• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of managing a brake system having an automatic parking brake (13) operating in different modes of operation. A first mode of operation corresponds to a traffic mode and a second mode of operation corresponding to a parking mode in which the parking brake (13) is activated automatically in the event of a serious fault.
    公开号:FR3070150A1
    申请号:FR1857464
    申请日:2018-08-13
    公开日:2019-02-22
    发明作者:Dieter Blattert；Frank Beahrle-Miller
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    Field of the invention
    The present invention relates to a method for managing a brake system equipped with an automatic parking brake for a motor vehicle for different operating modes, a first operating mode corresponding to a traffic mode and a second operating mode. corresponding to a parking mode.
    State of the art
    According to document DE 10 2014 204 287 A1, a method is known for managing a vehicle brake installation comprising at least one electronic parking brake equipped with an actuator; the application of a first switching signal at the input of the switching signal controls the actuator to activate the parking brake. The input of a switching signal in normal operating mode is released when any switching signals are applied and it is put in a safety mode generating a second switching signal different from the first signal to prohibit the control of the actuator that would activate the parking brake. The known ASIC circuit according to this prior art can modify, under certain conditions, its operating position. Thus, this function is activated during a highly automated parking maneuver. If the failure of the ESP system (in particular its pC microcontroller) during the highly automatic parking maneuver has been detected by the ASIC circuit. This then automatically applies the parking brake. During the normal forward movement phase, this particular function of the ASIC circuit is neutralized to avoid any accidental tightening during traffic.
    In addition, according to the state of the art, patent DE 10 2013 218 401 A1, describes a method for managing a motor vehicle. At least one autonomous or partially autonomous vehicle mode can be activated on the vehicle which includes a service brake and a parking brake. The method according to this document is characterized in that in response to a recognized operating state of the vehicle, the parking brake has passed from its rest state to a predefined operating state; the predefined operating state acts on the parking brake so that it has no braking effect or only a slight braking effect compared to the fully activated state.
    Purpose of the invention
    The present invention aims to develop a method to make the parking function available and increase the safety of the brake system without the components participating in this objective increasing the load.
    Presentation and advantages of the invention
    To this end, the subject of the invention is a method for managing a brake system comprising an automatic parking brake for a motor vehicle according to which the automatic parking brake operates in different operating modes, a first operating mode corresponding to a circulation mode and a second operating mode corresponding to a parking mode, this method being characterized in that in parking mode, the parking brake is activated automatically in the event of a serious fault.
    This means that the automated parking brake is activated in the event of a fault in the automated brake system, regardless of the input made by the driver. Such activation in the event of a fault is only carried out if the parking brake in parking mode is activated. This assumes that several operating strategies for the parking brake are defined and regulated.
    In parking mode, for example, the parking brake is released to receive and apply control commands. In the traffic mode, the parking brake is, for example, decoupled so that no order can reach the parking brake. Thus, in traffic mode, the parking brake may not be activated either at the request of the driver, or, for example, by a driving assistant who would request its activation. In parking mode, this is however possible. Activation means in particular the application of the parking brake. It is not possible to apply the parking brake in traffic mode. Alternatively, activation can also mean that the parking brake is opened. As a fault in the brake system, there is any type of fault of a component of the brake system, for example, of the brake device itself, of the sensors, of the control, of the actuators, of the pressure generation and other. A fault is both a hardware failure and also an absence of signal or a signal fault.
    Safety is thus advantageously increased. Automatic application of the parking brake in the event of a fault makes it possible to stop the vehicle safely. This process also prevents, in the event of a fault, the search for an appropriate stopping possibility which would allow stopping without the parking brake. The availability of the automated parking brake will be increased. Advantageously, the method described does not generate any additional load for the parking brake since the latter will always be locked only in the event of a request or in the event of a fault in the appropriate situation.
    According to an advantageous development, the method characterized in that the parking mode is activated when a parking situation or condition is detected.
