DE102017222450A1 - Brake system for a motor vehicle - Google Patents

Abstract

Brake system for a motor vehicle with hydraulically actuated wheel brakes (8a-8d) which are associated with wheels of a first and second vehicle axle, an electrically actuated intake valve (6a-6d) and electrically actuatable exhaust valve (7a-7d) per wheel brake (8a-8d), a first electrically controllable pressure supply device (5), which is hydraulically connected via a first separating valve (26) to a brake supply line (13) to which the wheel brakes (8a-8d) are connected, a second electrically controllable pressure supply device (2) via a second separating valve (23) with the brake supply line (13) is separably connected hydraulically, wherein in the brake supply line (13) an electrically actuated axial disconnect valve (40) is arranged such that when the axial disconnect valve is closed, the brake supply line (13) in a first and a second line section (13a, 13b) is hydraulically separated, wherein the first Line section (13a) with the wheel brakes (8a, 8b) of the second vehicle axle (HA) and the second pressure supply device (2) is hydraulically connected and the second line section (13b) with the wheel brakes (8c, 8d) of the first vehicle axle (VA) and the first pressure supply device (5) is hydraulically connected, a first electrical device (100) which controls the first pressure supply device (5), a second electrical device (110) which controls the second pressure supply device (2), one by means of a brake pedal (1 ) operable, single-master master cylinder (80) which is hydraulically connected to the brake supply line (13), and a simulation device (3) which is operatively connected to the master cylinder (80).

Description

The invention relates to a brake system for a motor vehicle according to the preamble of claim 1.

From the DE 10 2013 217 954 A1 is a brake system with two electrically controllable pressure sources and a tandem master cylinder for a motor vehicle with four hydraulically actuated wheel brakes known. In addition to wheel-specific intake and exhaust valves, the brake system includes a circular selector valve and four separating valves for separating the tandem master cylinder and the electrically controllable pressure sources from the intake valves. The circular selector valve is designed to be normally closed and separates the brake system into two brake circuits during normal operation of the brake system, wherein the two front wheel brakes are assigned to the first brake circuit and the two rear wheel brakes to the second brake circuit. In the first brake circuit, brake pressure is built up exclusively by the first pressure source and in the second brake circuit only in front of the second pressure sources. The tandem master cylinder comprises two pressure chambers, each of the pressure chambers is assigned to exactly one of the brake circuits. Furthermore, the brake system comprises a central control and regulation unit, a first control unit assigned to the first pressure source and a second control unit assigned to the second pressure source. The first and second control and regulating units are each used to control the corresponding pressure source. By means of the central control and regulating unit, the Kreistrennventil is actuated. Further details about which of the three control and regulating units, the other valves are operated or controlled, are in the DE 10 2013 217 954 A1 not revealed. Also, the document does not mention how the electrical allocation and electrical power supply of the three control units and their associated components is performed.

It is an object of the present invention to provide a suitable for highly automated driving brake system, which is simple in construction and therefore inexpensive, but which offers the highest possible for high-speed driving, as high as possible without intervention of the driver. However, the brake system should be able to be operated in a so-called last fallback by the power of the driver.

This object is achieved by a brake system according to claim 1.

The invention is based on the idea to provide a brake system with hydraulically actuated wheel brakes which are assigned to wheels of a first vehicle axle and wheels of a second vehicle axle, an electrically actuated intake valve per wheel brake and an electrically actuated exhaust valve per wheel to set wheel individual brake pressures, a first electrically controllable Pressure supply device which is hydraulically connected separably via a first isolation valve to a brake supply line to which the wheel brakes are connected, a second electrically controllable pressure supply means which is hydraulically connected via a second isolation valve to the brake supply line, wherein arranged in the brake supply line, an electrically actuated axial disconnect valve is that when the axial disconnect valve is closed, the brake supply line in a first and a second line section hydraulically is separated, wherein the first line section is hydraulically connected to the wheel brakes of the second vehicle axle or their intake valves and the second line section is hydraulically connected to the wheel brakes of the first vehicle axle or their intake valves. In this case, the second pressure-providing device is hydraulically connected via the second separating valve to the first line section and the first pressure-providing device is hydraulically connected via the first separating valve to the second line section. The brake system further comprises a first electrical device with electrical and / or electronic elements, which controls the first pressure supply device and a second electrical device with electrical and / or electronic elements, which controls the second pressure supply device. For a driver-actuated fallback level, furthermore, a single-circuit master brake cylinder which can be actuated by means of a brake pedal and which has its pressure chamber hydraulically connected to the brake supply line and which is operatively connected to a simulation device is provided.

The invention has the advantage that the brake system is simple and compact and yet is suitable for both the highly automated driving and for a direct hydraulic actuation of the wheel brakes by the driver.

Preferably, the first and the second electrical device are electrically independent of each other, so that an electrical or electronic fault in one of the electrical devices does not lead to a failure of both electrical devices.

The two electrical devices are electrically independent of each other in the sense that failure of the first electrical device does not cause failure of the second electrical device, and vice versa, i. the two electrical devices are galvanically isolated.

The inlet and outlet valves are preferably actuated by the second electrical device, which also controls the second pressure supply device. This offers the advantage that the brake system has a high availability with regard to the provision of brake functions in which all wheel brakes, possibly with different wheel brake pressures, are actuated in order, for example, to ensure a short braking distance and to maintain steerability of the motor vehicle. Thus, in a fault-free condition of the brake system wheel-individual wheel brake pressures can be adjusted by the first electrical device by means of the first pressure supply device provides a (central) brake pressure and the second electrical device by means of the intake and exhaust valves modulates the wheel wheel pressures individual. But even in case of failure of the first pressure supply device or the first electrical device radindividuelle wheel brake pressures can be adjusted by the second electrical device by means of the second pressure supply device and the intake and exhaust valves performs a braking with wheel-individual wheel brake.

Preferably, the first pressure supply device is driven exclusively by the first electrical device and the second pressure supply device and the inlet and outlet valves are preferably driven exclusively by the second electrical device. Thus, for further redundancy in the components, e.g. can be dispensed with double controllable valves with two independent valve coils or on a pressure supply device with two electrically independent electric motors.

Preferably, in the braking position, a first electrical partition and a second electrical partition are provided, wherein the first and the second electrical partition are electrically independent of each other. The first pressure supply device and the first electrical device are associated with the first electrical partition, and the second pressure supply device, the second electrical device and the inlet and outlet valves are associated with the second electrical partition or belong to these.

