Method for generating target values, method for controlling actuators, and controller

Abstract

The present invention relates to a method for generating target values ​​for the position of the actuators of the brakes of the wheels of a motor vehicle, whereby values ​​of another wheel are used to determine correction values ​​by which to correct the starting value, so that a force sensor system at the wheel can be dispensed with.The present invention further relates to an associated method for controlling the actuators of the brakes of the wheels of a motor vehicle and an associated control device.

Description

[Technical Field]

[0001] The present invention relates to a method for generating a target position value for an actuator of a wheel brake of an automobile. The present invention further relates to a related method for controlling the actuator and a related control device. [Background technology]

[0002] Wheel brakes are typically used to decelerate a vehicle as intended. To date, this type of wheel brake is primarily hydraulically driven, but electro-hydraulic or electromechanical electrically actuated brakes are envisioned for the future. Typically, an actuator capable of applying an actuation force is used to activate the brake, regardless of the type of actuation. Depending on the position of the actuator, stronger or weaker braking, or no braking at all, is applied. Therefore, typically, an appropriate target value is specified with respect to the position to correspond to the desired braking effect. [Overview of the Initiative] [Problems that the invention aims to solve]

[0003] An object of the present invention is to provide a method for generating a target position value for an actuator of a wheel brake of an automobile, which is designed as an alternative to or better than known designs. A further object of the present invention is to provide related methods and related control devices for controlling the actuator. [Means for solving the problem]

[0004] According to the present invention, this is achieved by methods and control devices according to each independent claim. Advantageous improvements may be found, for example, in each dependent claim. The content of the claims is incorporated herein by express reference.

[0005] The present invention relates to a method for generating a target value for the position of an actuator of a brake on an automobile wheel.

[0006] This method, - A step of determining the starting value based on the brake request, - A step of determining a correction value based on at least the wheel speed of the wheel, the wheel speed of another wheel, and the slip scaling coefficient, - A step of correcting the starting value using a correction value and Includes.

[0007] Using such a method minimizes the effort required to determine the target values. It is sufficient to determine the speeds of two wheels. The slip scaling coefficient can be variable or fixed, thereby creating the desired relationship between the wheel and the other wheel. In particular, the control mechanism of the other wheel may take over some of the control tasks related to the wheel, allowing for the omission of force sensors, especially for that wheel. This saves effort without compromising safety or comfort.

[0008] Automobiles, especially passenger cars and light commercial vehicles, have, for example, four wheels. While this method can be used with such vehicles, it can also be used with other vehicles, such as single-track vehicles typically having only two wheels, or vehicles having five or more wheels. The only determining factors are the presence of a wheel whose target value should be determined as described herein with respect to the brake actuator, and the presence of another wheel whose wheel speed is known.

[0009] The starting value can be corrected, specifically by addition, subtraction, or other arithmetic operations, where the resulting value is typically the target value. This target value can then be used for brake control.

[0010] In particular, the correction value can also be determined based on the vehicle speed of the automobile. This specifically means that the correction value may be included in the calculations described above or any other calculations. Specifically, the vehicle speed can be used to calculate the target wheel speed, and the target wheel speed can also be included in the determination of the correction value.

[0011] In particular, to calculate the correction value, a target wheel speed can be calculated for a wheel, and at the target wheel speed, the wheel has a slip that scales with the slip of another wheel, corresponding to a slip scaling coefficient. This allows the slip scaling coefficient to be used to specify how the wheel speed of that wheel behaves in comparison to the wheel speed of another wheel during braking. The correction value can then be determined accordingly.

[0012] The correction value can be determined, in particular, based on the difference between the target wheel speed and the actual wheel speed. As a result, such a difference may lead to a correction value that attempts to compensate for this difference. Specifically, the correction value can be calculated to minimize or eliminate the magnitude of this difference.

