DE102015103860A1 - Brake system with common exhaust valve for both brake circuits - Google Patents

Abstract

The invention relates to a brake system with two brake circuits (BK1, BK2), each brake circuit (BK1, BK2) having a brake circle hydraulic line (HL1, HL2) to which at least one front wheel brake (1, 2) and / or at least one rear wheel brake ( 3, 4) is connected or are, wherein the brake system comprises a controllable pressure source (DHK) which at least for pressure buildup pauf in the wheel brakes (1, 2, 3, 4), wherein a connecting line (HLV) the two brake circuit hydraulic lines ( HL1, HL2) of the brake circuits (BK1, BK2) with each other, wherein in the connecting line (HLV) at least one switchable valve (VF) for selectively closing or opening the connecting line (HLV) is arranged, characterized in that at least one rear wheel brake (3 , 4) only a single switching valve (SV3, SV4) for pressure build-up and pressure reduction is assigned and this, in particular designed as a 2-way valve, switching valve (SV3, SV4), the rear wheel Brake (3, 4) with the associated brake circuit hydraulic line (HL1, HL2) is connectable, wherein at least one brake circuit hydraulic line (HL2) of a brake circuit (BK2) or the connecting line (HLV) via a further hydraulic line (HLR) with a storage container, in particular the reservoir (VB), wherein in this further hydraulic line (HLR) and / or in that part of the connecting line (HLV) which connects the brake circuit hydraulic line (HL2) with the further hydraulic line (HLR), at least one further controlled Switching valve (AVx; MV / RV2, AVDHK) is arranged.

Description

The invention relates to an actuating system, in particular for a motor vehicle brake, according to the preamble of claim 1 and a method for operating such an actuating system.

State of the art

The DE 102014111594 describes a solution with 2-piston THZ with separation chamber, is used in the normal brake of the auxiliary piston for travel simulator (WS) control and acts in the fallback level via a corresponding valve circuit as a push rod piston. The auxiliary piston acts on a travel simulator piston which generates the corresponding pedal force.

As a pressure supply acts via a ball-threaded gearbox KGT a motor-driven Doppelhubkolben, which separately supplied during forward and return stroke, the brake circuits via the floating piston.

Object of the invention

The object of the invention is that DE 1020144111589 to further simplify known system, in particular to reduce the number of valves required.

Solution of the task

The object is achieved with a braking system with the features of claim 1. Advantageous embodiments of the brake system according to claim 1 result from the features of the subclaims.

The idea underlying the invention is that the rear axle requires only two instead of four control valves by the partial MUX method is used. This method has a small limitation in that no pressure build-up P _on in another wheel brake is possible in the pressure reduction P _ab on the rear axle, but this has no significant disadvantages in the rear axle. Another advantage is that the pressure reduction P can be measured _from above the pressure transducer.

The pressure control for the pressure increase and decrease in the wheel brakes takes place in the brake system according to the invention prematurely substantially without PWM method.

The pressure reduction control takes place after the end of the braking process by the DHK, which requires additional volume in one or more open exhaust valves (AV). Here, the pressure drop over time is controlled almost infinitely via the pressure of the DHK. At high pressure level only one AV is opened and at low pressures 2-3 AV are opened as the flow rate is pressure dependent. Due to the continuous course of the pressure control, no PWM of the AV is necessary, which saves time-consuming software.

For pressure buildup, a PWM of the intake valves EV is conventionally used to make the pressure change independent of the differential pressure. The same can be done with the volume control of the regulated pressure source, in particular a driven Doppelhubkolbens DHK, as the basis of the pressure-volume characteristic (pV) of the wheel or the wheel brakes is used, similar to WO 2006/111393 and DE 102010008033 is known.

Thus, advantageously no pulse width modulation PWM is necessary by means of the wheel brakes associated switchable inlet valves EV, whereby the pressure measurement is more accurate and the control quality is improved. The controlled intake valves can thus be designed advantageously without a check valve.

In the brake system according to the invention at least one brake circuit is connected via a hydraulic line to the non-pressurized reservoir, said hydraulic line is selectively closed or opened by means of a controlled switching valve. This controlled switching valve serves as a common outlet valve for pressure reduction in at least one wheel brake of both brake circuits. For this purpose, the brake circuits are hydraulically connected by means of a connection line in which a controlled switching valve is likewise arranged, which is open for pressure reduction, in particular during pressure reduction in ABS or ESP operation.

