EP2616293A1 - Système de freinage hydraulique et procédé de fonctionnement - Google Patents

Système de freinage hydraulique et procédé de fonctionnement

Info

Publication number
EP2616293A1
EP2616293A1 EP11734082.8A EP11734082A EP2616293A1 EP 2616293 A1 EP2616293 A1 EP 2616293A1 EP 11734082 A EP11734082 A EP 11734082A EP 2616293 A1 EP2616293 A1 EP 2616293A1
Authority
EP
European Patent Office
Prior art keywords
brake
hydraulic
pressure
brake circuit
circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11734082.8A
Other languages
German (de)
English (en)
Inventor
Stefan Strengert
Michael Kunz
Niccolo Haegele
Werner Quirant
Jens Kolarsky
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2616293A1 publication Critical patent/EP2616293A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
    • B60T8/267—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means for hybrid systems with different kind of brakes on different axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/161—Systems with master cylinder
    • B60T13/162—Master cylinder mechanically coupled with booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B60T8/3265—Hydraulic systems with control of the booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/348—4 Channel systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems

Definitions

  • the published patent application DE 19826346 deals with a device for brake pressure regulation.
  • the brake pressure regulation device is used in hydraulic brake systems of vehicles and comprises at least one respective sensor for the relative movement between the actuating device and the abutment and / or for the pendulum force introduced into the simulator spring, for the position of a brake piston and for the pressure in the brake circuit or between the control valve and housing.
  • the hydraulic pressure medium flowing from the pressure supply device via the control valve is fed exclusively into a space of the housing, where on the one hand it presses the abutment against the stop and on the other hand pressurizes at least one brake piston.
  • a special feature of hybrid vehicles is the recovery of braking energy by recuperative braking. In this case, an electric motor, usually the electric drive motor of the vehicle, operated as a generator. The electrical energy generated thereby is fed back into a memory. Recuperation reduces the power loss of the vehicle during braking. Recuperation is therefore a measure to reduce consumption and emissions.
  • recuperative braking makes high demands on the conventional, based on friction braking system of the vehicle, since the braking effect of recuperation depends on several factors: First, with full (electric) energy storage, the recuperative brake is not available, the entire braking torque must over the Friction brakes are applied to the wheels. Furthermore, recuperative brake systems do not allow braking torques to a standstill via the generator-driven electric motor. During stopping operations, the conventional braking system in the low speed range must compensate for the lost braking effect of the recuperative brake by a higher braking torque. There are also operating conditions in which the hydraulic braking force must be taken back, to achieve a high degree of recuperation. For example, after switching operations, the decoupled generator appears again as a recuperative brake in order to shift the braking action again in the direction of the recuperative brake. In order to keep the total braking torque constant, therefore, the proportion of conventional friction brake must be reduced.
  • the present invention relates to a hydraulic brake system which has at least one first brake circuit and at least one second brake circuit.
  • the at least one first brake circuit is in hydraulic communication with a master brake cylinder
  • the at least one second brake circuit is not in hydraulic connection with the master brake cylinder.
  • the hydraulic brake system comprises an amplification unit for actuating the master brake cylinder, which is in hydraulic communication with the at least one second brake circuit.
  • a brake pressure in the at least one second brake circuit can be set via the master brake cylinder.
  • the at least one first brake circuit is always available as emergency brake circuit, since it is advantageously connected to the master cylinder and thus can be operated, even in the presence of a defect, such as the electrical system; This is an important requirement for brake systems in general.
  • a brake pressure in the at least a second brake circuit can be modulated and / or adjusted without that changes in the pressure conditions in the second brake circuit on the master cylinder back to the gain unit, in particular counteract this.
  • the reinforcement unit of the hydraulic brake system has an actuation chamber.
  • the at least one second brake circuit has a pressure source which is in hydraulic communication with said actuation chamber.
  • the pressure source is for example a pump. It is advantageous that the pump is both part of the at least one second brake circuit, as well as that with the pump of the second brake circuit, a pressure adjustment in the amplification unit can be done. As a result, a separate pressure supply of the hydraulic actuation unit, that is to say the amplification unit, can be dispensed with.
  • the pump in the second brake circuit thus assumes at least one double function, which is both space-saving and cost-effective.
  • the at least one second brake circuit of the hydraulic brake system has a first, normally open, hydraulic interrupting means, by means of which the pressure build-up in the actuating chamber is performed.
  • the pressure source is connected to the actuating chamber via the first interruption means hydraulically interruptible.
  • the hydraulic brake system in the at least one second brake circuit comprises a second, normally open, hydraulic interrupting means by means of which the pressure reduction takes place in the actuating chamber.
  • the actuation chamber is connected to a hydraulic fluid reservoir via the second interruption means hydraulically interruptible.
  • a pressure reduction in the actuation chamber can be advantageously controlled and / or regulated.
  • the hydraulic fluid reservoir is advantageously the reservoir of the master brake cylinder, which again keeps the number of components used in the brake system low. The pump and the master cylinder thus do not require a separate supply of hydraulic fluid.