[0013] The target wheel speed can be calculated, in particular, as follows, when a value related to the vehicle speed is available: (1 - slip scaling factor) × vehicle speed + slip scaling factor × wheel speed of another wheel

[0014] This has proven to be a simple method for calculating a target wheel speed, which will result in the wheel having a desired slip or a desired slip relationship with respect to another wheel.

[0015] When there is no value for vehicle speed, the target wheel speed can be calculated as follows: Slip scaling factor × Wheel speed of another wheel + Offset

[0016] This means that the method can be applied even when, for example, no value exists for vehicle speed because it cannot be reasonably calculated. In particular, the offset can be appropriately selected to produce the desired effect over the widest possible range of motion.

[0017] In particular, the correction value can be reduced to zero based on its current value after it can no longer be determined. This may be a response to the fact that the value of the correction value can no longer be determined because, for example, one or more data items necessary for determining the value of the correction value have become unavailable. The data that becomes unavailable may be, for example, vehicle speed or the rotation speed of another wheel. Reducing it to zero prevents the correction value from making unnecessary interventions in braking operations that are unrelated to the current situation. In particular, the reduction procedure described above can be used for wheel-specific braking interventions, such as when another wheel is subjected to significantly different braking than the wheel in question.

[0018] The reduction can be carried out linearly or according to a predetermined slope. Such a linear reduction or slope can be specified as a function of time. This allows the correction value to be stably set to zero, which prevents sudden changes in braking behavior and the resulting safety or comfort issues.

[0019] In particular, the force acting on another wheel can be controlled based on a measurement of the force acting on that other wheel. In this case, the force acting on the other wheel can be measured, in particular, by a force sensor.

[0020] The acting force may be a clamping force in particular when the brake is a disc brake, and a diffusion force in particular when the brake is a drum brake. Advantageously, no measurement of the acting force on the wheel is used. Therefore, advantageously, it is possible to omit the acquisition of such measurements and associated sensors. Accordingly, a brake controlled by the method described herein advantageously does not have an acting force sensor and / or any other force sensor.

[0021] In particular, during the correction process, the correction value can be added to or subtracted from the starting value. This corresponds to a simple procedure. Basically, other calculation rules are also possible.

[0022] In particular, the starting value can be determined from the brake request using a predefined table or function. In this case, the brake request typically specifies a value that correlates with the desired braking effect. Here, the starting value can be determined using a table or function. The table or function may be based on measurement and / or calculation. In the case of a table, a specific starting value can be stored, particularly for multiple discrete values ​​of the brake request. A function can be formulated, in particular, as a mathematical formula.

[0023] In the absence of a specific braking request, the starting value can be set to a predefined standby value. In particular, this standby value may be one that guarantees no braking effect is generated.

[0024] In one advantageous embodiment, after one or more correction values ​​have been determined, a scaling factor is calculated based on at least one correction value and at least one starting value. The table or function can be scaled, in particular, using the scaling factor. This allows the table or function to be scaled after the correction values ​​have been determined, so that in subsequent braking requests, the required correction is reduced by the correction value. In particular, in this case, the scaling factor can be calculated such that the sum of the starting value and the correction value is equal to the product of the scaling factor and the starting value. However, other calculation rules can also be used.

[0025] In particular, the wheel and the other wheel can be associated with different axles. This means, for example, that force sensors for axles, especially the rear axle, can be omitted. The wheel may be a rear wheel in particular, and the other wheel may be a front wheel in particular. However, other embodiments, especially the reverse, are also possible. In particular, the wheel and the other wheel may be on the same side. In particular, this may mean that both wheels, i.e., the wheel and the other wheel, are on the same side of the multitrack vehicle, for example, the left or the right side.

[0026] The actuator may be an electromechanical actuator. This type of actuator is usually driven directly by an electric motor, typically located near the wheel. In particular, the actuator may be a brake actuator. However, this method can also be used with hydraulic or electro-hydraulic brakes, or a combination thereof. In this case, in particular, pressure can be measured on one axle, which generates a target wheel speed value for the other axle or brake. The brakes controlled by the method described herein are typically of an electromechanical or electro-hydraulic design. Another brake, typically assigned to the other wheel, may also be an electromechanical or electro-hydraulic brake, or, for example, a hydraulic brake.

