Brake system for a vehicle, in particular utility vehicle

Abstract

The invention relates to a brake system (1) for a vehicle (100), in particular for a utility vehicle, with a plurality of electromechanical brakes (5) for braking the vehicle (100), the brake system being designed to control the electromechanical brakes (5) in such a manner that application processes for carrying out a parking brake function (BP), a service brake function (BB) and an emergency brake function (BN) are ensured by the system. It is proposed that the brake system (1) has a dedicated electric energy storage subsystem (9) for the brake system (1), which is designed to be connected to an electrical system of the vehicle (100) and which is designed to store a reserve charge (qR) for at least one final application process for carrying out the emergency brake function (BN) in the brake system (1).

Description

[0001]Hanover, December 5, 2022 IP, Mucha, Schulz / Ek SR 2022P00255DE EM 2020E00303DE Braking system for a vehicle, in particular a commercial vehicle. The present invention relates to a braking system for a vehicle, in particular a commercial vehicle, with a plurality of electromechanical brakes for braking the vehicle, which is configured to control the electromechanical brakes such that application processes for exercising a parking brake function, a service brake function, and an emergency brake function are carried out by the system. Braking systems designed as described above are generally known. In the event of an emergency actuation of a braking system, the tensioned spring within a spring accumulator of a brake cylinder is relieved.so that, due to its spatial expansion, it exerts pressure on the locking mechanism of a brake, thereby tensioning and locking the brake. This emergency actuation (hereinafter: emergency braking function) thus integrates a safety system within vehicles. However, the springs tensioned within the spring actuators for the emergency braking function are subject to high pressures. As a result, the installation and maintenance of such spring actuators poses a risk to the person performing the installation or maintenance. Appropriate, sometimes costly, safety measures must be implemented. With increasing electrification, the importance and use of electromechanical brakes in commercial vehicles is increasing. The advantage of electromechanical brakes is that they are not pneumatically, but electrically actuated.This can have installation-related advantages over pneumatic systems, among other things. A prerequisite for the use of electromechanical brakes is that sufficient charge energy must always be available for their actuation. A failure of the power supply used for this purpose poses a potential risk to the operation of these brakes. In addition to the charge quantity or energy that must be maintained, it is also a prerequisite that the power required at that moment can be provided by the energy storage devices. A battery that appears "empty" is usually not empty; the voltage has sometimes simply dropped so far that the battery can no longer deliver sufficient power. The object of the invention was to provide an improved safety architecture for a braking system of the type described above.which overcomes the disadvantage described above as far as possible. In particular, the object of the invention was to provide a braking system that enables the most important braking functions to be maintained, in particular at least the emergency braking function, regardless of the state of the vehicle electrical system. The invention proposes, in a braking system of the type described above, that the braking system have a dedicated electrical energy storage subsystem for the braking system, which is designed to be connected to an on-board electrical system of the vehicle and which is designed to store a reserve charge for at least one final application process for exercising the emergency braking function in the braking system. The invention is based on the finding that the energy required for applying and locking the brakes for the purpose of executing an emergency braking function can be stored in electrical form. For this purpose, it is proposedto integrate a separate energy storage subsystem into the vehicle so that sufficient energy is available in the event of an emergency braking situation, independent of the primary battery or the vehicle's electrical system. Since this energy must be permanently available in the energy storage subsystem to ensure an emergency braking function, it is referred to above and below as reserve charge. Charge should be understood here as a synonym for energy, since an existing charge, i.e. the separation of positive and negative charge carriers, can be used to perform work. The term reserve charge therefore refers to a predetermined amount of energy that can be released from the energy storage devices at a predetermined power to apply and lock the brakes. Since, as already explained at the beginning on page 2, paragraph 2, the mere provision