Abstract:
A method and a brake system for providing haptic information for a driver of a motor vehicle equipped with a brake-by-wire brake system concerning an operational state of the brake system. The brake system has a main brake cylinder which can be actuated by a brake pedal, having at least one pressure chamber associated with at least one wheel brake, and a simulation device which co-operates with the main brake cylinder and gives the driver a brake pedal sensation in a brake-by-wire operating mode. When a predetermined operational state occurs in the brake-by-wire operating mode, a brake pedal reaction, as a change to the stiffness of the brake pedal sensed by the driver is carried out by means of a disengaging valve which is connected to the pressure chamber of the main brake cylinder and by which the action of the simulation device can be switched on and off.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to German Patent Application Nos. 10 2013 208 068.9, filed Mar. 2, 2013; 10 2013 222 281.5, filed Nov. 4, 2013; and PCT/EP2014/054252, filed Mar. 5, 2014. 
     FIELD OF THE INVENTION 
     The invention relates to a method related to an operating state of a motor vehicle brake system , and also to a brake system. 
     BACKGROUND 
     Hydraulic vehicle brake systems are known that take the form of power brake systems and include—in addition to a master brake cylinder which can be actuated by muscular force, to which wheel brakes are hydraulically linked, and which provides pressure and volume for the purpose of actuating wheel brakes—a further, electrically controllable device for providing pressure and volume, which triggers the wheel brakes in a “brake-by-wire” operating mode. In the event of failure of the electrically controllable device for providing pressure and volume, an actuation of the wheel brakes is effected solely by the muscular force of the driver of the vehicle. 
     From WO 2011/029812 A1 an electrohydraulic brake system is known having a master brake cylinder, which can be actuated by the brake pedal, a travel simulator and a pressure-supply device. In a “brake-by-wire” operating mode the wheel brakes are pressurized by the pressure-supply device. The master brake cylinder and hence the driver of the vehicle are isolated from the wheel brakes via closed isolating valves. In the case of an anti-lock feedback control in the “brake-by-wire” operating mode, the driver therefore receives no brake-pedal reaction. 
     It is an object of the present invention to propose a method and a brake system that make available, in particular with simple electronic means, a haptic information channel via which, in particular during a braking operation in a “brake-by-wire” operating mode, information can be communicated in electronically controlled form to the driver without the impression of a defect arising. 
     In accordance with the invention this object is achieved by a method and by a brake system as described herein. 
     SUMMARY 
     The invention makes use of a release valve connected to the pressure chamber of the master brake cylinder for the purpose of providing haptic information for the driver, by means of which valve the simulation device—or, expressed otherwise, the action of the simulation device—can be switched on and off. Accordingly, a brake-pedal reaction is implemented by means of the release valve when a predetermined operating state occurs. 
     The invention offers the advantage of employing a simulator release valve, which is frequently present in “brake-by-wire” brake systems with brake-pedal-feel simulator, for the purpose of providing haptic information for the driver. This makes possible an inexpensive haptic information channel to the driver. 
     The method, in particular the brake-pedal reaction implemented by means of the release valve connected to the pressure chamber of the master brake cylinder, is preferably implemented in a “brake-by-wire” operating mode in which the driver is hydraulically decoupled or isolated from the wheel brakes of the brake system. 
     The brake-pedal reaction is preferably implemented in the form of a change in the stiffness of the brake pedal which is felt by the driver. 
     According to a development of the method according to the invention, the brake-pedal reaction is implemented by means of the release valve at the beginning of an anti-lock feedback control or at the beginning of an electronic brake-force-distribution function, so that the onset of the feedback control or of the function is communicated to the driver. Particularly preferably, the brake-pedal reaction is implemented immediately at the beginning of an anti-lock feedback control or at the beginning of an electronic brake-force-distribution function, i.e. when entering the anti-lock feedback control or brake-force-distribution function, in order that the driver is informed immediately of, for example, the locking limit of the wheel or wheels. 