  • the suction side of the pressure source is hydraulically connected to the hydraulic fluid reservoir, the suction side being connected to at least one wheel brake cylinder of the second brake circuit via at least a fifth, open-circuit interrupting means. Due to the fact that at least one wheel brake cylinder and the hydraulic reservoir are connected to the suction side of the pump, there are the advantages that an additional hydraulic accumulator, which otherwise, for example in the context of an ABS control, must absorb volume from the wheel brake cylinder, does not have to be provided , Likewise, the pump does not have to draw volume from the master cylinder, which could affect further brake circuits connected to the master cylinder, but is supplied with hydraulic fluid directly from the hydraulic reservoir. Not least, this makes possible the autarkic design of the at least one second brake circuit, decoupled autonomously in the sense of being decoupled from the master brake cylinder.
  • the delivery side of the pressure source via the first interrupting means to the actuating chamber is hydraulically connected.
  • the delivery side via a third interrupting means shown here as a pressure relief valve, hydraulically connected to a reservoir.
  • the reservoir is advantageously the hydraulic fluid reservoir of the master cylinder.
  • the delivery side is connected via at least a fourth interrupting means with at least one wheel brake cylinder of the second brake circuit.
  • an overload protection of the second brake circuit can advantageously be represented, with which it can be prevented that damage will occur to the hydraulic unit in an operating situation with an increased pressure on the delivery side of the pump special to the pressure build-up valve and the intake valves of the second brake circuit; an unwanted opening of the same can also be prevented.
  • the amplification unit has a transmission element, which generates an actuating force produced by the driver and / or the transmits the actuating force produced by the pressure source to the master cylinder.
  • a transmission element which generates an actuating force produced by the driver and / or the transmits the actuating force produced by the pressure source to the master cylinder.
  • the transmission element has a reaction disk.
  • a relationship between an actuation path of an input element, for example an input rod of a brake booster and a force to be applied by a driver for this actuation path, depends on the reaction disc, in particular on the deformation of the reaction disc. Said connection has three operating areas jump-in, gain range and / or run-out.
  • a chamber for receiving a reaction disc can be provided in a part of the actuating element.
  • the reaction disc is a pedal feel, so a relationship between a brake pedal operation by the driver and to be applied by him force representable, wherein the displayable areas for generating the pedal feel during brake operation jump-in, gain range and / or run-out include.
  • the at least one first brake circuit has at least one wheel brake cylinder, wherein the pressure on the at least one wheel brake cylinder is set based on the pressure produced by the pressure source and / or by the driver via the amplification unit.
  • the pressure is adjusted by means of a normally open control valve, a normally closed switching valve (18), a hydraulic accumulator (19) and / or by means of a pump. pe (20).
  • the at least one first brake circuit is operable as known from conventional return conveyor systems.
  • the pressure which is applied by the amplifying means for pressure adjustment in the wheel brake cylinder of the at least one first brake circuit - optionally by the actuating chamber alone without the driver - is produced by the pressure source, so the pump of the second brake circuit.
  • a brake booster can be generated with pumps that are present anyway in the vehicle, for example pumps of the second brake circuit.
  • an active pressure build-up in the first and / or second brake circuit can be generated by the pressure source, for example for ACC, ESP control, L fullyemployedinwolf or comfort functions such as brake wiper or Vorbe vide the brakes in the event of a collision.
  • a cost-effective brake system is realized, which can actively build brake pressure, which is independent of Vakuumquel- len, for example from an intake system of an engine or from a vacuum pump and thus well suited for electric and / or hybrid vehicles is.
  • regenerative braking can advantageously be carried out with the present brake system, wherein the wheel brake pressure in the wheels of the second brake circuit can be adapted to the braking effect of the regenerative brake system. This is particularly advantageous because the driver feels no change in his brake pedal whether the changing hydraulic braking torque component of the second brake circuit, since the second brake circuit is decoupled from the master cylinder and thus from a hydraulic and / or mechanical reaction to the brake pedal.
  • the first second, fourth and fifth interrupting means of the two brake circuit are normally open control valves and the third interrupting means is a check valve, more precisely a pressure relief valve.
  • the invention relates to a method for operating a hydraulic brake system see.
  • the hydraulic brake system comprises at least a first brake circuit, which is in hydraulic communication with a master cylinder, and at least one second brake circuit which is not in hydraulic communication with the master cylinder.
  • the hydraulic brake system comprises an amplifying unit for actuating the master cylinder, which is in hydraulic communication with the at least one second brake circuit stands.
  • the at least one second brake circuit has a pressure source. By means of the pressure source and / or by the driver, a pressure in the at least one first brake circuit is set via the amplification unit. The pressure in the second brake circuit is adjusted by means of the pressure source.
  • An advantage of this method is that both the pressure in the decoupled from the master cylinder second brake circuit, and the pressure in the coupled first brake circuit via the amplifying unit by means of the same pressure source is set. In the method according to the invention, therefore, the pressure adjustment in the second brake circuit assigned to the pressure source takes place, as well as the adjustment of the gain in the amplification unit with only one pressure source.
  • the pressure in the actuation chamber is adjusted by means of the pressure source.
