EP3036135A1 - Système de freinage pour véhicule à moteur - Google Patents

Système de freinage pour véhicule à moteur

Info

Publication number
EP3036135A1
EP3036135A1 EP14750212.4A EP14750212A EP3036135A1 EP 3036135 A1 EP3036135 A1 EP 3036135A1 EP 14750212 A EP14750212 A EP 14750212A EP 3036135 A1 EP3036135 A1 EP 3036135A1
Authority
EP
European Patent Office
Prior art keywords
pressure
brake
wheel
valve
chamber
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Withdrawn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
EP14750212.4A
Other languages
German (de)
English (en)
Inventor
Hans-Jörg Feigel
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP3036135A1 publication Critical patent/EP3036135A1/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Withdrawn legal-status Critical Current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
    • 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
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T13/58—Combined or convertible systems
    • B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger

Definitions

  • the present invention relates to a brake system for
  • Such a brake system for motor vehicles is known for example from DE 102011081463 AI.
  • the known brake system comprises an actuatable by means of a brake pedal main ⁇ brake cylinder with two pressure chambers, wheel brakes, an electrically controllable pressure supply device, a pressure control valve assembly with two valves per wheel brake, two more valves per brake circuit, of which the two isolation valves for decoupling the master cylinder pressure chambers of the wheel ⁇ ; mode brakes in the 'brake-by-wire "are needed, and a simulation device, which is connected to the pressure chambers of the master brake cylinder and which supplied via a simulator release valve and can be switched off.
  • Object of the present invention is therefore to provide a brake system, which has a further improved availability and at the same time is inexpensive to produce.
  • the invention is based on the idea that the brake master cylinder coupled to the first master cylinder piston is designed as a stepped piston whose annular surface bounds a hy ⁇ cal chamber, which is connected to the simulator chamber of the hydraulically actuated simulation device.
  • An advantage of the invention is that a normally open simulator valve can be used and that separating valves for decoupling the master cylinder pressure chambers from the wheel brakes can be dispensed with. This is achieved in that the simulation device is not connected to one of the pressure chambers of the master cylinder, so it can be hydraulically separated from the pressure chambers of the master cylinder, but is still coupled directly to the movement of the first master cylinder piston.
  • the first master cylinder piston is thus formed as a stepped piston with at least one circular surface and an annular surface ⁇ forms, the circular area of the first pressure chamber and the annular surface bounds the hydraulic chamber, wherein a
  • Pressure effect in the chamber corresponds to a force acting on the first master cylinder piston against the actuation direction.
  • a hydraulic connection between the first pressure chamber and the pressure medium reservoir is provided, in which an electrically actuated drain valve is arranged.
  • the first pressure chamber can be kept pressureless in the "brake-by-wire" mode, whereby the brake pedal characteristic in the response region is not influenced by the movement of the second master cylinder piston
  • the drain valve also offers the advantage that in the event that a transition to the fallback mode takes place during a brake pedal operation, closing the drain valve results in a brake pedal travel loss-free, direct closing pressing the wheel ⁇ brake by the driver is possible.
  • the simulator valve is preferably carried out normally open so that soiling or incomplete closing of the simulator valve does not affect the functionality of the remindfallb
  • a hydraulic connection is provided between the chamber and the first pressure chamber, in which an electrically operable prefill valve is arranged.
  • the pre-fill valve allows a brake pedal travel shortening in a second fallback mode.
  • a hydraulic connection between the chamber and the pressure medium reservoir is provided, in which the simulator valve is arranged.
  • the simulator valve is connected in parallel with a non-return valve opening in the direction of the chamber.
  • Each first wheel valve is preferably arranged in the connection between the wheel brake and the associated pressure chamber, with no further valve in the connection between the first wheel valve and pressure chamber is arranged, ie that in each of the respective pressure chamber with a wheel brake connecting hydraulic line is arranged as a single valve, the first wheel valve.
  • a hydraulic connection between the second pressure chamber and the chamber, or between the second pressure chamber and the simulator chamber in which an electrically actuated separating valve is arranged, which is particularly preferably without current open from ⁇ out, so that the wheel brakes, which are connected to the second pressure chamber, communicate with the pressure fluid reservoir.
  • This connection is advantageously shut off by an actuation of the second main ⁇ brake cylinder piston.
  • At least one radial bore is arranged in the second master cylinder piston such that the second pressure chamber in the unactuated position of the second master cylinder piston via the radial bore and a container connection with the pressure fluid reservoir is in communication, the connection through an operation of the second master cylinder piston is shut off, and between the container port and the chamber, a hydraulic connection is provided, in which the separating valve is arranged.
  • the first pressure chamber and the hydraulic chamber are preferably hydraulically sealed against each other at least in an actuated state of the first master brake ⁇ cylinder piston.
  • the first pressure chamber and the hydraulic chamber in the "brake-by-wire" mode are not hydraulically connected to each other upon actuation of the brake pedal.
  • the first master cylinder piston preferably at least one radial bore is arranged such that the first pressure chamber is in the unactuated position of the first master cylinder piston via the radial bore in communication with the chamber, wherein the connection is shut off by an actuation of the first master cylinder piston.
  • a hydraulic Ver ⁇ connection between the pressure supply device and the second pressure chamber is preferably provided.
  • This compound is particularly preferably by actuating the In the "brake-by-wire" mode, the wheel brakes associated with the second pressure chamber are therefore pressurized via the connection between the pressure supply device and the second pressure chamber and the first wheel valves.