    This means that the activation of the parking mode will be carried out if it is detected that the vehicle is in a parking maneuver or is about to execute such a maneuver. If a parking condition is recognized, you can, for example, set the automated parking mode. The recognition of the parking state can be done by the driving assistance system such as, for example, the PAH function (highly automated parking function). Advantageously, this improves the comfort of use since the driver does not have to manually select the operating modes but they are selected automatically. In addition, it increases safety as it avoids the consequences of forgetting to activate the parking mode by the user.
    A possible development of the process characterized in that a parking condition is recognized when a defined speed criterion is met, in particular if the vehicle speed is lower than a defined speed threshold.
    This means that the activation of the parking mode operating mode is activated if, due to traffic behavior, it is concluded that a parking maneuver is imminent. For example, when the vehicle is traveling at a low speed. As a speed threshold, we can use, for example, 10 km / h. However, other low speeds are possible, such as, for example, 5 km / h or 15 km / h. According to an alternative embodiment, the deceleration of the vehicle can be taken into account. One can also take into account the combination of the deceleration of the vehicle from a first speed and the continued circulation of the vehicle at a second lower speed, as characterizing the imminence of a parking maneuver. As the activation of the parking mode in this development depends on the speed of the vehicle, it is also possible to have an automatic brake application in the event of a fault, only if the vehicle is traveling at a speed lower than the defined speed. This advantageously increases security. For example, safety can be improved if the parking brake is not automatically activated at too high a speed. Under these conditions, the locking of the wheels in a critical speed range is avoided.
    According to an advantageous characteristic of the method, a parking state is recognized from the position of the vehicle, in particular by comparing the GPS data of the vehicle and the cartographic data, for example, a parking space and / or a parking lot. private and / or a building of garages and / or a garage in the basement.
    This means that using the current location of the vehicle it will be possible to assess whether it is in a parking maneuver or whether such a maneuver is imminent.
    The current location is done with GPS data. To assess the probability of a parking maneuver, the position of the vehicle can be compared with the available parking areas or parking spaces. For this, account will be taken of the data which characterize, for example, the possible parking locations. It may be general map data or individual parking positions or locations that the vehicle has detected in previous passages or that have been defined by drivers or third parties as parking locations. These are, in particular, private land, garage buildings, underground garages, etc. To determine the precise position and the situation, it is also possible to take into account data supplied by video sensors (for example camera images). Advantageously, the current position of the vehicle can also be used (and if necessary compare this position to stored parking positions) for a simple assessment used to determine whether the driver is considering a parking maneuver for the vehicle. This limits the computing capacity required. In addition, it improves the quality of the results.
    According to a development variant, the method is characterized in that the parking mode is activated when an automated parking maneuver is detected.
    This means that the parking mode will be activated if an automated parking maneuver is imminent. The activation of an automated parking maneuver can be done by the driver who activates an entry device fitted to the vehicle. Alternatively, activation can also be done by signals of external origin, for example, provided by the vehicle key or a mobile phone. In particular, in the case of a highly automated parking maneuver, it is not necessary for the driver to be on board the vehicle to intervene if necessary in the automated parking maneuver. Advantageously, this allows the automated parking operation by simple detection. However, it is also possible to execute an activation of the parking mode in a very targeted manner and taking account of the needs. In addition, the security of the activation of the parking mode is increased in that in the event of a fault, the parking brake is activated automatically. This increase in safety further reduces the need for the driver to monitor the automated parking maneuver and / or be on board the vehicle during this maneuver.
    According to an advantageous development, the method is characterized in that the parking mode is neutralized if a defined speed condition is no longer met, in particular if the vehicle speed is above a defined speed threshold.
    This means that the parking mode is only maintained as long as the vehicle is traveling at a speed lower than the set speed. If the speed threshold is exceeded, the parking brake operating mode will be set to traffic mode. This change of the two operating modes can be done in a fully automated way. Advantageously, this again improves user comfort. Safety is, of course, optimized in that automatic application of the parking brake in the event of a fault (as provided for in parking mode) will not be possible at high speeds. This prevents the wheels from being locked by the parking brake and guarantees high driving safety.
    According to a development of the process, in traffic mode, the parking brake is not activated automatically when a defined fault is detected.