  • a brake booster is advantageously adjustable and thus also variable, since the pressure can be set differently in the actuation chamber when the driver desires to brake request by the driver.
  • the applied by the actuating chamber support force is variable.
  • the pressure build-up in the actuating chamber via a first, normally open, hydraulic interrupting means.
  • the pressure setting can be advantageously controlled.
  • the pressure reduction in the actuation chamber takes place via a second normally open hydraulic interrupting means.
  • the master cylinder is actuated by the reinforcing unit, whereby an actuating force acting on the master cylinder is better applied, more specifically to an input piston of the master cylinder produced by the driver and / or by the pressure source (6).
  • an actuating force acting on the master cylinder is better applied, more specifically to an input piston of the master cylinder produced by the driver and / or by the pressure source (6).
  • the functionality of the pressure source in the method according to the invention thus extends - not limited - from a brake booster, a pressure setting / pressure adjustment in the second brake circuit, up to a pressure setting in the first brake circuit.
  • the pump can also be used for active pressure build-up in the existing brake circuits, both in the coupled from the master cylinder, as well as in the decoupled from this.
  • the hydraulic brake system is part of an overall brake system, which has a regenerative braking system in addition to the hydraulic brake system.
  • the braking effect of the hydraulic brake system is adapted in the method according to the invention to the braking effect of the regenerative braking system by adjusting the braking effect, starting from the second brake circuit.
  • a predetermined total braking torque is set.
  • the default can come from the driver, but also from a system in the vehicle, which controls, regulates and / or coordinates active braking interventions.
  • a control device may be provided.
  • the determination of the braking effect to be set takes place taking into account the braking effect of the at least one first brake circuit, the driver brake command input and the present regenerative braking effect.
  • the hydraulic braking action to be set in the second brake circuit is determined.
  • a regenerative braking system can be realized in an advantageous manner, in which a predetermined total braking effect can be kept constant without repercussion on the driver, even if the proportion of the regenerative braking system to the total braking effect should change, for example due to a state of charge of an energy storage or a worse regenerative Braking effect at low or low vehicle speed.
  • the driver presets the braking request via an input element. Between the input member and a power transmission element for actuating the master cylinder, a distance is provided.
  • the braking effect can originate from the regenerative braking system alone or from the regenerative braking system together with the second brake circuit. In this case, a particularly high recuperation efficiency is ensured, since the at least one first brake circuit does not contribute to the braking and thus the largest possible proportion of regenerative braking effect can be used. Likewise, a braking is possible in which the at least one first brake circuit is also involved in the regenerative braking. In a further embodiment, the regenerative braking system acts on that axis of the vehicle to which the wheel brake cylinders of the second brake circuit are to be assigned. Thus, by way of example, the intended braking effect can be kept constant by operating the second brake circuit according to the invention when, for example, the regenerative braking torque changes. A shift of the braking effect from one axis to the other, does not arise.
  • the regenerative braking system acts on the axle of the vehicle to which the wheel brake cylinders of the at least one first brake circuit are to be assigned or to those axles which belong to the wheels of the at least one first brake circuit and the at least one second brake circuit are working. Keeping constant a predetermined braking effect by operating the second brake circuit according to the invention in these configurations of the brake system can be accompanied by a shift of the braking effect from one axle to the other axle. An associated 'nodding' of the vehicle may occur, but is not necessarily perceived as detrimental.
  • Figure 1 shows a schematic representation of the hydraulic brake system according to the invention, which optionally together with a regenerative braking system forms a total braking system.
  • a regenerative braking system forms a total braking system.
  • the present invention relates to a hydraulic brake system 1.
  • the hydraulic brake system 1 essentially comprises a brake input element 22, an amplification unit 5, by means of which a master brake cylinder 3 is actuated, a hydraulic unit 21, and wheel brake cylinders 13, 16 connected thereto.
  • a reservoir for hydraulic fluid is in the hydraulic brake system 1, a reservoir 10 is available.
  • the hydraulic unit 21 can be divided into several brake circuits.
  • a first brake circuit 2a, to which a wheel 16a is associated, more specifically a wheel brake cylinder 16a, is shown in FIG. 1 in duplicate 2a, 2b.
  • the hydraulic unit 21 comprises a second brake circuit 4, as well as at least one wheel associated with the second brake circuit 4 with a wheel brake cylinder 13a, b.
  • two wheel brake cylinders can each be assigned to the double-executed first brake circuits 2a, 2b, and two further wheel brakes can be assigned to the second brake circuit 4.
  • the wheel brake cylinders 16a, b are thus associated with the first brake circuits 2a, b
  • the wheel brake cylinders 13a, b are associated with the second brake circuit 4.
  • the first brake circuits 2a and 2b differ from the second brake circuit 4 in that the first brake circuits 2a and 2b are in hydraulic communication with the master cylinder 3.
  • the second brake circuit 4 is not connected to the master cylinder 3.
  • the first brake circuit 2a is described below, the brake circuit 2b is constructed identically to the brake circuit 2a and will not be described separately.
  • the first brake circuit 2a is connected to the master cylinder 3 via a hydraulic line.
  • a wheel brake cylinder 16 a is connected via a normally open control valve 17.
