阅读说明：本技术 用于电动车辆和具有3阶(had)至5阶(ad)自主驾驶的车辆的具有两个压力供应单元的冗余制动系统 (Redundant brake system with two pressure supply units for electric vehicles and vehicles with 3-order (HAD) to 5-order (AD) autonomous driving ) 是由 托马斯·莱贝尔 于 2019-12-20 设计创作，主要内容包括：本发明涉及用于车辆的制动系统,该制动系统包括以下部件：至少两个液压制动回路(BK1、BK2),每个液压制动回路具有至少一个液压作用的车轮制动器(RB1、RB2、RB3、RB4),至少两个压力供应装置(DV1、DV2),所述两个压力供应装置中的每个压力供应装置由电动马达驱动器(M1、M2)驱动,具有阀的至少一个阀组件(HCU),该阀用于车轮单独的制动压力调节以及/或者用于使车轮制动器(RB1、RB2、RB3、RB4)与压力供应装置(DV1、DV2)分离,或将该车轮制动器连接至该压力供应装置,至少一个电子开环和闭环控制单元,其中,所述至少一个电子开环和闭环控制单元中的一个电子开环和闭环控制单元是控制制动系统的部件的各个开环和闭环控制单元的上级中央控制单元(M-ECU),以及为车辆的至少一个轴或车轮提供至少一个额外的电动驱动马达(TM1、TM2),该驱动马达用于对轴或车轮进行驱动和减速。本发明的特征在于,为了进行转向干预(扭矩矢量),制动系统使用至少一个压力供应装置(DV1、DV2)来控制至少一个车轮制动器(RB)和/或至少一个电动驱动马达(TM1、TM2)中的压力,特别是以支承的方式进行控制。此外,提供至少一个压力供应装置(DV1、DV2),所述至少一个压力供应装置具有彼此独立的两个电子开环和闭环控制单元(ECU1、ECU2)或者具有用于控制所述至少一个压力供应装置的电动马达驱动器(M1、M2)的双重冗余开环和闭环控制单元(DV1-ECU、DV2-ECU),以及/或者每个压力供应装置(DV1、DV2)被分配到一个制动回路(BK1、BK2),以用于制动系统的受控操作,并且提供连接模块(VM),以用于选择性地连接制动回路(BK1、BK2),以便在一个压力供应装置(DV1、DV2)发生故障时,由另一个仍在运作的压力供应装置(DV1、DV2)对两个制动回路(BK1、BK2)执行压力供应或压力控制。(The invention relates to a brake system for a vehicle, comprising the following components: at least two hydraulic brake circuits (BK1, BK2), each having at least one hydraulically acting wheel brake (RB1, RB2, RB3, RB4), at least two pressure supply devices (DV1, DV2), each of which is driven by an electric motor drive (M1, M2), at least one valve assembly (HCU) having a valve for individual brake pressure regulation of the wheels and/or for decoupling the wheel brake (RB1, RB2, RB3, RB4) from the pressure supply devices (RB1, DV2) or connecting the same thereto, at least one electronic open-and closed-loop control unit, wherein one of the at least one electronic open-and closed-loop control unit is a central upper-level control unit (M-ECU) of the respective open-and closed-loop control unit controlling the components of the brake system, and providing at least one additional electric drive motor (TM1, TM2) for at least one axle or wheel of the vehicle, the drive motor being for driving and decelerating the axle or wheel. The invention is characterized in that the brake system uses at least one pressure supply device (DV1, DV2) to control the pressure in at least one wheel brake (RB) and/or at least one electric drive motor (TM1, TM2), in particular in a supporting manner, for steering interventions (torque vectoring). Furthermore, at least one pressure supply device (DV1, DV2) is provided, which has two electronic open-and closed-loop control units (ECU1, ECU2) which are independent of one another or a dual redundant open-and closed-loop control unit (DV1-ECU, DV2-ECU) for controlling the electric motor drives (M1, M2) of the at least one pressure supply device, and/or each pressure supply device (DV1, DV2) is assigned to one brake circuit (BK1, BK2) for the controlled operation of the brake system, and a connecting module (VM) for selectively connecting the brake circuits (BK1, BK2), in order to perform pressure supply or pressure control of the two brake circuits (BK1, BK2) by the other pressure supply device (DV1, DV2) which is still operating in the event of a failure of one pressure supply device (DV1, DV 2).)