In the brake system according to the invention, the pressure in the two brake circuits by means of the regulated pressure source, which may be formed by a driven Einfachhubkolben, Doppelhubkolben or regulated pump constructed. When using a Einfachhubkolbens as a controllable pressure source this promotes the hydraulic medium always only in the brake circuit hydraulic line of a brake circuit. This brake circuit hydraulic line is connected to a working space of a piston-cylinder system. The in the brake circuit hydraulic line and the associated working space of the piston-cylinder system causes an adjustment of the floating piston of the piston-cylinder system and, consequently, an increase in pressure in the other working space, which is in communication with the brake circuit hydraulic line of the other brake circuit. Thus, in both brake circuits approximately the same pressure, whereby the Pressure build-up in the wheel brakes of both brake circuits can be done simultaneously.

If the regulated pressure source is formed by a single-acting piston stroke, in which the pressure buildup always takes place only in the forward stroke, advantageously the volume of the working space of Kolbenhubzylindersystems should be sized so large that with a stroke of the required pressure in the wheel brakes can be established. If necessary, especially in fading can be nachgefördert by a return stroke hydraulic medium in the working space. In the connecting line from the working space to the brake circuit hydraulic line either a simple non-controllable check valve or a controlled switching valve is arranged. When pressure builds up, the check valve opens automatically. When pumping hydraulic medium into the working chamber, the check valve prevents hydraulic fluid from flowing from the brake circuit into the working chamber.

If a cylinder system with a double-stroke piston is used as the regulated pressure source, the pressure build-up can take place both during the preliminary stroke and during the return stroke of the double-stroke piston. For this purpose, both working spaces of Kolbenhubzylindersystems are connected via hydraulic lines either with the brake circuit hydraulic line only one brake circuit or the hydraulic lines with different brake hydraulic line of the brake circuits, wherein in each hydraulic line a check valve is arranged, which prevents hydraulic fluid from the brake circuit can flow to the double piston or its working spaces , About the floating piston of the cylinder system, which cooperates with the brake pedal, the pressure build-up takes place in the other brake circuit.

The pressure reduction can be carried out at the wheel brakes, which are associated with an inlet and an exhaust valve, exclusively on the exhaust valves. However, it is also possible that the pressure reduction takes place solely via their intake valves. It is also possible that both the exhaust and the respective inlet valve are opened to reduce pressure, in which case the common exhaust valve of the brake circuits must be opened.

The pressure reduction in the wheel brakes, to which only a single switching valve, in particular a 2-way valve, is assigned, via which the wheel brake can be connected to the brake circuit hydraulic line, takes place by opening the single switching valve of the respective wheel brake and opening the common exhaust valve of the brake circuits, so that the hydraulic medium from the wheel brake on the brake circuit hydraulic line and the common exhaust valve can flow to the reservoir.

The connection of a brake circuit hydraulic line to the storage container can also be carried out through the one working space of the Doppelhubkolbens regulated pressure source, in this embodiment, the hydraulic line in which the common outlet valve is arranged and leads to the reservoir, with the working space of the pressure source, which in particular by a driven double stroke piston is formed, is connected.

Description of the figures

The brake system according to the invention will be explained in more detail with reference to drawings.

Show it:

1 a system image of a first possible embodiment of the brake system according to the invention;

2 the system image of a second possible embodiment of a brake system according to the invention with extended valve circuit of the regulated pressure source;

3 Brake system in the opposite to the training according to 2 in the case of pressure reduction, the volume flow is controlled by means of the regulated pressure source;

3a the pressure build-up in the wheel brakes with volume control.

The 1 shows a first possible embodiment of the brake system according to the invention with brake pedal 1 , Path simulator 3 . 4 , Pressure transmitters 5a . 5b , Pestle 6 , Master cylinder 10 with a single designed as a floating piston piston SK, and a regulated pressure source DHK. The brake system has two brake circuits BK1 and BK2, which via the brake circuit hydraulic lines HL1 and HL2 with the associated work spaces 10a . 10b of the piston-cylinder system 10 . 11 are connected, wherein at each brake circuit BK1 and BK2 each have a front brake 1 . 2 and one rear wheel brake each 3 . 4 are connected. The wheel brakes 1 . 2 The front axle VA are each associated with an inlet EV1, EV2 and in each case an outlet valve AV1, AV2. The wheel brakes 3 . 4 the rear axle HA is assigned in each case only a single switching valve SV3, SV4. The brake circuit hydraulic line HL2 is connected by means of the hydraulic line HL _R to the reservoir VB, wherein in the hydraulic line HL _R a controlled switching valve AV _{x is arranged} for selectively opening and closing the hydraulic line HL _R.