  • the control valve 17, a check valve is connected in parallel, which allows a volume transport from Radbremszy- cylinder 16 in the direction of the master cylinder 3.
  • Such a check valve can also be understood as a bypass valve.
  • the control valve 17 can be understood as an inlet valve, the switching valve 18 as an outlet valve for the wheel brake cylinder 16 a.
  • a pump 20 is connected to the branching point 24. More specifically, the suction side of the pump 20 is hydraulically connected to the branching point 24. The delivery side of the pump 20 opens into a branch point 26 which is located in the connection, more precisely in the hydraulic line, between the master cylinder 3 and the aforementioned control valve 17.
  • one or both of the brake circuits 2a, b may have a pressure sensor 36, inter alia for monitoring and / or control wise control of the brake system, in particular the first brake circuits 2a and / or 2b.
  • the pressure sensor in the brake circuit 2b is located.
  • the brake circuit 2a may also have such a pressure sensor, which is then connected between the master cylinder 3 and the control valve 17.
  • the second brake circuit 4 is not in hydraulic communication with the master cylinder 3. Strictly speaking, a hydraulic connection of the second brake circuit 4 with the master cylinder 3 via the reservoir, with open sniffer holes possible, but here means that by a pressure build-up on the chambers of the Master brake cylinder 3 no pressure build-up in the second brake circuit 4 takes place. More specifically, the second brake circuit is not connected to the exhaust ports of the master cylinder 3 to which the first two brake circuits 2a and 2b are connected, and in no other way directly to the pressure buildup chambers of the master cylinder 3.
  • the central component of the second brake circuit 4 is a hydraulic pump 6, shown in Figure 1 as a three-piston pump.
  • the pump 6 is not limited to this embodiment.
  • a differently designed volume delivery unit may be provided, for example multi-piston pumps, asymmetrical pumps, gear pumps and others. The hydraulic layout must then be adapted accordingly.
  • the hydraulic pump 6 has an intake side and a delivery side. Starting from the delivery side of the pump 6, a hydraulic connection leads to a normally open control valve 12a, which can be assigned to a wheel brake cylinder 13a. Such a normally open control valve 12a assumes the functionality of an intake valve for the wheel brake cylinder 13a.
  • the intake valve 12a is connected in parallel with a check valve 27a, which prevents a flow of hydraulic fluid from the pump 6 in the direction of the wheel brake cylinder 13a.
  • a branch point 28 a Between the inlet valve 12 a and the wheel brake cylinder 13 a is a branch point 28 a to which a normally open control valve 14 a is connected. This normally open control valve 14 a takes over the functionality of an exhaust valve for the wheel brake cylinder 13 a.
  • the second brake circuit 4 another wheel may be present with a further wheel brake cylinder 13b. Associated with this wheel brake cylinder, the second brake circuit has a second normally open control valve 12b, another normally open control valve 14b, and a check valve 27b connected in parallel to the valve 12b.
  • the exhaust valves 14 a and 14 b are connected in common to the suction side of the hydraulic pump 6.
  • the exhaust valves 14a and 14b both open into a branch point 29b which is in hydraulic communication with the suction side of the hydraulic pump 6 in addition to the valves 14a and 14b.
  • a further branch point 30 is provided.
  • the outlet valves 14a and / or 14b are in hydraulic communication with the reservoir 10 via a hydraulic line 32.
  • the wheel brake cylinders 13a, b can be hydraulically connected to the reservoir 10 via the respective outlet valves 14a, b.
  • the reservoir 10 takes over the function of the storage chambers 25 in the first brake circuit 2a, b in the second brake circuit.
  • the hydraulic pump 6 is provided with the volume of hydraulic fluid which, when in operation, the hydraulic pump 6 via the inlet valves 12a and / or 12b the wheel brake cylinder 13 a and / or 13b supplies.
  • a pressure in the wheel brake cylinders 13a and / or 13b can be established.
  • the hydraulic pump can generate a braking action on the wheels associated with the wheel brake cylinders 13 and / or 13b.
  • a pressure reduction in the wheel brake cylinders 13 a and / or b can take place via the outlet valves 14 a and / or b by establishing the hydraulic connection between the wheel brake cylinders 13 a and / or b with the reservoir 10.
  • the delivery side of the hydraulic pump 6 is in addition to the valves 12a and 12b additionally connected to a normally open control valve 8.
  • the normally open control valve 8 can also be understood as a pressure build-up valve 8, by means of which the hydraulic pump 6 can build a pressure in an actuating chamber 7 of the amplification unit 5, which is connected to the pressure build-up valve 8.
  • the amplification unit 5 will be described in more detail below. It should be mentioned at this point that the reinforcing unit 5 is a hydraulic reinforcing unit. This can also be seen already on the basis of the hydraulic connection of the second brake circuit 4 with the amplification unit, in particular with its actuation chamber 7.
  • a branch point 31 is located in the hydraulic line between the actuation chamber 7 and the pressure build-up valve 8. Between the branch point 31 and the hydraulic connection 32 between the reservoir 10 and the hydraulic pump 6 there is a hydraulic connection into which a pressure reduction valve 9 is integrated.