     The brake-pedal reaction is preferably implemented by means of the release valve when an inlet valve of a wheel brake is closed in a “brake-by-wire” operating mode. Particularly preferably, the first-time closing of the inlet valve is fed back directly via the brake pedal. Particularly preferably, the brake-pedal reaction by means of the release valve is implemented when the inlet valve is closed in the “brake-by-wire” operating mode during an actuation of the brake pedal. Advantageously, a brake-pedal reaction is implemented when an inlet valve is being closed by a braking function (e.g. ABS (anti-lock feedback control) or EBD (electronic brake-force distribution)) of the brake system. 
     The invention preferably relates to a method for setting a suitable brake-pedal feedback for the driver during an ABS feedback control. 
     According to a development of the invention, by means of a passive simulator spring the simulation device generates a basic brake-pedal characteristic which assigns a pedal travel to a given pedal force in an unchanged constant relationship. 
     For the purpose of the brake-pedal reaction, the release valve is preferably partly and/or temporarily closed. By this means, the stiffness in the brake pedal is increased in a simple manner. 
     For the purpose of the brake-pedal reaction, the flow resistance of the release valve is preferably varied. 
     Particularly preferably, in the “brake-by-wire” operating mode the master brake cylinder is isolated from the brake circuit(s), for example by one or more isolating valves. 
     The pressure chamber of the master brake cylinder is preferably hydraulically connected or connectable to the simulation device via the release valve. 
     Alternatively, it is preferred that the pressure chamber of the master brake cylinder is hydraulically connected or connectable to a pressure-medium reservoir under atmospheric pressure via the release valve. 
     The invention preferably relates to a method for operating a brake system for motor vehicles that in a “brake-by-wire” operating mode can be triggered both by the driver of the vehicle and independently of the driver of the vehicle, that is preferentially operated in the “brake-by-wire” operating mode, and that can be operated in at least one fallback operating mode. 
     The invention also relates to a brake system in which a method according to the invention is implemented. 
     The brake system preferably includes an electrically actuatable inlet valve—which, in particular, is normally open—per wheel brake, for setting wheel-specific brake pressures. 
     The brake system preferably further includes an electrically actuatable outlet valve—which, in particular, is normally closed—per wheel brake, for setting wheel-specific brake pressures. 
     The brake system preferably includes a master brake cylinder with a housing and two pistons which delimit two pressure chambers in the housing, to each of which a brake circuit with wheel brakes is linkable or linked. 
     The brake system preferably includes an electrically controllable pressure-supply device which is connected or connectable to the brake circuit, in particular to each brake circuit. 
     The brake system preferably includes an electrically actuatable switching valve—which, in particular, is normally closed—per brake circuit, for hydraulic connection of the pressure-supply device to the brake circuit. 
     The simulation device is preferably hydraulically connected or connectable to at least one pressure chamber of the master brake cylinder. 
     According to a preferred embodiment of the brake system according to the invention, the pressure chamber of the master brake cylinder is hydraulically connected or connectable to the simulation device via the release valve. 
     Alternatively, it is preferred that the simulation device is connected or connectable to an annular hydraulic chamber of the master brake cylinder, in which case a pressurization of the chamber brings about a force, contrary to the actuating direction, on the brake-pedal-actuated piston of the master brake cylinder. 
     The pressure chamber of the master brake cylinder is preferably hydraulically connected or connectable to a pressure-medium reservoir under atmospheric pressure via the release valve. 
     The electronic control unit of the brake system is preferably designed to trigger the release valve. Advantageously, the electronic control unit is additionally designed to trigger the pressure-supply device, the isolating valves, the switching valves and the valve. 
     Further preferred embodiments of the invention result from the following description with reference to figures. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Shown schematically are: 
         FIG. 1  shows a first embodiment of a brake system according to the invention for implementing a method according to the invention, 
         FIG. 2  shows a detail of a second embodiment of a brake system according to the invention for implementing a method according to the invention, and 
         FIG. 3  shows a detail of a third embodiment of a brake system according to the invention for implementing a method according to the invention. 
     
    
    
     DETAILED DESCRIPTION 
     In  FIG. 1  a first exemplary brake system for implementing a method according to the invention is represented schematically. The brake system substantially includes a hydraulic actuating unit  2 , which can be actuated by means of an actuating pedal or brake pedal  1 , a travel simulator or simulation device  3  interacting with the hydraulic actuating unit  2 , a pressure-medium reservoir  4  under atmospheric pressure and assigned to the hydraulic actuating unit  2 , an electrically controllable pressure-supply device  5 , and an electrically controllable pressure-modulating device for setting wheel-specific brake pressures. The brake system further includes an electronic control unit  12 . 