[0027] The present invention further relates to a method for controlling the actuator of a brake on an automobile wheel.

[0028] This method, - A step of generating a target value for the position of the actuator by the method described herein (for the method, refer to all embodiments and variations described herein), - A step of determining the difference by subtracting the actual value of the actuator's position from the target value, - A step of determining the target rotational speed of the actuator based on the difference. Includes.

[0029] In particular, position controller functions related to the methods described herein can be implemented as a result. The target values ​​can already be seen here, and corrections using correction values ​​are included. The actual value of the actuator position can be determined, in particular, based on measurements by, for example, position sensors or angle sensors.

[0030] The present invention relates to a control device for the brakes of an automobile wheel, further configured to carry out the method described herein. For the method, refer to all embodiments and variations described herein. In particular, the control device may comprise a storage means and a processor means, the storage means containing program code, and the processor means carrying out the method according to the present invention during the execution of the program code. The present invention further relates to a non-volatile computer-readable storage medium in which program code is stored, wherein the processor carries out the method according to the present invention during the execution of the program code. For the method, refer to all embodiments and variations described herein.

[0031] In particular, the methods described herein can be used in power brake systems in which the brake pedal is disconnected from the brake system and the wheel brakes are implemented by brakes that are actuated in particular electromechanical manner. These brakes may be both disc brakes and drum brakes. Electromechanical disc brakes may preferably be designed so that the braking force is generated by an electric motor, a front-mounted gear mechanism, and a rotational / translational gear mechanism. The braking force, i.e., the force pressing the brake pads against the brake disc, then generates the corresponding braking torque at the wheel in question. Depending on the embodiment and control concept, the control process may be such that either a predetermined defined clamping force or a predetermined defined braking torque is set according to the requested deceleration request.

[0032] Electromechanically actuated drum brakes may preferably be designed such that a motor / transmission unit acts on an expansion module that presses the brake lining against the brake drum with an expansion force determined based on the required deceleration, thereby generating a corresponding braking torque. In this case as well, depending on the embodiment and control concept, the control process may be designed so that a defined expansion force or braking torque is set according to the required deceleration.

[0033] Furthermore, a configuration combining a hydraulic actuator and an electromechanical actuator is also considered, in which case the electromechanical brake actuator is preferably positioned on the rear axle.

[0034] To set the required braking force, diffusion force, or braking torque with the corresponding required precision, complex force sensors or braking torque sensors are sometimes used for each brake actuator. These can be omitted using the methods described herein.

[0035] Those skilled in the art will be able to understand further features and advantages from the exemplary embodiments described below with reference to the attached drawings. [Brief explanation of the drawing]

[0036] [Figure 1] This is a block diagram. [Figure 2] This is the graph of a function. [Figure 3] Here is a further block diagram. [Modes for carrying out the invention]

[0037] Figure 1 shows a block diagram of a method according to an exemplary embodiment of the present invention. Figure 1 shows an overall view, and Figure 3 shows a corresponding configuration when the method according to the present invention is operated.

[0038] Generally, the electromechanical wheel brake of the first axle, in this case preferably the front axle, is assumed to be operated in a known manner, i.e., in particular controlled by a force sensor or a similar device. In this case, the corresponding brake application force, spreading force, or braking torque is determined by a specific force sensor or torque sensor and adjusted or controlled according to the required deceleration demand. The block diagram shown in FIG. 1 shows the overall configuration of the electric brake actuator of the second axle (in this case preferably the rear axle). In particular, a motor speed control system (not shown in FIG. 1) is subordinate to the actuator control system, and the motor speed control system generates the target motor speed value or target rotational speed ω Mot , Soll as a target value and generates the motor target torque M Akt,Soll as an operating variable for the actuator. In the illustrated configuration, it is important that a controller structure is used that omits the use of a clamp force sensor or a brake torque sensor.

