Control method and system for a braking system using B·B·W technology for distributing braking force for parking a vehicle

Abstract

1. A method (600) for controlling a braking system of a vehicle for braking force distribution to park the vehicle, comprising: - receiving, by a control system of a braking system for distribution of braking force for parking a vehicle, first information representative of a first working temperature of a first front axle of the vehicle (601); - receiving, by the system, second information representative of a second operating temperature of a second rear axle of the vehicle (602); receiving, by the system, second information representative of a second operating temperature of a second rear axle of the vehicle (603); - receiving, by the system, third information representative of the gradient of the vehicle (603); receiving, by the system, third information representative of the gradient of the vehicle (604); - receiving, by the system, fourth information representative of a coefficient of friction between the vehicle and the road (604); receiving, by the system, fourth information representative of a coefficient of friction between the vehicle and the road (606); - receiving, by the system, fifth information representative of the weight of the vehicle (605); receiving, by the system, fifth information representative of the weight of the vehicle (606); - By the system, and determining (606) a first target braking force to be applied to the first front axle of the vehicle and a second target braking force to be applied to the second rear axle of the vehicle to obtain parking based on first information representative of a first operating temperature of a first front axle of the vehicle, second information representative of a temperature of a second rear axle, third information representative of a gradient of the vehicle, fourth information representative of a coefficient of friction between the vehicle and a road surface, and fifth information representative of a weight of the vehicle.

Description

[Technical Field]

[0001] The present invention relates to a vehicle braking system, and more particularly to a control method and system for a braking system using BbW technology for distributing parking braking force of a vehicle. [Background technology]

[0002] Conventional brake systems using BbW ("Brake-by-Wire") technology, for example, achieve braking action from brake calipers on the wheels through centralized operation using an electro-hydraulic "master cylinder" actuator, and maintain parking force through the operation of an electric valve during parking maneuvers of a vehicle with a driver on board. However, their primary function is to regulate pressure in the event of wheel slippage during service braking.

[0003] In brake systems using BbW technology and independent axle structures (where one or more actuators are provided on each axle of the vehicle), if there are no electric valves and the pressure adjustment function during vehicle wheel slip is performed by an electrohydraulic or electromechanical system, the maintenance of the parking force is entrusted to the electrohydraulic or electromechanical actuator itself.

[0004] Therefore, in addition to performing the function of a vehicle's service brake, such electrohydraulic or electromechanical actuators can be used to park a vehicle in all cases where using the parking brake is undesirable for reasons of comfort or drivability.

[0005] In this regard, whether an electrohydraulic or electromechanical actuator can retain the force necessary to park a vehicle without damage, and its ability to do so, depends largely on the system operating temperature, i.e., the current temperature of the electric motor adapted to convert electrical energy into mechanical energy, and therefore the temperature adapted to operate the mechanism of the electrohydraulic or electromechanical actuator.

[0006] In fact, the current temperature of an electric motor affects its ability to perform the vehicle's parking force, and also affects the maximum time it can be held without causing internal damage to the electric motor.

[0007] For example, the current flowing inside an electric motor can cause its temperature to rise, potentially damaging the materials within the motor itself.

[0008] As an example, Figure 1 shows the dependence of the torque TQ that an electric motor can continuously provide without damage as a function of the system operating temperature TS, i.e., the internal temperature of the electric motor at the moment of torque application.

[0009] In brake systems with BbW technology and independent axle architecture (see, for example, Figure 1), the continuous force limits of the electric motors that actuate the electromechanical or electrohydraulic actuators and the possible braking force distribution on the independent axles for vehicle parking limit the maximum allowable vehicle tilt value for reliable vehicle parking function within the system operating temperature range, i.e., the current operating temperature of the electric motors adapted to the operation of each electrohydraulic or electromechanical actuator.

[0010] As another example, Figure 2 is a table comparing the maximum gradient of vehicles with independent axles for reliable parking, as a function of the system operating temperature, according to prior art.

[0011] The table in Figure 2 shows the following data from left to right:

[0012] - System operating temperature value TS in column 1;

[0013] - The allowable downhill gradient value PD and uphill gradient value PS of the vehicle's first parking space ST-1 by distributing braking force only to the vehicle's first axle FA (e.g., front axle) in columns 2 and 3;

[0014] - The allowable downhill gradient value PD and uphill gradient value PS of the vehicle's second parking space ST-2 by distributing braking force only to the vehicle's second rear axle RA (e.g., rear axle) in the fourth column and column row;

[0015] - The allowable downhill gradient value PD and uphill gradient value PD for the third parking lot ST-3 of the vehicle when braking force is distributed to the first axle FA and second rear axle RA (front axle and rear axle) of the vehicle in columns 6 and 7.

[0016] To further enhance the performance of braking systems, there is a strong need for a vehicle braking system using BbW technology that guarantees a braking force distribution for parking the vehicle, providing greater maneuverability at the vehicle's maximum parking gradient, within the operating temperature range of electric motors adapted to actuate each electrohydraulic or electromechanical actuator to apply braking to the vehicle. [Overview of the Initiative]

[0017] The object of the present invention is to devise and provide a method for controlling a brake system for distributing braking force for vehicle parking, which can at least partially avoid the drawbacks cited herein with reference to the prior art, and in particular ensure improved performance of the brake system by enhancing its operability with respect to the maximum allowable vehicle parking gradient within the operating temperature range of the brake system.

[0018] Such objectives are achieved by the method according to claim 1.

[0019] A further object of the present invention is to provide a system for controlling a braking system for distributing braking force for parking a vehicle.

[0020] Further advantageous embodiments are the subject of the dependent claims. [Brief explanation of the drawing]

[0021] Further features and advantages of the methods and systems according to the present invention will become apparent from the following description of preferred embodiments, given by illustrative and non-limiting examples with reference to the accompanying figures.

[0022] [Figure 1] Figure 1 shows, graphically, the dependence of the continuous torque that can be supplied by electric motors adapted to actuate each electrohydraulic or electromechanical actuator in a brake-by-wire braking system, as a function of the system operating temperature.

[0023] [Figure 2] Figure 2 shows a table comparing the maximum gradient of a vehicle with independent axles for parking, as a function of the system operating temperature, according to prior art.

[0024] [Figure 3] Figure 3 shows a first embodiment of a vehicle braking system architecture that employs a system for controlling a braking system for distributing braking force for parking a vehicle, according to the present invention.

[0025] [Figure 4] Figure 4 shows a second example of a vehicle braking system architecture that employs a system for controlling a braking system for distributing braking force for parking a vehicle according to the present invention.

[0026] [Figure 5] Figure 5 shows a third example of a vehicle braking system architecture that employs a system for controlling a braking system for distributing braking force for parking a vehicle according to the present invention.

[0027] [Figure 6] Figure 6 shows a fourth example of a vehicle braking system architecture that employs a system for controlling a braking system for distributing braking force for parking a vehicle according to the present invention.

[0028] [Figure 7] Figure 7 shows a block chart illustrating a system for controlling a braking system for distributing braking force to park a vehicle according to the present invention.

[0029] [Figure 8] Figure 8 shows a block chart illustrating a method for controlling a braking system for distributing braking force to park a vehicle according to the present invention.

[0030] [Figure 9] Figure 9 shows, in table form, the maximum gradient of a vehicle with independent axles for parking, as a function of the system operating temperature, according to the method and system of the present invention.

[0031] Note that equal or similar elements in the diagram are indicated by the same numerical or alphanumeric reference. [Modes for carrying out the invention]

[0032] Referring to the aforementioned figure, reference numeral 100 represents the entire system for controlling a braking system for distributing braking force for parking a vehicle, according to the present invention (hereinafter also referred to simply as the control system or the single system).

[0033] In this specification, “vehicle” means any commercial vehicle or motorcycle having two, three, four, or more wheels.

[0034] Furthermore, the term "brake system" refers to the entirety of all components (mechanical and / or electrical or electronic, as well as brake fluid) that contribute to the activation of the vehicle's service brake or parking brake.

[0035] Referring to Figures 3, 4, 5, and 6, Vehicle 1 is equipped with a first front axle FA to which the first front wheel W-A1 and the second front wheel W-A2 are connected.

[0036] For example, the first front wheel W-A1 is the left front wheel, and the second front wheel W-A2 is the right front wheel.

[0037] Furthermore, vehicle 1 is configured to include a second rear axle RA to which the first rear wheel W-R1 and the second rear wheel W-R2 are connected.

[0038] For example, the first rear wheel W-R1 is the left rear wheel, while the second rear wheel W-R2 is the right rear wheel.