     The pressure-modulating device, which is not characterized in any detail, includes, for example per wheel brake  8 ,  9 ,  10 ,  11  of a motor vehicle which is not represented, an inlet valve  6   a - 6   d  and an outlet valve  7   a - 7   d , which are hydraulically interconnected in pairs via central junctions and linked to the wheel brakes  8 ,  9 ,  10 ,  11 . The input junctions of the inlet valves  6   a - 6   d  are supplied by means of brake-circuit supply lines  13   a ,  13   b  with pressures that are drawn off, in a “brake-by-wire” operating mode, from a system pressure which is present in a system-pressure line  38  linked to a pressure chamber  37  of the electrically controllable pressure-supply device  5 . A check valve  50   a - 50   d  opening in the direction of the brake-circuit supply lines  13   a ,  13   b  is respectively connected in parallel to the inlet valves  6   a - 6   d , in order that the pressure in a wheel-brake circuit  43  in normal operation is never higher than the pressure in pressure chamber  37 . In an unboosted fallback operating mode, the brake-circuit supply lines  13   a ,  13   b  are pressurized via hydraulic lines  22   a ,  22   b  with the pressures of pressure chambers  17 ,  18  of the actuating unit  2 . The output junctions of the outlet valves  7   a - 7   d  are connected to the pressure-medium reservoir  4  via a return line  14   a . For the purpose of registering the system pressure prevailing in the system-pressure line  38 , a pressure sensor  19  is provided which is preferentially of redundant design. 
     The hydraulic actuating unit  2  exhibits in a housing  21  two serially arranged pistons  15 ,  16  which delimit hydraulic chambers or pressure chambers  17 ,  18  which together with pistons  15 ,  16  form a dual-circuit master brake cylinder or a tandem master cylinder. Pressure chambers  17 ,  18  are, on the one hand, in communication with the pressure-medium reservoir  4  via radial bores formed in pistons  15 ,  16  as well as corresponding pressure-equalizing lines  41   a ,  41   b , it being possible for said lines to be shut off by a relative motion of pistons  15 ,  16  in the housing  21 , and, on the other hand, in communication with the brake-circuit supply lines  13   a ,  13   b , already mentioned, by means of the hydraulic lines  22   a ,  22   b . In this case a parallel connection of a normally open (NO) diagnostic valve  28  with a check valve  27  closing in the direction of the pressure-medium reservoir  4  is contained in pressure-equalizing line  41   a . Pressure chambers  17 ,  18  accommodate return springs which are not characterized in any detail and which position pistons  15 ,  16  in an initial position when the master brake cylinder  2  is not being actuated. A piston rod  24  couples the pivoting motion of the brake pedal  1  as a consequence of an actuation of the pedal with the translatory motion of the first (master-brake-cylinder) piston  15 , the actuation travel of which is registered by a displacement sensor  25  which is preferentially of redundant design. As a result, the corresponding piston-travel signal is a measure of the brake-pedal actuation angle. Said signal represents a braking request of a driver of the vehicle. 
     In the line sections  22   a ,  22   b  linked to pressure chambers  17 ,  18  a respective isolating valve  23   a ,  23   b  is arranged which, for example, takes the form of an electrically actuatable, preferentially normally open (NO), 2/2-way valve. The hydraulic connection between pressure chambers  17 ,  18  and the brake-circuit supply lines  13   a ,  13   b  can be shut off by the isolating valves  23   a ,  23   b . A pressure sensor  20  linked to line section  22   b  registers the pressure built up in pressure chamber  18  by a displacement of the second piston  16 . In a normal braking function of the brake system (“brake-by-wire” operating mode), the driver has been isolated from the brake circuits  13   a ,  13   b  by the isolating valves  23   a ,  23   b.    