of a quantity of charge does not yet ensureIn order to ensure that this can be delivered even with sufficient power, the invention understands the term reserve charge to mean the link between charge quantity and performance. By integrating an energy storage subsystem into the braking system, one or more energy storage devices are provided that can still provide the reserve charge even if problems with the power supply occur in the on-board network, i.e. on the primary voltage supply side of the commercial vehicle, for example faults such as short circuits. The commercial vehicle in general and the braking system in particular are thereby made more robust against electrical faults. Where energy storage devices are mentioned above and below within the scope of the invention, these are to be understood as electrical energy storage devices. The invention is advantageously further developed in that the energy storage subsystem has one or more electrical energy storage devices,which each partially or completely contain the reserve charge. An architecture with a single energy storage device has resource advantages and is easy to maintain. An architecture with multiple energy storage devices has advantages in the flexibility of the structural design and makes it possible to provide the reserve charge in the event of a partial failure of one or more energy storage devices in the still intact energy storage devices to minimize risk. In a preferred embodiment of the invention, at least one electrical energy storage device is assigned to a front axle and / or a rear axle, more preferably to each axle, of the vehicle. Alternatively or additionally, preferably at least one,A (further) electrical energy storage device is assigned to several or all of the electromechanical brakes and is preferably integrated into the electromechanical brake. Furthermore, the energy storage subsystem preferably has at least one higher-level electrical energy storage device. Consequently, preferred embodiments also comprise an energy storage subsystem with several energy storage devices, namely n energy storage devices each assigned to an axle, and / or m energy storage devices each assigned to an electromechanical brake, and / or p higher-level energy storage devices, where n, m, and p are each natural numbers. In a preferred embodiment of the invention, the energy storage subsystem is configured toIn addition to the reserve charge, additional electrical energy can be provided for the service brake function and / or for other auxiliary consumers. This could relieve the load on the primary battery or the vehicle's electrical system and reduce the dependence on one or a few central energy storage devices. In preferred embodiments, the auxiliary consumer is, for example, a steering system in accordance with "Regulation No. 79 of the Economic Commission for Europe of the United Nations (UNECE) - Uniform Conditions of Approval of Vehicles with regard to the Steering Equipment", published in the Official Journal L318 / 1 on December 14, 2018. In a preferred embodiment of the invention, the braking system has a brake control subsystem that has a higher-level control module and at least one control unit for each axle of the vehicle, and the brake control subsystem is configured toTo send signals to actuate the electromechanical brakes. The control units are each functionally assigned to one or more axles and, at the same time, are topologically independent; consequently, they do not have to be mounted on one of the axles. In a preferred embodiment of the invention, the higher-level control module is configured to monitor the parking brake function of the braking system for proper functioning and to generate an emergency actuation signal in the event of a critical error. In one variant, the control module can also be designed as a switch. As a higher-level functional unit, the control module is intended to control and / or monitor the parking brake function and / or the emergency brake function. In a preferred embodiment of the invention, the at least one control unit is configured to monitor the braking system for proper functioning,and, preferably, in the event of a critical error, to generate an emergency actuation signal. In normal operation, the control unit is also configured to control the braking system on the associated axle in its (fault-free) normal state, in particular the service braking function of the braking system. The higher-level control module and / or the control units are preferably configured to monitor the connection status of the components of the braking system and / or various operating parameters such as capacitance and / or electrical voltage, in particular independently of other systems. A critical error is understood here to be an operating state which, if ignored, could no longer ensure the final application of the electromechanical brakes.for example, due to insufficient charge in the energy storage devices or damaged cables. In a preferred embodiment of the invention, the higher-level control