[0039] Vehicle 1 is further equipped with a braking system 2.

[0040] The brake system 2 that can be used with system 100 is an architecture that has Brake-by-Wire (BbW) technology.

[0041] The braking system 2 includes at least one first actuator module 3 that is operatively connected to the first front axle FA.

[0042] The brake system 2 further comprises at least one second actuator module 4 that is operatively connected to the second rear axle RA.

[0043] Each actuator module consists of one or more actuators for each wheel on each axle, each including its own electric motor.

[0044] Each actuator, controlled by its respective electric motor, is adapted to execute brake commands based on the control received from its respective actuator control module.

[0045] Each actuator control module is, for example, a hardware module or software logic module within the main hardware module of a vehicle, such as a brake system.

[0046] Each actuator is either electromechanical or electrohydraulic.

[0047] In the embodiments shown in Figures 3 and 5, at least one first actuator module 3 operably connected to the first front axle FA is operably connected to both the first front wheel W-A1 and the second front wheel W-A2.

[0048] In this embodiment, at least one second actuator module 4 operably connected to the second rear axle RA is operably connected to both the first rear wheel W-R1 and the second rear wheel W-R2.

[0049] In further embodiments shown in Figures 4 and 6, the brake system 2 further comprises at least one additional first actuator module 3' operatively connected to the first front axle FA, in addition to at least one first actuator module 3 operatively connected to the first front axle FA.

[0050] At least one first actuator module 3 operably connected to the first front axle FA is operably connected to the first front wheel W-A1, and at least one further first actuator module 3' operably connected to the first front axle FA is operably connected to the second front wheel W-A2.

[0051] In this embodiment, the brake system 2 further comprises at least one additional second actuator module 4' operatively connected to the second rear axle RA, in addition to at least one second actuator module 4 operatively connected to the second rear axle RA.

[0052] At least one second actuator module 4 operably connected to the second rear axle RA is operably connected to the first rear wheel W-R1, and at least one additional second actuator module 4' operably connected to the second rear axle RA is operably connected to the second rear wheel W-A2.

[0053] Generally, returning to the brake system 2 in Figures 3, 4, 5, and 6, the brake system 2 further includes a system 100 that is operationally connected to the first actuator module 3 and the second actuator module 4.

[0054] In the embodiments shown in Figures 3 and 4, the braking system 2 comprises a first actuator module 3 and a first local control unit 10 operably connected to the system 100.

[0055] The first local control unit 10 is configured to control the first front axle FA.

[0056] Furthermore, in this embodiment, the brake system 2 includes a second local control unit 20 which is operably connected to the second rear axle RA and the system 100.

[0057] The second local control unit 20 is configured to control the second rear axle RA.

[0058] In the embodiment shown in Figure 3, the first local control unit 10 is configured to control at least one first actuator module 3, while the second local control unit 20 is configured to control at least one second actuator module 4.

[0059] In the embodiment shown in Figure 4, the first local control unit 10 is configured to control at least one first actuator module 3 and at least one further first actuator module 3', while the second local control unit 20 is configured to control at least one second actuator module 4 and at least one further second actuator module 4'.

[0060] Returning to the embodiments of Figures 3 and 4, which are generally local in that the control of the first front axle FA and the second rear axle RA is entrusted to the first local control unit 10 and the second local control unit 20, respectively, the system 100 is configured in the vehicle 1's electronic control unit (ECU) 5, which is operationally connected to the vehicle 1's braking system 2.

[0061] In a further embodiment shown in Figures 5 and 6, which is an alternative to that described with reference to Figures 3 and 4, the braking system 2 comprises a central control unit 6 operably connected to the first front axle FA and the second rear axle RA.

[0062] The central control unit 6 of the braking system 2 is configured to control the first front axle FA and the second rear axle RA.

[0063] In the embodiment shown in Figure 5, the central control unit 6 of the brake system 2 is operably connected to at least one first actuator module 3 operably connected to the first front axle FA and at least one second actuator module 4 operably connected to the second rear axle RA.

[0064] In the embodiment shown in Figure 6, the central control unit 6 of the brake system 2 is operatively connected to at least one first actuator module 3 operatively connected to the first front axle FA, and to at least one further first actuator module 3' operatively connected to the first front axle FA.

[0065] In this embodiment, the central control unit 6 of the brake system 2 is operatively connected to at least one second actuator module 4 operatively connected to the second rear axle RA, and to at least one further second actuator module 4' operatively connected to the second rear axle RA.

[0066] Generally, returning to the embodiments shown in Figures 5 and 6, the central control unit 6 of the brake system 2 is further operably connected to the electronic unit (ECU) 5 of the vehicle 1. In this embodiment, the control of the first front axle FA and the second rear axle RA is centralized by entrusting them to a central control unit 6, and the system 100 is configured as the central control unit 6 of the brake system 2.

[0067] System 100 will now be explained in more detail, with reference to Figure 7.

[0068] System 100 is configured to receive first information T-SF, which represents the first working temperature of the front axle FA of vehicle 1.

[0069] The first operating temperature of the first front axle FA of vehicle 1 is, for example, the temperature of an electric motor adapted to command one of the actuators present in at least one first actuator module 3 (and at least one further first actuator module 3', if present).

[0070] It should be noted that system 100 is configured to receive, as first information T-SF representing the first operating temperature of the first front axle FA of vehicle 1, the larger of the temperatures of the electric motors present in at least one first actuator module 3 (and at least one further first actuator module 3') when there are multiple actuators, each having an electric motor in at least one first actuator module 3.

[0071] In the embodiment shown by the dashed line in Figure 3, first information T-SF representing the first operating temperature of the first axle FA of the vehicle 1 is supplied to the system 100 by first temperature sensors ST1 provided on each electric motor of at least one first actuator module 3 (and at least one further first actuator module 3', if the presence of further temperature sensors is indicated by the same reference ST1).

[0072] In further embodiments, as an alternative to the preceding, the first information T-SF representing the first operating temperature of the first axle FA of the vehicle 1 is calculated from a software perspective as an estimation by the respective control logic (algorithm) that may be provided by the first local control unit 10 of the braking system 2 (if the architecture of the braking system 2 is as shown in Figures 3 and 4) or the central control unit 5 of the vehicle 1 (if the architecture of the braking system 2 is as shown in Figures 5 and 6).

[0073] In this embodiment, the first information T-SF, which represents the first working temperature of the first axle FA of the vehicle 1, is supplied to the system 100 as a software variable or as a signal via a communication channel in wired technology.

[0074] The system 100 is further configured to receive second information T-SR representing the second working temperature of the second rear axle RA of the vehicle 1.

[0075] The second operating temperature of the second rear axle RA of vehicle 1 is, for example, the temperature of an electric motor adapted to command one of the actuators present in at least one second actuator module 4 (and, if present, at least one further second actuator module 4').

[0076] It is worth noting that the system 100 is configured to receive, as second information T-SF representing the second operating temperature of the second front axle RA of the vehicle 1, the larger of the temperatures of the electric motors present in at least one second actuator module 4 (and at least one further second actuator module 4'), where multiple actuators each have their own electric motor.

[0077] In the embodiment shown by the dashed line in Figure 3, second information T-SR representing the second operating temperature of the second rear axle RA of the vehicle 1 is supplied to the system 100 by second temperature sensors ST2 provided on each electric motor of at least one second actuator module 4 (and at least one further second actuator module 4', where the presence of further temperature sensors, if present, is indicated by the same reference ST2).

[0078] In further embodiments, as an alternative to the preceding, the second information T-SR representing the second operating temperature of the second rear axle RA of the vehicle 1 is calculated, from a software perspective, as an estimation by the respective control logic (algorithms) that may be provided by the second local control unit 20 of the braking system 2 (if the architecture of the braking system 2 is as shown in Figures 3 and 4) or the central control unit 5 of the vehicle 1 (if the architecture of the braking system 2 is as shown in Figures 5 and 6).

[0079] In the latter embodiment, the second information T-SR, which represents the second working temperature of the second rear axle RA of the vehicle 1, is supplied to the system 100 as a software variable or as a signal via a communication channel in wired technology.

[0080] Returning to Figure 7, the system 100 is further configured to receive a third piece of information PZ representing the gradient of vehicle 1.

[0081] In this embodiment, as an alternative to the preceding one, the third piece of information PZ representing the gradient of the vehicle 1 is determined by either measurement or estimation by the respective control logic (algorithm) based on a portion of the information representing the acceleration of the vehicle 1 supplied by the vehicle's central control device 5 or an acceleration sensor SA (accelerometer) installed at the center of gravity of the vehicle 1.