    This means that the automatic parking brake will not be activated when a fault is detected if the vehicle or the parking brake is not in the parking mode operating mode. In particular, if the parking mode operating mode is activated, the parking brake will not be applied automatically upon detection of a defined fault. This makes it possible to advantageously optimize operating and traffic safety. It also avoids negatively influencing driving / handling stability.
    According to a preferred development, the method is characterized in that the parking brake is implemented in different operating modes by the electronic circuit.
    This means that switching between two operating modes is done with the electronic circuit. This circuit also makes it possible to keep the operating mode and / or to execute any operating mode. As a circuit, we have dedicated application integrated circuits, such as ASIC circuits. Such a circuit is, for example, described in document DE 10 2014 204 287 A1. This document describes a suitable circuit and means for carrying out the method described. Advantageously, this circuit in the control device does not increase the process load because only the ASIC circuit is switched functionally. This is done in a neutral manner from the point of view of the workload and also represents an economical application of the process. The use of such a circuit also allows functional integration and thus simplifies the construction of the system.
    According to an alternative embodiment, the method is characterized in that in parking mode, the entry of the parking brake control circuit is released and / or in traffic mode the control of the parking brake is prohibited.
    This means that in circulation mode, the electronic circuit blocks the sending of the switching signal. In other words, in traffic mode you cannot control the parking brake even if a control signal is generated. The control signal will not be transmitted to the parking brake actuator by the electronic circuit. The parking brake is not activated either manually by the driver, or automatically by a command and / or control unit, for example, when a fault is detected. Advantageously, this improves safety, that is to say driving stability or handling. This prevents the wheels from locking up during circulation by inadvertently applying the parking brake.
    According to an advantageous development, the method is characterized in that it is executed only if the brake system is faultless.
    This means that this process will only be executed if there is no fault or if no fault has been detected. Before changing the operating mode, it is checked that the brake system is faultless. This means that a change in the operating mode is only possible if the brake system is faultless. As a variant or in addition, the selection (if necessary automated) of the parking mode operating mode will only be possible if the brake system is faultless. A faultless brake system means that all components of the system must be in a correct state and also all data signals must be available and provide valid information. Advantageously, this limitation of the execution of the method increases the operational safety.
    The invention also relates to an electronic circuit installation for managing an automated parking brake in different operating modes, the first operating mode corresponding to the traffic mode and the second operating mode corresponding to the parking mode, the installation switching allowing by this parking mode, the release of the parking brake control and in traffic mode, the installation prohibiting the control of the parking brake, this installation being characterized in that in parking mode it produces the automatic application of the parking brake when a defined fault is detected.
    The installation of electronic circuit or more simply the electronic circuit is a means designed to carry out the process described above according to an appropriate use. This means that a circuit installation is advantageously provided which, when a first switching signal is applied, controls a switching signal input of the parking brake actuator to activate this parking brake and this signal input switching signal is released in parking mode by the application of any switching signal while in traffic mode, a second switching signal different from the first switching signal prohibits actuator control to activate the brake parking.
    In addition, and advantageously, the parking brake actuator is controlled with at least one switch of the circuit installation and this switch has the switching signal input so that when the first switching signal is applied at the switching signal input, a first switching state is passed to activate the parking brake. The advantages of such a device correspond to the advantages of the method as described above, which makes it possible not to repeat these developments.
    In addition, the subject of the invention is a device designed to carry out the method as described above, by intended use. This means that the device is designed and produced and / or includes means which, for proper use, make it possible to carry out the process described above. The device is, for example, a control device and / or a memory element and / or a service element. Thus, for example, an ESP control device or an APB control device which executes the parking brake control makes it possible to activate the parking brake when in parking mode when a defined fault is recognized, the activation being automatic. The device described above is also the automated parking brake device. Such a device offers the advantages already described with regard to the method.