  • At least one radial bore is arranged in the second master brake cylinder piston in such a way that the second pressure chamber communicates with the pressure supply device via the radial bore in the unactuated position of the second master brake cylinder piston, the connection being shut off by actuation of the second master cylinder piston ,
  • At least the wheel brakes of the first pressure chamber assigned At least the wheel brakes of the first pressure chamber assigned .
  • Brake circuit is preferably a second, electrically
  • controllable wheel valve associated with the pressure control valve assembly, which is arranged in a hydraulic connection between the pressure supply device and the wheel brake.
  • wheel brakes of both brake circuits depending on a second, electrically controllable wheel valve
  • Pressure control valve assembly associated, which is arranged in a hydraulic connection between the pressure supply device and the wheel brake.
  • the second wheel valves associated with the wheel brakes are designed to be normally closed and no further valve is arranged in the connection between the pressure supply device and the second wheel valve. This is particularly preferred for the second wheel valves of the first pressure chamber.
  • the second wheel valves assigned to the wheel brakes of the first pressure chamber are designed to be normally open and there is a normally closed circular valve in the connection between the second wheel valves and the pressure supply device.
  • the wheel brakes of the brake circuit associated with the second pressure chamber each have a second, electrically actuatable, normally closed wheel valve associated with the pressure control valve arrangement, which is arranged in a hydraulic connection between the wheel brake and the pressure medium reservoir.
  • the brake system preferably comprises at least one electronic control and regulating unit for controlling the simulator valve, the pressure supply device and the pressure regulating valve arrangement and possibly further valves of the brake system, in particular the drain valve and / or the separating valve.
  • Another advantage of the invention is that less electrically operable valves are required than in the known from the prior art brake system.
  • the brake system according to the invention is thus smaller, cheaper and lighter.
  • the invention offers the advantage that no extension of the brake pedal travel occurs at a transition to the fallback mode. It is also advantageous that a rapid pressure build-up by means of the Druckrousein- direction is possible, since only the first wheel valve is arranged between the pressure provisioning ⁇ means and a wheel brake to ⁇ arranged so that the hydraulic resistance of a further valve does not occur. Further preferred embodiments of the invention will become apparent from the subclaims and the following description with reference to figures.
  • FIG. 1 shows a first embodiment of a erfindungsge ⁇ MAESSEN brake system
  • FIG. 5 shows a fifth embodiment of a fiction, ⁇ brake system
  • FIG. 6 shows a sixth embodiment of a fiction, ⁇ brake system
  • Fig. 7 shows a seventh embodiment of a brake system of modern fiction, ⁇ ,
  • FIG. 9 a ninth embodiment of a brake system according to Inventive ⁇ ,
  • Fig. 10 shows a twelfth embodiment of a brake system of modern fiction, ⁇ ,
  • Fig. 11 shows a fifteenth embodiment of a brake system according OF INVENTION ⁇ dung
  • Fig. 12 shows a seventeenth embodiment of an OF INVENTION ⁇ to the invention the brake system.
  • the brake system according to the first off ⁇ operation example shown in FIG. 1 consists essentially of an operable by an actuating or brake pedal hydraulic master cylinder 1, a co-operating the master cylinder 1, hydraulically operable simulation device 11, a master brake cylinder 1 associated pressure fluid reservoir 9 , an electrically controllable _
  • Pressure supply device 18 hydraulically actuated wheel brakes 6a-6d, an electrically controllable pressure control valve assembly 30 for controlling and / or controlling the wheel brakes applied to the wheel brakes and an electronic control unit (not shown).
  • the master cylinder 1 has, in a housing 10, two successively arranged hydraulic master cylinder piston 2, 3 (primary piston 2, the secondary piston 3), the hydraulic to the housing 10 pressure chambers 4, 5 (primary pressure space 4, seconding ⁇ därdruckraum 5) limit.
  • the pressure chambers 4, 5 are on the one hand via trained in the master cylinder piston 2, 3 radial bores and corresponding pressure equalization lines 26a, 26b with the pressure fluid reservoir 9 in connection, which can be shut off by a relative movement of the piston 2, 3 in the housing 10, and on the other hand by means of hydraulic Lines 27a, 27b with the pressure control valve assembly 30 in connection.
  • the hydraulic lines 27a, 27b each belong to a brake circuit, which is provided with the reference symbols I and II.
  • Each wheel brake 6a-6d is, for example, a normally open, analogized or analog controlled first wheel valve 7a-7d the pressure ⁇ control valve assembly 30 associated, which is arranged in the hydraulic connection between the pressure chamber 4, 5 and the wheel 6a-6d.
  • the hydraulic connection between the pressure chamber 4, 5 and wheel brake 6a-6d is arranged according to another example no valve.
  • the first brake circuit I which is connected to the pressure chamber 4, the wheel brakes front left 6a (FL) and rear right 6b (RR), the second brake circuit II, the front right 6c (FR) and rear left 6d (RL) assigned.
  • the first wheel valves 7a, 7c of the wheel brakes 6a, 6c of the front axle are each connected in parallel with a non-return valve 43a, 43c opening in the direction of the wheel brake.
  • the first pressure chamber 4 is connected by means of a hydraulic connection 33 with a, advantageously currentless closed ⁇ drain valve 25 to the pressure medium reservoir 9 separable.
  • the pressure chamber 4 can be switched in the actuated state of the piston 2 "depressurized" by
  • Pressure chamber 4 is connected by opening the drain valve 25 to the pressure medium reservoir 9.