  • the pressure reduction valve 9 is a normally open control valve to which a check valve 33 is connected in parallel, which prevents a flow of hydraulic fluid in the direction of the line 32.
  • the delivery side of the pump 6 is connected to both the inlet valve 12a and 12b and to the pressure increase valve 8.
  • a check valve 11 which is located in the hydraulic connection between the delivery side of the pump 6 and the hydraulic line 32.
  • the check valve 11 is provided as a spring-loaded check valve, which allows a flow of hydraulic fluid from the delivery side of the pump in the direction of the reservoir 10 via the line 32.
  • a pressure sensor 34 is installed between the check valve 11 and the delivery side of the pump 6, .
  • the hydraulic pumps 6 and 20 are driven by a drive motor 35.
  • the pump 20 may be provided in duplicate, due to the double existing first brake circuits 2a and 2b.
  • the pump 6 may be operably provided separately from the pumps in the brake circuits 2a and 2b.
  • the said pumps are provided, for example, each with a motor, as well as it is possible to provide a freewheel, with the individual of said pumps, for example, can be operated separately.
  • hydraulic switching elements idling of at least one of said pumps can be realized, which is not shown in Figure 1.
  • the ABS control is conventionally via the inlet valve 17 and exhaust valve 18. After completion of the ABS control, the exhaust valve 18 is closed again and the storage chamber 25 is completely emptied again, so that the pump 20 is again no volume available.
  • the pump 20 is in the case described no volume for promotion available.
  • the storage chamber 25 is empty and the outlet valve 18 is closed. That Although pump 20 is running, it does not affect the volume and pressure in the brake circuit 2a.
  • the description also applies to the pump in brake circuit 2b. In the following, the operation of a first brake circuit 2a and the second brake circuit 4 will be described. The operation of the brake circuit 2b is analogous to that of the brake circuit 2a.
  • the first brake circuit 2a is connected to the master brake cylinder 3, while the second brake circuit 4 is not connected to the master brake cylinder 3.
  • the wheel brakes 13a and 13b connected to the second brake circuit 4 can not be supplied with pressure by the master cylinder 3 either.
  • the brake circuit 2a and the brake circuit 2b can be supplied from the master cylinder 3 with pressure. If one of the wheel brake cylinders 13a or 13b is to be supplied with pressure, so that a braking effect is produced on one of the wheels assigned to the wheel brake cylinders 13a or 13b, the pump 6 can supply volume of brake fluid from the reservoir 10 via the intake valves 12a and / or 12b Feed wheel brake cylinders 13a and / or 13b.
  • the exhaust valves 14a and 14b are kept closed. If a pressure in the wheel brake cylinders 13a and / or 13b is to be set or regulated, it may be provided to close one of the exhaust valves 14a or 14b and regulate the pressure at the wheel brake cylinders 13a and / or 13b only via the other exhaust valve 14a or 14b. Assuming that the exhaust valve 14b is kept closed, the pump 6 may supply hydraulic fluid to the brake cylinders 13a and 13b via the intake valves 12a or 12b. If you look at the connection of the outlet side of the pump 6 via the inlet valve 12a, the outlet valve 14a and the outlet valve 14b and the inlet valve 12b can be seen as a hydraulic circuit.
  • valve 14b is kept closed when the pressure builds up by means of the hydraulic pump 6, then the total pressure in said hydraulic circuit can be adjusted by regulating and / or setting the hydraulic valve 14a. Thus, the same pressure is applied to the wheel brake cylinders 13a and 13b.
  • the exhaust valves 14a and 14b are opened and hydraulic fluid flows, starting from the wheel brake cylinders, via the branch points 29b and 30 and via the hydraulic line 32 into the reservoir 10. In this way, the pressure in the wheel brake cylinders is reduced, the braking effect decreases from.
  • the intake valves 13a and 13b and the exhaust valves 14a and 14b may be closed to maintain pressure.
  • the master cylinder 3 is shown in Figure 1 as a tandem master cylinder, each having a connected to the respective chamber wheel 16a or 16b. In conventional brake systems, two wheels are often connected to the chambers of the tandem master cylinder.
  • the hydraulic pump 6 of the second brake circuit 4 has a further functionality, apart from the pressurization of the wheel brake cylinder 13a, b.
  • This further functionality is that via the pressure build-up valve 8, the delivery side of the pump to the gain unit 5, more precisely to the actuation chamber 7 is connected.
  • the hydraulic pump 6 can pressurize the actuating chamber 7.
  • the pressure built up in the actuating chamber 7 can be used to actuate the master cylinder 3. This will be discussed in more detail later.
  • the hydraulic pump 6 is connected to the actuating chamber 7 via the pressure increase valve 8.
  • a branch point 31 which connects the actuating chamber 7 with the pressure reduction valve 9.
  • the pressure reduction valve 9 further has a hydraulic connection to the conduit 32, which opens into the reservoir 10.
  • the pressure reduction valve 9 serves to reduce the pressure in the actuating chamber 7 again.
  • a pressure in the actuation chamber 7 can be adjusted.