[0039] In FIG. 2, for better understanding of further considerations, the definition of the coordinate system under consideration here, and the relationship between the brake application force or actuating force F SP and the brake application movement amount X SP of the actuator are shown in the form of a characteristic curve. As an alternative to the brake application movement amount X SP (translational movement), the motor angle φ Akt or φ SP (rotational view) can also be considered. These two variables are clearly coordinated with each other, in particular by the transmission gears of the electromechanical drive train. In particular, the contact position X SP =0 is determined during the initialization routine and continuously corrected even when the brake is actuated. Since a clamp force sensor is not available, the determination of contact detection is based, in particular, on the consideration of the motor torque, taking into account the fact that the motor torque M Akt also increases as a result of the increase in force during the transition from free movement (driving at the clutch clearance) to frictional movement (application of the brake).

[0040] The basic idea of ​​the configuration shown in Figure 1 is that an electromechanical brake is operated by a clamping force or diffusion force control process, and a target value for the actuator position, determined from the relationship between the force or braking torque target value and the position corresponding to the required force, is corrected by a wheel speed control process. In a further embodiment, we consider here as an example the case of an electromechanically operated disc brake, in which the deceleration request is converted into the brake force to be applied. Transition to an electrically operated drum brake is also easily possible. Furthermore, we assume that the first axle is the front axle and the second axle is the rear axle.

[0041] A deceleration request, i.e., a defined brake application force or defined braking torque, is applied to the brake request F. SP,Soll When there is a request to apply brakes in the form of X, the actuator is moved from its resting position (idle position / standby position; see Figure 2) in the direction of brake application. If there is no request, or if an existing brake application request is reset again (target value = 0), the actuator transitions to or remains in a non-operating state, in which case a defined distance from the brake pads to the brake disc (clutch clearance) is set and maintained by the actuator, and therefore no residual braking torque exists. In this case, according to the configuration in Figure 1, the actuator position is the target position X Akt,Soll,Idle The selection parameter ModeSelect_1 is defined to set (ModeSelect_1=0). Therefore, in this case, X Akt,Soll =X Akt,Soll,Idle =X Standby The following holds true. When a deceleration request is made, ModeSelect_1 sets the starting value X with respect to the actuator position controller. Akt,Soll =X Akt,Soll,FCtrl It is defined so that it is determined (ModeSelect_1=1).

[0042] Herein, according to this exemplary embodiment of the present invention, it is proposed that during braking, the braking force of the first axle, which is force-controlled or braking torque-controlled, be related to the braking force of the second axle. This is done by wheel rotation speed or wheel speed. During braking, in particular when the function described herein is activated, the wheel speed controller appropriately sets the selection parameter ModeSelect_2 (ModeSelect_2=1), X Akt,Soll It operates as a correction controller to compensate for the error.

[0043] Target value V for wheel speed Rad,H_s,Soll (s=L in the case of the left, s=R in the case of the right) or target value ω related to wheel rotation speed Rad,H_s,Soll The wheel speed V of the front axle wheels on the same side. Rad,V_s or wheel rotation speed ω Rad,V_s (v Rad =R dyn ×ω Rad (In the following text, we will consider wheel speed as an example.) This target value V Rad,H_s,Soll This is wheel slip S between the (force-controlled) electromechanical brakes on the front axle and the (force-controlled) electromechanical brakes on the rear axle, both located on the same side. V_s It is proposed that the ratio between them be determined with respect to the wheel speed so that a defined ratio is established. Thus, the following equation holds: S H_s,Soll =λ S,Scale ×S V_s or S H_s,Soll =λ S,Scale ×((V Ref -V Rad,V_s ) / V Ref )

[0044] In this case, S basically represents slippage. V indicates wheel speed, the subscript V indicates forward, and H indicates backward.