[0082] From a software perspective, as an alternative embodiment to the preceding one, control logic adapted to determine a third piece of information PZ representing the gradient of vehicle 1 as a measured or estimated value based on information representing the acceleration of vehicle 1 is installed in the central control unit 6 of the brake system 2 (Figures 5 and 6).

[0083] As an alternative embodiment to the previous embodiment, from a software standpoint, such control logic is instead installed in the central control unit 5 of the vehicle 1 (Figures 3, 4, 5, or 6).

[0084] In the latter embodiment, the third piece of information PZ representing the gradient of the vehicle 1 is supplied to the system 100 as a software variable or as a signal via a communication channel in wired technology.

[0085] In a further embodiment, third information PZ representing the gradient of the vehicle 1 is supplied to the system 100 by each gradient sensor.

[0086] Returning to Figure 7, the system 100 is further configured to receive a fourth piece of information AD representing the coefficient of friction (grip) between the vehicle 1 (in particular, the wheel tires) and the road.

[0087] In this embodiment, the fourth piece of information AD, which represents the coefficient of friction between the vehicle 1 and the road and is supplied to the system 100, is calculated by the respective control logic (algorithm) as an estimate or calculation.

[0088] In this embodiment, such control logic resides in the central control unit 6 of the brake system 2 from a software perspective (Figures 3, 4, 5, and 6).

[0089] In further embodiments, such control logic resides in the first local control unit 10 and the second local control unit 20 of the brake system 2 from a software perspective (Figures 3 and 4).

[0090] In this embodiment, the fourth piece of information AD, which represents the coefficient of friction between the vehicle 1 and the road, is supplied to the system 100 as a software variable or as a signal via a communication channel using wired technology.

[0091] Returning to Figure 7, the system 100 is further configured to receive a fifth piece of information PV representing the weight of vehicle 1.

[0092] In one embodiment, the fifth piece of information PV representing the weight of the vehicle 1 is a fixed parameter, for example, the maximum vehicle weight 1.

[0093] In a further embodiment, the fifth piece of information PV representing the weight of the vehicle 1 is obtained, from a software perspective, as an estimate from the control logic present in the central control unit 6 of the brake system 2 (Figures 3, 4, 5, 6).

[0094] In a further embodiment, as an alternative to the preceding, a fifth piece of information PV representing the weight of the vehicle 1 is obtained in the first local control unit 10 and the second local control unit 20 of the brake system 2 as an estimate from the control logic present in terms of software (Figures 3 and 4).

[0095] System 100 is Based on the first information T-SF representing the first working temperature of the first front axle FA of vehicle 1, the second information T-SR representing the second working temperature of the second rear axle RA of vehicle 1, the third information PZ representing the gradient of vehicle 1, the fourth information AD representing the coefficient of friction between vehicle 1 and the road, and the fifth information PV representing the weight of vehicle 1, the first target braking force F1 to be applied to the first front axle FA of vehicle 1 in order to park the vehicle T And the second target braking force F2 to be applied to the second rear axle RAT It is configured to determine that.

[0096] More specifically, according to the embodiment shown in Figure 7, the system 100 comprises a first data processing module 210, a second data processing module 220, and a third data processing module 230.

[0097] The first data processing module 210 is configured to receive as input a third piece of information PZ representing the gradient of vehicle 1, a fourth piece of information AD representing the coefficient of friction between vehicle 1 and the road, and a fifth piece of information PV representing the weight of vehicle 1.

[0098] Furthermore, the first data processing module 210 is configured to receive additional vehicle parameters UPV as follows:

[0099] - g: Gravitational constant;

[0100] - LFA: The distance between the first front axle FA and the center of gravity of vehicle 1;

[0101] - LFB: Distance between the second rear axle RA and the center of gravity of vehicle 1;

[0102] - CH: The height of the vehicle's center of gravity.

[0103] The first data processing module 210 processes the third information PZ representing the gradient of vehicle 1, the fourth information AD representing the friction coefficient between vehicle 1 and the road, the fifth information PV representing the weight of vehicle 1, and further vehicle parameters UPV as a function of these parameters.

[0104] - When there is no wheel slip on the first front axle FA of vehicle 1, FW-F represents the maximum allowable ground contact force applied to the first front axle FA of vehicle 1;

[0105] - FW-R is the value representing the maximum allowable ground contact force of the second rear axle RA of vehicle 1 when there is no wheel slip on the second rear axle RA;

[0106] - FL-F is a value representing the longitudinal force applied to the first front axle FA of vehicle 1 in order to achieve parking.

[0107] - FL-R is the value representing the longitudinal force that should be applied to the second rear axle RA of vehicle 1 for parking;

[0108] - The first braking force distribution value DF1 applied to the first front axle FA;

[0109] - The second braking force distribution value DF2 applied to the second rear axle RA is configured to be determined.

[0110] More specifically, the first data processing module 210 is configured to apply the following mathematical relationships.

[0111] TIFF0007868042000001.tif72136

[0112] The first data processing module 210 is configured to assign a value FL-F, which represents the longitudinal force to be applied to the first front axle FA of the vehicle 1 in order to achieve parking, to a first value DF1 of the brake force distribution to be applied to the first front axle FA.

[0113] Furthermore, the first data processing module 210 is configured to assign a value FL-R, which represents the longitudinal force to be applied to the second rear axle RA of the vehicle 1 in order to achieve parking, to a second value DF2 of the braking force distribution to be applied to the second rear axle F2.

[0114] The second data processing module 220 is configured to receive as input first information T-SF, which represents the first working temperature of the first front axle FA of the vehicle 1, and second information T-SR, which represents the second working temperature of the second rear axle RA of the vehicle 1.

[0115] The second data processing module 220 is further configured to receive a first maximum operating temperature T-MF for the first front axle FA, which is permissible in the absence of damage / reduced service life, and a second maximum operating temperature T-MR for the second rear axle RA, which is permissible in the absence of damage / reduced service life.

[0116] It is worth noting that the first maximum allowable operating temperature T-MF for the first front axle FA, assuming no damage or reduction in service life, and the second maximum allowable operating temperature T-MR for the second rear axle RA, assuming no damage or reduction in service life, are parameters of the electric motors in the actuators of the first front axle FA and the second rear axle RA, respectively.

[0117] In this embodiment, such values ​​are stored in the central control unit 6 of the brake system 2 (Figures 3, 4, 5, and 6).

[0118] In further embodiments, as an alternative to the preceding, these values ​​are stored in the first local control unit 10 and the second local control unit 20 of the brake system 2 (Figures 3 and 4).

[0119] More details are as follows:

[0120] - The first maximum operating temperature value T-MF of the first front axle FA is the maximum operating temperature value that the electric motor adapted to command the actuator located within the first actuator module 3 is permitted to operate, provided there is no damage / reduction in service life;

[0121] - The second maximum operating temperature value T-MR of the second rear axle RA is the maximum temperature value permissible by the electric motor adapted to command the actuator present in the second actuator module 4, provided there is no damage / reduction in service life.

[0122] The second data processing module 220 is configured to determine a first maximum force value F-LM, which is applied by the first actuator module 3 adapted to command the first front axle FA, as a function of a first information piece T-SF representing the first working temperature of the first front axle FA of the vehicle 1 and a first maximum working temperature value T-MF of the first front axle FA that is permissible in the absence of damage / reduced service life:

[0123] F-LM=f(T-SF,T-MF)

[0124] Furthermore, the second data processing module 220 is configured to determine a second maximum force value R-LM, which is applied by the second actuator module 4 adapted to command the second rear axle RA, as a function of second information T-SR, which represents the second working temperature of the second rear axle RA of vehicle 1, and the value of the second maximum working temperature of the second front axle RA, T-MR, which is allowed if there is no failure / reduction in service life:

[0125] R-LM=f(T-SR,T-MR)

[0126] The application function from the second data processing module 220 is based on electric motor thermal modeling and is generally based on heat conduction, which is known in the art of the present invention.

[0127] Returning to Figure 5, in this embodiment, the third data processing module 230 is configured to receive from the second data processing module 220 a first braking force distribution value DF1 applied to the first front axle FA and a second braking force distribution value DF2 applied to the second rear axle RA.

[0128] Furthermore, in this embodiment, the third data processing module 230 is configured to receive from the second data processing module 220 a first maximum force value F-LM applied by the first actuator module 3 which is adapted to command the first front axle FA, and a second maximum value R-LM applied by the second actuator module 4 which is adapted to command the second rear axle RA.