As a pressure supply for Druckauf and -abbau is driven by the drive DA Doppelhubkolben DHK '. However, the pressure supply DV can also by a regulated pump or a piston-cylinder system with only single-acting piston, as it in particular DE 10 2013 224 313 is known to be formed. The various possible pressure supplies require individual valve circuits for pressure supply of the brake circuits. Here the valve circuit for a double-stroke piston is described by way of example.

The controllable pressure source DHK has a Doppelhubkolben DHK 'on which is driven via a ball screw gear DG by a drive DA. In the preliminary stroke, the double-stroke piston DHK 'reduces the first working space A1 and conveys the hydraulic medium through the hydraulic line AL1 and the check valve RV1 into the brake circuit hydraulic line HL1 of the first brake circuit BK1. During the return stroke, the double-stroke piston DHK 'reduces the second working space A2 and conveys the hydraulic medium through the hydraulic line AL2 and the check valve RV2 into the brake circle hydraulic line HL2 of the second brake circuit BK1. About the floating piston SK is the simultaneous pressure increase in the other brake circuit Bk1 or Bk2.

The connection line HLV with switching valve VF arranged therein serves to connect the two brake circuit hydraulic lines HL1 and HL2. By opening the switching valve VF, a pressure equalization takes place in the two brake circuits BK1 and BK2.

The 1 shows the pressure reduction P _from the wheel 4 in the BK2. Here, the switching valve SV4 of the rear wheel brake R4 is open, the remaining switching valves SV3, AV1, AV2, EV1 and EV2 are closed. VF at the regulated pressure source DHK is open so that when pressure reduction P _ab in ABS in both BK1 and BK2 is the same pressure and the SK piston remains in the previous position before P _ab or changes only slightly. The pressure medium or hydraulic medium flows in the direction indicated by the dashed arrows on the direction of the common outlet valve AV _x in the reservoir VB. If at the same time or with a time delay a pressure reduction P _from also takes place in the wheel brake R3, then the switching valve SV3 is opened, and pressure passes (see dashed line) via SV3, HL1, VF, RV2 and AV _X in the return R and thus in the reservoir VB. If, in addition, a pressure reduction P _ab in the wheel brakes R1 and / or R2 is required, the associated AV1 or Av2 opens. During pressure reduction P _ab in multiplex mode MUX in the wheel brakes R3, R4 of the rear axle HA via the switching valves SV3 and Sv4, the pressure change in the Bremskreishydraulikleitungen HL1, HL2 measured with the pressure transducer DG. This is advantageous for the accuracy of the pressure reduction P _ab . At the same time the opening of the switching valve in function of the pressure reduction is _P, and the absolute pressure measured. The measured pressure for more accurate timing of the switching valves SV at synchronous pressure reduction P _ab at both wheels 3 and 4 used.

When pressure reduction P _ab via the switching valves SV3 and SV4 no simultaneous pressure build-up P _on in another wheel brake is possible. As the time for the pressure reduction P is _from normally 1/10 for pressure build-P _on the required time has been found no disadvantage in vehicle tests and simulations. If a pressure reduction P _{ab takes place} in the wheel brakes R 1 and / or R 2, a pressure build-up P _on can take place during the pressure reduction P _ab in all other wheels.

The 2 shows a second possible embodiment of the brake system according to the invention in which instead of in 1 common switching valve AV _{X used} the switching valves MV / RV2 and AV _DHK . The switching valve MV / RV2 replaces the check valve RV2 1 , The pressure reduction P _ab in the wheel brake R4 now takes place in comparison to the brake system according to 1 via the switching valve SV4 via the brake circuit hydraulic line HL2, a part of the connecting line HLV, the switching valve MV / RV2, the second working space A2 of the pressure source DHK and the hydraulic line HLR and the common outlet valve AV _DHK arranged therein in the return R to the reservoir VB. The switching valve VF in the connecting line HLV is also open here for pressure equalization in the brake circuits BK1 and BK2. The valves SV3, AV1, AV2, EV1 and EV2 are closed. The pressure reduction P _ab in the wheel brake R3 takes place by opening the switching valve SV3 via the opened switching valve VF and AV _DHK in the return line R to the reservoir VB. The switching valve MV / RV2 is also open to equalize the pressure in the brake circuits.