1. A braking system for a vehicle, the braking system having the following components:

at least two hydraulic brake circuits (BK1, BK2), each having at least one hydraulically acting wheel brake (RB1, RB2, RB3, RB4),

-at least two pressure supply devices (DV1, DV2), each of said pressure supply devices (DV1, DV2) being driven by an electric motor drive (M1, M2), at least one valve assembly (HCU) having valves for wheel-specific brake pressure regulation and/or for disconnecting or disconnecting the wheel brakes (RB1, RB2, RB3, RB4) from the pressure supply devices (DV1, DV2),

-at least one electronic control and regulation unit, one of which is a superior central control unit (M-ECU) that controls the respective control and regulation units of the components of the braking system,

-and an additional at least one electric drive motor (TM1, TM2) provided for at least one axle or wheel of the vehicle for driving and decelerating the axle or wheel,

it is characterized in that the preparation method is characterized in that,

for steering interventions (torque vectoring), the brake system uses the at least one pressure supply device (DV1, DV2) to control the pressure in at least one wheel brake (RB) and/or the at least one electric drive motor (TM1, TM2), in particular in a supporting manner, wherein in addition thereto

-providing at least one pressure supply device (DV1, DV2), which at least one pressure supply device (DV1, DV2) has two electronic control and regulation units (ECU1, ECU2), which are independent of one another, or which at least one pressure supply device (DV1, DV2) has a dual redundant control and regulation unit (DV1-ECU, DV2-ECU) for controlling the electric motor drive (M1, M2) of the at least one pressure supply device, and/or which at least one pressure supply device (DV1, DV2) has two electronic control and regulation units (ECU1, ECU2), which are independent of one another, and/or which at least one pressure supply device (DV1, DV2) has two redundant control and regulation units (DV1-ECU, DV2-ECU) for controlling the electric motor drive (M1, M2) of the at least one pressure supply device, and/or which are independent of one another

-each pressure supply device (DV1, DV2) is assigned to one brake circuit (BK1, BK2) for the controlled operation of the brake system, and a connection module (VM) is provided for selectively connecting the brake circuits (BK1, BK2) in order to carry out pressure supply or pressure control of both brake circuits (BK1, BK2) by the other pressure supply device (DV1, DV2) still operating in the event of a failure of one pressure supply device (DV1, DV 2).

2. Braking system according to claim 1, characterized in that at least one electronic control and regulation unit (ECU1, ECU2), in particular each electronic control and regulation unit (ECU1, ECU2), controls the electric motor drive (M1, M2) or the individual windings of an electric motor drive (M1, M2).

3. Braking system according to claim 1 or 2, characterized in that either one valve assembly (R-HCU), in particular one redundant valve assembly (R-HCU), is assigned to each pressure supply device (DV1, DV2), in each case, or one redundant valve arrangement (R-HCU) is assigned to both pressure supply devices (DV-ECU1, DV-ECU2), wherein the one redundant valve assembly (R-HCU) is designed such that, in the event of a failure of one or both control and regulating units ECU of the pressure supply device (DV1, DV2, DV-ECU1, DV-ECU2), the solenoid valves of the pressure supply device can still be activated, in particular can be controlled via the electronics of the central control unit or of another module.

4. A braking system according to claim 3, characterized in that the pressure supply device (DV1, DV2) is combined with the valve assembly (R-HCU) and at least one electronic control unit assigned to the pressure supply device to form a module or assembly.

5. Braking system according to one of the preceding claims, characterized in that the braking system has an actuating device (BE), in particular in the form of a pedal feel simulator, for detecting a command of a vehicle driver, and in that the actuating device (BE) forms a separate component attached to a cabin wall of the vehicle.

6. A braking system according to claim 5, characterized in that the actuating device (BE) has a piston-cylinder unit (HZ) which can BE activated with a piston, in particular by means of a brake pedal (1), which is connected or connectable to at least one hydraulic brake circuit (BK1, BK2), in particular to the brake circuit of the wheel brake with front axle (VA).

7. Root of herbaceous plantA braking system according to claim 6, characterized in that the actuating device (BE) has a hydraulic path simulator, a piston (3), a working space (4), at least two path sensors (WS)₁、WS₂) And three seals (D1, D2, D3), wherein the hydraulic line (VL)_VB、VL_DR) Open into a reservoir (VB) between the two seals and a throttle valve (DR) arranged in at least one hydraulic line (VL)_DR) In (1).