module is integrated into a parking brake control unit for the parking brake function, or is configured to be controlled externally. In a preferred embodiment of the invention, the braking system comprises a locking mechanism having a locking and a release position and configured to hold the electromechanical brakes in the locking position after a desired clamping force has been reached or when a critical amount of energy in the electrical energy storage subsystem has been undershot. In the locking position, the braking mechanism within the electromechanical brakes is blocked, so that the brakes can no longer be released. In the release position, however, the brakes can be actuated.and the use of the service brake function is possible. In a preferred embodiment of the invention, the electromechanical brakes each have an electrical control module and a motor control unit. In a preferred embodiment of the invention, the respective electrical control module is configured to receive the emergency actuation signal, and the motor control unit is configured to convert the emergency actuation signal (converted by the respective electrical control module) into a mechanical movement within the electromechanical brake using the reserve charge, which generates a clamping force acting on the respective wheel. The electrical control module of the electromechanical brake is preferably configured to control the braking force of the brake in communication with the higher-level control module and / or the control units. The motor control unit controls the motor of the electromechanical brake,It supplies it with three-phase current, controls the speed, and the like. The electrical control unit of the electromechanical brake communicates with system components outside the electromechanical brake. The motor control unit and the electrical control unit of the electromechanical brake can be structurally combined. In a preferred embodiment of the invention, the electrical control modules of the electromechanical brakes are configured to execute the emergency braking function upon detection of a critical system condition. A critical system condition is understood here to mean a condition in which a failure of the energy storage device assigned to the electromechanical brake or the energy storage device assigned to the respective axle,a failure of the electrical control module and / or the motor control unit of an electromechanical brake or a wheel failure is imminent or occurs. The electromechanical brakes communicate with each other or via the higher-level control module or the control units of the brake control subsystem. The invention described above has been described above in a first aspect. In a further aspect, the invention relates to a vehicle, in particular a commercial vehicle, with an on-board electrical system and a braking system connected to the on-board electrical system. The invention achieves the object described above in such a vehicle in that the braking system is designed according to one of the preferred embodiments described above. The vehicle has, in particular, a braking control system which has one or more control units,which are designed as separate control units or are integrated in hardware or software. The brake control system comprises, in particular, a service brake and a parking brake control unit. In preferred embodiments, the vehicle has a higher-level vehicle control system that is signal-conductingly connected to the control units or modules and configured to send the control commands, or into which the aforementioned control units or modules are integrated. Furthermore, in preferred embodiments, commands for executing the parking brake function, service brake function, and / or emergency brake function can be generated by a driver or a (semi-)autonomous vehicle control system, also called a "virtual driver." In the second aspect, the invention incorporates the same advantages as the braking system according to the first aspect. The preferred embodiments of the first aspect are simultaneously preferred embodiments of the second aspect, and vice versa.so that, to avoid repetition, reference is made to the above statements. In a further aspect, the invention relates to a method for controlling a braking system of a vehicle, in particular a commercial vehicle. The invention achieves the object described above with such a method, in particular using a braking system according to one of the preferred embodiments described above. The method according to the invention comprises, in particular, the following steps: - controlling a plurality of electromechanical brakes such that application processes are carried out to exercise a parking brake function, a service brake function, and / or an emergency brake function,and - storing a reserve charge for at least one final application process for exercising the emergency braking function in the braking system in a dedicated energy storage subsystem of the braking system. The method utilizes the same advantages as the braking system