The first isolation valve is preferably controlled by means of the first electrical device and / or supplied with electrical energy. Thus, in the event of failure of the second pressure supply device, the first electrical device can open the first isolation valve and actuate the wheel brakes by means of the first pressure supply device. In order to dispense with a double controllable valve and other control lines, the first isolation valve is particularly preferably driven exclusively by the first electrical device or supplied with electrical energy. Particularly preferably, the first isolation valve belongs to the first electrical partition or is assigned to this.

The second isolation valve is preferably activated by means of the second electrical device and / or supplied with electrical energy. Thus, in the event of failure of the first pressure supply device, the second electrical device can open the second isolation valve and actuate the wheel brakes by means of the second pressure supply device. In order to dispense with a double controllable valve and other control lines, the second isolation valve is particularly preferably driven exclusively by the second electrical device or supplied with electrical energy. Particularly preferably, the second isolation valve belongs to the second electrical partition or is assigned to it.

The first and second isolation valves are preferably designed to be de-energized closed, e.g. in case of failure of all electrical energy sources of the brake system to allow the penetration of the driver on the wheel brakes, without pressure medium is displaced into one of the pressure supply device or drained into the pressure medium reservoir.

The brake system preferably comprises a first pressure sensor which is assigned to the first pressure supply device, and a second pressure sensor which is assigned to the second pressure supply device.

The first electrical device preferably comprises electrical and electronic components for signal processing or evaluation of the first pressure sensor for the first pressure supply device and the second electrical device comprises electrical and electronic components for signal processing or evaluation of the second pressure sensor for the second pressure supply device.

Preferably, the first pressure sensor, advantageously exclusively, connected to the first electrical device and is, advantageously exclusively, evaluated by this and the second pressure sensor is, advantageously exclusively, connected to the second electrical device and is, advantageously exclusively, evaluated by the latter.

Preferably, the pressure chamber of the master cylinder is hydraulically connected via a third separating valve and a third separating valve hydraulically downstream fourth separating valve with the brake supply line. So can the hydraulic connection between master cylinder and brake supply line in two independent ways, namely by two independent valves to be separated. Particularly preferred third and fourth isolation valve are normally open executed to allow in case of failure of all electrical energy sources of the brake system the driver's penetration of the wheel brakes.

According to one embodiment of the invention, the third isolation valve is controlled by means of the first electrical device and / or supplied with electrical energy, while the fourth isolation valve is controlled by means of the second electrical device and / or supplied with electrical energy. Alternatively, it is preferred that the fourth isolation valve is controlled by means of the first electrical device and / or supplied with electrical energy, while the third isolation valve is controlled by means of the second electrical device and / or supplied with electrical energy.

To be able to dispense with double controllable valves and other control lines, particularly preferably the respective (third or fourth) isolation valve is particularly preferably driven exclusively by the respective electrical device or supplied with electrical energy. Particularly preferably, the respective isolation valve belongs to the corresponding electrical partition or is assigned to this, which also belongs to the electrical control device which controls the isolation valve.

Alternatively, it is preferred that the pressure chamber of the master cylinder is hydraulically connected to the brake supply line via a single master cylinder isolation valve. In this case, the master cylinder isolation valve is designed to be double controlled, advantageously, the master cylinder isolation valve comprises two independent valve coils for actuation (of the valve). Particularly preferably, the master brake cylinder-separating valve is controlled by means of both the first electrical device and the second electrical device and / or supplied with electrical energy.

The pressure chamber of the master cylinder is preferably hydraulically connected to the first line section of the brake supply line.

The second pressure supply device preferably comprises a suction port, which is connected to a pressurized medium reservoir under atmospheric pressure, and a pressure port, wherein for adjusting or regulating the pressure provided by the second pressure supply device, an overflow valve is provided, via which the pressure port is hydraulically connected to the suction port. That the overflow valve is connected in parallel to the second pressure supply device. This offers the advantage that different types of pressure sources can be used for the two pressure supply devices. While the first pressure supply device should be designed for precise and dynamic adjustment or adjustment of the pressure provided by it, the second pressure supply device can be designed more cost-effective, since a precise and dynamic adjustment of the pressure provided by it by means of the overflow valve is possible. Particularly preferably, the overflow valve is designed to be normally open. This is possible because the second pressure supply device can be separated from the brake supply line via the second separating valve, in order to prevent a flow of pressure medium to the pressure medium reservoir. Particularly preferably, the overflow valve is designed to be adjustable in order to ensure precise adjustment or regulation of the pressure provided by the second pressure supply device.

The overflow valve is preferably activated by means of the second electrical device and / or supplied with electrical energy. Thus, in the event of failure of the first pressure supply device, the second electrical device can set precise pressure profiles at the wheel brakes by means of the second pressure supply device and the overflow valve. In order to dispense with a double controllable valve and other control lines, the spill valve is particularly preferably driven exclusively by the second electrical device or supplied with electrical energy. Particularly preferably, the overflow valve belongs to the second electrical partition or is assigned to it.

The second pressure supply device is preferably formed by a piston pump, particularly preferably by a radial piston pump. This long-proven in automotive brake systems and optimized pump type can be used in the brake system, as by means of the relief valve, a pressure limit or pressure reduction can be performed with sufficient speed and precision to provide the above-mentioned main brake functions in case of failure of the first pressure supply device. Piston pumps are inexpensive to produce and are based on known technologies, so that their use also represents a very low development risk for the brake system.

The axial disconnect valve is preferably designed to be normally open, so that the axial disconnect valve does not have to be actuated to actuate the / all wheel brakes by means of the master brake cylinder or one of the pressure supply devices.

The axial disconnect valve is preferably controlled by means of the first electrical device and / or supplied with electrical energy. Thus, in the event of failure of the second pressure supply device or of the second electrical device, the first electrical device can act on the wheel brakes with axle-specific brake pressures by means of the first pressure supply device and the axle disconnect valve. As a result, the locking order of the axles and the steerability can be maintained. In order to dispense with a double controllable valve and other control lines, the axial disconnect valve is particularly preferably driven exclusively by the first electrical device or supplied with electrical energy. The axial disconnect valve particularly preferably belongs to the first electrical partition or is assigned to it.

The axle disconnect valve is arranged such that when the axle disconnect valve is closed the brake supply line is hydraulically separated into a first line section and a second line section, the first line section being connected to the second pressure supply device and the intake valves of the wheel brakes of the rear axle of the motor vehicle and the second line section being connected to the first Pressure supply device and the intake valves of the wheel brakes of the front axle of the motor vehicle is connected. Thus, in the event of a failure in the second electrical partition, the axle brake pressure at the rear axle can be kept constant by the first electrical device and modulated at the front axle.