In addition, the HiKo is without Schnüffelloch and aperture parallel to the check valve.

In this embodiment too, a pressure reduction P _ab takes place in the wheel brakes R1 and / or R2 by opening the associated AV1 or Av2. During pressure reduction P _ab in multiplex mode MUX in the wheel brakes R3, R4 of the rear axle HA via the switching valves SV3 and Sv4, the pressure change in the Bremskreishydraulikleitungen HL1, HL2 measured with the pressure transducer DG. This is advantageous for the accuracy of the pressure reduction P _ab . At the same time the opening of the switching valve in function of the pressure reduction is _P, and the absolute pressure measured. The measured pressure for more accurate timing of the switching valves SV at synchronous pressure reduction P _ab at both wheels 3 and 4 used. When pressure reduction P _ab via the switching valves SV3 and SV4 is no simultaneous pressure build-up P _on in another wheel brake possible. As the time for the pressure reduction P is _from normally 1/10 for pressure build-P _on the required time has been found no disadvantage in vehicle tests and simulations. If a pressure reduction P _{ab takes place} in the wheel brakes R 1 and / or R 2, a pressure build-up P _on can take place during the pressure reduction P _ab in all other wheels.

The advantage of in 2 illustrated and described embodiment is that the pressure reduction P _ab in the rear axle HA no brake circuit is opened. Furthermore, the double-stroke piston DHK 'can be controlled in the return stroke with the PD2 open in order to better position the piston for the next stroke.

The valve circuit can be extended by replacing the check valve RV1 with a controlled check valve MV / RV1. As a result of this measure, a pressure reduction P _{ab can} also take place via the piston stroke of the DHK 1. This is a pressure reduction P _ab in the closed brake circuit with a pressure volume control of the pressure reduction P _ab in the wheel 3 or 4 possible. This makes the pressure reduction P _from very accurate.

To reduce costs can be dispensed with the breather hole with seal. The pressure equalization with temperature change then takes place via the throttling in the aperture BL.

The 3 shows a possible pressure relief control. This can be controlled depending on the required pressure reduction gradient and outlet pressure via one to three outlet valves. In the case of a preferably slow pressure reduction P _ab , the pressure reduction P _ab can take _place from all brake circuits BK1 and BK2 through the opening of the switching valves VF, MV / R2 and the pressure medium outflow via the common outlet valve AV _DHK into the return R. If now an actuation of the DHK ', it can generate a back pressure in the brake circuit, which delays the pressure reduction P _ab , whereby a pressure reduction gradient control is realized. Should z. B. the gradient can be increased, especially in the lower pressure range, so in addition the exhaust valves AV1 and AV2 are opened. Restricting additional valves for pressure reduction Pab, eg by means of AV1 and AV2, takes place via a change of the pressure gradient. If this value is smaller than the setpoint value, a larger cross-section, ie additionally the outlet valves AV1 or also AV2, must be switched on.

If the pedal or the auxiliary piston HiKo in the starting position, then takes place at opening of the feed valve ESV and WA, the pressure reduction P _from over the Schnüffelloch.

The 3a shows a typical temporal pressure curve for example, the wheel brakes R3 and R44. After the pressure build-up P _on the pressure reduction P _ab takes place in Rad 3 to prevent the wheel from locking. When the slip region is small again, the pressure build-up occurs _on P usually with different pressure amplitudes, which sets the controller. In today's systems, the stepped pressure build-P, is carried out as reported in the introduction, by means of sophisticated software, and PWM _on which the pressure build-up amplitude is relatively inaccurate. In the so-called partial MUX, the pressure build-up P _is derived from the pressure volume characteristic (pV characteristic curve), so that a Δp is assigned a ΔV value. This ΔV value is controlled via the stroke of the DHK 'and is therefore very accurate.

Carried _on during pressure build-P in wheel 3 [(a)] simultaneously a pressure reduction P _ab in Rad 4 [b], so at x P is the pressure _build-up in the wheel 3 moved until the pressure reduction P _off in wheel 4 is done.

This method is not limited to the THZ arrangement shown, but can also by appropriate valve and piston actuation of the pressure supply in a system according to DE 10 2013 224 313 be used. The requirement is that an individual pressure reduction P _from per brake circuit for the corresponding rear wheel only with a valve is possible and the pressure reduction P _from per brake circuit or by a pressure compensation valve for both brake circuits with appropriate circuit of the rear-shift valves SV3, SV4 and piston movement of pressure supply.