     The simulation device  3  is, for example, hydraulically coupled to the master brake cylinder  2  and consists substantially of a simulator chamber  29 , a simulator-spring chamber  30  and also a simulator piston  31  separating the two chambers  29 ,  30  from one another. The simulator piston  31  is supported on the housing  21  by an elastic element (e.g. a spring) arranged in the simulator-spring chamber  30 , which is advantageously biased. The simulator chamber  29  is connectable to the first pressure chamber  17  of the tandem master brake cylinder  2 , for example by means of an electrically actuatable, advantageously normally closed, (simulator) release valve  32 . When a pedal force has been predetermined and the (simulator) release valve  32  has been activated, pressure medium flows from pressure chamber  17  of the master brake cylinder into the simulator chamber  29 . A check valve  34  arranged hydraulically antiparallel to the release valve  32  enables, independently of the switching status of the release valve  32 , a largely unhindered backflow of the pressure medium from the simulator chamber  29  to pressure chamber  17  of the master brake cylinder. The simulation device  3  can accordingly be switched in and out by means of the release valve  32 . 
     The electrically controllable pressure-supply device  5  takes the form of a hydraulic cylinder/piston arrangement or a single-circuit electrohydraulic actuator, the piston  36  of which can be actuated by a schematically indicated electric motor  35 , with interposition of a rotary/translatory transmission which is likewise represented schematically. A rotor-position sensor, only indicated schematically, serving for registering the rotor position of the electric motor  35 , is denoted by reference symbol  44 . In addition, use may also be made of a temperature sensor for sensing the temperature of the winding of the motor. Piston  36  delimits a pressure chamber  37 . 
     The actuator pressure generated by the action of the force of piston  36  on the pressure medium enclosed in pressure chamber  37  is fed into the system-pressure line  38  and registered with the system-pressure sensor  19 . In the “brake-by-wire” operating mode, the system-pressure line  38  is connected to the brake-circuit supply lines  13   a ,  13   b  via the switching valves  26   a ,  26   b . In this way, a build-up and reduction of wheel-brake pressure for all the wheel brakes  8 ,  9 ,  10 ,  11  is effected in the course of a normal braking operation. In the course of the reduction of pressure, the pressure medium previously displaced out of pressure chamber  37  of the actuator  5  into the wheel brakes  8 ,  9 ,  10 ,  11  flows back on the same path into pressure chamber  37  of the actuator  5 . On the other hand, in the course of a braking operation with wheel-specifically different wheel-brake pressures regulated with the aid of the modulating valves  6   a - 6   d ,  7   a - 7   d , the portion of pressure medium discharged via the outlet valves  7   a - 7   d  flows into the pressure-medium reservoir  4 . A re-aspirating of pressure medium into pressure chamber  37  is possible by a reversing of piston  36  with switching valves  26   a ,  26   b  closed, inasmuch as pressure medium is able to flow out of the reservoir  4  into the actuator pressure chamber  37  via a re-aspirating valve  52  taking the form of a check valve opening in the direction of flow to the actuator. 
     The electronic control unit  12  serves for triggering the electrically actuatable components of the brake system, in particular valves  6   a - 6   d ,  7   a - 7   d ,  23   a ,  23   b ,  26   a ,  26   b ,  28 ,  32  and the electric motor  35  of the pressure-supply device  5 . The signals of the sensors  19 ,  20 ,  25  and  44  are also processed in the electronic control unit  12 . 
     In a normal braking function of the brake system (“brake-by-wire” operating mode), the master brake cylinder  2 , and hence the driver of the vehicle, has been decoupled from the wheel brakes  8 ,  9 ,  10 ,  11  by the closed isolating valves  23   a ,  23   b , and the brake-circuit supply lines  13   a ,  13   b  have been connected via the open switching valves  26   a ,  26   b  to the pressure-supply device  5  which provides the system pressure for actuating the wheel brakes  8 ,  9 ,  10 ,  11 . The simulation device  3  has been switched in by the open (simulator) release valve  32 , so that the volume of pressure medium displaced in the master brake cylinder  2  by the actuation of the brake pedal  1  by the driver is received by the simulation device  3 , and the simulation device  3  conveys a customary brake-pedal feel to the driver of the vehicle. A reduction of brake pressure in the wheel brakes  8 ,  9 ,  10 ,  11  can be effected, by piston  36  of the pressure-supply device  5  being moved back in the direction of the rest position (to the right in  FIG. 1 ). But a rapid—for example, wheel-specific—reduction of brake pressure, such as is needed in the case of an ABS feedback control, is also possible via valves  6   a - 6   d ,  7   a - 7   d , by the corresponding inlet valve  6   a - 6   d  being closed and the associated outlet valve  7   a - 7   d  being opened for a defined time. Pressure medium then flows out of the wheel brake through the outlet valve via line  14   a  into the pressure-medium reservoir  4 . 