  • the pressure in the actuating chamber 7 so the master cylinder 3 can be operated.
  • a controllable and controllable brake booster thus acting on the master cylinder 3 with an assisting force can be displayed.
  • the hydraulic pump 6 thus acts on the one hand as a self-sufficient pressure supply of the wheel brake cylinder 13a and 13b, which is self-sufficient in the sense of driver-independent, on the other hand as a brake booster for actuating those wheel brake cylinders, which are in hydraulic communication with the master cylinder 3.
  • the hydraulic brake system comprises said reinforcing unit 5, by means of which the master cylinder 3 can be actuated.
  • the reinforcing unit 5 consists essentially of a mounted booster body, which includes a reaction disc 43, a hydraulically actuable booster piston 15 and a pedal input rod 37, which is connected to the brake pedal 22.
  • the hydraulic actuation takes place in that a pressure in the actuation chamber 7 of the amplification unit 5 is set in the above-described manner.
  • the actuating chamber 7 is in interruptible hydraulic connection with the second brake circuit 4.
  • the pressure setting in the actuating chamber 7 via the pressure build-up valve 8 and the pressure reduction valve 9.
  • the set in the actuating chamber 7 pressure causes an actuating piston 38 is displaced in the actuating chamber 7 and so applies an operating force to the booster piston 15.
  • the actuating piston 38 divides the actuation chamber 7 into two regions, wherein the area facing the intensifier piston contains air, and the hydraulic part connected to the branch 31 contains or absorbs hydraulic fluid. Air and hydraulic fluid are separated on the piston 38.
  • the pressure build-up valve 8 is opened.
  • the pressure reduction valve 9 is opened, which establishes a direct connection of the actuating chamber 7 with the hydraulic line 32.
  • the boosting force decreases starting from the reinforcing unit 5.
  • a force can also be applied to the booster piston by the driver.
  • the driver shifts the input rod 37 and transmits an actuating force at least proportionally to the booster piston 15. A portion of the actuation force leads to the deformation of the return spring 40 for the input member 37 and or the reaction disc 43.
  • the common coupling of the at least proportionate actuation force of the driver and the boosting force starting from the actuating chamber can be represented in a known manner by means of the reaction disk 43.
  • the booster piston 15 has a chamber 44 in front of which the known from conventional vacuum brake booster reaction disc 43 sits.
  • the chamber 44 offers the possibility of deforming the reaction disc 43 during braking operation by the driver with the pedal input rod 37.
  • 3 work areas can be identified:
  • Jump-In range of infinite gain with low pedal input rod paths. The driver feels close to no pedal force.
  • Amplification Range The output force from the amplification unit represents the amplified input force. The driver senses an increasing force on the pedal. 3. Run-Out: There is no further reinforcement here. This area is located at large pedestrian entrance bar paths. The driver feels an increased pedal force.
  • the input rod 37 has not yet touched the reaction disk 43.
  • the brake operation comes alone from the booster chamber 37.
  • a displacement sensor 41 may be provided which determines an actuating travel of the brake pedal. Likewise, a displacement sensor can detect the actuation path of the input element 37. Based on the desired braking, then the brake system 1 can be controlled or regulated.
  • a pedal travel sensor For driver brake request detection additional sensors can be provided or even needed.
  • a pedal travel sensor a differential travel sensor between pedal input rod 37 and booster piston 15 and / or a rod travel sensor can be used.
  • other sensors are conceivable.
  • an idle path 42 is kept.
  • Regenerative braking can be realized with still existing free travel, but is not limited to this area. Since the brake circuit 4 is not connected to the master cylinder and thus decoupled from the driver, it can be decided independently of the driver, whether the braking request, especially in the brake circuit 4 is to be implemented hydraulically or regeneratively. By decoupling the driver he feels in a regenerative braking no reaction to a changing hydraulic braking effect.
  • the booster piston 15 transmits the force exerted on it from the driver via the input rod 37 and / or from the actuating chamber 7 via the actuating piston 38 to a first piston 39 of the master cylinder 3 which leads to a pressure buildup in the master cylinder 3 in a known manner.
  • a possible braking situation corresponds to a partial braking.
  • Partial braking is a braking that is not full braking.
  • the partial braking range is the range of medium delays. Mean delays may be, for example, between 0 to 4 m / s 2 .
  • the driver brakes in the brake circuits 2a and 2b This is done via the brake pedal 22, the reaction disk 43, the booster piston 15 and the main brake Cylinder 3. in a known manner as a pressure build-up in the connected to the brake circuits 2a and 2b wheels 16a and 16b.
  • the braking request of the driver upon actuation of the brake is detected by a suitable sensor, for example by the displacement sensor 41.
  • the pressure in the second brake circuit 4 is adjusted by operating the pump 6.
  • the exhaust valves are controlled as described above. The control over only one exhaust valve is possible as I said. This results in the desired pressure in the brake circuit 4 by the driver.
  • the pressure in the actuation chamber 7 is set.
  • the pressure build-up valve 8 and the pressure reduction valve 9 are driven accordingly.
  • the desired gain of the driver braking force can be adjusted by the amplification unit 5.