LIST OF REFERENCE NUMBERS

1

brake pedal

2

pole

3

piston

4

auxiliary piston

5a, 5b

encoder

6

tappet

10

cylinder system

10a

first working space

10b

second workspace

SK

floating piston

AL1

Connecting line from the brake circuit hydraulic line HL1 to the working space A1

AL2

Connecting line from the brake circuit hydraulic line HL2 to the working space A2

HL1, HL2

 Brake circuit hydraulic line

HLV

connecting line

HLR

further hydraulic line

R1-R4

wheel brakes

BK1

Brake circuit 1

BK2

Brake circuit 2

EV1-2

Intake valves for front brake

AV1, 2

Exhaust valve for front brake

AVX

common exhaust valve

SV3

Shift valve for rear brake

SV4

Shift valve for rear brake

WA

Wegsimulatorsperrventil

ESV

Einspeisventil

VF

Pressure equalization valve

VB

reservoir

R

Rewind in VB

DHK

regulated pressure source

DHK'

Double action

THERE

Drive of the double-stroke piston

DG

up gear

RV1

Check valve 1

RV2

Check valve 2

MUX

multiplexing

bl

cover

DG

thruster

AVDHK

Exhaust valve DHK

MV / RV1

combined RV1

MV / RV2

combined RV2

P _from

pressure reduction

P _on

pressure build-up

HA

rear axle

VA

Front

DV

pressure supply

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102014111594 [0002]
• DE 1020144111589 [0004]
• WO 2006/111393 [0009]
• DE 102010008033 [0009]
• DE 102013224313 [0025, 0040]

Claims (19)