[0129] The third data processing module 230 determines the first target braking force F1 applied to the first front axle FA of the vehicle 1 to achieve parking, as a function of the first braking force distribution value DF1 applied to the first front axle FA, the second braking force distribution value DF2 applied to the second rear axle RA, the first maximum force value F-LM applied by the first actuator module 3 adapted to command the first front axle FA, and the second maximum value R-LM applied by the second actuator module 4 adapted to command the second rear axle RA. T And, in order to park, a second target braking force F2 is applied to the second rear axle RA of vehicle 1. T It is structured to find and .

[0130] In particular, the third data processing module 230 of system 100 is configured to activate its respective operations in response to activation signals received from the respective control logic (algorithms) installed in vehicle 1 (for example, the central control unit 5 of vehicle 1, another data processing module present in system 100, or an additional data processing unit present in the vehicle).

[0131] It should be noted that the activation signal may be generated under specific conditions where the parking function needs to be activated, such as when the vehicle is stopped or when the driver's intention to park has been confirmed.

[0132] Furthermore, the third data processing module 230 of system 100 is configured to assign a high priority to calculating the respective braking forces to be applied for parking between the first front axle FA and the second rear axle RA.

[0133] More specifically, the third data processing module 230 is configured to determine a first difference magnitude F-GP, which represents the difference between a first braking force distribution value DF1 applied to the first front axle FA and a first maximum force distribution value F-LM applied by the first actuator module 3 adapted to command the first front axle FA.

[0134] F-GP=DF1-F-FM

[0135] Furthermore, the third data processing module 230 is configured to determine a second difference magnitude R-GP representing the difference between a second braking force distribution value DF2 applied to the second front axle R-A and a second maximum force distribution value R-LM applied by a second actuator module 4 adapted to command the second rear axle R-A.

[0136] R-GP = DF2 - R-LM

[0137] The third data processing module 230 is configured to assign a high priority to the axle having the lower of the first difference magnitude F-GP and the second difference magnitude R-GP, and a low priority to the other axle.

[0138] Therefore, the third data processing module 230 is configured to define a high priority magnitude (P1) and a low priority magnitude (P2).

[0139] When F-GP ≤ R-GP, DF P1 = DF1 LM P1 = F-LM DF P2 = DF2 LM P2 = R-LM.

[0140] When F-GP ≥ R-GP, DF P1 = DF2 LM P1 = R-LM DF P2 = DF1 LM P2 = F-LM.

[0141] Furthermore, the third data processing module 230 is configured to perform a first calculation of a first braking force value F1 applied to achieve parking of the axle with a higher priority. P1 of the first calculation.

[0142] The first braking force value F1 is applied to achieve parking on the axle of the vehicle with higher priority (vehicle 1). P1 (P1) is the braking force distribution value DF applied to the axle of the vehicle with higher priority 1. P1 The maximum force applied value LM is then applied by the actuator module, which is adapted to command the axle with higher priority. P1 It is obtained as the minimum between [values].

[0143] F1 P1 =min(DF P1 ,LM P1 )

[0144] Furthermore, the third data processing module 230 applies a first braking force value F2 to achieve parking of the lower priority axle. P2 It is configured to perform the first calculation of [the function].

[0145] High priority axle difference size GP P1 If (F-GP or R-GP) is ≤ 0:

[0146] - The first braking force value F2P2(P2) applied to achieve parking of the axle of the lower-priority vehicle 1 is determined as the minimum of the braking force distribution value DFP2 applied to the axle of the lower-priority vehicle 1 and the maximum force application value LMP2 applied by the actuator module adapted to command the lower-priority axle.

[0147] F2 P2 =min(DF P2 ,LM P2 ).

[0148] The difference in priority axles is significant GP P1 If (F-GP or R-GP) > 0:

[0149] - Differential GP for low-priority axles P2 (F-GP or R-GP) is the difference in size GPP1 calculated earlier for the high-priority axle, plus the difference in size GP calculated earlier. P2 It is obtained by adding this.

[0150] GP P2 = GP P2 + GP P1

[0151] - The first braking force value GP is applied to obtain the parking of the axle of vehicle 1, which has a lower priority. P2 (P2) represents the magnitude of the difference in priority axles GP P1 Braking force distribution value DF applied to the axle of vehicle 1, which has a lower priority. P2 The actuator module, adapted to command the lower-priority axle, applies the maximum force application value LM. P2 It is obtained as the minimum value between the two values.

[0152] F2 P2 =min((DF P2 +GP P1 ), LM P2 )

[0153] According to the embodiment, the third data processing module 230 applies a second braking force value F1' to achieve parking of the higher-priority axle. P1 It is configured to perform the second calculation.

[0154] More specifically, in this second calculation, a second braking force value F1' is applied to obtain parking on the axle of the vehicle with higher priority. P1 The difference in size of the high-priority axle is GP P1 The difference in size of the lower priority axle GP P2 The first braking force value F1 is applied to obtain the minimum absolute value and the parking on the axle of the vehicle with higher priority. P1 It is determined by the sum of the numbers.

[0155] F1' P1 =min(|GP P1 |,GP P2 )+F1 P1

[0156] The difference in size of the axle with the highest priority is GP P1 The difference size GP of the axle is ≥ 0 and / or has a lower priority.P2 If < 0, the third data processing module 230 determines the first braking force value F1 to be applied to obtain parking on the axle of the vehicle with higher priority. P1 The second braking force value F1' was calculated first. P1 It is configured to allocate to [the specified location].

[0157] Furthermore, the third data processing module 230 applies a first target braking force value F1 to the first front axle FA of the vehicle 1 to obtain parking. T It is configured to assign a second target braking force F2T to be applied to the second rear axle RA.

[0158] More specifically, if the difference magnitude F-GP of the first front axle FA is ≤ the difference magnitude R-GP of the second rear axle RA (and therefore the first front axle FA is the axle with higher priority), the third data processing module 230 determines the value of the first target braking force F1 applied to the first front axle FA of vehicle 1 to achieve parking. T The value of the second braking force to be added to obtain parking of the higher priority axle is F1'. P1 It will be configured to allocate.

[0159] If the magnitude of the difference between the first front axle FA F-GP > the magnitude of the difference between the second rear axle RA R-GP (and therefore the first front axle FA is the axle with lower priority), the third data processing module 230 assigns a first target braking force F1 to the first front axle FA of vehicle 1 to obtain parking. T The first braking force F2 should be applied to obtain parking of the lower priority axle. P2 This configuration provides the necessary support.

[0160] If the magnitude of the difference between the first front axle FA (F-GP) is greater than the magnitude of the difference between the second rear axle RA (R-GP) (and therefore the second rear axle RA is the axle with higher priority), the third data processing module 230 determines the second braking force value F1' to be applied to obtain parking. P1 The second target braking force F2 to be applied to the second front axle RA of vehicle 1 in order to park. TIt is configured to be attached to the axles of vehicles with high priority.

[0161] If the difference magnitude F-GP of the first front axle FA > the difference magnitude R-GP of the second rear axle RA (and therefore the second rear axle RA is the lower priority axle), the third data processing module 230 determines the second target braking force F2 that should be applied to the second rear axle RA of vehicle 1 to achieve parking. T The value of the first braking force F2 that should be applied to achieve parking on the axle with the lowest priority. P2 It is configured to allocate.

[0162] According to one embodiment, the third data processing module 230 is further configured to supply a portion of the information NF representing the unavailability of the parking function of the vehicle 1.

[0163] More specifically, the third data processing module 230 calculates the sum of the first braking force distribution value DF1 applied to the first front axle FA and the second braking force distribution value DF2 applied to the second rear axle RA as the first target braking force F1 applied to the first front axle FA of the vehicle 1 in order to achieve parking. T The second target braking force F2 is applied to the second rear axle RA. T It is structured to compare with the sum of [the numbers].

[0164] The sum of the first braking force distribution value DF1 applied to the first front axle FA and the second braking force distribution value DF2 applied to the second rear axle RA is the first target braking force F1 applied to the first front axle FA of vehicle 1 in order to park. T The second target braking force F2 applied to the second rear axle RA. T If the sum of the two is less than the sum of the two, the third data processing module 230 is configured to enable information NF indicating that the parking function of vehicle 1 is unavailable, for example, by setting such information to a logical value of 1 (unavailable function).

[0165] (DF1+DF2)<(F1t+F2t)→NF=1

[0166] The sum of the first braking force distribution value DF1 applied to the first front axle FA and the second braking force distribution DF2 applied to the second rear axle RA is the first target braking force F1 applied to the first front axle FA of vehicle 1 in order to park. T The second target braking force F2 is applied to the second rear axle RA. T If the sum of the two is greater than or equal to the value of the other, then, for example, by setting such information to a logical value of 0 (available function), the third data processing module 230 is configured to disable the information NF that indicates the vehicle 1 is unable to park.