[0045] parameter λ S,Scale (Here, 0 < λ S,Scale<1) specifically represents the required ratio of front wheel slip to rear wheel slip on the same side, and can be specified from the perspective of driving dynamics and driving stability, and can be adapted to each driving situation if necessary. This is particularly related to the slip scaling coefficient already mentioned above. The target value obtained with respect to wheel speed is given by the following equation: V Rad,H_s,Soll =(1-λ S,Scale )×V Ref +λ S,Scale ×V Rad,V_s

[0046] As an alternative, or an effective vehicle speed limit or vehicle speed limit V Ref If there is no or unavailable, the target value can also be calculated as follows: V Rad,H_s,Soll =λ S,Scale ×V Rad,V_s +V Rad,Offset

[0047] Here too, by appropriately defining the parameters, a defined ratio can be set between the wheel rotation speed of the front wheel and the wheel rotation speed of the rear wheel on the same side. In particular, for this purpose, offset V Rad,Offset You can specify this.

[0048] The parameters used to generate the target values ​​for wheel speed described herein can also be dynamically changed during wheel brake control. In this case, this is done depending on the requirements of the function that requires braking in particular.

[0049] The correction controllers shown in Figures 1 and 3 adjust the actuator position target value and start value X based on the deviation between the target value and the actual value of the wheel speed. Akt,Soll,FCtrl Correction value X for Akt,Korr This generates the target value X. In particular, this value is the target value X Akt,Soll,FCtrl They are added together additively, and as a result, relation X Akt =f(F SP Corrects inaccuracies or changes in the model regarding ). As a result, the target value X representing the input variable for the actuator position controller is corrected.Akt,Soll2 This is obtained. As for the structure of the compensation controller, a linear controller with proportional-integral (PI) behavior is used. However, basically other controllers can also be used. A differential component (PID) can also be added to the controller to improve the operating dynamics when the target value or actual value changes abruptly. In another embodiment (not shown here), the operating variable X of the compensation controller is Akt,Korr This may still be limited to minimum and maximum allowable values.

[0050] If there are wheel-specific brake intervention requirements that cannot or are difficult to express using the function f(X) shown in Figure 1, or if the wheel speed signal is in the low speed or near-stop range and has limited resolution, resulting in insufficient signal quality for detailed measurement of brake operation, setting ModeSelect_2=0 will deactivate the correction controller, leaving only force control active. The required correction actuator position X when deactivated. Akt,Korr (X Akt,Korr,null ), actuator position X Akt Accordingly, the value is reduced to 0 during further application of the wheel brakes. For this purpose, when the compensation controller is deactivated, the actuator position at this point is also typically stored (X Akt,null The correction reduction function shown in Figure 1 is activated, and the correction position X Akt,Korr Reduce X Akt When the value related to becomes smaller, the actuator position X Akt Correction position or correction value X until it reaches =0 Akt,Korr This is also reduced to a value of 0. This is the reduced correction value X in Figure 1. Akt,Korr,Reduce This is shown by [the source].

[0051] The basic characteristic curve shown in Figure 2 is determined by the correction value X determined by the correction controller during braking. Akt,Korr This can be adjusted using the characteristic curve correction parameter K. kThe following is used, and this characteristic curve correction parameter can also be called the scaling coefficient, and can be determined based on the correction value. Here, the following equation holds: X Akt,Soll,FCtrl +X Akt,Korr =K k ×X Akt,Soll,FCtrl

[0052] Defined minimum value X for the target position of the actuator Akt,Soll,FCtrl,min If >0 is considered, the following equation holds: K k =( X Akt,Soll,FCtrl +X Akt,Korr ) / X Akt,Soll,FCtrl

[0053] According to this formula, when the electromechanical brake is in operation and the correction controller is activated (ModeSelect_1=1), the characteristic curve correction parameter K is set in each controller loop. k This can be determined as described above. The value thus determined is preferably filtered again to smooth out fluctuations and interference excitations. The preferred filter to be used is one with little or limited memory. The simplest form of such a limited memory filter represents the determination of a moving average from the previous n values. Then the value K k,Filt This is obtained. If there is no deceleration request and the actuator position is within the clutch clearance, a new characteristic curve correction value is calculated after braking is complete. In this case, ModeSelect_1=0 and X Akt,Soll =X Akt,Soll,Idle =X Standby However, this holds true at the requested actuator position.