  • first main ⁇ cylinder piston (primary piston) 2 is formed as a stepped piston with a circular area 24 and an annular surface 23, the circular surface 24 of the first pressure chamber 4 and the annular surface of a hydraulic chamber 22 limits the 23rd
  • a pressure effect in the chamber 22 corresponds to a force acting on the first master cylinder piston 2 against the actuation direction.
  • a return spring 28 is arranged in the chamber 22, which holds the primary piston 2 in the unactuated state at a brake pedal side stop.
  • the first pressure chamber 4 and the hydraulic chamber 22 are hydraulic against each other, for example, by a housing 10 or on the piston 2 arranged sealing element, sealed.
  • the pressure chambers 4, 5 take on unspecified ⁇ return springs, which move the pistons 2, 3 in the non-actuated main brake cylinder 1 in a starting position.
  • Return spring for the primary piston 2 is supported, for example, on the piston 3 from.
  • a return spring for the primary piston 2 can be used, which is supported on the housing 10.
  • the secondary chamber return spring is advantageously tied up and fixed to the housing 10 and the secondary piston 3.
  • a push rod 20 couples the pivotal movement of the brake pedal (not shown) to the translational motion of the first (master cylinder) piston 2 due to a pedaling action. whose actuation is detected by a redundant preferably from ⁇ guided displacement sensor 32nd As a result, the corresponding piston travel signal is a measure of the Bremspedalbet2011i ⁇ supply angle. It represents a braking request of a vehicle driver.
  • the simulation device 11 which is intended to give the driver a pleasant brake pedal feel in the "brake-by-wire" mode, essentially comprises a hydraulic simulator chamber 12, a simulator spring chamber 14 with an elastic element 13 and a partition separating the two chambers 12, 14 Simulator piston 15
  • the simulator chamber 12 is connected via a hydraulic connection 29a to the chamber 22 of the master cylinder 1 and connected via a hydraulic connection 29b with a normally open, eg analog or analog controlled, simulator valve 16 separable connected to the pressure medium reservoir 9.
  • Der Simulatorventil 16 ist a check valve 17 opening in the direction of the chamber 22 is connected in parallel.
  • the electrically controllable pressure supply device 18 is formed, for example, as a hydraulic Zylin ⁇ the piston assembly or a single-circuit electrohydraulic actuator, the piston 34 of a schematically indicated electric motor 35 with the interposition of a likewise rotati- ons translation gear shown schematically operable.
  • the piston 34 defines a pressure chamber 38.
  • a pressure medium connection 39 which is connected to the pressure fluid reservoir 9, via an opening in this flow-through check valve 40 to the pressure chamber 38 of the Druckbe ⁇ riding provision device 18.
  • the pressure chamber 38 is connected via a line 41 derived from the the electrically controllable pressure supply device 18 dispensed system pressure, with example according to all wheel brakes 6a-6d separably connected.
  • Each wheel brake 6a-6d is associated with an electrically controllable, advantageously normally closed, second wheel valve 8a-8d of the pressure regulating valve arrangement, which is arranged in the hydraulic connection between the pressure chamber 38 and the wheel brake 6a-6d.
  • second wheel valve 8a-8d of the pressure regulating valve arrangement which is arranged in the hydraulic connection between the pressure chamber 38 and the wheel brake 6a-6d.
  • no further valve is arranged on ⁇ .
  • a preferably redundant executed pressure sensor 42 is connected, which detects the system pressure.
  • Brake system ("brake-by-wire” mode) is actuated at a Be ⁇ actuation of the brake pedal by the driver of the primary piston 2, wherein the piston movement is detected by means of the displacement sensor 32.
  • the simulator valve 16 are closed and the discharge valve 25 is opened in the (annular piston) chamber 22 of the primary piston 2, according to the simulator characteristic of the simulation device 11, a pressure builds up with the Pressure sensor 31 is measured and can be used to the driver request detection. Since due to the open drain valve 25 no pressure build-up in the (primary) pressure chamber 4 is possible, the only static counterforce is the
  • Simulator pressure force A hydraulic damping effect can be achieved by the opening characteristic of the drain valve 25.
  • primary piston travel-dependent damping values can also be implemented (hydraulically / mechanically and / or electronically). Due to the non-pressurized primary chamber 4 and the secondary chamber 5 is depressurized or almost free of pressure (depending on the spring concept of the return springs of the master cylinder). The currentless open, first wheel valves 7a-7d are closed and the normally closed wheel valves 8a-8d are opened, this being advantageously carried out slowly to reduce noise.
  • the pressure supply device 18 is constructed by moving the piston 34 by means of the Elect ⁇ romotors 35 a system pressure, which in open wheel valves 8a-8d via line 41 to a Radtik attendant at the wheel brakes 6a-6d.
  • the system pressure or wheel pressure is measured by pressure sensor 42.
  • the correspondingly lower deceleration request is detected by means of displacement sensor 32 and retracted correspondingly to the pistons 34 of the pressure supply device 18, whereby the (system) pressure and thus the wheel brake pressures are reduced.
  • the primary pressure chamber 4 fills via the drain valve 25 from the pressure fluid reservoir 9 with pressure medium and via the sealing collars, possibly via a non-illustrated check valve in the relief valve 25th
  • a pressure reduction takes place on a wheel brake 6a-6d Opening the associated, normally open wheel valve 7a-7d causes.