    The invention also relates to a computer program for carrying out the method as described as well as a memory medium readable by a machine and which contains the recording of the computer program. This means that the computer program includes program code for carrying out one or more of the above process steps when the computer program is executed by a computer.
    drawings
    The present invention will be described below, in more detail with the aid of embodiments shown schematically in the accompanying drawings in which:
    FIG. 1 is a schematic sectional view of a brake device comprising an automatic parking brake of the motorized caliper type, and FIG. 2 represents the steps of the method according to an embodiment of the invention, and FIG. 3 is a representation of the process steps according to another embodiment of the invention for a highly automated parking process, and FIG. 4 is a schematic representation of the possible circuit for activation of an ASIC module.
    Description of embodiments of the invention
    Figure 1 is a schematic sectional view of a vehicle brake device 1. The brake device 1 includes an automatic parking brake 13 (also called automatic parking or parking brake or automatic parking brake, abbreviated as APB brake) which includes an electromechanical actuator 2 (electric motor) generating the clamping force for immobilize the vehicle. A brake system generally comprises two parking brakes 13 each equipped with an electromechanical actuator 2. The parking brakes often equip the rear axle: a parking brake 13 for the brake device 1, left and one for the brake device brake 1 right. But, alternatively or in addition, there may also be other parking brakes on the front axle.
    The electromechanical actuator 2 of the parking brake 13 as shown, actuates a spindle 3 mounted in the axial direction, in particular a threaded spindle 3. The end of the spindle 3 opposite the actuator 2 is provided with a nut 4 which, when the automatic parking brake 13 is applied, is applied against the brake piston 5. The parking brake 13 in this way applies a force to the brake linings 8, 8 'or to the brake disc 7. The nut is thus applied against the internal front face of the brake piston 5 (also called back of the bottom of the brake piston or inside bottom of the piston). The nut 4 is moved by the rotational movement of the actuator 2 and the resulting rotational movement of the spindle 3 in the axial direction. The nut 4 and the brake piston 5 are mounted in the brake caliper 6 which overlaps the brake disc 7 in the manner of pliers. A brake lining 8, 8 ′ is provided on both sides of the brake disc 7. In the case of an application of the brake device 1 by the automatic parking brake 13, the electric motor (action neur 2) rotates and moves the nut 4 and the brake piston 5 in the axial direction against the brake disc 7, thereby exerting a predefined clamping force between the brake linings 8, 8 'and the brake disc 7. The spindle drive and the corresponding automatic locking allow the forces exerted by the parking brake 13 to be maintained by the control of the electric motor, even after the end of the control.
    The automatic parking brake 13 is, for example, produced in the form of a caliper system equipped with a motor like that shown, being combined with the service brake 14. One could also consider the parking brake 13 as integrated in the service brake system 14. Both the automatic parking brake 13 and the service brake 14 act on the same brake piston 5 and thus on the same brake caliper 6 to establish the braking force exerted on the disc brake 7. The service brake 14 however has a separate hydraulic actuator 10, such as, for example, the brake pedal equipped with a braking force amplifier. According to FIG. 1, the service brake 14 is produced as a hydraulic system; the hydraulic actuator 10 is assisted by the ESP pump or by an electromechanical brake force amplifier (for example the Bosch iBooster) or is replaced by such means. Also, according to other embodiments of the actuator 10 one can consider, for example, a power brake, integrated called IPB brake which, in principle, is a cable brake system using a plunger to establish the pressure hydraulic. During commissioning, a predefined braking force is established hydraulically between the brake linings 8, 8 'and the brake disc 7. To establish the braking force using the hydraulic service brake 14 , a medium 11 is put under pressure, in particular the brake fluid 11 which is practically incompressible in the fluid chamber delimited by the brake piston 5 and the brake caliper 6. The brake piston 5 is made tight vis-à-vis the environment by an annular seal 12.
    The brake actuators 2 and 10 are controlled using one or more power stages, that is to say using a control device 9; the latter is, for example, the control device of the dynamic driving system, such as the ESP system (electronic stabilization program) or other control device.