[0167] (DF1+DF2)≧(F1t+F2t)→NF=0

[0168] According to various embodiments, the third data processing module 230 is configured to supply information NF, which indicates that the parking function of the vehicle 1 is unavailable, as a software variable or as a signal via a communication channel of wired technology, to the monitoring and control logic of the central control unit 6 of the parking function or braking system 2 or the central control unit 5 of the vehicle 1, or generally to a further data processing unit present on the vehicle that has a monitoring function for all the activities of the systems on the vehicle.

[0169] A method 600 for controlling a brake system for distributing braking force to park a vehicle will be described with reference to the aforementioned figures and the block chart in Figure 8.

[0170] Please note that the components and information described later, along with the explanation of the method, have already been mentioned with reference to Vehicle 1, Brake System 2, and System 100, and will not be repeated for the sake of brevity.

[0171] Method 600 includes a symbolic step for initiating ST.

[0172] Method 600 includes step 601 of receiving first information T-SF representing a first operating temperature of the first front axle FA of the vehicle 1 by a system 100 for controlling a braking system 2 for distributing braking force to park the vehicle 1.

[0173] The first working temperature of the first front axle FA of vehicle 1 has already been described above.

[0174] Method 600 further includes step 602 of receiving second information T-SR representing the second working temperature of the second rear axle RA of vehicle 1 by system 100.

[0175] The second working temperature of the second rear axle RA of vehicle 1 is as described above.

[0176] Method 600 further includes step 603 of receiving a third information piece PZ representing the gradient of vehicle 1 by system 100.

[0177] The third piece of information PZ, which represents the gradient of vehicle 1, is as described above.

[0178] Method 600 further includes step 604 of receiving fourth information AD by system 100, which represents the coefficient of friction (grip) between vehicle 1 (in particular, the wheels and tires) and the road.

[0179] The fourth piece of information, AD, which represents the coefficient of friction between vehicle 1 and the road, is as described above.

[0180] Method 600 further includes step 605 of receiving a fifth piece of information PV representing the weight of vehicle 1 by system 100.

[0181] Method 600 further involves system 100, The first information T-SF represents the first operating temperature of the first front axle FA of vehicle 1, The second information T-SR represents the second operating temperature of the second rear axle RA of vehicle 1, The third piece of information PZ represents the gradient of vehicle 1, A fourth piece of information AD represents the coefficient of friction between vehicle 1 and the road, Based on the fifth piece of information PV representing the weight of vehicle 1, A first target braking force F1 should be applied to the first front axle FA of vehicle 1 in order to achieve parking. TAnd the second target braking force F2 to be applied to the second rear axle RA T The process includes a step 606 to determine the following:

[0182] According to the embodiment shown by the dashed line in Figure 6, the determination step 606 includes receiving from the first data processing module 210 of the system 100 a third piece of information PZ representing the gradient of the vehicle 1, a fourth piece of information AD representing the coefficient of friction between the vehicle 1 and the road, and a fifth piece of information PV representing the weight of the vehicle 1.

[0183] According to this embodiment, the determination step 606 further includes a step 608 in which the first data processing module 210 receives further vehicle parameters UPV.

[0184] Such further vehicle parameters (UPV) are as explained earlier.

[0185] According to this embodiment, the determination step 606 is performed by the first data processing module 210 as a function of third information PZ representing the gradient of vehicle 1, fourth information AD representing the coefficient of friction between vehicle 1 and the road, fifth information PV representing the weight of vehicle 1, and further vehicle parameter UPV,

[0186] - FW-F represents the maximum allowable ground contact force of the first front axle FA of vehicle 1 when there is no wheel slip on the first front axle FA;

[0187] - FW-R is the value representing the maximum allowable ground contact force of the second rear axle RA of vehicle 1 when there is no wheel slip on the second rear axle RA;

[0188] - FL-F is a value representing the longitudinal force applied to the first front axle FA of vehicle 1 in order to achieve parking.

[0189] - FL-R is the value representing the longitudinal force that should be applied to the second rear axle RA of vehicle 1 for parking;

[0190] - The first braking force distribution value DF1 applied to the first front axle FA;

[0191] - The step 609 further includes determining a second braking force distribution value DF2 applied to the second rear axle RA.

[0192] The details of the mathematical relations performed in this respect by the first data processing module 210 have already been described above.

[0193] Step 609, which determines the first braking force distribution value DF1 to be applied to the first front axle FA by the first data processing module 210, is the minimum of FW-F, a value representing the maximum allowable ground contact force of the first front axle FA of vehicle 1 when there is no wheel slip present on the first front axle FA, and FL-F, a value representing the longitudinal force to be applied to the first front axle FA of vehicle 1 in order to park.

[0194] Furthermore, the first data processing module 210 performs the determination step 609 by setting the second braking force distribution value DF2 applied to the second rear axle RA to the minimum value between FW-R, which represents the maximum allowable ground contact force on the second rear axle RA of vehicle 1 when there is no wheel slip on the second rear axle RA, and FL-R, which represents the longitudinal force that should be applied to the second rear axle RA of vehicle 1 to achieve parking.

[0195] According to an embodiment combined with the preceding one, shown by a dashed line in Figure 6, the determination step 606 includes a step 610 in which the second data processing module 220 of the system 100 receives first information T-SF representing the first working temperature of the first front axle FA of the vehicle 1 and second information T-SR representing the second working temperature of the second rear axle RA of the vehicle 1.

[0196] Furthermore, according to this embodiment, the determining step 606 further includes a step 611 in which the second data processing module 220 receives the maximum value T-MF of the first working temperature of the first front axle FA that is permissible in the absence of damage / reduced service life, and the maximum value T-MR of the second working temperature of the second rear axle RA that is permissible in the absence of damage / reduced service life.

[0197] The above describes the first maximum operating temperature T-MF of the first front axle FA, which is permissible when there is no damage or reduction in service life, and the second maximum operating temperature T-MR of the second rear axle RA, which is permissible when there is no damage or reduction in service life.

[0198] According to this embodiment, the determining step 606 consists of a step 612 in which the second data processing module 220 determines a first maximum force value R-LM that can be applied by the first actuator module 3, which is adapted to instruct the first front axle FA as a function of a first information piece T-SR representing a first working temperature of the first front rear axle FA of the vehicle 1 and a first maximum working temperature value T-MR of the first front axle FA that is permissible in the absence of damage / reduced service life.

[0199] Furthermore, step 606 of determining includes step 613 in which the second data processing module 220 determines a second information piece T-SR representing the second working temperature of the second rear axle RA of vehicle 1, and a second maximum force value R-LM applicable by the second actuator module 4, which is adapted to command the second rear axle RA, as a function of the second maximum working temperature value T-MR of the second front axle RA that is permissible in the absence of damage / reduced service life.

[0200] It should be emphasized that the application functions from the second data processing module 220 are based on electric motor thermal modeling and general heat transfer, which are known in the art of the present invention.

[0201] In the embodiment, in combination with the preceding, the determination step 606 includes a step 614 in which the third processing module of the system 100 receives from the second data processing module 220 a first braking force distribution value DF1 to be applied to the first front axle FA and a second braking force distribution value DF2 to be applied to the second rear axle RA.

[0202] Furthermore, in this embodiment, the determining step 606 includes a step 615 in which the third data processing module 230 receives from the second data processing module 220 a first maximum force value F-LM applied by the first actuator module 3 adapted to command the first front axle FA, and a second maximum value R-LM applied by the second actuator module 4 adapted to command the second rear axle RA.

[0203] According to this embodiment, step 606 determines, by the third data processing module 230, a first target braking force F1 to be applied to the first front axle FA of the vehicle 1 in order to park, as a function of a first braking force distribution value DF1 applied to the first front axle FA, a second braking force distribution value DF2 applied to the second rear axle RA, a first maximum force value F-LM applied by the first actuator module 3 adapted to command the first front axle FA, and a second maximum value R-LM applied by the second actuator module 4 adapted to command the second rear axle RA. T And, in order to achieve parking, the second target braking force F2 is applied to the second rear axle RA of vehicle 1. T The procedure includes step 616, which determines the following:

[0204] In particular, according to the embodiment, in combination with the preceding, the determination step 616 includes the step of having the third data processing module 230 initiate the operation of the system 100 in response to an activation signal received from each control logic (algorithm) installed in the vehicle 1 (for example, the central control unit 5 of the vehicle 1, another data processing module of the system 100, or an additional data processing unit present in the vehicle).