  • a pressure reduction in the multiplex mode by retraction of the piston 34 Druckbe ⁇ provision device 18 can be achieved. The latter reduces the volume consumption or the Nachsaug pad and allows a smaller volume of the pressure chamber 38.
  • a pressure ⁇ rebuild is done by opening the wheel valve 8a-8d and possibly advancing the piston 34. In this case, a Volu ⁇ men penetrateung on the analog controlled wheel valves 8a-8d quiet and accurate.
  • there is the possibility in the multiplex method by means of the pressure sensor 42 to measure the pressure in each wheel brake.
  • the brake system offers the advantage of being single-handed in brake-by-wire mode, in particular for use in assisted comfort functions or in hybrid blending, so that any desired wheel brake pressure (eg only front axle, rear axle, left wheels, right wheels) remains quiet Pressure control loop can be controlled without Sekundärkol ⁇ ben-pressure friction pressure difference.
  • a particularly rapid pressure build-up such as e.g. is required by a collision mitigation or prevention function (Collision Mitigation by Braking) is particularly favorable represented by the brake system according to the invention, since the hydraulic resistance is formed on the path to the wheel valves only by one wheel valve per wheel brake.
  • a collision mitigation or prevention function collision Mitigation by Braking
  • Pressure chambers 4, 5 of the master cylinder 1 is hydraulically separated, can be built by the driver pressure in the pressure chambers 4, 5, so that a pressure build-up in the wheel brakes 6a-6d via the lines 27a, 27b by the driver.
  • An emergency EBV (EBV: Electronic Brake Force Distribution) on the rear axle is possible by e.g. the wheel valves 7a and 7b are prematurely closed before a blockage tendency.
  • the brake system provides by closing the discharge valve 25, a Gap-free, ie Bremspedalwegjackschreib, direct actuation of the wheel brakes, as displaced by the vehicle pressure fluid volume is dissipated only in the wheel brakes.
  • a Gap-free, ie Bremspedalwegjackschreib direct actuation of the wheel brakes, as displaced by the vehicle pressure fluid volume is dissipated only in the wheel brakes.
  • pressure medium can be pressed directly into the wheel circuits 6a, 6c, even with the wheel valves 7a, 7c closed.
  • a second embodiment of an inventive brake system is shown.
  • the second Ausure ⁇ tion example corresponds to the first embodiment, in addition, a hydraulic connection between the chamber 22 and the pressure chamber 4 can be produced.
  • a line 29c is present, in which an electrically actuated, normally closed pre-fill valve 44 is arranged.
  • the pre-fill valve 44 allows for an intermediate fallback level, up to a certain pressure from the (annular piston) chamber 22 pressure fluid volume is fed into the primary pressure chamber 4. For this purpose, the pre-fill valve 44 is opened and the simulator valve 16 is closed. The pedal travel is shortened in this intermediate fallback level.
  • the pre-fill valve 44 also improves the failure mode ⁇ and influence analysis of the brake system, as is available through the line 29c with pre-filling valve 44, a redundant hydraulic path at a drained to drain valve 25 or simulator valve 16.
  • the brake system according to the invention can also comprise a unidirectional, advantageously pulsation-free, feed pump, which is driven by an electric motor, as pressure supply device (not shown in a figure).
  • a unidirectional, advantageously pulsation-free, feed pump which is driven by an electric motor, as pressure supply device (not shown in a figure).
  • the pressure connection of the pump to the line 41 and the suction connection to the check valve 40 is connected.
  • Such Mo ⁇ tor-pump unit has the advantage that no high re versiermix the motor-pump unit and no ⁇ After sucking pressure medium are required. Furthermore, a compact design is possible.
  • a pressure build-up takes place with the pump stopped and the wheel valves 8a-8d open in the pressure-compensated pressure control circuit 41 (shown with pressure sensor 42) via the analog-controlled wheel valves 7a-7d.
  • the pressure sensor 42 of the pressure supply device can be dispensed with if a sufficiently accurate current measurement of the brushless electric motor of the pressure supply device is performed and it is concluded on the system pressure.
  • calibrated wheel valves 7, 8 a sufficiently accurate pressure position on the wheel brakes is possible.
  • FIG. 3 shows a third exemplary embodiment of a brake system according to the invention, which does not include a pressure sensor in the line 41 of the pressure supply device 118.
  • the pressure sensor has been replaced by a current measurement of the brushless electric motor 35 of the pressure supply device 118 by means of the current sensor 45.
  • the hydraulic structure of the third embodiment basically corresponds to the first embodiment, which is why in the following only the differences from the first embodiment will be discussed.
  • the pressure providing device 118 is as a bidirectional, by means of a
  • Electric motor driven, advantageously pulsation-free, pump designed by means of which a pressure build-up and a pressure reduction at the wheel brakes 6a-6d is directly feasible.
  • the pump 118 is connected with its two connections to the line 41 to the wheel brakes and the line 39 (without check valve 40 of FIG. 1) to the pressure fluid reservoir 9.
  • Pressure supply device 118 has the advantage that no suction of pressure medium is required and a compact design is possible.
  • the exemplary brake system includes no
  • a double-displacement sensor 32, 46 is applicable, in which a displacement sensor, a movement of the piston 2 and another displacement sensor movement the piston rod 20 detected.
  • a spring element 47 can be closed from the differential path and the stiffness of the spring element on the actuation force.
  • the two displacement sensors monitor themselves (double-path sensor).
  • this also makes it possible to sense a non-desired opposing force via a pressure effect in the primary pressure chamber 4 (eg in the case of an undesired closed drain valve 25).