According to one embodiment of the invention, the simulation device is hydraulically connected to the master cylinder, in which connection a parallel connection of two simulator release valves is arranged, one of the simulator release valves is controlled by the first electrical device and / or supplied with electrical energy, while the other of the simulator release valves by means the second electrical device is driven and / or supplied with electrical energy. Particularly preferably, the two simulator release valves are designed to be normally closed, in order, for example, to be closed. in case of failure of all electrical energy sources of the brake system to allow the penetration of the driver to the wheel brakes without pressure medium is moved into the simulation device. To be able to dispense with double controllable valves and other control lines, the one of the simulator release valves is particularly preferably controlled exclusively by means of the first electrical device and / or supplied with electrical energy, while the other of the simulator release valves exclusively controlled by the second electrical device and / or with electrical energy is supplied.

Alternatively, the simulation device is hydraulically connected to the master brake cylinder, wherein in this connection a single, particularly preferably normally closed, simulator release valve is arranged. The simulator release valve is designed to be double-controlled and is controlled by means of both the first electrical device and the second electrical device.

According to a development of the invention, the master brake cylinder or the simulation device is assigned at least two sensors for detecting a respective driver brake request variable. In this case, one of the sensors is connected to the first electrical device and is evaluated by the latter, and the other of the sensors is connected to the second electrical device and is evaluated by the latter. Thus, a driver's braking request can be independently recognized by each of the electrical devices and braking can be performed by means of the corresponding pressure-width-adjusting device. To reduce costs and redundancy (for example connecting lines), the two sensors are particularly preferably connected exclusively to the corresponding electrical device and are evaluated by the latter.

In order to further increase the availability of the brake system with respect to a single fault, the first electrical device is preferably supplied by a first electrical energy source and the second electrical device is supplied by a second electrical energy source, which is independent of the first electrical energy source. The first energy source is particularly preferably part of the first electrical partition, the second energy source is part of the second electrical partition. Advantageously, the first electrical energy source supplies the first electrical partition, i. all electrical components of the first electrical partition, with electrical energy, while the second electrical energy source, the second electrical partition, i. all electrical components of the second electrical partition, supplied with electrical energy.

Preferably, a wheel speed sensor is provided for each of the wheel brakes, wherein the wheel speed sensors are connected to the second electrical device and are evaluated by the latter. Thus, the second electrical device can set the wheel-specific brake pressures in accordance with the situation. To reduce costs and redundancy (e.g., interconnections), the wheel speed sensors are most preferably exclusively connected to and evaluated by the second electrical device. The wheel speed sensors particularly preferably belong to the second electrical partition.

Preferably, a driving dynamics sensor is provided, which is connected to the first electrical device and is evaluated by this. Thus, the first electrical device can adjust the axle-specific brake pressures in accordance with the situation. To reduce costs and redundancy (eg connecting lines), the driving dynamics sensor is particularly preferably connected exclusively to the first electrical device and is evaluated by the latter. The vehicle dynamics sensor system particularly preferably belongs to the first electrical partition.

According to one embodiment of the invention, a second wheel speed sensor is provided for each of the wheel brakes, the second Raddrehzahlsensoren the first electrical partition belongs or is associated and, in particular exclusively, connected to the first electrical device and are evaluated by this, the control quality of to increase axle-specific brake pressure. To reduce costs and redundancy (e.g., interconnections), the second wheel speed sensors are most preferably exclusively connected to and evaluated by the first electrical device.

According to one embodiment of the invention, the second pressure supply device is formed by a piston pump, advantageously a radial piston pump, with a suction port and a pressure port, wherein the pressure port is hydraulically connected via the overflow valve to the suction port. The overflow valve is thus connected in parallel to the second pressure supply device.

Preferably, the first pressure supply device is formed by a cylinder-piston arrangement with a hydraulic pressure chamber whose piston is advanced by an electromechanical actuator for a brake pressure build-up and for a brake pressure reduction.

The brake system preferably comprises a pressure medium reservoir which is under atmospheric pressure.

The brake system preferably comprises at least four hydraulically actuable wheel brakes.

Preferably, the brake system per wheel brake comprises an intake valve and an exhaust valve for adjusting wheel-specific brake pressures derived from the brake supply pressure in the brake supply line, wherein in the non-actuated state, the intake valves forward the brake supply pressure to the wheel brakes and block the outlet valves outflow of pressure fluid from the wheel brakes ,

With particular preference, all the outlet valves are connected via a common hydraulic connection to the pressurized medium reservoir which is under atmospheric pressure.

In a fault-free state of the brake system, the first electrical device preferably performs an actuation of the wheel brakes by means of the first pressure supply device, the second electrical device setting wheel-individual wheel brake pressures by means of the intake and exhaust valves.

Preferably, in the event of a failure in the first electrical partition, e.g. a failure of the first pressure supply device or the first electrical energy source or the first electrical device, the second electrical device by means of the second pressure supply device and the intake and exhaust valves braking with wheel-individual wheel brake by.

In the event of a failure in the second electrical partition, e.g. a failure of the second pressure-providing device or the second electric power source or the second electrical device, preferably the first electrical device by means of the first pressure-providing device and the axial release valve performs a braking with axle-specific wheel brake.

In this case, in order to maintain the steerability and the stability of the motor vehicle, the axle brake pressure on the rear axle is particularly preferably kept constant, while the axle brake pressure is modulated on the front axle.

The invention has the advantage that even after a serious error, such as a failure of one of the electrically controllable pressure supply means or one of the electrical devices, the main braking functions can be performed autonomously or by an autopilot function, in particular to build up delay, comply with the blocking order of the vehicle axles and to prevent destabilization at high delays, as well as to maintain steerability. For this purpose, wheel-individual and at least individual brake circuit-specific pressures are necessary and the setting of respective precise brake pressure curves including pressure build-up, pressure reduction and pressure maintenance. The brake system is thus particularly suitable for the realization of highly automated driving functions, but offers a driver-actuated fallback level.

The invention also offers the advantage that the brake system even in case of failure of one of the two redundant electrical pressure providing facilities, eg due to a failure of her associated electrical energy source or its associated electrical control device or a mechanical fault or leakage in the pressure supply device itself, the main residual braking functions can be maintained, but while the number of redundantly running components is minimized. Thus, the master cylinder can be executed in a single circle. Also, neither the sensors nor the wheel pressure control valves (intake and exhaust valves) need to be redundant.

