic curve(s).

4. Method according to one of the preceding claims, characterized in that during recuperation in all wheel brakes (RB1, RB2, RB3, RB4), the pressure is simultaneously or sequentially built up and released via a position control of the double-stroke piston (3) of the pressure supply unit (DE), taking into account a pressure-volume characteristic curve(s).

5. Method according to one of the preceding claims, characterized in that, during ABS operation at low road friction (low-µ), the pressure in all wheel brakes (RB1, RB2, RB3, RB4) is simultaneously or sequentially built up and released via a position control of the double-stroke piston (3) of the pressure supply unit (DE), taking into account a pressure-volume characteristic curve(s).

6. Method according to claim 1 or 2, characterized in that during ABS operation with high dynamic requirements for high road friction coefficient (high-µ), the pressure is reduced simultaneously and with a time delay, wherein the pressure is reduced via the double-stroke piston (3) of the pressure supply unit (DE), taking into account the pressure-volume characteristic curve(s) and by means of time control via at least one outlet valve (AV1, AV3).

7. Method according to one of the preceding claims, characterized in that, during simultaneous pressure reduction in a first wheel brake (RB1) and a second wheel brake (RB2), the switching valves (SV1, SV2) assigned to the wheel brakes (RB1, RB2) are opened simultaneously or with a time delay, wherein the switching valve (SV1, SV2) of the wheel having a higher pressure is opened prematurely.

8. Method according to one of the preceding claims, characterized in that an outlet valve (AV3) of a third wheel brake (RB3) of the wheel brakes is opened so that the pressure in the third wheel brake (RB3) is reduced.

9. Method according to claim 8, characterized in that the pressure is reduced simultaneously or with a time delay via at least one outlet valve (AV1, AV3) and a switching valve (SV1, SV2, SV3, SV4), wherein the at least one outlet valve (AV1, AV3) is time-controlled and the at least one switching valve (SV1, SV2, SV3, SV4) is pressure-volume-controlled via the pressure supply unit (DE).

10. Method according to one of the preceding claims, characterized in that the first switching valve (SV1) and / or the second switching valve (SV2) and / or the third switching valve (SV3) and / or the fourth switching valve (SV4) are switched with a time delay.

11. Method according to one of the preceding claims, characterized in that, after a first pressure reduction in the brake system, the second switchable valve (PD1) is opened to further reduce the pressure.

12. Method according to one of the preceding claims, characterized in that the one control device controls the switchable switching valves (SV1, SV2, SV3, SV4) and / or shut-off valves (TV1, TV2, TV2b) and / or outlet valves (AV1, AV3).

13. Method according to one of the preceding claims, characterized in that in a further pressure reduction mode, the pressure is reduced in a first wheel brake (RB1) by the movement of the double-stroke piston (3) via a first working chamber (4) and, at the same time, pressure is built up in a further wheel brake (RB2, RB3, RB4) using the second working chamber (4a).