8. A brake system according to one of the preceding claims, characterized in that in control operation the brake system is operated by means of closed brake circuits, i.e. in control operation there is no pressure reduction via solenoid valves in the reservoir and/or the pressure of the wheel brakes (RB1-RB4) of the respective brake circuit (BK1, BK2) is adjusted or set in a multiplexed method and/or simultaneously.

9. Braking system according to one of the preceding claims, characterized in that each wheel brake (RB1, RB2, RB3, RB4) has a switching valve (SV1, SV2, SV3, SV4), which switching valve (SV1, SV2, SV3, SV4) is designed in particular as an deenergized open ball seat valve, and which switching valve (SV1, SV2, SV3, SV4) is connected to the wheel brake in such a way that when the switching valve is energized, the pressure in the respective wheel brake is maintained and that it opens automatically due to the pressure in the wheel brake when de-energized.

10. Braking system according to one of the preceding claims, characterized in that in addition to the on-off valve (SV1, SV2, SV3, SV4) on at least one wheel brake (RB1, RB2, RB3, RB4) an outlet valve (AV) for reducing the pressure in the reservoir (VB) is connected, wherein, in control operations, in particular when the pressure dynamics requirements are high, for example, under high- μ ABS control, in particular when a malfunction of the pressure supply DV1, DV2 or a malfunction of the ECU of the pressure supply in the wheel brake (RB1-RB4), the pressure is reduced by opening an outlet valve (AV) in the reservoir (VB), in particular in an extended multiplexing operation (known as the MUX 2.0 method), in the expanding multiplexing operation, the pressure supply devices (DV1, DV2) take over the pressure control of all wheel brakes (RB1-RB 4).

11. Brake system according to one of the preceding claims, characterized in that at least one wheel brake, preferably both wheel brakes, is a hydraulically supported electromechanical brake (H-EMB), an electrically operated parking brake (EPB) or an electromechanical brake (EMB), or that in addition to the wheel brake (RB1-RB4) an additional parking brake (EPB) or an electromechanical brake (EMB) has a braking effect on the wheel.

12. Braking system according to one of the preceding claims, characterized in that the at least one electric drive motor (TM1, TM2) is used for recuperation at the time of braking, and that a plurality of drive motors (TM1, TM2) or one drive motor for at least one axle is provided on at least one axle of the vehicle and is used for braking an axle or a wheel.

13. A braking system according to one of the foregoing claims, characterised in that the superior control unit (M-ECU) determines the braking torque to be generated by the wheel brakes (RB1-RB4) during braking, in particular in the case of recuperation, and that the electronic control and regulation unit (ECU1, ECU2) controls the pressure supply (DV1, DV2) and/or controls or uses the at least one electric drive motor (TM1, TM2) to increase the generated braking torque accordingly, in addition to the braking torque generated by the wheel brakes (RB1-RB 4).

14. Braking system according to one of the preceding claims, characterized in that, when braking, by means of the wheel brakes (RB1, RB2, RB3, RB4) and/or the drive motors (TM1, TM2), different braking torques are generated on the axle for the braking force distribution and/or on the wheels of the axle for the generation of a yaw moment or steering intervention (torque vector).

15. Brake system according to one of the preceding claims, characterized in that the superordinate control unit (M-ECU) controls the pressure supply, valves, electric drive motors (TM1, TM2) and/or electric parking brakes (EMB) or hydraulic support brakes (H-EMB) during the braking process and/or ABS control operation and/or for diagnosing the brake system.

16. Braking system according to one of the preceding claims, characterized in that each pressure supply device (DV1, DV2) is assigned at least one isolating valve (TV), wherein by closing the isolating valve (TV), in particular in the event of a malfunction of the pressure supply device (DV1, DV2), the pressure supply device (DV1, DV2) of the respective brake circuit (BK1, BK2) can be isolated, so that if one pressure supply device (DV1, DV2) malfunctions and its function is taken over by the other pressure supply device, the malfunctioning pressure supply device does not occupy hydraulic volume.