of the first aspect and the vehicle of the second aspect. The preferred embodiments of the first two aspects are also preferred embodiments of the method, and vice versa, so that in this regard, reference is again made to the above explanations to avoid repetition. In a preferred embodiment of the method according to the invention, the application process for exercising the emergency braking function is carried out using the reserve charge. In a further preferred embodiment of the method according to the invention, the method according to the invention further comprises one, several, or all of the following steps: - Providing, in addition to the reserve charge,additional electrical energy for the service brake function and / or for other auxiliary consumers; - sending signals to actuate the electromechanical brakes, in particular by means of the brake control subsystem; - monitoring the parking brake function of the braking system for proper functioning and generating an emergency actuation signal in the event of a critical error, in particular by the higher-level control module; - monitoring the braking system for proper functioning and generating an emergency actuation signal in the event of a critical error, in particular by the at least one control unit; - controlling the higher-level control module externally; - holding the electromechanical brakes (5) in the locked position after a desired clamping force has been reached or when the energy level in the electrical energy storage subsystem (9) falls below a critical level,in particular by means of the locking mechanism; - receiving the emergency actuation signal by the respective electrical control module and converting the emergency actuation signal into a mechanical movement within the electromechanical brake by means of the reserve charge, in particular by means of the engine control unit; - executing the emergency braking function by the electrical control modules of the electromechanical brakes. The invention is described in more detail below with reference to the attached figures using preferred embodiments: Fig. 1 shows a schematic representation of the braking system according to a first preferred embodiment. Fig. 2 shows a schematic representation of the braking system according to a second preferred embodiment. Fig. 3 shows a schematic representation of the vehicle having the braking system according to the second preferred embodiment. As explained in more detail below,The braking system shown in Fig. 2 is a further development of the exemplary embodiment shown in Fig. 1. This braking system is both a variant of the exemplary embodiment shown in Fig. 1 and an independent exemplary embodiment. Elements with the same structure and / or the same function are therefore provided with the same reference numerals in the figures. This also applies to the exemplary embodiment shown in Fig. 3, which is a further development of the exemplary embodiment shown in Fig. 2. Fig. 1 shows a braking system 1 for a vehicle 100.in particular for a commercial vehicle. The braking system comprises a plurality of electromechanical brakes 5 for braking the vehicle 100. The braking system 1 further comprises a dedicated electrical energy storage subsystem 9. In the exemplary embodiment shown in Fig. 1, the energy storage subsystem 9 comprises an electrical energy storage device 9a for each of the two axles 11 of the vehicle 100. Furthermore, the braking system 1 in the exemplary embodiment comprises a brake control subsystem 13, which has a higher-level control module 13a and a control unit 13b for each axle 11 of the vehicle 100. The higher-level control module 13a is integrated into a parking brake control unit 15 for the parking brake function B, Pintegrated. In the exemplary embodiment, the electromechanical brakes 5 each have an electrical control module 13c, an electrical energy storage device 9b, a motor control unit 19, an electric motor 21, a locking mechanism 17, and a brake caliper 23. The axles 11 also have two wheels 27 in the exemplary embodiment. The braking system 1 also has a service brake control element 29, such as a brake switch or a brake pedal, for the service brake function BB. The higher-level control module 13a has communication connections to the control units 13b and the electrical control modules 13c. In addition, the brake control subsystem 13 has a communication connection between the control units 13b among themselves, communication connections between the control units 13b and the electrical control modules 13c, and between the service brake control unit 29 for the service brake function B. Band the control units 13b and between the parking brake control unit 15 for the parking brake function B P and the control units 13b. The energy storage subsystem 9 has energy or charge transfer lines between the electrical energy storage devices 9a and the electrical energy storage devices 9b of the electromechanical brakes 5. In addition, the electrical energy storage devices 9a have energy or charge transfer lines to