The brake system according to the invention is therefore particularly suitable for the realization of highly automated driving functions.

Further preferred embodiments of the invention will become apparent from the subclaims and the following description with reference to figures.

• 1 ein Ausführungsbeispiel einer erfindungsgemäßen Bremsanlage.

It shows schematically

• 1 An embodiment of a brake system according to the invention.

1 schematically shows an embodiment of a brake system according to the invention for a motor vehicle with four hydraulically actuated wheel brakes 8a . 8b . 8c . 8d , For example, the wheel brake is 8a the left rear wheel (RL), the wheel brake 8b the right rear wheel (RR), the wheel brake 8c the left front wheel (FL) and the wheel brake 8d assigned to the right front wheel (FR). The wheel brakes 8a . 8b are the rear axle HA and the wheel brakes 8c . 8d assigned to the front axle VA.

The brake system includes one by means of a brake pedal 1 actuated, single-circuit skin brake cylinder 80 , one with the master cylinder 80 connected, hydraulic simulation device 3 , a first electrically controllable pressure supply device 5 , a second electrically controllable pressure supply device 2 , a pressurized medium reservoir under atmospheric pressure 4 , wheel-specific brake pressure modulation valves serving as an intake valve 6a-6d and an exhaust valve 7a - 7d each wheel brake are executed, a first electronic control unit 12 and a second electronic control unit 112 , The electronic control units serve, for example, for controlling the electrically actuatable components of the brake system, for supplying power to electrical components of the brake system and / or for evaluating signals from sensors of the brake system, which will be explained in more detail below.

The first electrically controllable pressure supply device 5 is designed as a hydraulic cylinder-piston arrangement (or a single-circuit electro-hydraulic actuator (linear actuator)) whose pistons 36 from a schematically indicated electric motor 35 with the interposition of a rotation-translation gear also shown schematically 39 is actuated, in particular can be moved back and forth to a pressure in a pressure chamber 37 build up and dismantle. The piston 36 limits the pressure chamber 37 the pressure supply device 5 , To control the electric motor is a rotor position of the electric motor 35 detecting, only schematically indicated rotor position sensor 44 intended.

To the pressure room 37 the first electrically controllable pressure supply device 5 is a system pressure line section 38 connected. The pipe section 38 is via an electrically actuated, preferably normally closed, first isolation valve 26 with a brake supply line 13 connected via which all input ports of the intake valves 6a - 6d with the pressure room 37 the first electrically controllable pressure supply device 5 are connected. Through the first isolation valve 26 Can the hydraulic connection between the pressure chamber 37 the first electrically controllable pressure supply device 5 and the brake supply line 13 (and thus the input ports of the intake valves 6a-6d) controlled open and shut off.

pressure chamber 37 is, regardless of the operating state of the piston 36, via a (Nachsaug) line 42 with the pressure medium reservoir 4 connected. In the line 42 is one in the direction of the pressure medium reservoir 4 closing check valve 53 is arranged. A suction of pressure medium in the pressure chamber 37 is so by a retraction of the piston 36 with closed isolation valve 26 possible. The cylinder-piston arrangement 5 has no sniffer holes.

The first pressure delivery device 5 is a high-performance pressure actuator that realizes the normal braking function with the highest level of comfort and maximum dynamics in the error-free brake system.

The second electrically controllable pressure supply device 2 is advantageously designed as a two-circuit radial piston pump whose two pressure sides are interconnected. A single-circuit radial piston pump is also conceivable. It has a suction connection 28 , which has a hydraulic connection 41 with the pressure medium reservoir 4 and a pressure port 27. The pressure port 27 the second pressure supply device 2 is with the brake supply line 13 connected so that the inlet ports of the intake valves 6a - 6d with the pressure connection 27 the second pressure supply device 2 are connected.

The second pressure supply device 2 is on the one hand an overflow valve 32 assigned whose control can realize a pressure limit and pressure reduction. For this the pressure connection is 27 the second pressure supply device 2 over the overflow valve 32 with the suction connection 28 and thus the pressure medium reservoir 4 connected. The overflow valve 32 is designed to be normally open, and advantageously designed analog controllable. By means of the overflow valve 32 that of the second pressure supply device 2 be limited or reduced pressure provided for the wheel brakes.

According to example, between the second pressure providing device 2 and the pressure fluid reservoir 4 a parallel connection of the normally open, analog adjustable overflow valve 32 and one to the pressure medium reservoir 4 closing check valve 63 arranged.

The second pressure supply device or piston pump 2 is also a (second) isolation valve 23 assigned, which hydraulically in series with the overflow valve 32 is arranged. The second isolation valve 23 is executed normally closed.

The isolation valve 23 can be closed if necessary, to a pressure reduction / pressure fluid drain from the brake supply line 13 via the spill valve 32 in the pressure fluid reservoir 4 to avoid.

According to the embodiment, the isolation valve 23 hydraulically in series with the second pressure supply device 2 arranged. Accordingly, the second pressure supply device 2 via the (second) isolation valve 23 with the brake supply line 13 or with the first line section 13a hydraulically connected.

The brake master cylinder brake master cylinder 80 is designed as a single circuit and thus includes a single hydraulic pressure chamber 88 passing through a master brake cylinder piston 89 is limited, the mechanical with the brake pedal 1 connected is. The master cylinder 80 or his pressure chamber 88 is via a hydraulic connection 85 with the brake supply line 13 , advantageously the first line section 13a , connected.

In the hydraulic connection 85 ie between master cylinder 80 and brake supply line 13 , are a third isolation valve 81 and a third separating valve downstream of the third separating valve 82 arranged. The isolation valves 81 . 82 are connected in series. Third and fourth isolation valve 81 . 82 are normally open when open.

piston rod 24 couples the pivoting movement of the brake pedal 1 due to a pedal operation with a translational movement of the master brake cylinder piston 89 , whose actuating travel of a preferably redundantly designed displacement sensor 25 is detected. As a result, the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents a braking request of a driver. For driver brake request detection is another sensor 20 provided, which detects an independent of the piston travel physical quantity which characterizes the braking request of the driver. This can be eg a force sensor or a pressure sensor.

simulation device 3 has in a housing a simulator piston 31 on which a hydraulic chamber 34 from a simulator back chamber 30 separates. simulator piston 31 is supported by a in the simulator back chamber 30 arranged elastic element 33 (eg simulator spring) on the housing. simulation device 3 or their hydraulic chamber 34 is with the pressure room 88 of the skin brake cylinder 80 hydraulically connected. In the hydraulic connection between master cylinder 80 and simulation device 3 are a first simulator release valve 83 and a second simulator enable valve 84 arranged. The simulator release valves 83 . 84 are connected in parallel. The simulator release valves 83 . 84 are executed normally closed. The simulation device 3 can by means of the simulator release valves 83 . 84 be switched on and off.