[0205] It is emphasized that the activation signal may be generated under specific conditions that necessitate activating the parking function, such as when the vehicle is stopped and the driver's intention to park is confirmed.

[0206] According to one embodiment, the determining step 616 includes a step 617 in which the third data processing module 230 assigns a high priority to calculate the respective target braking forces to be applied for parking between the first front axle FA and the second rear axle RA.

[0207] More specifically, the assignment step 617 consists of a step 618 in which the third data processing module 230 determines a first difference magnitude F-GP, which represents the difference between a first braking force distribution value DF1 applied to the first front axle FA and a first maximum force distribution value F-LM applied by the first actuator module 3 adapted to command the first front axle FA.

[0208] Furthermore, the assignment step 617 includes a step 619 in which the third data processing module 230 determines a second difference magnitude R-GP, which represents the difference between a second braking force distribution value DF2 to be applied to the second front axle RA and a second maximum force distribution value R-LM applied by the second actuator module 4, which is adapted to command the second rear axle RA.

[0209] The assignment step 617 assigns a high priority to the axle with the smallest difference between the first difference magnitude F-GP and the second difference magnitude R-GP.

[0210] The definitions of high-priority size (P1) and low-priority size (P2) are provided above.

[0211] According to one embodiment, in combination with the preceding, the determination step 606 includes a step 620 in which the third data processing module 230 performs a first calculation of a first braking force value F1P1 to be applied to obtain the parking of the vehicle axle of the higher priority.

[0212] The first braking force value F1 is applied to obtain parking on the axle of vehicle 1, which has higher priority. P1 (P1) is the braking force distribution value DF applied to the axle of the vehicle with higher priority 1. P1and the maximum force value LM applied by an actuator module adapted to command the axle with the highest priority P1 is determined as the minimum with respect to.

[0213] F1 P1 = min(DF P1 , LM P1 )

[0214] Furthermore, step 606 of determining includes step 621 of performing a first calculation of a first braking force value F2 applied by the third data processing module 230 to obtain parking of the axle of the vehicle with the lowest priority. P2

[0215] The difference magnitude GP of the axle with the highest priority P1 If (F - GP or R - GP) is ≤ 0, the difference magnitude GPP1 of the axle with the highest priority is 0.

[0216] - The first braking force value F2 applied to obtain parking of the axle of the vehicle 1 with the lowest priority P2 (P2) is the braking force distribution value DF applied to the axle of the vehicle 1 with the lowest priority P2 and the maximum force application value LM applied by an actuator module adapted to command the axle with the lowest priority P2 is determined as the minimum value with respect to.

[0217] F2 P2 = min(DF P2 , LM P2 )

[0218] The magnitude of the difference GP of the axle with the highest priority P1 If (F - GP or R - GP) > 0: - The difference GP of the low - priority axle P2 (F - GP or R - GP) is obtained by adding the previously calculated difference GP of the magnitude to the previously calculated difference GPP1 of the magnitude of the high - priority axle; P2 GP P2 = GP P2 + GP P1 .​​ - The first braking force value GP applied to obtain parking of the axle of the vehicle 1 with a lower priority P2 (P2) is the magnitude GP of the difference in the axle with a higher priority P1 The braking force distribution value DF applied to the axle of the vehicle 1 with a lower priority to which is added P2 And the maximum force application value LM applied by the actuator module adapted to command the axle with a lower priority P2 Is obtained as the minimum between them F2 P2 = min((DF P2 + GP P1 ), LM P2 )

[0219] According to this embodiment, the determining step 606 further includes a step 622 of executing a second calculation of the second braking force value F1'P1 applied to obtain parking of the axle of the vehicle with a higher priority by the third data processing module 230

[0220] More specifically, in this second calculation, the second braking force value F1' P1 Applied to obtain parking on the axle of the vehicle with a higher priority P1 Is the minimum value of the absolute value of the difference magnitude GP of the axle with a higher priority P2 And the difference magnitude GP of the axle with a lower priority P1 And the sum of the first braking force value F1 P1

[0221] F1' P1 = min(|GP P1 |, GP P2 ) + F1 P1

[0222] When the magnitude GP of the difference in the axle with the highest priority P1 Is ≧ 0, and / or the magnitude GP of the difference in the axle with a lower priority P2 Is < 0, the executing step 622 is the second braking force value F1' applied by the third data processing module 230 to obtain parking on the axle of the vehicle with a higher priority P1The next step 623 involves assigning a first braking force value F1P1 to be applied to obtain parking on the axle of the vehicle with the higher priority, which was calculated earlier.

[0223] According to the embodiment, in combination with the above, step 606 determines by the third data processing module 230 the first target braking force F1 to be applied to the first front axle FA of the vehicle 1 in order to achieve parking. T The second target braking force F2 to be applied to the second rear axle RA T This includes step 624, which assigns the two.

[0224] More specifically, if the magnitude of the difference F-GP between the first front axle FA is ≤ the magnitude of the difference R-GP between the second rear axle RA (and therefore the first front axle FA is the higher priority axle), the third data processing module 230 performs the assignment step 624, which assigns a first target braking force F1 to be applied to the first front axle FA of vehicle 1 in order to achieve parking. T F1' is the value of the second braking force applied to obtain parking of the vehicle with higher priority. P1 Allocate.

[0225] If the magnitude of the difference between the first front axle FA F-GP > the magnitude of the difference between the second rear axle RA R-GP (and therefore the first front axle FA is the axle with lower priority), the third data processing module 230 determines the first target braking force F1 to be applied to the first front axle FA of vehicle 1 in order to achieve parking. T The value F2 is the value of the first braking force applied to obtain parking on the axle of vehicle 1, which has lower priority. P2 Assignment step 624 is performed, in which the assigned value is determined.

[0226] If the magnitude of the difference between the first front axle FA F-GP > the magnitude of the difference between the second rear axle RA R-GP (and therefore the second rear axle RA is the higher priority axle), step 624 is performed by the third data processing module 230, in which the value of the second braking force F1'P1 to be applied to the second front axle RA of vehicle 1 in order to obtain parking is assigned as the second target braking force.

[0227] If the magnitude of the difference between the first front axle FA F-GP > the magnitude of the difference between the second rear axle RA R-GP (and therefore the second rear axle RA is the axle with lower priority), the third data processing module 230 determines the second target braking force F2 to be applied to the second rear axle FA of vehicle 1 in order to achieve parking. T The first braking force value F2 is applied to the axle of vehicle 1, which has a lower priority, in order to achieve parking. P2 Step 624 is performed, in which a value is assigned.

[0228] According to one embodiment, in combination with any one of the above, the determination step 606 includes a step 625 in which the third data processing module 230 supplies information NF representing the unavailability of the parking function of the vehicle 1.

[0229] The information NF indicating the unavailability of parking function 1 for such vehicles is as described above.

[0230] In this embodiment, step 625 provides the sum of the first braking force distribution value DF1 to be applied to the first front axle FA and the second braking force distribution value DF2 to be applied to the second rear axle RA, and the first target braking force F1 to be applied to the first front axle FA of the vehicle 1 in order to park. T and the second target braking force F2 to be applied to the second rear axle RA T The system comprises step 626, which compares the totals of the values.

[0231] The sum of the first braking force distribution value DF1 applied to the first front axle FA and the second braking force distribution value DF2 applied to the second rear axle RA is the first target braking force F1 applied to the first front axle FA of vehicle 1 in order to park. T The second target braking force F2 applied to the second rear axle RA. T If the sum of the two is less than the sum of the two, then step 625 to supply includes step 627 by the third data processing module (230) to enable information NF representing the unavailability of the parking function of vehicle 1. For example, by setting such information to a logical value of 1 (unavailable function).

[0232] (DF1+DF 2)<(F1t+F2t)→nf=“1”

[0233] The sum of the first braking force distribution value DF1 applied to the first front axle FA and the second braking force distribution value DF2 applied to the second rear axle RA is greater than or equal to the first target braking force F1 applied to the first front axle FA of vehicle 1 in order to achieve parking. T The second target braking force F2 applied to the second rear axle RA. T If the sum is as follows, step 625 of supplying includes step 628 of disabling information NF representing the unavailability of the parking function of vehicle 1 by the third data processing module 230, e.g., setting this information to a logical value of 0 (available function).

[0234] (DF 1+DF 2)≧(F1t+F2t)→nf=“0”

[0235] Again as an example, Figure 2 shows a table comparing the maximum gradient of a vehicle with independent axles for reliable parking as a function of the system operating temperature value according to the prior art.