the control units 13b and the higher-level control module 13a. As can be seen in Fig. 1, the energy storage subsystem 9 also has energy or charge-carrying lines that are supplied from outside the braking system 1 and are connected to the electrical energy storage devices 9a. These lines can optionally also be combined in a wiring harness (not shown in this exemplary embodiment). During operation of the braking system 1, the electromechanical brakes 5 are each configured to generate a braking force FB to one of the wheels 27. In the event of a critical error, detected by the higher-level control module 13a, the braking system 1 is configured to generate an emergency actuation signal SN, which is sent to the control units 13b and to the electrical control modules 13c of the electromechanical brakes 5. Subsequently, the reserve charge q R The energy storage device 9b of the electromechanical brakes 5 is used for a final application process to execute the emergency braking function BN. Similarly, in the event of a critical error, an emergency actuation signal S N generated by an electrical control module 13b and sent to the higher-level control module 13a and to the electrical control modules 13c of the electromechanical brakes 5. Subsequently, the reserve charge q Rthe energy storage unit 9b of the electromechanical brakes 5 is used for a final application process to execute the emergency braking function BN. Upon detection of a critical system state by an electrical control module 13c within an electromechanical brake 5, in which a failure of the energy storage unit 9b assigned to the electromechanical brake 5 or the energy storage unit 9a assigned to the respective axle 11, a failure of the electrical control module 13c and / or the motor control unit 19 of an electromechanical brake 5, or a wheel failure is imminent or occurs, the emergency braking function B NThe electromechanical brakes 5 communicate with each other or via the higher-level control module 13a or the control units 13b of the brake control subsystem 13. The embodiment shown in Fig. 2 shows a braking system 1 with an energy storage subsystem 9, which has a higher-level energy storage 9c with energy or charge-carrying lines to the electrical control modules 13c of the electromechanical brakes 5 and an energy or charge-carrying line to the higher-level control module 13a. The energy storage 9b shown in Fig. 1 within the electromechanical brakes 5 are not present in the embodiment shown in Fig. 2. Furthermore, the energy storage subsystem 9 here has energy or charge-carrying connections between the energy storage 9a and the electrical control modules 13c of the electromechanical brakes 5 at the respective axles 11.In addition, the energy storage subsystem 9 has an additional line carrying energy or charge to the higher-level energy storage device 9c, which is supplied to the braking system 1 from the outside. Fig. 3 shows an exemplary embodiment with a vehicle 100 with an on-board electrical system 200 and a braking system 1 connected to the on-board electrical system 200, which is designed according to Fig. 2, wherein the on-board electrical system 200 is connected to the energy storage devices 9a and 9c via lines carrying energy or charge. Fig. 3 also shows a vehicle control system 201, which is configured to transmit control commands 300 to the braking control subsystem 13, in particular to the control module 13a, the control units 13b and / or the control modules 13c. As an alternative to the vehicle control system 201, a (semi-)autonomous vehicle control system 203 or a driver 205 is capable of sending the control commands. It should be understood, however, that the vehicle 100 may have each of the features shown in Fig.1 and Fig.2. Furthermore, the schematic representations are not limited to these. Rather, the representations are intended merely to show examples from a multitude of possible combinations of the components of the braking system, in particular the energy storage devices, as defined in the following claims.List of reference symbols (part of the description): 1 Braking system 5 Electromechanical brakes 9 Energy storage subsystem 9a Electrical energy storage, vehicle axle 9b Electrical energy storage, brake 9c Higher-level electrical energy storage 11 Axle (of the vehicle) 11a Front axle (of the vehicle) 11b Rear axle (of the vehicle) 13 Brake control subsystem 13a Higher-level control module of the brake control subsystem 13b Control unit of the brake control subsystem 13c Electrical control module, brake 15 Parking brake control unit 17 Locking mechanism 19 Engine control unit 21 Electric motor 23 Brake calliper 27 Wheel 29 Service brake control element 100 Vehicle 200 On-board network 201 Vehicle control system 203 (partially) autonomous vehicle control system 205 Driver 300 Control command B. P Parking brake function B B Service brake function BN Emergency brake function FB Braking force M S Locking position of the locking mechanism MF Release position of the locking mechanism qR Reserve charge