     In the case of the active brake system, the driver is accordingly isolated from the wheel-brake circuits  43  by the isolating valves  23   a ,  23   b  in the active mode (i.e. in the “brake-by-wire” operating mode). In this way, even at the beginning of an anti-lock feedback control the driver receives no haptic brake-pedal reaction by reason of closure of an inlet valve  6   a - 6   d.    
     This is different in conventional (not “by-wire”) brake systems with a vacuum-assisted brake booster and with a known ABS/ESC system. Here, during an actuation of the brake pedal the driver perceives an increased stiffness of the brake system at the brake pedal when one or more wheel inlet valves close at the beginning of an ABS controlled braking operation or at the beginning of an EBD function (EBD: electronic brake-force distribution). The brake-pedal travel/force characteristic is influenced by closure of one or more wheel inlet valves, insofar as the hydraulic stiffness of the system becomes greater as a result of one or more wheel brakes being uncoupled. In the conventional ABS/ESC brake system this can consequently be perceived in the brake pedal by the driver. 
     In order to achieve this behavior of a brake system, which is customary for the driver, a brake-pedal reaction is implemented by means of the release valve  32  connected to the pressure chamber of the master brake cylinder, for example when a predetermined operating state obtains. 
     According to one embodiment of the invention, for the purpose of conveying the information concerning the closing, in particular for the first time, of one or more inlet valves in the brake system during an actuation of the brake pedal—that is to say, for example, the beginning of an ABS controlled braking operation or the beginning of an EBD—the release valve  32  is utilized and suitably switched, in order to generate a suitable increase in stiffness at the brake pedal  1  and consequently to give the driver a haptic feedback that inlet valves have just been closed. The driver consequently knows that he is immediately at the locking limit of the tires. This information can be very helpful as regards drive dynamics. 
     The release valve is preferably a valve by means of which the pressure medium flowing off in the course of an actuation of the brake pedal (particularly in the “brake-by-wire” operating mode) out of a pressure chamber (e.g. pressure chamber  17  in  FIG. 1 ) of the master brake cylinder can be changed or an outflow resistance of the master brake cylinder can be varied. 
     As a result of at least partial and/or temporary closure of the release valve  32 , the flow resistance of valve  32  is increased or varied, resulting in the increase in stiffness at the brake pedal  1 . 
       FIG. 2  shows a detail of a second embodiment of a brake system according to the invention for implementing a method according to the invention. In  FIG. 2 , substantially the master brake cylinder  2  with brake pedal  1 , the simulation device  3 , the pressure-medium reservoir  4  and the isolating valves  23   a ,  23   b  are represented. The second embodiment corresponds very largely to the first embodiment, though no diagnostic valve  28  with check valve  27  connected in parallel is present in pressure-equalizing line  41   a . Also in the second embodiment, the first pressure chamber  17  of the master brake cylinder  2  is hydraulically connected to the simulator chamber  29  of the simulation device  3  via an electrically actuatable (simulator) release valve  32  with check valve  34  connected in parallel, so that the simulation device  3  can be switched in and out by means of the release valve  32 . 
       FIG. 3  shows a detail of a third embodiment of a brake system according to the invention for implementing a method according to the invention. Here too, substantially the master brake cylinder  2  with brake pedal  1 , the simulation device  3 , the pressure-medium reservoir  4  and the isolating valves  23   a ,  23   b  are represented. 