[0054] Next, the model or characteristic curve F SP =f(X Akt ) in particular the determined correction value K k,Filt If it is shifted by a specific value of 1.0, in particular Abs(1.0-K k,Filt This applies when )>ε holds, where ε represents the threshold. If this is true, the characteristic curve F SP =f(XAkt ) support point X Akt,i or the model parameters that depend on the position are particularly updated. When the characteristic curve is mapped using multiple interfaces, the following equation holds: X Akt,i = K k,Korrektur × X Akt,i

[0055] Here, the subscript i means the i-th interface of the characteristic curve (i = 1…n).

[0056] In the illustrated embodiment, the correction parameter K k,Filt from K k,Korrektur is proposed to be determined by the following relationship: K k,Korrektur = α × K k,Filt + (1 - α) × 1.0

[0057] In this case, the parameter α (0 < α < 1) determines the range in which the correction value determined during braking is taken into account. Here, when α = 0, there is no correction, and when α = 1, it can be said that the specified value for K k,Filt is adopted 100%. Here, when defining α, in particular, a compromise point between excellent adaptation dynamics and sufficiently good filtering and model stability can be found.

[0058] The above steps of the method according to the invention can be executed in the specified order. However, if technically feasible, these can also be executed in a different order. The method according to the invention can, in one of its embodiments, for example, be executed by a specific set of steps so that no further steps are executed. However, in principle, further steps, steps not mentioned, can also be executed.

[0059] For example, for ease of understanding, in the claims and the description of this specification, each feature may be described in combination, but it should be noted that these can also be used separately from each other. Those skilled in the art will also understand that such features can be combined independently of each other with other features or combinations of features.