Claims

Claims:

1. Braking system (1) for a vehicle (100), in particular for a commercial vehicle, with a plurality of electromechanical brakes (5) for braking the vehicle (100), which is designed to control the electromechanical brakes (5) in such a way that application processes for exerting a parking brake function (B P ), a service brake function (B B ) and an emergency braking function (BN) are carried out by the system, characterized in that the braking system (1) has a dedicated electrical energy storage subsystem (9) for the braking system (1), which is designed to be connected to an on-board network (200) of the vehicle (100) and which is designed to store a reserve charge (q R ) for at least one final application process to exercise the emergency braking function (B N) in the braking system (1).

2. Braking system according to claim 1, characterized in that the energy storage subsystem (9) has one or more electrical energy stores (9a, 9b, 9c), each of which partially or completely stores the reserve charge (q R ).

3. Braking system (1) according to claim 2, characterized in that at least one electrical energy store (9a) is assigned to a front axle (11a) and / or a rear axle (11b), more preferably to each axle (11), of the vehicle (100).

4. Braking system according to claim 2 or 3, characterized in that at least one, several or all of the electromechanical brakes (5) are assigned an electrical energy store (9b), and are preferably integrated into the electromechanical brake (5).

5. Braking system according to one of claims 2 to 4, characterized in that the energy storage subsystem (9) has at least one higher-level electrical energy store (9c).

6. Braking system (1) according to one of the preceding claims, characterized in that the energy storage subsystem (9) is designed to, in addition to the reserve charge (q R ) to provide additional electrical energy for the service brake function and / or for other auxiliary consumers.

7. Braking system (1) according to one of claims 1 to 3, characterized in that the braking system (1) has a brake control subsystem (13) which has a higher-level control module (13a) and at least one control unit (13b) for each axle (11) of the vehicle (100), and the brake control subsystem (13) is designed to send signals (S) for actuating the electromechanical brakes (5) to them.

8. Braking system (1) according to claim 7, characterized in that the higher-level control module (13a) is designed to control the parking brake function (B P) of the braking system (1) for proper functioning and to generate an emergency actuation signal (SN) in the event of a critical error.

9. Braking system (1) according to claim 7 or 8, characterized in that the at least one control unit (13b) is designed to monitor the braking system for proper functioning and to generate the emergency actuation signal (S N ) to generate.

10. Braking system (1) according to one of claims 7 to 9, characterized in that the higher-level control module (13a) is integrated into a parking brake control unit (15) for the parking brake function (B P ) is integrated, or is designed to be controlled externally.

11. Braking system (1) according to one of the preceding claims, characterized in that the braking system (1) has a locking mechanism (17) which has a locking position (MS) and a release position (MF) and is designed to release the electromechanical brakes (5) after reachinga desired clamping force or when the energy quantity in the electrical energy storage subsystem (9) falls below a critical level.

12. Braking system (1) according to one of the preceding claims, characterized in that the electromechanical brakes (5) each have an electrical control module (13c) and a motor control unit (19).

13. Braking system (1) according to claim 12, characterized in that the respective electrical control module (13c) is configured to receive the emergency actuation signal (SN), and the motor control unit (19) is configured to convert the emergency actuation signal (SN) into a mechanical movement within the electromechanical brake (5) by means of the reserve charge (qR), by means of which a clamping force acting on the respective wheel is generated. 14.Braking system (1) according to claim 12 or 13, characterized in that the electrical control modules (13c) of the electromechanical brakes (5) are designed to activate the emergency braking function (B. N ) to be carried out.

15. A vehicle (100), in particular a commercial vehicle, with an on-board electrical system (200), and a braking system (1) connected to the on-board electrical system (200), characterized in that the braking system (1) is designed according to one of the preceding claims.

16. A method for controlling a braking system (1) of a vehicle (100), in particular a commercial vehicle, further in particular a braking system (1) according to one of claims 1 to 14, the method comprising: - controlling a plurality of electromechanical brakes (5) such that application processes for exercising a parking brake function (BP), a service brake function (BB) and / or an emergency brake function (BN) are carried out, and - storing a reserve charge (qR) for at least one last application process for exercising the emergency braking function (BN) in the braking system (1) in a dedicated energy storage subsystem (9) of the braking system (1).

17. Method according to claim 15, characterized in that the application process for exercising the emergency braking function (B N ) using the reserve charge (q R ) is carried out.

18. Method according to claim 16 or 17, comprising one, several or all of the following steps: - Providing, in addition to the reserve charge (qR), additional electrical energy for the service brake function (BB) and / or for other auxiliary consumers; - Sending signals (S) to the electromechanical brakes (5) for actuating them; - Monitoring the parking brake function (B P ) of the braking system (1) for proper functioning and generating an emergency actuation signal (S N) in the event of a critical; - monitoring the braking system for proper operation and generating an emergency actuation signal (S N ) in the event of a critical error; - controlling the higher-level control module (13a) externally; - holding the electromechanical brakes (5) in the locked position after reaching a desired clamping force or when a critical amount of energy in the electrical energy storage subsystem (9) is undershot; - receiving the emergency actuation signal (SN) and implementing the emergency actuation signal (S N ) into a mechanical movement within the electromechanical brake (5), by means of the reserve charge (q R ); - Execution of the emergency braking function (BN).

Images