  • a fourth embodiment of an inventive brake system ⁇ is shown.
  • the fourth exporting ⁇ approximately example corresponds to the third embodiment, the pressure supply device is designed differently.
  • Pressure supply device 218 is designed as a two-circuit unidirectional, driven by a common electric motor 35, advantageously pulsation-free, feed pump.
  • both suction ports of the pump via the check valve 40 to the pressure fluid reservoir 9, which is a pressure port of the pump via the line 41a with the second wheel valves 8a, 8b of the wheel brakes 6a, 6b of the first brake circuit I and the other pressure port of the pump is over the line 41b is connected to the second wheel valves 8c, 8d of the wheel brakes 6c, 6d of the second brake circuit II.
  • Such a motor-pump unit has the advantage that a clear circuit separation is present. Again, there are no high reversibility of the motor-pump unit and no
  • a pressure build-up takes place with the pump stopped and the wheel valves 8a-8d open in the pressure-balanced pressure control circuit 41 (a pressure sensor can advantageously be used for this purpose) per line 41a, 41b be present) via an analog controlled, first wheel valves 7a-7d per wheel brake.
  • FIG. 5 shows a fifth exemplary embodiment of a brake system according to the invention, which essentially comprises a hydraulic master cylinder 1 which can be actuated by means of an actuating or brake pedal 21, a hydraulically actuatable simulation device 11 cooperating with the master brake cylinder 1, a pressure medium reservoir assigned to the master brake cylinder 1 9, an electrically controllable pressure supply device 18, hydraulically actuated wheel brakes 6a-6d, an electrically controllable pressure control valve assembly 130 for controlling and / or controlling the wheel brakes applied to the wheel brakes and an electronic control unit (not shown).
  • a hydraulic master cylinder 1 which can be actuated by means of an actuating or brake pedal 21, a hydraulically actuatable simulation device 11 cooperating with the master brake cylinder 1, a pressure medium reservoir assigned to the master brake cylinder 1 9, an electrically controllable pressure supply device 18, hydraulically actuated wheel brakes 6a-6d, an electrically controllable pressure control valve assembly 130 for controlling and / or controlling the wheel brakes applied to the wheel brakes and
  • the master cylinder 1 has, in a housing 10, two hydraulic master cylinder pistons 2, 3 arranged one behind the other, which delimit hydraulic pressure chambers 4, 5 with the housing 10.
  • the coupled via a push rod 20 to the brake pedal 21, the first master cylinder piston (primary piston) 2 is a stepped piston with a circular surface 24 and a
  • Ring surface 23 is formed, wherein the circular surface 24 the first pressure chamber 4 and the annular surface 23 defines a hydraulic chamber 22.
  • a pressure effect in the chamber 22 corresponds to a force acting on the first master cylinder piston 2 against the actuation direction.
  • a return spring 128 is operatively arranged between the housing 10 and the brake pedal 21, which positions the brake pedal 21 and thus the primary piston 2 in an initial position when the brake pedal is de- energized.
  • the pressure chamber 5 receives an unspecified return spring, which position the piston 3 with unoperated master cylinder 1 in a starting position.
  • the return spring is advantageously fixed to the housing 10.
  • the actuating travel of the master brake cylinder piston 2 is detected by a preferably redundantly designed displacement sensor 32 and represents the braking request of the vehicle driver.
  • the pressure chambers 4, 5 are connected by means of hydraulic lines 27a, 27b with the pressure control valve assembly 130 in connection.
  • Pressure control valve arrangement 130 comprises for each wheel brake 6a-6d, for example, a normally open, first wheel valve 7a-7d and for the primary pressure chamber 4 associated wheel brakes 6a, 6b each a normally closed, second wheel valve 8a, 8b.
  • Wheel valves 7a and 7b are, for example, analogized or analog controlled. Wheel valves 7a-7d are arranged in the per ⁇ ips hydraulic connection between the pressure space 4, 5 and the wheel brake 6a-6d, where, for example in accordance with no further valve is arranged in this connection.
  • ⁇ game are the first brake circuit I, which is connected to the pressure chamber 4, the rear wheel brakes (6a: rear left (RL), 6b: rear right (RR)) and the second brake circuit II, the front wheel brakes (6c: front left (FL), 6d: front right (FR)) assigned.
  • each of the master brake cylinder piston 2 3 radial bores are formed.
  • the pressure chamber 5 via the radial bores and a connection 141 to the pressure chamber 38 of the pressure supply device 18 and the radial bores, the container port 48 and a line 26 b with a return ⁇ check valve 40 to the pressure medium reservoir 9 is connected.
  • the check valve is arranged opening in the direction of the pressure fluid reservoir 9 to the pressure chamber 5, so that pressure medium from the pressure medium reservoir 9 via the connection 26 b, the pressure chamber 5 and the connection 141 can be sucked into the pressure supply device 18.
  • the Pressure chamber 4 In the unactuated state of the master cylinder piston 2 is the Pressure chamber 4 connected via the radial bore with the chamber 22.
  • the connection via the radial bores is shut off by an actuation (a displacement) of the piston 2 or 3 in the housing 10.
  • the first pressure chamber 4 and the hydraulic chamber 22 are thus hydraulically sealed against each other in an actuated state of the first main ⁇ brake cylinder piston.
  • the first pressure chamber 4 is separably connected to the pressure medium reservoir 9 by means of a hydraulic connection 33 with a drain valve 25, which is advantageously closed normally.