  • the adjustment of the pressure in the boost chamber 7 and the pressure in the brake circuit 4 is carried out by ⁇ control of the valves involved. It can also be provided a pressure control of the brake circuit 4 and the boost pressure, what then appropriate pressure sensors must be provided.
  • Sensor 34 is such a pressure sensor.
  • the pump control is set to the currently highest required pressure which is to be present either in the booster chamber 7 and / or in the wheels 13a, b.
  • the valves in ⁇ -operation then the correspondingly lower pressures could be adjusted.
  • Another operating situation corresponds to braking in the context of an anti-lock control (ABS), in which it may be necessary to close an inlet valve 12a, 12b.
  • ABS anti-lock control
  • This process is carried out in blocking the second wheel of the brake circuit 4 with the involvement of the corresponding intake and exhaust valves.
  • Control at the wheels of the first brake circuit 2a, b takes place in a known manner.
  • a brake system described herein may also be used as part of a regenerative overall braking system. In such a regenerative braking system
  • 20 tem is the total braking effect of a hydraulic braking action, starting from the hydraulic brake system just described, and from a regenerative braking effect together.
  • the regenerative braking effect is caused by a generator which applies a braking torque, for example to the rear axle, of a vehicle.
  • the regenerative braking system can be operated either alone or together and thus contribute to the braking.
  • the generator applies to its associated at least one axis of the vehicle to a non-constant, but known regenerative braking torque.
  • the driver specifies a braking request in the form of a total braking torque to be set.
  • the regenerative braking torque is known, as well as caused by the brake circuits 2a, b braking torque on the other axis.
  • a hydraulic Braking torque can be determined.
  • This braking torque to be set is obtained as the difference between the total braking torque and the currently existing generator braking torque and the braking torques produced by the brake circuits 2a, b of the other axle.
  • the braking torque to be set of the second brake circuit 4 is then, as already described, adjusted by operating the pump 6 and locations of the respective valves. The driver noticed no reaction from this pressure setting in the brake circuit 4 on the pedal, since the brake circuit 4 is not connected to the master cylinder 3.
  • the pump 6 acts as a pressure supply both for the brake booster on the gain unit 5 and for the braking effect in the brake circuit. 4
  • the pump 6 must provide both pressure for the gain in the booster chamber 7, as well as for the braking torque in the wheels 13.
  • the set pressure in the wheels 13 is usually greater than that in the chamber 7. If you set the Durck incompleteventil 8 to ⁇ control, opens the intake valves 12 and closes the exhaust valves 14a, b, for exact adjustment of the pressure, if necessary, only briefly Pressure in the wheels 13 a, b are set independently of the gain.
  • the pump 6 must only provide the boost pressure in the booster chamber 7 available. Under purely regenerative is to be understood that no hydraulic pressure build-up in brake circuit 4 is necessary because the necessary braking torque is provided by the generator, possibly with the involvement of the brake circuits 2a, b. For this purpose, the pressure build-up valve 8 is opened and the intake valves 12a, b are closed. The braking torque on the wheels 13a, b is applied by means of the generator.
  • the free travel 42 is held between the pedal input rod 37 and the reaction disk 43.
  • the driver can specify the braking request by operating the brake pedal 22 and associated displacement of the pedal input rod 37, without a pressure being built up directly in the brake circuits 2a, b by the driver.
  • the actuating chamber 7 is also not supplied with pressure.
  • the brake circuits 2a, b are not involved in the hydraulic braking. This has the advantage that the Delivering total braking torque must be applied by the generator and the second brake circuit 4.
  • the non-constant, caused by the generator braking torque is supplemented by the hydraulic braking torque, starting from the second brake circuit 4 to the total braking torque.
  • the adjusted hydraulic braking torque can be determined by a control unit again. Since the braking effect of the brake circuits 2a, b do not contribute to the braking, a larger proportion of the intended total braking torque can be produced by the generator. Thus, the recuperation efficiency increases. So far, it has been assumed that the generator is associated with that axle of the vehicle operatively connected, which is also associated with the second brake circuit 4 with the wheels 13a, b. However, the generator does not necessarily have to be arranged on this axis.
  • the generator is in operative connection with the axle, which can not be decoupled from the master cylinder (wheels 16a, b), so changes the distribution of the braking effect on the vehicle (front / rear) while maintaining the total braking torque by disc according to the invention of the pump in the brake circuit ) in purely hydraulic or purely regenerative braking, as well as in intermediate situations between regenerative and hydraulic braking.
  • the resulting vehicle pitch can be classified as imperceptible on some vehicles. It is also conceivable that a four-wheel-generator is used.
  • the second brake circuit 4 has a check valve 11.
  • the check valve 11 acts as a pressure relief valve and is used in a further, more specific braking situation.
  • the motor 35 drives both the pump 6 and the pump 20. If, for example, a pressure is to be built up on a wheel brake cylinder 16a of the first brake circuit 2a and, at the same time, the pressure on the wheel brake cylinders 13a and 13b is maintained, the valves 12a and 12b are closed when the pump is operated. Since the pump 6 is also operated when the pump 20 is operated to increase the pressure, the pump 6 delivers volume of brake fluid into the second brake circuit 4 and builds up a pressure on the delivery side of the pump 6 as quickly as possible.