    To control the automatic parking brake 13, you must first pass the idle stroke (or air gap) before the braking force is established. The idle stroke is, for example, the distance that the spindle nut 4 must exceed to allow the spindle 3 to rotate and come into contact with the brake piston 5. The air gap designates the distance between the brake linings 8, 8 'and the brake disc 7 in disc brake installations of motor vehicles. This operation is part of the duration of the overall command, in particular for an automatic parking brake 13 which, in general, is relatively long. At the end of such a preparatory phase, the brake linings 8, 8 ’are applied against the brake disc 7 and the increase in force begins during the rest of the process. Figure 1 shows the state of the idle stroke already covered and the ventilation clearance. The brake linings 8, 8 ′ are then applied against the brake disc 7 and all the brakes, that is to say the parking brake 13 and also the service brake 14 make it possible to immediately establish the braking force. applied to the corresponding wheel by an appropriate adaptation. The descriptions of the air gap apply in a similar way to the service brake 14 but due to the strong dynamic pressure build-up, the passage of the idle stroke is faster than in the case of the parking brake. 13.
    FIG. 2 represents the steps of an embodiment of the method of the invention. The first step SI corresponds to the start of the process. The start of the process can, for example, be activated manually by the driver. One can also consider an automatic start of the process, for example, a specific driving condition (such as the defined state of the vehicle) or a specific environmental condition (eg a defined position of the vehicle). The ASIC module is in the regular state, that is to say inactive, in particular at the start of the process. An inactive (or deactivated) ASIC module prevents the switching signal from being transmitted to the parking brakes and closes them. In the regular state, the process starts with the parking brake released. Using a BO condition control (not shown) a vacuum can be made to confirm that the parking brake is fully released and open. After starting, it is checked whether a first condition B1 is fulfilled. Condition B1 of the present development requires that the system be started from a complete system, i.e. the brake system control device (for example the amplifier operation control device ESP or IPB) is functionalized as expected and internal monitoring does not signal any particular elements. But if this is not the case (Bl = N), the process is terminated at this time by step S6. However, one supposes the good functioning of the system (B1 = Y) and one checks a second condition B2. Condition B2 of the present development consists in verifying the speed threshold. But it is also checked whether the vehicle speed is lower, for example at 10 km / h; if not (B2 = N), the ASIC circuit is neutralized or led to neutralization in step S3. The process continues, for example, by checking condition B1 etc. If, however, the speed condition (B2 = Y) is met, the ASIC circuit is activated in step S2. An activated ASIC circuit transmits and applies a switching signal to the parking brake. Then, it is verified that another condition B3 of faultless state is fulfilled. It is not the same control as the Bl control. You can also define a control variant. The ASIC circuit thus continuously monitors, for example, the microcontroller (pC) and / or the bus link (SPI). Checks or checks can be done continuously or cyclically (for example, every 10 ms). If after a certain monitoring time, there has been no fault (B3 = N) the process can be modified in return to check condition B2. But if a fault is identified (B3 = Y), the parking brake is directly activated in step S4 and it is applied automatically. This activation and this tightening can also be executed if, when the ASIC circuit is activated, step S5 requests the parking brake. Such a request can, for example, be triggered intentionally by the driver or automatically by the system, for example in the context of a highly automated parking operation. After applying the parking brake, the parking phase ends so that the extension of the function by the ASIC circuit is no longer necessary and this function can be deactivated. The ASIC circuit is thus neutralized in step S3. In addition, after the parking brake is applied, the process ends in step S6.
    We can also make the activation of the ASIC circuit in step S2 dependent on another condition. This condition is, for example, the position of the vehicle on a potential parking space. We can, for this, use the GPS data of the vehicle by comparing it to the map data of a known and defined parking, a parking space, a private lot, a garage in the basement, a garage building, etc. and determine the probability of a parking maneuver to be performed. Activation of the ASIC circuit is only carried out if a defined probability of a foreseeable parking maneuver is exceeded.
    FIG. 3 represents the process steps of another embodiment of the invention for a highly automated parking operation. A very automated parking (or parking) operation is characterized, for example, in that the driver leaves the vehicle before the actual parking maneuver. The driver does not monitor or control the storage operation in a parking space. For the description of steps S1-S6 and of conditions B1-B3, reference will be made to the explanations given for FIG. 2.