  • the pressure chamber 4 may also be in the actuated state of the piston 2 are switched "pressureless” by the pressure chamber 4 is connected by opening the drain valve 25 with the pressure fluid supply reservoir.
  • the excess pressure fluid volume which is composed at a Bremsre ⁇ gelung (for example spin) the wheel brakes 6a, 6b must be discharged into the pressure medium reservoir 9, be discharged via the drain valve 25 in the pressure fluid reservoir.
  • the simulation device 11 essentially corresponds to the simulation device explained in detail with reference to FIG. 1.
  • the simulator chamber 12 is connected via a hydraulic connection 29 a with the chamber 22 of the master cylinder 1.
  • the chamber 22 is connected via a hydraulic connection 129 with a normally open simulator valve 16 separable connected to the pressure medium ⁇ reservoir 9.
  • the simulator valve 16 has a check valve 17 which opens in the direction of the chamber 22 in parallel. By the simulator valve 16, the effect of the simulation device 11 can be switched on and off.
  • the container port 48 of the secondary pressure chamber 4 is connected via a hydraulic connection to the chamber 22 and thus to the simulator chamber 12, wherein the connection through a second, advantageously normally open, isolation valve 49 is separable.
  • Separating valve 49 is arranged, for example, in a line section 131 which connects the line 26b to the line section between chamber 22 and simulator valve 16 (connection 129).
  • Simulator valve 16 and closed container-separating valve 49 flows pressure medium from the chamber 22 of the master cylinder 1 in the simulator chamber 12, wherein the case generated pedal feeling is essentially determined by the elastic member 13.
  • the electrically controllable pressure supply device 18 is designed as a single-circuit electrohydraulic actuator and essentially corresponds to the pressure supply device explained in detail with reference to FIG. 1.
  • the pressure chamber 38 of the pressure supply device 18 is connected via a line 41 to the wheel brakes 6a, 6b of the first brake circuit I via a normally closed, second wheel valve 8a, 8b of the pressure control valve assembly 130.
  • no further valve is arranged according to the example.
  • the pressure chamber 38 is connected at the non-operated secondary piston 3 via the hydraulic connection 141 to the pressure chamber 5, so that in the 'brake-by-wire "mode, a pressure is restored ⁇ suppression of the wheel brakes 6a, 6b can be effected by the pressure supply device 18th
  • the exemplary brake system comprises a preferably redundantly designed pressure sensor 42, by means of which the system pressure of the pressure supply device 18 is detected in the "brake-by-wire" mode.
  • a separable hydraulic connection between the connection 27b and the pressure fluid reservoir 9, bypassing the check valve 40 is provided.
  • a line section 50 with a normally closed Zuschaltventil 51 between the lines 27b and 26b (between the container port 48 and check valve 40) is arranged.
  • the normally closed make-up valve 51 may be disposed in parallel with the check valve 40 (i.e., in a passage bypassing the check valve) similarly as shown in the seventh embodiment explained below.
  • the pressure reduction at the wheel brakes 6c and 6d can take place very quickly and the demands on the reversing dynamics of the pressure supply device 18 can be reduced.
  • the exemplary brake system has the advantage that it has only nine or ten valves.
  • Braking system ("brake-by-wire” mode) is actuated by the driver of the primary piston 2 at a Be ⁇ actuation of the brake pedal 21, wherein the piston movement is detected by means of the displacement sensor 32.
  • Isolation valve 49 is closed and the drain valve 25 is opened.
  • a pressure builds up according to the simulator characteristic of the simulation device 11. Since no pressure build-up in the (primary) pressure chamber 4 is possible due to the opened drain valve 25, the only static reaction force is the simulator pressure force.
  • a hydraulic Dämp ⁇ vaporization effect is, as already described by reference to Fig. 1, made possible by the opening characteristic of the discharge valve 25. Due to the non-pressurized primary chamber 4 and the secondary chamber 5 is depressurized or almost depressurized.
  • the normally open wheel valves 7c, 7d of the brake circuit II remain open, whereas the normally open wheel valves 7a, 7b of the brake circuit I are closed.
  • Brake circuit I are opened.
  • a system pressure is built up by moving the piston 34 by means of the electric motor 35, which leads via the line 41 and the hydraulic connection 141, 4, 27b to a wheel pressure at the wheel brakes 6a-6d.
  • the system pressure or wheel pressure is measured by pressure sensor 42.
  • the example modern brake system offers a number of Diag ⁇ nose-options, which are explained below.
  • a leakage at the wheel valves 7a-7d, the wheel valves 8a, 8b, the outer cuff of the simulation device and the simulator (outer) cuff can be detected by the first wheel valves 7a-7d and the simulator valve 16 is closed and a pressure build-up with then keeping constant the pressure by means of the pressure supply device 18 is performed.
  • the pressure sensor 42 may be a possible
  • Target simulator characteristic compared.
  • a leakage at the first wheel valves 7a-7d, the isolation valve, the seal of the secondary pressure chamber 5 or the cuff of the pressure supply device 18 can be detected by the wheel valves 7a-7d and the isolation valve 49 closed and a pressure build-up followed by keeping the pressure constant by means of the pressure supply device 18 is performed.
  • the movement capability of the piston 3 can be checked by closing the valves 7a-7d and the simulator valve 16 and performing a pressure build-up (by means of pressure-providing device 18) and biasing of the simulation device 11. Then, the isolation valve 49 is closed and carried out a pressure reduction by means of pressure supply device 18. As proof of the movement of the piston 3 is the observation of the simulator pressure at the pressure sensor 42, since the pressurized simulator 11 after the pressure reduction, the piston 3 will move when the system is intact, which again leads to a pressure build-up in the space 5.