  • the pressure build-up valve 8 is also closed.
  • that is Overpressure valve 11 is provided.
  • the pressure relief valve 11 is spring-loaded. If the pressure built up by operating the pump 6 on the delivery side of the pump is high enough, the overpressure valve opens and hydraulic fluid is supplied to the reservoir and the overpressure is reduced.
  • the brake circuit 4 If there is a circuit failure at one of the brake circuits 2a, b, then the brake circuit 4 is still active and allows braking on three wheels, since the brake circuit 4 as the intact brake circuit 2a or 2b still have full function. If there is an electrical fault in a control, transmission, and / or power supply device or due to a fault in the hydraulic circuit, the brake circuit 4 may fail. The possibility to brake purely with the brake circuits 2a and / or 2b, possibly alone by driver power, remains as a mechanical fallback level.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)

Abstract

Système de freinage hydraulique et procédé de fonctionnement d'un système de freinage hydraulique comprenant au moins un premier circuit de freinage (2a,2b), qui est en liaison hydraulique avec un maître-cylindre de frein (3), et au moins un deuxième circuit de freinage (4) qui n'est pas en liaison hydraulique avec le maître-cylindre de frein (3). Le système de freinage hydraulique comporte également une unité d'amplification (5) pour l'actionnement du maître-cylindre de frein (3), cette unité étant en liaison hydraulique avec le deuxième circuit de freinage (4). Le deuxième circuit de freinage (4) comporte en outre de préférence une source de pression (6). Une pression au moins dans le premier circuit de freinage (2a,2b) est réglée au moyen de la source de pression (6) et/ou par le pilote par l'intermédiaire de l'unité d'amplification (5) et une pression dans le deuxième circuit de freinage (4) est réglée au moyen de la source de pression (6).
EP11734082.8A 2010-09-16 2011-07-19 Système de freinage hydraulique et procédé de fonctionnement Withdrawn EP2616293A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010040854 DE102010040854A1 (de) 2010-09-16 2010-09-16 Hydraulisches Bremssystem sowie Verfahren zu dessen Betrieb
PCT/EP2011/062315 WO2012034740A1 (fr) 2010-09-16 2011-07-19 Système de freinage hydraulique et procédé de fonctionnement

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EP2616293A1 true EP2616293A1 (fr) 2013-07-24

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CN (1) CN103097214B (fr)
DE (1) DE102010040854A1 (fr)
WO (1) WO2012034740A1 (fr)

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DE102012211278A1 (de) * 2012-06-29 2014-01-02 Robert Bosch Gmbh Verfahren zum Betreiben eines rekuperativen Bremssystems eines Fahrzeugs, Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs und rekuperatives Bremssystem
DE102012221530A1 (de) 2012-11-26 2014-05-28 Robert Bosch Gmbh Verfahren zur Identifizierung eines Ausfalls eines Bremskreislaufsystems eines Fahrzeuges und ein solches Verfahren nutzendes Bremssystem
DE102013201679A1 (de) 2012-12-11 2014-06-12 Robert Bosch Gmbh Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs und Verfahren zum Betreiben eines rekuperativen Bremssystems eines Fahrzeugs
DE102012222718A1 (de) * 2012-12-11 2014-06-12 Robert Bosch Gmbh Steuervorrichtung für ein Bremssystem eines Fahrzeugs und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102013208703A1 (de) * 2013-05-13 2014-11-13 Robert Bosch Gmbh Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs und Verfahren zum Abbremsen eines Fahrzeugs
KR102033892B1 (ko) * 2013-05-14 2019-10-18 현대모비스 주식회사 전자식 유압 브레이크장치
DE102014207219A1 (de) * 2014-04-15 2015-10-15 Continental Teves Ag & Co. Ohg Betätigungseinheit für eine hydraulische Bremsanlage
DE102014212332A1 (de) 2014-06-26 2015-12-31 Robert Bosch Gmbh Kraftfahrzeug
DE102015211430A1 (de) * 2015-06-22 2016-12-22 Robert Bosch Gmbh Elektronisch schlupfregelbare Hilfskraftbremsanlage, insbesondere für ein Kraftfahrzeug
GB2552803B (en) * 2016-08-10 2021-12-15 Arrival Ltd A braking control system
CN110621558B (zh) * 2017-05-12 2023-01-13 麦格纳国际公司 线控制动器
DE102017005881A1 (de) * 2017-06-22 2018-12-27 Wabco Gmbh Bremssystem eines Elektro- oder eines Hypridfahrzeugs sowie Verfahren zu dessen Betreiben
JP7204502B2 (ja) * 2019-01-25 2023-01-16 株式会社アドヴィックス 制動制御装置
CN113631443B (zh) * 2019-02-12 2024-02-23 爱皮加特股份公司 具有压力供给装置和用于制动回路的安全门的制动系统
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DE102010040854A1 (de) 2012-03-22
CN103097214A (zh) 2013-05-08
CN103097214B (zh) 2016-01-20
WO2012034740A1 (fr) 2012-03-22

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