[0060] The reference to the dependency relationship in the dependent claims can characterize the preferred combination of each feature, but does not exclude other combinations of features. While this application relates to the invention described in the claims, it also includes the following other aspects. 1. Target value of the position of the brake actuator on the car's wheels (X Akt,Soll2 A method for generating ) - Brake request (F SP,Soll Based on the starting value (X Akt,Soll ) and the step of determining - At least the wheel speed of the wheel (V Rad,H_s ), the wheel speed of another wheel (V Rad,V_s ), and slip scaling coefficient (λ S,Scale Correction value (X Akt,Korr ) and the step of determining - The aforementioned correction value (X Akt,Korr ) using the starting value (X Akt,Soll ) and a step to correct A method that includes this. 2. - The aforementioned correction value (X Akt,Korr ) is the vehicle speed (V Ref The method described in item 1 above, which is determined based on the above. 3. - The aforementioned correction value (X Akt,Korr To calculate the target wheel speed (V) for the wheel, Rad,H_s , Soll ) is calculated, and at the target wheel speed, the wheel is the slip scaling coefficient (λ S,Scale The method according to 1 or 2, wherein the slip corresponds to the slip of the other wheel scaled by ). 4. - The aforementioned correction value (X Akt,Korr ) is the target wheel speed (V Rad,H_s , Soll ) and actual wheel speed (V Rad,H_s The method described in 3 above, which is determined based on the difference between the above and the above. 5. - The aforementioned target wheel speed (V Rad,H_s , Soll ) is the aforementioned vehicle speed (V Ref When there is a value related to: (1 - slip scaling coefficient) × vehicle speed + slip scaling coefficient × wheel speed of the other wheel The method described in 3 or 4 above, which is calculated as follows. 6. - The aforementioned target wheel speed (V Rad,H_s , Soll ) is the aforementioned vehicle speed (V Ref When there is no value for ): Slip scaling coefficient × Wheel speed of the other wheel + Offset The method described in any one of the above 3 to 5, which is calculated as follows. 7. - The aforementioned correction value (X Akt,Korr The method described in any one of the above 1 to 6, wherein, after it becomes impossible to determine, the value is reduced to zero based on its current value. 8. - The method according to 7 above, wherein the reduction is carried out linearly or according to a predetermined slope. 9. - The operating force on the other wheel is controlled, in particular, based on a measurement of the operating force on the other wheel. and / or - The measured value of the operating force applied to the wheel is not used. The method described in any one of the above 1 to 8. 10. - During correction, the correction value (X Akt,Korr ) is the starting value (X Akt,Soll ) is added to the starting value (X Akt,Soll The method described in any one of the above 1 to 9, which is subtracted from ). 11. - The aforementioned starting value (X Akt,Soll ) is determined from the brake request using a predefined table or function, and / or - When there is no brake request, the start value is set to a predefined standby value (X Akt,Soll,Idle ) is set to The method described in any one of the above 1-10. 12. - Correction value (X Akt,Korr ) or multiple correction values ​​(X Akt,Korr After the ) is determined, at least one correction value (X Akt,Korr ) and at least one starting value (X Akt,Soll The scaling factor is calculated based on ), - The method according to 11, wherein the table or function is scaled using the scaling factor. 13. - The aforementioned wheel and the other wheel are associated with different axles. and / or - The aforementioned wheel is a rear wheel, and the other wheel is a front wheel. and / or - The aforementioned wheel and the other wheel are on the same side, The method described in any one of the above 1 to 12. 14. A method for controlling the actuator of the brakes on the wheels of an automobile, - The target value (X) of the actuator position by any one of the methods described in 1 to 13 above. Akt,Soll2 The steps to generate ) and - The actual value of the position of the actuator (X Akt The steps include determining the difference by subtracting ) from the target value, - Based on the above difference, the target rotational speed (ω Mot,Soll ) and the step of determining A method that includes this. 15. A control device for the brakes of an automobile wheel, configured to carry out the method described in 14 above. [Explanation of Symbols]

[0061] λ S,Scale Slip scaling coefficient V Ref Vehicle speed V Rad,V_s Actual wheel speed of another wheel V Rad,H_s , Soll Target wheel speed V Rad,H_s Actual wheel speed X Akt,Korr Correction value X Korr,reduce Reduced correction value ModeSelect_1 Selection Parameters ModeSelect_2 Selection Parameters F SP,Soll Brake request X Actuator position X Akt,Soll,FCtrl Starting value (when a brake request is made) X Akt,Soll,Idle Starting value (standby value) X Akt,Soll Starting value X Akt,Soll2 Target value ω Mot,Soll Target rotational speed X Akt Actuator X position F SP Actuation force

Claims

1. Target value of the position of the brake actuator on the car's wheels (X Ａｋｔ，Ｓｏｌｌ２ A method for generating ) and said method - Brake request (F ＳＰ，Ｓｏｌｌ ) based on the starting value (X Ａｋｔ，Ｓｏｌｌ ) and - At least the wheel speed of the wheel (V Ｒａｄ，Ｈ＿ｓ ), the wheel speed of another wheel (V Ｒａｄ，Ｖ＿ｓ ), and slip scaling coefficient (λ Ｓ，Ｓｃａｌｅ Based on the correction value (X Ａｋｔ，Ｋｏｒｒ ) and - Using the correction value (X Ａｋｔ，Ｋｏｒｒ ) to correct the starting value (X Ａｋｔ，Ｓｏｌｌ ) and Includes, The aforementioned wheel and the other wheel are associated with different axles. method.