     The master brake cylinder  2  exhibits two serially arranged hydraulic master-brake-cylinder pistons  15 ,  16  which delimit hydraulic pressure chambers  17 ,  18 . Pressure chambers  17 ,  18  are, on the one hand, in communication with the pressure-medium reservoir  4  via radial bores formed in the master-brake-cylinder pistons  15 ,  16  as well as corresponding pressure-equalizing lines  41   a ,  41   b , it being possible for said lines to be shut off by a relative motion of pistons  15 ,  16 , and, on the other hand, in communication with the isolating valves  23   a ,  23   b  by means of hydraulic lines  22   a ,  22   b . The first master-brake-cylinder piston  15  mechanically coupled with the brake pedal  1  takes the form, for example, of a stepped piston with a circular surface  46  and with an annular surface  47 , the circular surface  46  delimiting the first pressure chamber  17 , and the annular surface  47  delimiting a hydraulic chamber  45 . In this case an action of pressure in chamber  45  corresponds to a force that is acting on the first master-brake-cylinder piston  15  counter to the actuating direction. The first pressure chamber  17  and the hydraulic chamber  45  are hydraulically sealed in relation to one another. 
     The simulation device  3  consists substantially of a simulator chamber  29 , a simulator-spring chamber  30  and also a simulator piston  31  separating the two chambers  29 ,  30  from one another. The simulator piston  31  is supported on the housing by an elastic element (e.g. a spring) arranged in the simulator-spring chamber  30 . The simulator chamber  29  is, for example, connected, on the one hand, to the pressure-medium reservoir  4  (or to pressure-equalizing line  41   a  leading to the pressure-medium reservoir  4 ) by means of an electrically actuatable, advantageously normally open, valve  42  with a check valve  40  connected in parallel (closing in the direction of the pressure-medium reservoir), and, on the other hand, to the annular chamber  45  of the master brake cylinder  2 . 
     Pressure chamber  17  of the master brake cylinder  2  is, for example, connected to the pressure-medium reservoir  4  (or to pressure-equalizing line  41   a  leading to the pressure-medium reservoir  4 ) via an electrically actuatable release valve  32 ′ which is advantageously normally closed. By means of release valve  32 ′ the simulation device  3  can be switched on and off. With release valve  32 ′ closed, piston  15  of the master brake cylinder  2  cannot be displaced any further in the event of an actuation of the brake pedal, and hence the simulation device  3  has been switched off. With release valve  32 ′ open, piston  15  of the master brake cylinder  2  can be displaced in the event of an actuation of the brake pedal, so that pressure medium is displaced into the simulator chamber  29  of the simulation device  3  when valve  42  is closed, the known brake-pedal feel being conveyed. 
     In the exemplary brake system a brake-pedal reaction is implemented by means of release valve  32 ′ connected to the pressure chamber of the master brake cylinder when a predetermined operating state obtains. 
     In the course of an actuation of the brake pedal (particularly in the “brake-by-wire” operating mode), the pressure medium flowing off out of pressure chamber  17  of the master brake cylinder  2  is changed, for example, or an outflow resistance of the master brake cylinder  2  is varied. As a result of at least partial and/or temporary closure of release valve  32 ′, the flow resistance of valve  32 ′ is increased or varied, resulting in the increase in stiffness at the brake pedal  1 . 
     For example, the closing—advantageously for the first time—of at least one inlet valve during an actuation of the brake pedal—that is to say, for example, the beginning of an anti-lock feedback control (ABS) or the beginning of an electronic brake-force-distribution function (EBD)—is fed back to the driver, by release valve  32  being utilized and suitably switched, in order to generate a suitable increase in stiffness at the brake pedal  1 . Consequently the driver is given a haptic feedback that at least one inlet valve has just been closed. 
     One advantage of the invention that has been described is that no additional actuating elements—such as, for example, a supplementary actuator in the pedal-simulator unit or on the brake pedal—is needed for the haptic brake-pedal feedback. The function can be put into effect purely via software. 
     The release valve  32  or  32 ′ connected to pressure chamber  17  is a valve for switching the simulation device or the brake-pedal characteristic of the simulation device on and off. 
     While the above description constitutes the preferred embodiment of the present invention, it will be appreciated that the invention is susceptible to modification, variation and change without departing from the proper scope and fair meaning of the accompanying claims.