[0236] The table in Figure 7 shows the following data from left to right:

[0237] - System operating temperature value TS in the first column;

[0238] - Gradient values ​​for the second and third columns;

[0239] - Permissible downhill slope P-D and uphill slope P-S of the parking STZ of vehicle 1 by distributing braking force to the first front axle F-A and the second rear axle R-A of vehicle 1 according to the method and related system of the present invention.

[0240] As can be seen, at the same system operating temperature value TS, the method according to the present invention and its system can achieve parking of vehicle 1 at a higher maximum parking gradient compared to the prior art solution whose performance is shown in Figure 2, thereby improving the performance of the braking system 2 and thus vehicle 1 as a whole.

[0241] The method according to the present invention and its system advantageously make it possible to maximize the ability of the braking system to park on a gradient without causing thermal damage to the electric motor by using the operating temperature of the electric motor, the road gradient, and road-tire friction information.

[0242] Furthermore, compared to the prior art solution again, the method and its system according to the present invention also guarantee a longer holding time for parking at the same gradient.

[0243] In fact, when comparing the performance regarding the holding time achievable by the method and system of the present invention with the prior art solution, it can be pointed out that the subject of the method and system of the present invention makes it possible to obtain a higher holding time at the same road gradient without damaging the motor.

[0244] A person skilled in the art can make changes and adaptations to the above-described method and the respective system embodiments without departing from the scope of protection of the appended claims, or can replace them with other functionally equivalent elements to meet occasional needs. All the features described as belonging to one possible embodiment can be implemented independently of the other described embodiments.

Claims

1. A method (600) for controlling a braking system (2) of a vehicle (1) for distributing braking force for parking the vehicle (1), - Step (601) of a system (100) for controlling the braking system (2) of the vehicle (1) for distributing braking force to park the vehicle (1), receiving first information (T-SF) representing the first operating temperature of the electric motor of one or more actuators of at least one first actuator module (3) which is operably connected to the first front axle (FA) of the vehicle (1) and adapted to implement braking commands based on control received from an actuator control module; - Step (602) of the system (100) receiving second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of at least one second actuator module (4) which is operably connected to the second rear axle (RA) of the vehicle (1) and adapted to perform braking commands based on control received from an actuator control module; - Step (603) of receiving third information (PZ) representing the gradient of the vehicle (1) by the system (100); - Step (604) of receiving a fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road by the system (100); - Step (605) of receiving a fifth piece of information (PV) representing the weight of the vehicle (1) by the system (100); - The system (100) described above, First information (T-SF) representing the first operating temperature of the electric motor of one or more actuators of at least one first actuator module (3) operably connected to the first front axle (FA) of the vehicle (1), The second information (T-SR) represents the second operating temperature of the electric motor of one or more actuators of at least one second actuator module (4) operably connected to the second rear axle (RA) of the vehicle (1), The third information (PZ) representing the gradient of the vehicle (1), The fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road, and Based on the fifth piece of information (PV) representing the weight of the vehicle (1), A first target braking force (F1) to be applied to the first front axle (FA) of the vehicle (1) in order to achieve parking T ) and the second target braking force (F2) to be applied to the second rear axle (RA) T A step (606) of determining ( ) and a method (600) comprising ( ).

2. The aforementioned decision step (606) is, - Step (607) of receiving the third information (PZ) representing the gradient of the vehicle (1), the fourth information (AD) representing the coefficient of friction between the vehicle (1) and the road, and the fifth information (PV) representing the weight of the vehicle (1) by the first data processing module (210) of the system (100); - The first data processing module (210) receives additional vehicle parameters (UPV) (608); - The first data processing module (210) processes the third information (PZ) representing the gradient of the vehicle (1), the fourth information (AD) representing the coefficient of friction between the vehicle (1) and the road, the fifth information (PV) representing the weight of the vehicle (1), and additional vehicle parameters (UPV) as a function of: - A value (FW-F) representing the maximum allowable ground contact force of the first front axle (FA) of the vehicle (1) when there is no wheel slippage on the first front axle (FA); - A value (FW-R) representing the maximum allowable ground contact force of the second rear axle (RA) of the vehicle (1) when there is no wheel slip on the second rear axle (RA); - A value (FL-F) representing the longitudinal force of the vehicle applied to the first front axle (FA) of the vehicle (1) in order to park; - A value (FL-R) representing the longitudinal force of the vehicle applied to the second rear axle (RA) of the vehicle (1) in order to park; - A first braking force distribution value (DF1) applied to the first front axle (FA); and The method according to claim 1 (600), further comprising the step (609) of determining a second braking force distribution value (DF2) applied to the second rear axle (RA).

3. The determination step (609) is performed by the first data processing module (210) to determine a first braking force distribution value (DF1) to be applied to the first front axle (FA) as the minimum of a value (FW-F) representing the maximum allowable ground contact force on the first front axle (FA) of the vehicle (1) when there is no wheel slip present on the first front axle (FA) and a value (FL-F) representing the longitudinal force of the vehicle applied to the first front axle (FA) of the vehicle (1) in order to park. The method according to claim 2 (600), wherein the determining step (609) is performed by the first data processing module (210) to determine a second braking force distribution value (DF2) to be applied to the second rear axle (RA) as the minimum of a value (FW-R) representing the maximum allowable ground contact force on the second rear axle (RA) of the vehicle (1) when there is no wheel slip present on the second rear axle (RA) and a value (FL-R) representing the longitudinal force of the vehicle applied to the second rear axle (RA) of the vehicle (1) to achieve parking.

4. The aforementioned decision step (606) is, - The second data processing module (220) of the system (100) The first information (T-SF) represents the first operating temperature of the electric motor of one or more actuators of the at least one first actuator module (3) which is operably connected to the first front axle (FA) of the vehicle (1) and adapted to execute the braking command based on control received from the actuator control module, Step (610) of receiving second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of the at least one second actuator module (4) which is operably connected to the second rear axle (RA) of the vehicle (1) and adapted to perform the braking command based on control received from the actuator control module, - The second data processing module (220) A first maximum operating temperature (T-MF) of the electric motor of one or more actuators of the at least one first actuator module (3) operably connected to the first front axle (FA), which is permissible if there is no damage / reduction in service life, Step (611) of receiving a second maximum operating temperature (T-MR) of the electric motor of one or more actuators of the at least one second actuator module (4) operably connected to the second rear axle (RA), which is acceptable if there is no damage / reduction in service life, - The second data processing module (220) A first maximum force value (F-LM) applied by the first actuator module (3) adapted to command the first front axle (FA) is determined as a function of the first information (T-SF) representing the first operating temperature of the electric motor of one or more actuators of the at least one first actuator module (3) operably connected to the first front axle (FA) of the vehicle (1), and a first maximum operating temperature value (T-MF) of the electric motor of one or more actuators of the at least one first actuator module (3) that is permissible if there is no damage / reduction in service life of the first front axle (FA) (612). - The second data processing module (220) The method according to claim 3 (600), wherein a second maximum force value (R-LM) applied by the at least one second actuator module (4) adapted to command the second rear axle (RA) is determined as a function of the second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of the at least one second actuator module (4) operably connected to the second rear axle (RA) of the vehicle (1), and a second maximum operating temperature value (T-MR) of the electric motor of one or more actuators of the at least one second actuator module (4) operably connected to the second rear axle (RA) that is permissible if there is no damage / decreased service life of the second rear axle (RA) (613).

5. The aforementioned decision step (606) is, - The third processing module (230) of the system (100) receives from the first data processing module (210) a first braking force distribution value (DF1) to be applied to the first front axle (FA) and a second braking force distribution value (DF2) to be applied to the second rear axle (RA) (614), - The third data processing module (230) receives from the second data processing module 220 the first maximum force value (F-LM) applied by the first actuator module (3) adapted to command the first front axle (FA) and the second maximum force value (R-LM) applied by the second actuator module (4) adapted to command the second rear axle (RA) (615), - The third data processing module (230) applies a first target braking force (F1) to the first front axle (FA) of the vehicle (1) in order to park. T ) and a second target braking force (F2) is applied to the second rear axle (RA) of the vehicle (1) in order to park. T The method of claim 4 (600), comprising determining the first braking force distribution value (DF1) applied to the first front axle (FA), the second braking force distribution value (DF2) applied to the second rear axle (RA), the first maximum force value (F-LM) applied by the first actuator module (3) adapted to command the first front axle (FA), and the second maximum force value (R-LM) applied by the second actuator module (4) adapted to command the second rear axle (RA) (616).

6. The method according to claim 5 (600), wherein the determining step (616) includes a step (617) in which the third data processing module (230) assigns a higher priority to calculate the respective target braking forces to be applied to parking between the first front axle (FA) and the second rear axle (RA).