  • FIG. 6 a sixth embodiment of an inventive brake system ⁇ is shown schematically.
  • the brake system additionally comprises a second pressure-delivery device 60 and a further electronic control and regulation unit 61. These additional components enable autonomous driving.
  • the second pressure supply device 60 is advantageously designed as an independent module.
  • the pressure supply device 60 is formed by a motor-pump unit, wherein the suction side of the pump is connected to the pressure medium reservoir 9 and the pressure side of the pump is connected to the hydraulic connection 129.
  • the control unit 61 is designed to control the second pressure supply device 60 and the simulator valve 16 (schematically indicated drive lines 62 in FIG. 6) in order to be able to carry out a pressure buildup in the chamber 22 independently of an actuation of the brake pedal 21 by the driver.
  • the control unit 61 for example, at least one desired longitudinal acceleration a so n and a
  • Control unit 61 to the control unit 19 of the brake system for the exchange of information in connection.
  • the target pressure P S 0 n for the Druckrstel ⁇ luling device 18 is transmitted from the control unit 61 to the control unit 19 and the control and
  • Control unit 19 transmits a status signal S (for example about its functionality) to the control and regulation unit 61.
  • the control unit 61 exchanges with one another according to the example a drive motor or its control and regulation unit information, which is indicated in Fig. 6 by the arrows 63.
  • the brake system comprises a pressure supply device 218 in the form of a unidirectional, driven by an electric motor 35 feed pump whose pressure side with the lines 41st and 141 is connected via a check valve 240 opening in the direction of the lines 41, 141, and whose suction side is hydraulically connected to the pressure medium reservoir 9.
  • the brake system includes, for example according to a normally closed Zus ⁇ chaltventil 51, which is arranged parallel to the check valve 40.
  • Pressure supply device 318 is, for example, designed as a hydraulic cylinder-piston arrangement whose piston 334 driven by the electric motor 35 is designed as a stepped piston.
  • the stepped piston 334 and the cylinder of the cylinder-piston assembly are formed such that after a predetermined actuation of the piston 334, the pressure chamber 38 of the pressure supply device 318 is divided into a first chamber 320 and a second chamber 321, the second chamber 321 a Ring chamber is.
  • the first chamber 320 and the second chamber 321 are then sealed against each other by a second sealing element 322, wherein the second chamber 321 is sealed by an unspecified sealing element against atmospheric pressure (as in the embodiments of FIGS. 1, 2, 5, 6 ).
  • the pressure chamber 38 in the area of the first chamber 320 is connected via a line 41 with the normally closed wheel valves 8a, 8b of the brake circuit II and connected via a line 141 to the pressure chamber 5.
  • the pressure chamber 38 in the region of the second chamber 321 is connected via a line section 341 to a normally closed valve 342 with the line 27a.
  • the second chamber may be in the 'brake-by-wire "opened from ⁇ outlet valve 25 are 321 connected to a pressure medium ⁇ reservoir. 9
  • motor 35 can be designed to be smaller and therefore weight and cost-saving for the same dynamics, as opposed to electrically operated valve 342, which can not be replaced by one here shown hydraulic switching valve, in which the switching takes place in that the pressure in the space 38, the valve body against the container pressure effect (atmospheric pressure) and the force of a spring whose bias determines the switching pressure (eg 120 bar), so that the Chamber 321 is connected to the container pressure .
  • the Dichteleme nt which seals the second chamber 238 against atmospheric pressure, is leaking, after overcoming the predetermined actuation path of the piston 334, the first chamber 320 is sealed by the then coming into effect sealing element 322, so that nevertheless a pressure build-up on the wheel brakes 6a-6d
  • the ninth embodiment shown in FIG. 9 as well as the twelfth embodiment of a brake system according to the invention shown in FIG. 10 have a black-and-white circular layout like the fifth embodiment, i. the wheel brakes of a vehicle axle 6a, 6b (RL, RR) and 6c, 6d (FL, FR) are assigned to a brake circuit I and II, respectively.
  • the pressure control valve arrangement 230 for the front axle (brake circuit II) per wheel brake 6c, 6d comprises a normally open, analogized or analog controllable (first) wheel valve 7c, 7d, wherein the wheel valves 7c, 7d respectively in the direction the wheel brake 6c, 6d closing check valve 143c, 143d is connected in parallel, and a normally closed (second) wheel valve 8c, 8d.
  • the first wheel valves 7c, 7d are arranged in the respective hydraulic connection between the pressure chamber 5 and the wheel brake 6c, 6d.
  • Each wheel brake 6c, 6d can be connected to the pressure medium reservoir 9 via the second wheel valves 8c, 8d
  • the pressure regulating valve arrangement 230 per wheel brake 6a, 6b comprises a normally open, analog or analog controllable (First) wheel valve 7a, 7b, via which the pressure chamber 4 is separably connected to the respective wheel brake 6a, 6b, and a normally open, analogized or analog controllable (second) wheel valve 8a, 8b, via which the pressure chamber 38 of Druckrstellseicardi 18 with the respective wheel brake 6a, 6b is separably connected, wherein in the connection (line 41) still another, normally closed circular valve 208 is arranged.
  • the valve configuration shown in Fig. 9 is particularly advantageous in that the pressure build-up can take place very softly each individual wheel and the pressure reduction is very fast on each individual wheel displayed, thus also the on ⁇ requirements are reduced at the Reversierdynamik of the engine.