    Figure 3 differs from Figure 2 in the following points. The process begins with step SI when a parking maneuver is detected. The driver places the vehicle, for example, next to or in front of the actual parking area. Thus in step S_a the parking brake is applied to immobilize the vehicle. The driver leaves the vehicle and in step S_b, he launches the PAH function (advanced automatic parking maneuver). The vehicle must first be hydraulically maintained in order to begin the parking maneuver safely. For this, in step S_c, a hydraulic braking force is exerted. It is only when the vehicle is held hydraulically that in step S_d the parking brake is automatically released. Next, the BO condition is checked to determine if the parking brake was fully open. If this is not the case (B0 = N) we continue to open the parking brake. When the parking brake is sufficiently open (B0 = Y), the condition Bl can be checked as described above. At the request of the parking brake application voltage in step S5 after the execution of the highly automated parking maneuver, a control unit can send a corresponding request to the parking brake such as External Parking Request. The corresponding lines are drawn in broken lines to visualize the dependence between the request and the execution of the parking maneuver. If during this highly automated parking maneuver, at any time a fault occurs, for example, in the control unit, in this case also, the parking brake will be locked automatically. This means, although the driver is not in the vehicle, and a vehicle safety condition needs to be established.
    FIG. 4 is a schematic representation of the activation circuit of an ASIC circuit according to an embodiment of the invention. The expressions ASIC and APB-ASIC are used as analogous concepts in the context of the present description. The parking brake actuators 2 are controlled by means of H-bridges 20. The APB-ASIC 17 circuit makes it possible to control the H 20 bridges. For this to be possible, however, the APB-ASIC 17 circuit is released by the microcontroller 15 and the ASIC system 16. The APB-ASIC circuit 17 communicates for this permanently by the SPI link 21 with the microcontroller 15. This SPI link 21 provides the APB-ASIC circuit 17 with corresponding requests to release the parking brake or lock it. However, this is only possible if the entire system is working properly. In addition, the APB-ASIC 17 circuit must be put in a corresponding activation mode (parking mode) to transmit the parking brake command correspondingly to the H 20 bridges. To have the APB-ASIC 17 circuit in the mode corresponding activation, this information is transmitted to the APB-ASIC circuit 17 by a microcontroller 15. The memory RCP-Mem 18 receives a corresponding input. It is the same for the authorization line APB 22 or the memory RCP-Mem 19. Thus, prepared and put in active mode, the cooked cir5 APB-ASIC 17 monitors the operation of the microcontroller 15.
    This means that if the microcontroller or the bus link of the authorization line APB 22 or SPI 21 has a fault, this will be recognized by the APB-ASIC circuit 17 which will directly activate the locking of the parking brake actuators.
    NOMENCLATURE OF MAIN ELEMENTS
    Brake device
    Electric actuator / motor
    Threaded pin
    Spindle nut
    Brake piston
    Brake caliper
    Brake disc
    8, 8 ’Brake pad
    Control unit
    Hydraulic actuator
    Parking brake
    Service brake
    microcontroller
    ASIC system
    APB-ASIC circuit
    RCP-Mem memory
    H-bridge
    SPI link / APB authorization line
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    R EVEND 1G A TI O N S
    1 °) Method for managing a brake system comprising a parking brake. automatic (13) motor vehicle in which the automatic parking brake (13) operates in different operating modes, a first operating mode corresponding to a traffic mode and a second operating mode corresponding to a parking mode, method characterized in that
    10 in parking mode, the parking brake (13) is activated automatically in the event of a serious fault.
    [2" id="c-fr-0002]
    2 °) Method according to claim 1, characterized in that
    15 the parking mode is activated, when a parking state is detected.
    [3" id="c-fr-0003]
    3 °) Method according to one of the preceding claims, characterized in that
    20 a parking state is recognized if a defined speed criterion is met, in particular if the vehicle speed is less than a predefined speed threshold.
    [4" id="c-fr-0004]
    4 °) Method according to one of the preceding claims,
    25 characterized in that a parking condition is recognized from the position of the vehicle, in particular by comparing the GPS data of the motor vehicle and the map data, for example:
    a parking space and / or,
    30 - a private parking lot and / or, a building of garages and / or, a garage in the basement.