7. The aforementioned assignment step (617) is, - The third data processing module (230) determines a first difference magnitude (F-GP) which represents the difference between the first braking force distribution value (DF1) applied to the first front axle (FA) and the first maximum force value (F-LM) applied by the first actuator module (3) adapted to command the first front axle (FA) (618), - The third data processing module (230) determines a second difference magnitude (R-GP) which represents the difference between the second braking force distribution value (DF2) applied to the second rear axle (RA) and the second maximum force value (R-LM) applied by the second actuator module (4) adapted to command the second rear axle (RA) (619), The method according to claim 6 (600), wherein a higher priority is assigned to the axle with the smallest difference between the magnitude of the first difference (F-GP) and the magnitude of the second difference (R-GP).

8. The aforementioned determination step (606) is performed by the third data processing module (230) to determine a first braking force value (F1 P1 This includes the step (620) of performing the first calculation of ), The first braking force value (F1) is applied to obtain parking of the axle of the vehicle with higher priority (1). P1 The method according to claim 7 (600), wherein the force distribution value (DFP1) applied to the axle of the vehicle with higher priority (1) is obtained as the minimum of the maximum force value (LMP1) applied by an actuator module adapted to command the axle with higher priority.

9. The aforementioned determination step (606) determines by the third data processing module (230) the first braking force value (F2) to be applied to obtain parking on the axle of the vehicle with lower priority. P2 This includes the step (621) of performing the first calculation of ), When the magnitude of the difference in axles with high priority (GPP1) is ≦ 0, the first braking force value (F2 P2 ) applied to obtain parking with the axles of the vehicle (1) with low priority is the braking force distribution value (DF P2 ) applied to the axles of the vehicle (1) with low priority, and the maximum force application value (LM P2 ) applied by the actuator module adapted to command the axles with low priority, and is obtained as the minimum value, The magnitude of the difference in priority axles (GP) P1 If ) > 0, the magnitude of the difference in the lower priority axle (GP P2 ) is the magnitude of the difference in priority axles (GP P1 The magnitude of the difference in the lower priority axles (GP) was calculated first. P2 ) obtained by adding to The first braking force value (F2P) applied to obtain parking of the lower priority axle (1) P2 The method according to claim 8 (600), wherein the value obtained is the minimum between a braking force distribution value (DF P2) to be applied to a lower priority vehicle (1) axle, which is obtained by adding the magnitude of the difference between the higher priority axles (GP P1) and the maximum force value (LM P2) applied by the actuator module commanding the lower priority axle.

10. The aforementioned determination step (606) is performed by the third data processing module (230) to obtain a second braking force value (F1') which is applied to obtain the parking of the vehicle axle with higher priority. P1 This further includes performing the second calculation of (622), The second braking force value (F1') is applied to obtain parking on the axle of the vehicle with higher priority. P1 ) is the magnitude of the difference in priority axles (GP P1 ) and the magnitude of the difference in priority of axles (GP P2 The first braking force value (F1) should be applied to obtain the minimum absolute value of ) and the parking of the vehicle on the axle with higher priority. P1 Determined by the sum of ) The magnitude of the difference in the axle with the highest priority (GP) P1 ) ≥ 0, or the magnitude of the difference in priority of the axles (GP P2 If ) is < 0, the step (622) to be performed is to have the third data processing module (230) apply the second braking force value (F1') to obtain parking to the higher priority axle. P1 The first braking force value (F1) to be applied to obtain the previously calculated parking of the car with higher priority on the axle. P1 The method according to claim 9 (600), which includes assigning (623).

11. The step of determining (606) is that the third data processing module (230) determines the first target braking force (F1) to be applied to the first front axle (FA) of the vehicle (1) in order to achieve parking. T ) and the second target braking force (F2) to be applied to the second rear axle (RA) T This includes assigning (624), If the magnitude of the difference (F-GP) of the first front axle (FA) is less than or equal to the magnitude of the difference (R-GP) of the second rear axle (RA), the third data processing module (230) applies the first target braking force (F1) to the first front axle (FA) of the vehicle (1) in order to achieve parking. T ) The second braking force value (F1') to be applied to obtain parking on the axle of the vehicle with higher priority is P1 ) assign (624), If the magnitude of the difference (F-GP) of the first front axle (FA) > the magnitude of the difference (R-GP) of the second rear axle (RA), the third data processing module (230) applies the first target braking force (F1) to the first front axle (FA) of the vehicle (1) in order to achieve parking. T ) as the first braking force value (F2 P2 ) assign (624), If the magnitude of the difference (F-GP) of the first front axle (FA) > the magnitude of the difference (R-GP) of the second rear axle (RA), the third data processing module (230) determines the second target braking force (F2) to be applied to the second rear axle (RA) of the vehicle (1) in order to achieve parking. T The value of the second braking force (F1') to be applied to the axle of the vehicle with higher priority in order to achieve parking is the value of the second braking force (F1') P1 ) assign (624), If the magnitude of the difference (F-GP) of the first front axle (FA) is less than or equal to the magnitude of the difference (R-GP) of the second rear axle (RA), the third data processing module (230) applies the second target braking force (F2) to the second rear axle (RA) of the vehicle (1) in order to achieve parking. T The first braking force value (F2) to be applied to obtain parking of the axle of the vehicle with lower priority (1) is the value of the first braking force value (F2) P2 The method according to claim 10 (600), assigning (624).

12. The method according to any one of claims 5 to 11 (600), wherein the determining step (606) includes a step (625) of supplying a portion of information NF representing the unavailability of the parking function of the vehicle (1) by a third data processing module (230).

13. The supply step (625) is performed by the third data processing module (230) on the sum of the first braking force distribution value (DF1) applied to the first front axle (FA) and the second braking force distribution value (DF2) applied to the second rear axle (RA), and the first target braking force (F1) applied to the first front axle (FA) of the vehicle (1) to achieve parking. T ) and the second target braking force (F2) applied to the second rear axle (RA) T Compare the sums of (626), The sum of the first braking force distribution value (DF1) applied to the first front axle (FA) and the second braking force distribution value (DF2) applied to the second rear axle (RA) is the first target braking force (F1) applied to the first front axle (FA) of the vehicle (1) in order to park. T ) and the second target braking force (F2) applied to the second rear axle (RA) T If the sum of the above is less than the above, the supply step (625) enables information (NF) indicating that the parking function of the vehicle (1) is unavailable by the third data processing module (230) (627), The sum of the first braking force distribution value (DF1) applied to the first front axle (FA) and the second braking force distribution value (DF2) applied to the second rear axle (RA) is the first target braking force (F1) to be applied to the first front axle (FA) of the vehicle (1) in order to park. T ) and the second target braking force (F2) to be applied to the second rear axle (RA) T The method according to claim 12 (600), wherein if the sum of the above is greater than or equal to the above, the supply step (625) includes a third data processing module (230) invalidating information NF indicating that the parking function of the vehicle (1) is unavailable (628).

14. A system (100) for controlling the braking system (2) of a vehicle (1) for distributing braking force for parking the vehicle (1), - Operablely connected to the first front axle (FA) of the vehicle (1), and receiving a portion of first information (T-SF) representing the first operation of the electric motor of one or more actuators of at least one first actuator module (3) adapted to execute braking commands based on controls received from each actuator control module; - Receives second information (T-SR) representing the second operating temperature of the electric motor of one or more actuators of at least one second actuator module (4) which is operably connected to the second rear axle (RA) of the vehicle (1) and adapted to execute braking commands based on control received from each actuator control module; - The vehicle (1) receives third information (PZ) representing the gradient; - A step of receiving a fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road; - Receive fifth information (PV) representing the weight of the vehicle (1); - First information (T-SF) representing the first operating temperature of the electric motor of one or more actuators of at least one first actuator module (3) operably connected to the first front axle (FA) of the vehicle (1), The second electric motor of one or more actuators of at least one second actuator module (4) operably connected to the second rear axle (RA) of the vehicle (1) Second information (T-SR) representing the operating temperature, Third information (PZ) representing the gradient of the vehicle (1), A fourth piece of information (AD) representing the coefficient of friction between the vehicle (1) and the road, and Based on the fifth piece of information (PV) representing the weight of the vehicle (1), A first target braking force (F1) to be applied to the first front axle (FA) of the vehicle (1) in order to achieve parking. T ) and the second target braking force (F2) to be applied to the second rear axle (RA) T A system (100) configured to determine ).

15. - First data processing module (210); - Second data processing module (220); - It has a third data processing module (230), A system (100) configured to perform steps of the method according to claims 2 to 13.

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