Brake system with two brake circuits (BK1, BK2), each brake circuit (BK1, BK2) having a brake circuit hydraulic line (HL ₁ , HL ₂ ) to which at least one front brake ( 1 . 2 ) And / or at least a rear wheel brake (R3, R4) is connected or are, said braking system comprising a controllable pressure source (DHK) serving at least for building up pressure p _up in the wheel brakes (R1, R2, R3, R4), wherein a connecting line (HL _V ) connects the two brake circuit hydraulic lines (HL ₁ , HL ₂ ) of the brake circuits (BK1, BK2) to each other, wherein in the connecting line (HL _V ) at least one switchable valve (VF) for selectively closing or opening the connecting line ( HL _V ) is arranged, characterized in that at least one rear wheel brake (R3, R4) is assigned only a single switching valve (SV3, SV4) for pressure build-up and pressure reduction and on this, in particular designed as a 2-way valve, switching valve (SV3 SV4), the rear wheel brake (R3, R4) with the associated brake circuit hydraulic line (HL ₁ , HL ₂ ) is connectable, wherein at least one brake circuit hydraulic line (HL ₂ ) of a brake circuit (BK2) or the Verbindu Lgsleitung (HL _V ) via a further hydraulic line (HL _R ) with a storage container, in particular the reservoir (VB) is connected, wherein in this further hydraulic line (HL _R ) and / or in the part of the connecting line (HL _V ), which the brake circuit hydraulic line (HL ₂ ) connects to the further hydraulic line (HLR), for its optional blocking at least one further controlled switching valve (AV _x ; MV / RV2, AV _DHK ) is arranged. Brake system according to claim 1, characterized in that each front wheel brake (R1, R2) via a controlled inlet valve (EV1, EV2) with the associated brake circuit hydraulic line (HL ₁ , HL ₂ ) and via a controlled outlet valve (AV1, AV2) with a reservoir ( VB) is connectable. Brake system according to claim 1 or 2, characterized in that the first brake circuit hydraulic line (HL ₁ ) with a first working space ( 10a ) and the second brake circuit hydraulic line (HL ₂ ) with one, in particular by means of a piston (SK), from the first working space ( 10a ) separate work space ( 10b ) of a piston-cylinder system ( 10 , SK) is connected. A braking system according to any one of the preceding claims, characterized in (DHK) controls the pressure build-up _on P in the wheel brakes (R1, R2, R3, R4) that a control device of the brake system to drive the controllable pressure source or controls. Brake system according to one of the preceding claims, characterized in that the controllable pressure source (DHK) is formed by a Doppelhubkolben (DHK'), by means of a drive (DA) directly or via a gear (DG), in particular via a ball-threaded transmission (KGT), is powered. Brake system according to claim 5, characterized in that the double-stroke piston (DHK) has a piston (DHK') and a cylinder (DZ), wherein the piston (DHK') the cylinder (DZ) in a first and a second working space (A1, A2) and with its first end wall (DK1) delimits the first working space (A1) and with its second end wall (DK2) the second working space (A2). Brake system according to claim 6, characterized in that the first working chamber (A1) of the Doppelhubkolbens (DHK) via a hydraulic line (AL1) with the first brake circuit hydraulic line (HL ₁ ) and the second working space (A2) via a hydraulic line (AL2) with the second Brake circuit hydraulic line (HL ₂ ) is connected. Brake system according to claim 7, characterized in that in each hydraulic line (AL1, AL2) a check valve (RV1, RV2) is arranged, which prevent from the respectively associated brake circuit hydraulic line (HL ₁ , HL ₂ ) hydraulic medium in the connected working space (A1 , A2). Brake system according to claim 8, characterized in that in the first hydraulic line (AL1) a check valve (RV1) is arranged to prevent that from the Bremskreishydraulikleitung (HL ₁ ) hydraulic medium in the first working space (A1) passes, and that in the second Hydraulic line (AL2) is a controlled switching valve (MV / R2) is arranged. Braking system according to one of claims 6 to 9, characterized in that the first end wall (DK1) and the second end wall (DK2) have different sized active surfaces. Brake system according to one of claims 6 to 10, characterized in that the second working space (A2) forms part of the further connecting line (HL _R ). Brake system according to one of the preceding claims, characterized in that the control device during the pressure reduction in at least one wheel brake (R1, R2, R3, R4) by means of the opened further controlled switching valve (AV _x ; MV / RV2, AV _DHK ) the switchable valve ( VF) especially for pressure equalization in the brake circuits (BK1, BK2) in ABS or ESP operation opens. Brake system according to one of the preceding claims, characterized in that the control device during the pressure reduction in at least one wheel brake (R1, R2, R3, R4) by means of the open further controlled switching valve (AV _x ; MV / R2, AV _DHK ) by means of the controllable pressure source (DHK), especially by adjusting the Doppelhubkolbens (DHK), hydraulic medium from the brake circuits or promotes or sucks out. Brake system according to one of the preceding claims, characterized in that the control device determines the pressure in at least one brake circuit (BK1, BK2) during the pressure reduction by means of a pressure transducer (DG) and based on the measured pressure the controllable pressure source (DHK), in particular the drive of Double-stroke piston (DHK), and / or the switchable valves (VF, EV1, EV2, AV1, AV2, SV3, SV4, AV _x , MV / R2, AV _DHK ) controls. Brake system according to one of the preceding claims, characterized in that the control device, the pressure reduction in at least one wheel brake (R1, R2, R3, R4) via a volume control means of the controllable pressure source (DHK), in particular the Doppelhubkolbens (DHK), and by means of the switchable valves (VF, EV1, EV2, AV1, AV2, SV3, SV4, AV _x MV / R2, AV _DHK) controls. Brake system according to one of the preceding claims, characterized in that the control means for reducing pressure in at least one wheel (R1, R2, R3, R4) at least one switchable valve (AV1, AV2, SV3, SV4, AV _x MV / R2, AV _DHK ) and additionally by means of the controllable pressure source (DHK), in particular by adjusting the piston (DK) the pressure reduction, in the at least one wheel brake ( 1 . 2 . 3 . 4 ) to a predetermined speed or the required pressure gradient dp / dt regulates or adjusts, in particular slowed down or accelerated. Brake system according to one of the preceding claims, characterized in that the control device for pressure reduction in at least one wheel brake (R1, R2, R3, R4) in ABS, ESP control and / or recuperation the drive (DA) of the controllable pressure source (DHK ), in particular the Doppelhubkolbens, taking into account the pressure volume characteristic of the respective wheel cylinder in which the pressure is to be built, makes, by means of the controllable pressure source (DHK) necessary for the required pressure buildup amplitude volume of hydraulic medium via a volume control in the respective (n) Wheel brake (s) is promoted. Brake system according to claim 17, characterized in that the necessary hydraulic volume for the required pressure build-up amplitude in the partial mux operation, is promoted in the wheel brakes, ie the pressure increase partially simultaneously but also sequentially, ie successively takes place. Brake system according to one of the preceding claims 2 to 18, characterized in that the piston-cylinder system ( 10 , SK) has at least one displaceable piston (SK), which by means of an actuating device, in particular a brake pedal ( 1 ), or a drive, is adjustable.

Images