17. Braking system according to one of the preceding claims, characterized in that at least one ECU (DV-ECU1, DV-EUC2) and valve assembly (R-HCU) of the pressure supply arrangement has an independent power supply and in particular an independent signal transmission, in particular all modules (DV-ECU1, DV-ECU2, R-HCU) are supplied by at least two vehicle electrical systems (BN1, BN2) and/or have a redundant signal transmission (DS1, DS2), in particular a redundant signal transmission (DS1, DS2) to the central control unit (M-ECU).

18. Braking system according to one of the preceding claims, characterized in that the pressure control in the brake circuit (BK1, BK2) is carried out by using at least one pressure sensor and/or by measuring the current of the motor current of the drive and controlling the position of the piston and/or the current of the drive of at least one pressure supply device (DV1, DV2), in particular taking into account the temperature of the drive.

19. Braking system according to one of the preceding claims, characterized in that the connection module (VM) is either

-having three solenoid valves via which a hydraulic connection can be produced between a brake circuit (BK1, BK2) and the reservoir (VB) or between the two brake circuits (BK1, BK2), or

-is formed by a piston-cylinder unit, the piston of which separates a first pressure chamber and a second pressure chamber from each other, wherein the first pressure chamber is connected to one brake circuit (BK1) and the second pressure chamber is connected to the other brake circuit (BK2), and the piston can be locked by blocking means.

20. Braking system according to one of the preceding claims, characterized in that the braking system has redundant control and regulation units (ECU1, ECU2) and that the drives (M1, M2) of the pressure supply devices (DV, DV1, DV2) have 2 x3 phases and that, by means of sensors of the motor current (i), a rotor angle (α), in particular a temperature (T), is measured and taken into account in the pressure control and in particular that there is a redundant supply via two vehicle electrical systems (BN1, BN2) or voltage levels and that redundant signal transmission (DS1, DS2) is provided.

21. Braking system according to one of the preceding claims, characterized in that in a control operation for increasing the locking pressure (locking time-TTL) in a shorter time, thereby increasing the braking force more quickly, or if one or more components of the braking system fail, a pressure supply device (DV, DV1, DV2), a hydraulically supported electromechanical brake (H-EMB), an Electric Parking Brake (EPB) and/or an electromechanical brake (EMB) and/or a drive motor (TM, TM1, TM2) is used in combination.

22. Braking system according to one of the preceding claims, characterized in that at least one, in particular two, pressure supply devices (DV1, DV2) have a piston-cylinder unit, the piston of which is driven by an electric motor drive (M1, M2).

23. Braking system according to one of the preceding claims, characterized in that at least one pressure supply device (DV1, DV2) has a rotary pump, in particular in the form of a gear pump, wherein the Rotary Pump (RP) can perform controlled volume control for pressure increase and pressure decrease.

24. A braking system according to claim 23, characterized in that the rotary pump is a gear pump (ZRP) and is designed in one or more stages, wherein the stages are arranged hydraulically in series.

25. Braking system according to claim 23 or 24, characterized in that the gear pump (ZRP) is arranged or integrated in a motor housing of the motor driving the gear pump, in particular at least partially within its rotor of the drive motor.

26. Braking system according to one of claims 23 to 25, characterized in that the rotary pump (ZRP), its drives and valves and a pressure sensor (DG) are combined or arranged in a structural unit, module or housing and form a pressure supply.

27. Braking system according to one of claims 23 to 26, characterized in that the drive or the rotor of the drive of the rotary pump runs dry or is sealed off from the hydraulic medium of the rotary pump to be delivered, in particular by at least one seal from the part of the rotary pump delivering the hydraulic medium.

28. Braking system according to one of the preceding claims, characterized in that the central control unit (M-ECU) of the braking system also controls an Electric Power Steering (EPS).

29. Braking system according to one of the preceding claims, characterized in that at least one hydraulic support electromechanical brake (H-EMB) is provided, which can be connected via a hydraulic line with a pressure supply device (DV1, DV2) and by the pressure increase or pressure decrease of which a hydraulic pressure (F) is generated_hyd) Wherein the Electric Motor (EM) and the non-hydraulic transmission device (F)_EM) A force is additionally generated for the wheel brake and these two forces act simultaneously or separately on the brake disk.

30. Vehicle dynamics system with a brake system according to one of the preceding claims, characterized in that it controls the dynamics control functions of the vehicle with its superior central control unit (M-ECU) through the brake system, the electric drive motor and Electric Power Steering (EPS), in particular also through at least one hydraulic support brake (H-EMB) and/or at least one electric parking brake (EMB).