The simulation device 3 gives the driver a pleasant brake pedal feel when at least one of the isolation valves 81 . 82 is closed and at least one of the simulator release valves 83 . 84 is open.

The brake system thus includes an additional hydraulic penetration (by the driver) as a second fallback level in the event of a double fault, eg a failure of the first and second pressure supply device 2 . 5 ,

The brake system comprises, as already mentioned, each hydraulically actuated wheel brake 8a - 8d an inlet valve 6a - 6d and an exhaust valve 7a - 7d , the hydraulically interconnected in pairs via center ports and to the wheel brake 8a - 8d are connected. The inlet valves 6a - 6d is one to the brake supply line 13 hinöff opening, unspecified check valve connected in parallel. The outlet connections of the outlet valves 7a - 7d are via a common return line 14 connected to the pressure medium reservoir 4. The inlet connections of all inlet valves 6a - 6d can by means of the brake supply line 13 be supplied with a pressure, that of the first pressure delivery device 5 or, for example, in case of failure of the first pressure supply device, from the second pressure supply device 2 , or, for example, if both pressure supply device fails 2 . 5 , from the master cylinder 80 provided.

In the brake supply line 13 is an electrically actuated, advantageously normally open Achstrennventil 40 is arranged, through which the brake supply line 13 in a first line section 13a , which (for example, via the second isolation valve 23 ) is connected to the second pressure supply device 2, and a second line section 13b, which (for example via the first separating valve 26 ) with the first pressure supply device 5 is connected, can be disconnected. Here is the first line section 13a with two of the intake valves, namely the intake valves 6a and 6b, hydraulically connected and the second conduit section 13b is hydraulically connected to the other intake valves, namely the intake valves 6c and 6d. By closing the axle disconnect valve 40 the brake system is thus hydraulically separated or split into two (partial) brake circuits I and II. Here, in the first brake circuit I, the second pressure supply device 2 with only the wheel brakes 8a and 8b connected to the rear axle, and in the second brake circuit II, the first pressure-supplying device 5 with only the wheel brakes 8c and 8d connected to the front axle.

The brake system comprises each brake circuit I or II a pressure sensor: a first pressure sensor 19 , which is the first pressure supply device 5 is assigned, and a second pressure sensor 49 , which is the second pressure supply device 2 assigned. Advantageously, the pressure sensors are connected close to the respective pressure supply device, which is advantageous for operation and self-diagnosis.

A pressure relief of the brake system or the wheel brakes in the release position is ensured by the Schnüffelloch in the master cylinder 80.

According to the example, the brake system for leakage monitoring comprises a level measuring device 50 for determining a pressure medium level in the pressure medium reservoir 4 , According to the example, the brake system comprises an electric parking brake (EPB) on the wheels of the rear axle HA. This can be integrated in the hydraulic wheel brakes, so-called integrated electric parking brake (IPB).

Each wheel is associated, for example, with a first wheel speed sensor and an independent second wheel speed sensor (or a redundant wheel speed sensor) (not detailed in US Pat 1 shown), the signals for brake control functions with wheel-specific brake pressures, eg for anti-lock control functions (ABS), are required. The first wheel speed sensors are shown schematically as a block 56 represented and the second wheel speed sensors as a block 66 ,

• • Längsbeschleunigung, insbesondere Fahrzeuglängsbeschleunigung;
• • Querbeschleunigung, insbesondere Fahrzeugquerbeschleunigung;
• • Gierrate;
• • Lenkwinkel.

The brake system continues to be exemplary with a driving dynamics sensor 60 connected or includes such. The driving dynamics sensor 60 comprises at least one measuring device for detecting one or more of the following variables:

• Longitudinal acceleration, in particular vehicle longitudinal acceleration;
• Lateral acceleration, in particular vehicle lateral acceleration;
• Yaw rate;
• • Steering angle.

By way of example, the components are 2 . 5 . 6a - 6d . 7a - 7d . 32 . 23 , 40 and 26 (and the sensors 19 . 49 ) in a first module, for example in a first hydraulic control and regulating unit HCU1, arranged during the master cylinder 80 with the simulation device 3 and the valves 81 - 84 (and the sensors 25 , 20) in a separate second module 200 , For example, in a second hydraulic control unit is arranged.

The hydraulic control unit HCU1 is the first electronic control unit (ECU) 12 assigned, which is shown very schematically. First module (HCU1) and first ECU 12 are advantageously designed in known manner as a first electro-hydraulic unit (HECU).

The second hydraulic control unit 200 is a separate, the second electronic control unit (ECU) 112 assigned. These preferably form a second unit, namely a second electro-hydraulic unit (HECU).

Alternatively, an arrangement of the components 2 . 3 . 5 . 80 , 6a-6d, 7a-7d, 32, 23, 40, 26 and 81-84 in a common module, ie in a common hydraulic control unit (HCU) conceivable. It may then be associated with an electronic control unit (ECU) or several electronic control units (ECU).

To supply the brake system with electrical energy are a first source of electrical energy 57 , eg a first vehicle electrical system, and a second one independent of the first energy source electrical energy source 67 , For example, a second electrical system, provided.

To control the brake system are a first electrical device 100 with electrical and / or electronic elements (eg microcontrollers, power parts, valve drivers, other electronic components, etc.) and a second electrical device 110 provided with electrical and / or electronic elements (eg microcontrollers, power parts, valve drivers, other electronic components, etc.). The first electrical device 100 and the second electrical device 110 are electrically independent. The first electrical device 100 controls the first pressure supply device 5 on, the second electrical device 110 controls the second pressure supply device.

The intake and exhaust valves 6a - 6d . 7a - 7d be from the second electrical device 110 driven.

For electrical connection, connection and supply of the individual electrical or electrically operable, controllable, evaluable or similar. Components of the brake system, for example, a first electrical partition A and a second electrical partition B are provided, wherein the first and the second electrical partition are electrically independent of each other.

In the figures, those electrical components associated with the first electrical partition A are indicated by an arrow A, while those electrical components associated with the second electrical partition B are indicated by an arrow B are marked.