    [5" id="c-fr-0005]
    5 °) Method according to one of the preceding claims,
    35 characterized in that the parking mode is activated when an automated parking operation is in progress. detected.
    [6" id="c-fr-0006]
    6 °) Method according to any one of the preceding claims,
    5 characterized in that the parking mode is deactivated if a defined speed criterion is no longer fulfilled, in particular if the vehicle speed is above a defined speed threshold.
    [7" id="c-fr-0007]
    10 7 °) Method according to any one of the preceding claims, characterized in that in circulation mode, the parking brake (13) is not automatically activated during the. detection of a defined fault.
    8 8) Method according to any one of the preceding claims, characterized in that an electronic circuit (17) manages the parking brake (13) in different operating modes.
    9 °) Method according to any one of the preceding claims, characterized in that in parking mode the electronic circuit (17) releases the input of the switching signal to control the parking brake (13) and / or circulation mode, prohibit the control of the sta25 tionncmcnt brake (13).
    10 °) Method according to any one of the preceding claims, characterized in that the method is executed only if the brake system is without fault.
    [8" id="c-fr-0008]
    11 °) Installation of electronic circuit (17) to manage an automatic parking brake in different operating modes according to which
    a first operating mode corresponds to a traffic mode and a second operating mode corresponds to a parking mode,
    - the switching installation (17) in parking mode, li-
    5 bering the parking brake control (13) and allow, in traffic mode, to prohibit the parking brake control (13), circuit installation (17) characterized in that in parking mode, the automatic clamping parking brakes (13) is activated when a fault is detected.
    .12 °) Device (13, 9) designed to carry out the process according to one of claims 1 to 10, by intended use.
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    FR3069302B1|2019-08-23|IMPROVED STEERING METHOD FOR HYDRAULIC ASSISTANCE
    FR3053298A1|2018-01-05|DEVICE FOR CONTROLLING A PARKING BRAKE OF A MOTOR VEHICLE
    EP1590219A2|2005-11-02|Method and system for controlling the braking system of a motor vehicle
    同族专利:
    公开号 | 公开日
    DE102017214455A1|2019-02-21|
    FR3070150B1|2021-10-15|
    US10800385B2|2020-10-13|
    US20190054903A1|2019-02-21|
    CN109398341A|2019-03-01|
    引用文献:
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    DE102004004992B4|2004-01-30|2008-03-13|Lucas Automotive Gmbh|Method for operating the braking equipment of a vehicle|
    DE102005031155A1|2004-08-02|2006-02-23|Continental Teves Ag & Co. Ohg|Method for operating a brake system for motor vehicles|
    JP4414309B2|2004-09-16|2010-02-10|本田技研工業株式会社|Electric parking brake device|
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    DE102009028505A1|2009-08-13|2011-02-17|Robert Bosch Gmbh|Method for adjusting the clamping force of a hydraulically assisted electromotive parking brake|
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    DE102014204287A1|2014-03-07|2015-09-10|Robert Bosch Gmbh|Method for operating a motor vehicle brake device and control device for a motor vehicle brake device|
    US10160434B2|2015-05-22|2018-12-25|Robert Bosch Gmbh|Brake device for a motor vehicle and method for the detection of damage to the brake device|
    DE102016213169A1|2015-07-30|2017-02-02|Ford Global Technologies, Llc|Method for controlling an electric parking brake and control device|KR20180042622A|2016-10-18|2018-04-26|주식회사 만도|electronic parking brake system and control method thereof|
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    法律状态:
    2019-08-22| PLFP| Fee payment|Year of fee payment: 2 |
    2020-04-10| PLSC| Search report ready|Effective date: 20200410 |
    2020-08-27| PLFP| Fee payment|Year of fee payment: 3 |
    2021-08-23| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017214455.6A|DE102017214455A1|2017-08-18|2017-08-18|Method for operating a braking system with an automated parking brake|
    DE102017214455.6|2017-08-18|
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