31. Vehicle dynamics system according to claim 30, characterized in that the vehicle dynamics control functions are electric brake booster (e-BKV), ABS operation, stability control (ESP), recovery and steering, in particular steering interventions such as torque vectoring.

32. Vehicle having a brake system or a vehicle dynamics system according to one of the preceding claims.

33. A reservoir (VB) for a braking system according to one of claims 1 to 29, characterized in that it has a plurality of chambers (K1, K2), wherein one chamber (K2) of the reservoir (VB) having at least one pressure supply device (DV, DV1, DV2) is or can be hydraulically connected to the connection module (VM) and/or another chamber (K1) is or can be hydraulically connected to the connection module (VM).

34. Method for operating a brake system according to one of claims 1 to 29 or a vehicle dynamics system according to one of claims 30 or 31, characterized in that the deceleration of the wheel takes place by means of the pressure supply device simultaneously in the axial direction with at least one electric drive motor (TM1, TM2, TM), so that a simultaneous recuperation and brake force distribution (EBV) is achieved.

35. Method according to claim 34, or for operating a brake system according to one of claims 1 to 29 or a vehicle dynamics system according to one of claims 30 or 31, characterized in that the braking torque on the wheel is generated by the pressure supply device and/or the electric drive motor (TM1, TM2) alone, or

-providing a yaw moment for steering intervention to support the Electric Power Steering (EPS) or to ensure that the vehicle is able to steer in an emergency situation in which the Electric Power Steering (EPS) fails, or

-generating a yaw moment for steering intervention in order to steer the vehicle without an Electric Power Steering (EPS).

36. Method according to claim 34 or 35, or for operating a brake system according to one of claims 1 to 29, characterized in that a torque vectoring is performed by the pressure supply, the electric drive motor (TM) and/or the hydraulically supported electromechanical brake (H-EMB) or the electromechanical brake (EMB).

37. Method according to one of claims 34 to 36, or for operating a brake system according to one of claims 1 to 29, characterized in that a temperature (T) of the drive is determined using a temperature sensor, and that the temperature (T) is used to determine more precisely a torque constant kt, which decreases linearly with a factor (1-Br%. Δ T) due to a temperature increase, and this is used for a more accurate torque/pressure control of the pressure supply device on the basis of phase current kt (T) phase current i.

38. Method according to one of claims 34 to 37, or for operating a brake system according to one of claims 1 to 29, characterized in that a single wheel control option via at least one pressure supply device (DV1, DV2) and/or the hydraulically supported electromechanical brake (H-EMB) and/or the Electric Parking Brake (EPB) and/or the electromechanical brake (EMB) is used for controlling driving stability.

39. Method according to one of claims 34 to 38, or for operating a brake system according to one of claims 1 to 29, characterized in that wheel-specific control options, in particular in a supporting manner, for a steering/torque vector via at least one pressure supply device (DV1, DV2) and/or the hydraulic support electromechanical brake (H-EMB) and/or the Electric Parking Brake (EPB) and/or the electromechanical brake (EMB) and/or at least one drive motor (TM1, TM2) are used.

40. Method according to one of claims 34 to 39, or for operating a braking system according to one of claims 1 to 29, characterized in that the pressure supply (DV1, DV2) supplies fluid from the reservoir (VB) when the separating valve (TV2, TV1) is closed.

41. Method according to one of claims 34 to 40, or for operating a brake system according to one of claims 1 to 29, characterized in that the switching valves (SV1, SV2) are clocked by a PWM method in order to achieve different valve opening cross sections and thus different pressure profiles on a plurality of wheel brakes in the case of simultaneous pressure increase or pressure decrease via a pressure supply.

42. Method according to one of claims 34 to 41, or for operating a brake system according to one of claims 1 to 29, characterized in that the pressure supply device of the brake system is free of redundant control and regulation devices DV-ECU and, in the event of a malfunction, pressure is increased by the vehicle driver via the actuating devices (BE) in the brake circuit or in the two wheel brakes, wherein an additional deceleration torque is generated by The Motor (TM) and at least one hydraulic support brake (H-EMB) is provided in a selectable manner to provide additional support for the deceleration by the torque generated by the electric motor of the H-EMB.