The first pressure delivery device 5 and the first electrical device 100 are associated with or belong to the first electrical partition A, and the second pressure-providing device 2 , the second electrical device 110 and the intake and exhaust valves 6a - 6d . 7a - 7d are assigned or belong to the second electrical partition.

The first isolation valve 26 is, advantageously exclusively, of the first electrical device 100 activated or supplied with energy. isolation valve 26 belongs to the first electrical partition A.

The axle disconnect valve 40 is also, advantageously exclusively, of the first electrical device 100 activated or supplied with energy. Achstrennventil 40 belongs to the first electrical partition A.

The overflow valve 32 and the second isolation valve 23 are, advantageously exclusively, of the second electrical device 110 activated or supplied with energy. The valve 23, 32 thus belongs to the second electrical partition B.

The third isolation valve 81 is driven according to the example, advantageously exclusively, of the first electrical device 100, while the fourth isolation valve 82 , advantageously exclusively, of the second electrical device 110 is controlled. isolation valve 81 So belongs to the first partition A, isolation valve 82 the second partition B on. A reverse assignment / control is also possible.

Simulator release valve 83 is driven according to the example, advantageously exclusively, of the first electrical device 100, while simulator release valve 84 , advantageously exclusively, of the second electrical device 110 is controlled. A reverse assignment / control is also possible. Simulator release valve 83 So belongs to the first partition A, simulator release valve 84 the second partition B on.

According to the example, the first source of electrical energy supplies 57 the electrical partition A with energy and the second electrical energy source 67 the electrical partition B.

The first electrical device 100 and thus partition A is also advantageously one of the sensors 20 . 25 assigned to the brake request detection, for example, the sensor 20 ,

The other of the sensors for braking request detection, for example, the sensor 25 , is the other, so the second electrical device 100 or the partition A assigned.

The electrical and / or electronic elements of one of the electrical devices 100 or 110 are, for example, on the two electronic control units 12 . 112 distributed. The electrical equipment 100 includes a part 100-a in the ECU 12 and a part 100-b in the ECU 112 , The electrical equipment 110 includes a part 110-a in the ECU 12 and a part 110-b in the ECU 112 ,

So includes each of the electronic control units 12 , 112 two independent (electrically isolated) printed circuit boards, wherein on the one circuit board only elements of the first electrical device 100 and on the other circuit board only Elements of the first electrical device 110 are arranged.

The ECU 12 includes the part 100-a the first electrical device 100 (Partition A) and the part 110-a the second electrical device 110 (Partition B).

The part 100-a the electrical device 100 is from the first source of electrical energy 57 provided. The part 110-a the electronics 110 is powered by a second electrical energy source 67.

The part 100-a the first electrical device 100 includes, for example, the electrical and electronic components and valve coils for controlling the valves 26 and 40 (Partition A). It further comprises the electrical and electronic components for controlling the electric motor 35 the first pressure supply device 5 (Partition A). This includes the part 100-a the first electrical device 100 in ECU 12 also the electrical and electronic components for signal processing or evaluation of the sensor 44 of the electric motor 35 the first pressure supply device 5 (Partition A).

The valves are preferred 26 and 40 equipped with a single drive coil, so that the valves 26 and 40 only from the first electrical device 100 are controllable (partition A).

The part 100-a the first electrical device 100 in ECU 12 further includes the electrical and electronic components for signal processing or evaluation of the pressure sensor 19 for the first pressure delivery device 5 ,

The first electrical device 100 or the part 100-a the first electrical device 100 in ECU 12 become the signals of the wheel speed sensors 56 fed.

The first electrical device 100 or the part 100-a the first electrical device 100 in ECU 12 is the signal of a human-machine interface (HMI) 55 , eg a switch, to activate or deactivate a vehicle dynamics control function (ESC) or similar. fed. Depending on this will be in the part 100-a the electrical device 100 the signals of the driving dynamics sensor 60 evaluated and considered for printing.

The part 110-a the second electrical device 110 in ECU 12 includes the electrical and electronic components for controlling the electric motor of the second pressure-supplying device 2 , It also includes the electrical and electronic components as well as valve coils for controlling the valves 23 and 32 and the wheel pressure control valves 6a - 6d and 7a-7d. Preferably, conventional valves are used with a single drive coil, so that the valves 6a - 6d and 7a - 7d (and 23, 32) only from the second electrical device 110 are controllable (partition B).

The part 110-a the second electrical device 110 in ECU 12 further comprises the electrical and electronic components for signal processing or evaluation of the pressure sensor 49 for the second pressure supply device 2 ,

The part 110-a the second electrical device 110 in ECU 12 further comprises electrical and electronic components for controlling the electric parking brakes (IPB) of the rear axle HA. In 1 are corresponding control lines 70 indicated.

The part 110-a the second electrical device 110 or the second electrical device 110 For example, the signal becomes a human-machine interface 54 (HMI), for example a switch, for actuating the electric parking brake (IPB, EPB), which is arranged on the wheels of the rear axle HA supplied.

The second electrical device 110 or the part 110-a For example, the signals of the second wheel speed sensors 66 provided.

The part 110-a the second electrical device 110 in ECU 12 is with a data bus 68 , eg a CAN bus.

The part 100-a the first electrical device 100 in ECU 12 is with a data bus 58 , eg a CAN bus.

The first and the second data bus 58 . 68 are advantageously independent of each other.

As mentioned earlier, part of the electronics is in ECU 112 to the first electrical device 100 , another part of electronics in ECU 112 belongs to the second electrical device 110 , Accordingly, the part becomes 100-b the first electrical device 100 in ECU 112 (Partition A) from the first source of electrical energy 57 supplied and the part 110-b the second electrical device 110 in ECU 112 (Partition B) from the second electrical energy source 67 ,

So is the part 100-b the first electrical device 100 in ECU 112 with the data bus 58 connected while the part 110-b the second electrical device 110 in ECU 112 with the data bus 68 connected is.

The parts 100-a . 100-b the first electrical device 100 are therefore over the data bus 58 connected as they are spatially in different ECUs 12 and 112 are arranged. Corresponding are the parts 110-a . 110-b the second electrical device 110 over the data bus 68 connected with each other.

The part 100-b the first electrical device 100 in ECU 112 includes the electrical and electronic components as well as valve coils for controlling the valves 81 and 83 ,

The part 100-b the first electrical device 100 Also includes the electrical and electronic components for signal processing or evaluation of the force or pressure sensor 20th

The part 100-b the first electrical device 100 in ECU 112 is, for example, for transmitting the signals from the sensor 20 directly via a signal connection line or communication connection line 71 with the part 100-a the first electrical device 100 in ECU 12 connected.