2. - The aforementioned correction value (X Ａｋｔ，Ｋｏｒｒ ) is the vehicle speed (V Ｒｅｆ The method according to claim 1, which is determined based on the following.

3. - The aforementioned correction value (X Ａｋｔ，Ｋｏｒｒ To calculate the target wheel speed (V) for the wheel, Ｒａｄ，Ｈ＿ｓ , Ｓｏｌｌ ) is calculated, and at the target wheel speed, the wheel is the slip scaling coefficient (λ Ｓ，Ｓｃａｌｅ The method according to claim 1 or 2, wherein the slip corresponds to the slip of the other wheel scaled by ).

4. - The aforementioned correction value (X Ａｋｔ，Ｋｏｒｒ ) is the target wheel speed (V Ｒａｄ，Ｈ＿ｓ , Ｓｏｌｌ ) and actual wheel speed (V Ｒａｄ，Ｈ＿ｓ The method according to claim 3, which is determined based on the difference between the two.

5. - The aforementioned target wheel speed (V Ｒａｄ，Ｈ＿ｓ , Ｓｏｌｌ ) is the vehicle speed (V Ｒｅｆ When there is a value related to: (1 - slip scaling coefficient) × vehicle speed + slip scaling coefficient × wheel speed of the other wheel The method according to claim 3, which is calculated as follows.

6. - The aforementioned target wheel speed (V Ｒａｄ，Ｈ＿ｓ , Ｓｏｌｌ ) is the vehicle speed (V Ｒｅｆ When there is no value for ): Slip scaling coefficient × Wheel speed of the other wheel + Offset The method according to claim 3, which is calculated as follows.

7. - The aforementioned correction value (X Ａｋｔ，Ｋｏｒｒ The method according to claim 1 or 2, wherein, after it becomes impossible to determine, it is reduced to zero based on its current value.

8. - The method according to claim 7, wherein the reduction is carried out linearly or according to a predetermined slope.

9. - The operating force on the other wheel is controlled, in particular, based on the measured value of the operating force on the other wheel. and / or - The measured value of the operating force on the wheel is not used. The method according to claim 1 or 2.

10. - During correction, the correction value (X Ａｋｔ，Ｋｏｒｒ ) is the starting value (X Ａｋｔ，Ｓｏｌｌ ) is added to the starting value (X Ａｋｔ，Ｓｏｌｌ The method according to claim 1 or 2, wherein a value is subtracted from ).

11. - The aforementioned starting value (X Ａｋｔ，Ｓｏｌｌ ) is determined from the brake request using a predefined table or function, and / or - When there is no brake request, the start value is set to a predefined standby value (X Ａｋｔ，Ｓｏｌｌ，Ｉｄｌｅ ) is set to The method according to claim 1 or 2.

12. - Correction value (X Ａｋｔ，Ｋｏｒｒ ) or multiple correction values ​​(X Ａｋｔ，Ｋｏｒｒ After the ) is determined, at least one correction value (X Ａｋｔ，Ｋｏｒｒ ) and at least one starting value (X Ａｋｔ，Ｓｏｌｌ The scaling factor is calculated based on the following: - The method according to claim 11, wherein the table or function is scaled using the scaling factor.

13. - The wheel is a rear wheel, and the other wheel is a front wheel, and / or - The aforementioned wheel and the other wheel are on the same side, The method according to claim 1 or 2.

14. A method for controlling the actuator of the brakes on the wheels of an automobile, - The target value (X) of the actuator position by the method described in claim 1 or 2. Ａｋｔ，Ｓｏｌｌ２ The steps to generate ) and - Actual value of the position of the actuator (X Ａｋｔ The steps include determining the difference by subtracting the above target value from the above target value, - Based on the above difference, the target rotational speed of the actuator (ω Ｍｏｔ，Ｓｏｌｌ ) and A method that includes this.

15. A control device for the brakes of an automobile wheel, configured to carry out the method according to claim 14.

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