The part 110-b the second electrical device 110 in ECU 112 includes the electrical and electronic components and valve coils for controlling the valves 82 and 84 ,

The part 110-b the second electrical device 110 also includes the electrical and electronic components for signal conditioning or evaluation of the displacement sensor 25 ,

The two units of each hydraulic unit HCU1 or 200 and electronic control unit 12 respectively. 112 are preferably attached to the bulkhead or the landing gear, passing through the block 59 is indicated schematically.

The following describes exemplary methods for operating the brake system:

Error-free case of the brake system

Here both partitions A and B are error-free and fully functional, ie, for example, the two pressure supply devices 2 . 5 as well as the two electrical devices 100, 110 and all valves and sensors.

A requested brake pressure is by means of the first pressure supply device 5 (Primary pressure regulator) after opening the first isolation valve 26 provided by driving by means of the first electrical device 100 , So are braking with all wheel brakes 8a - 8d and possibly (jointly) controlled brake pressure possible (4-wheel brakes). Wheel-individual pressure controls are by means of the intake and exhaust valves 6a - 6d . 7a - 7d possible, which of the second electrical device 110 be controlled.

Based on the information of the wheel speed sensors 66 (Partition B) and the vehicle dynamics sensors 60 (Partition A), the pressure controls are performed with the highest precision, dynamics and control quality.

Failure in partition A, eg failure of the first pressure delivery device 5 , the first electrical device 100 or the first energy source 57 :

Because the second electrical device 110 the second pressure supply device 2 , the overflow valve 32 and the second isolation valve 23 can be activated by activating the pressure supply device 2 and opening the second isolation valve 23 the second pressure supply device 2 with all wheel brakes 8a - 8d be connected and so constructed brake pressure on all wheel brakes and by means of the overflow valve 32 also (jointly) regulated (4-wheel brakes). The first pressure delivery device 5 is via the normally closed isolation valve 26 separated hydraulically, which for example in case of leakage in the pressure supply device 5 is advantageous.

Wheel-individual pressure controls, in particular anti-lock regulations, are also possible by means of the inlet and outlet valves 6a-6d, 7a-7d, since these are provided by the second electrical device 110 be controlled and the second electrical device 110 the signals of the wheel speed sensors 66 present (partition B).

Thus, the second electrical partition B or the second electrical device 110 virtually unchanged as known ABS regulations (ABS: anti-lock braking system) perform and realize together with the ability to build up brake pressure, all residual braking functions.

Failure in partition B, eg failure of the second pressure delivery device 2 , the second electrical device 110 or the second energy source 67 :

Because the first electrical device 100 the first pressure supply device 5 , the first isolation valve 26 and the axle disconnect valve 40 can be activated by activating the pressure supply device 5 and opening the first isolation valve 26 the first pressure supply device 5 with all wheel brakes 8a - 8d be connected and so brake pressure on the wheel brakes 8a - 8d built and also (jointly) regulated (4-wheel brakes).

The controllability of the axle isolating valve 40 allows different pressures to be set axle by axle. This is done, for example, according to an axis-multiplex method. For this purpose, the driving dynamics data of the sensors 60 used, which is the first electrical device 100 (Partition A) is assigned. Thus, the blocking order of the axes can be maintained and unwanted destabilization can be avoided at higher delays.

The performance of this control strategy (case c)) is not at the level of the faultless system in terms of braking performance. However, it is sufficient for the described error case to ensure the residual braking functions.

• • eine elektrische Partition B mittels acht Raddruckmodulatorventilen (Einlassventile 6a-6d und Auslassventile 7a-7d) und einer Druckbereitstellungseinrichtung 2 4-Rad-Bremsungen sowie radindividuelle Druckregelungen auch nach einem Ausfall in der anderen elektrischen Partition A, z.B. der ersten elektrischen Einrichtung 100 oder deren elektrische Energiequelle 57, durchführen kann, und
• • eine andere, unabhängige elektrische Partition A mittels einer anderen Druckbereitstellungseinrichtung 5 und zumindest eines Achstrennventils 40 (und ggf. weiterer Ventile) 4-Rad-Bremsungen sowie achsindividuelle Druckregelungen auch nach einem Ausfall in der Partition B, z.B. der zweiten elektrischen Einrichtung 110 oder deren elektrische Energiequelle 67, durchführen kann.

A special feature of the exemplary brake systems is the asymmetry, wherein

• An electric partition B by means of eight wheel pressure modulator valves (intake valves 6a - 6d and exhaust valves 7a-7d) and a pressure supply device 2 4-wheel braking and wheel-individual pressure controls even after a failure in the other electrical partition A, for example, the first electrical device 100 or their electrical energy source 57 , can perform, and
• Another, independent electrical partition A by means of another pressure-providing device 5 and at least one axle disconnect valve 40 (and possibly other valves) 4-wheel braking and axle-individual pressure controls even after a failure in the partition B, for example, the second electrical device 110 or their electrical energy source 67 , can perform.

• - Verzögerung aufbauen;
• - Blockierreihenfolge der Achsen einhalten und ein ungewolltes Destabilisieren bei höheren Verzögerungen vermeiden;
• - Lenkbarkeit aufrechterhalten, um dem (Auto-)Pilot auch gebremste Ausweichmanöver zu ermöglichen.

The exemplary braking systems provide the redundancy necessary for the realization of highly automated driving functions in order to implement autonomous braking requirements. Even after a serious mistake, such as a failure of the first power supply 57 the partition A or the first pressure supply device 5 , the brake system is able to continue to implement certain residual braking functions autonomously or controlled by an autopilot. The most important residual brake functions of the brake system are:

• - build up delay;
• - Adhere to the blocking order of the axes and avoid unwanted destabilization at higher delays;
• - maintained steerability to allow the (car) pilot also braked evasive maneuvers.

The invention offers the advantage that the number of redundant components is kept as small as possible. Neither the intake and exhaust valves for wheel-specific brake pressure control nor the sensors for wheel-specific brake pressure control functions (such as anti-lock control, vehicle dynamics control, etc.) are designed to be redundant.

The wheel pressure control actuators used in the system (eg intake and exhaust valve spools) and sensors are provided with the two redundant pressure delivery devices 2 . 5 advantageously partitioned by the non-redundant components on the two redundant pressure-providing devices 2 . 5 be distributed such that in case of failure of a redundant pressure supply device, the remaining pressure supply device with the help of its associated components continue to ensure the primary functions. In this case, the failure of a pressure-providing devices refers to the various error possibilities such. B. Failure of a redundant electrical supply, a redundant arithmetic unit or a redundant hydraulic pressure provider.

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 102013217954 A1 [0002]

Claims (20)

Brake system for a motor vehicle with • hydraulically actuatable wheel brakes (8a-8d), which wheels (FL, FR) are assigned to a first vehicle axle (VA) and wheels (RL, RR) to a second vehicle axle (HA), • an electrically actuated intake valve ( 6a-6d) and electrically operable outlet valve (7a-7d) per wheel brake (8a-8d) for setting wheel-specific brake pressures, • a first electrically controllable pressure supply device (5) via a first separating valve (26) with a brake supply line (13) separable is hydraulically connected to which the wheel brakes (8a-8d) are connected, • a second electrically controllable pressure supply device (2) which is separably hydraulically connected via a second separating valve (23) to the brake supply line (13), wherein in the brake supply line ( 13) an electrically actuated axial disconnect valve (40) is arranged such that when the axial disconnect valve is closed, the Bremsversorgungsle in a first and a second line section (13a, 13b) is hydraulically separated, wherein the first line section (13a) with the wheel brakes (8a, 8b) of the second vehicle axle (HA) is hydraulically connected and the second line section (13b ) is hydraulically connected to the wheel brakes (8c, 8d) of the first vehicle axle (VA), and wherein the second pressure supply device (2) is hydraulically connected to the first line section (13a) via the second isolation valve (23) and the first pressure supply device (5 ) is hydraulically connected via the first separating valve (26) to the second line section (13b), • a first electrical device (100) with electrical and / or electronic elements which actuates the first pressure supply device (5), • a second electrical device ( 110) with electrical and / or electronic elements, which controls the second pressure supply device (2), • a middle a master brake cylinder (80) which can be actuated by a brake pedal (1) and which is hydraulically connected to the brake supply line (13), and a simulation device (3) which is operatively connected to the master brake cylinder (80), characterized in that the master brake cylinder (80 ) is executed in a single circle. Brake system after Claim 1 , characterized in that the pressure chamber of the master cylinder (80) via a third separating valve (81) and a third separating valve hydraulically downstream, fourth separating valve (82) to the brake supply line (13) is hydraulically connected. Brake system after Claim 1 , characterized in that the pressure chamber of the master cylinder (80) via a single master cylinder isolation valve to the brake supply line (13) is hydraulically connected, wherein the master cylinder isolation valve is designed to be double controlled. Brake system according to one of the preceding claims, characterized in that the second pressure supply device (2) comprises a suction port (28) which is connected to a pressurized medium reservoir (4) under atmospheric pressure, and a pressure port (27), wherein for adjusting or regulating the an overflow valve (32) is provided by the pressure provided by the second pressure supply device (2) via which the pressure connection (27) is hydraulically connected to the suction connection (28). Brake system according to one of the preceding claims, characterized in that the axial separation valve (40) is designed to be normally open. Brake system according to one of the preceding claims, characterized in that the first and the second electrical device (100, 110) are electrically independent of each other, wherein the inlet and outlet valve (6a-6d, 7a-7b) of the second electrical device (110 ). Brake system after Claim 6 , characterized in that the first pressure supply device (5) exclusively by the first electrical device (100) is driven and the second pressure supply device (2) and the inlet and outlet valve (6a-6d, 7a-7d) exclusively from the second electrical device (110) are controlled. Brake system according to one of the preceding claims, characterized in that the axial disconnection valve (40), in particular exclusively, by means of the first electrical device (100) is driven. Brake system according to one of the preceding claims, characterized in that the first separating valve (26), in particular exclusively, by means of the first electrical device (100) is driven. Brake system according to one of the preceding claims, characterized in that the second separating valve (23), in particular exclusively, by means of the second electrical device (110) is driven. Brake system according to one of the preceding claims, when referred to Claim 2 , characterized in that the third separating valve (81), in particular exclusively, by means of the first electrical device (100) is driven and the fourth separating valve (82), in particular exclusively, by means of the second electrical device (110) is driven, or vice versa. Brake system according to one of the preceding claims, when referred to Claim 3 characterized in that the master cylinder isolation valve is actuated by means of both the first electrical device (100) and the second electrical device (110). Brake system according to one of the preceding claims, when referred to Claim 4 , characterized in that the overflow valve (32), in particular exclusively, by means of the second electrical device (110) is driven. Brake system according to one of the preceding claims, characterized in that the simulation device (3) is hydraulically connected to the master brake cylinder (80), wherein in this connection a parallel connection of two, in particular normally closed, simulator release valves (83, 84) is arranged, wherein one of the simulator release valves (83), in particular exclusively, by means of the first electrical device (100) is driven, while the other of the simulator release valves (84), in particular exclusively, by means of the second electrical device (110) is driven. Brake system after one of the Claims 1 to 13 , characterized in that the simulation device (3) hydraulically connected to the master cylinder (80), wherein in this connection a single, in particular normally closed, Simulatorfreigabeventil is arranged, which is designed to be double controllable and by means of both the first electrical device (100) also the second electrical device (110) is driven. Brake system according to one of the preceding claims, characterized in that the master brake cylinder (80) or the simulation device (3) at least two sensors (20, 25) are assigned for detecting a respective driver's brake request size, the one of the sensors (20), in particular exclusively, is connected to the first electrical device (100) and is evaluated by this, and the other of the sensors (25), in particular exclusively, connected to the second electrical device (110) and is evaluated by this. Brake system according to one of the preceding claims, characterized in that the first electrical device (100) is supplied by a first electrical energy source (57) and the second electrical device (110) is supplied by a second electrical energy source (67), which of the first electrical energy source (57) is independent. Brake system according to one of the preceding claims, characterized in that a wheel speed sensor is provided for each of the wheel brakes (8a-8d), wherein the wheel speed sensors (66), in particular exclusively, are connected to the second electrical device (110) and are evaluated by the latter , Brake system according to one of the preceding claims, characterized in that a driving dynamics sensor (60) is provided which, in particular exclusively, is connected to the first electrical device (100) and is evaluated by the latter. Brake system according to one of the preceding claims, characterized in that a first pressure sensor (19), which is assigned to the first pressure supply device (5), and a second pressure sensor (49) which is assigned to the second pressure supply device (2), are provided the first pressure sensor, in particular exclusively, is connected to the first electrical device (100) and is evaluated by the latter and the second pressure sensor, in particular exclusively, is connected to the second electrical device (110) and is evaluated by the latter.

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