  • the pressure control valve assembly advantageously for the front axle a valve assembly as shown in Fig. 9 for the front axle (normally open, analog or analog controllable wheel valves 7c, 7d with check valves 143c, 143d and normally closed wheel valves 8c, 8d) and for the rear axle, a valve assembly as in Fig. 5 for the front axle (normally open, analog or analog controllable wheel valves 7c, 7d with check valves 143c, 143d and normally closed wheel valves 8c, 8d) and for the rear axle, a valve assembly as in Fig. 5 for the
  • the pressure control valve assembly advantageously for the rear axle, a valve assembly as shown in Fig. 5 for the rear axle (normally open, analogized or analog controllable wheel valves 7a, 7b and normally closed wheel valves 8a, 8b).
  • the Druckre ⁇ gelventilan extract comprises a valve arrangement similar to the arrangement shown in Fig. 9 for the front axle with normally open wheel valves 7c, 7d and normally closed wheel valves 8c, 8d, but the valves 7c, 7d not analogized or analog are executed controllable and no parallel check valves are present.
  • this pressure regulating valve arrangement thus corresponds to the pressure regulating valve arrangement 130 of FIG. 5 with additional, normally closed wheel valves 8c, 8d for the front wheels.
  • the pressure control valve arrangement 330 for the rear axle comprises a valve arrangement as shown in FIG. 9 for the rear axle (normally open, analogized or analog controllable wheel valves 7a, 7b, 8a, 8b and a normally closed circular valve 208).
  • the Druckre ⁇ gelventilan extract 330 includes a valve assembly according to the above-described eleventh embodiment with normally open, digital wheel valves 7c, 7d and normally closed wheel valves 8c, 8d, which the wheel brakes 6c, 6d if necessary via return line 231 with the pressure medium reservoir. 9 connect .
  • the pressure control valve assembly advantageously for the front axle a valve assembly as shown in Fig.
  • the pressure control valve assembly advantageously for the front axle a valve assembly as shown in Fig. 5 for the front axle (normally open wheel valves 7c, 7d) and for the rear axle a valve assembly similar to that shown in Fig. 9 for the rear axle Valve arrangement with de-energized open, analogized or analog controllable, first wheel valves 7a, 7b, but the normally open second wheel valves 8a, 8b digitally and the normally closed
  • Circular valve 208 analogized or analog controllable executed.
  • the Druckregelven ⁇ tilanssen 430 includes for each wheel 6a-6d a normally open, analog or analog controlled first wheel valve 7a-7d, which is arranged in the hydraulic connection between the pressure chamber 4, 5 and the wheel 6a-6d.
  • the wheel valves 7c, 7d each in the direction of the wheel brake 6c, 6d closing check valve 143c, 143d connected in parallel.
  • the pressure control valve assembly advantageously comprises a brake circuit split and a valve assembly as shown in Fig. 11, but only two of the eight wheel valves 7a-7d, 8a-8d, for example, the wheel valves 7d and 8b, analogized or analog controllable, and the remaining of the eight valves digital are executed.
  • Fig. 12 shows a seventeenth embodiment of a ⁇ he inventive braking system, which with respect to the components of actuatable by means of a brake pedal 21 Hauptbremszy ⁇ Linders 1, the simulation device 11, the pressure medium reservoir 9, the pressure supply device 18, the valves 16, 25, 49 and 40 and of the sensor 32 substantially corresponds to the fifth embodiment (FIG. 5).
  • the pressure sensor 42 is arranged on the line section 141, that is to say near the pressure chamber 38 of the pressure supply device 18.
  • the components mentioned are arranged in the housing 10.
  • the brake system comprises a per se known hydraulic control unit 530, as it is known from conventional brake systems with vehicle dynamics control (standard ESC brake systems), and which a two-circuit motor-pump unit 501 with a low-pressure accumulator 502 per brake circuit I. , II, a normally open wheel valve 7a-7d and normally closed wheel valve 8a-8d per wheel brake 6a-6d and a normally open isolation valve 503 and a normally closed ⁇ closed change-over valve 504 per brake circuit I, II includes.
  • the wheel brakes 6a-6d are connected to the hydraulic control unit 530 and assigned to the brake circuits I, II on the vehicle side.
  • the pressure supply device 18 is connected by means of the line 41 to the first terminal of the hydraulic control unit 530 for the brake circuit I, the secondary pressure chamber 5 of the master cylinder 1 is connected by means of the line 27b to the second terminal of the hydraulic control unit 530 for the brake circuit II.
  • the primary pressure chamber 4 of the main brake cylinder 1 is separably connected by means of the line 27 a with the Lei ⁇ processing section 141 between the pressure chamber 38 and the pressure chamber 5, wherein the separation is electrically possible by a normally open isolation valve 510.

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

Abstract

L'invention concerne un système de freinage pour véhicule à moteur, qui peut être commandé selon un mode de fonctionnement du type « frein par câble », aussi bien par le conducteur du véhicule, qu'indépendamment du conducteur du véhicule, comprenant un maître-cylindre (1), présentant au moins un premier et un second piston de maître-cylindre (2, 3), qui délimitent une première et une seconde chambres de pression (4; 5), à chacune desquelles est raccordé un circuit de freinage (I; II) présentant des freins de roues (6a, 6b; 6c, 6d), le premier piston de maître-cylindre (2) étant couplé avec une pédale de frein (21), un réservoir de fluide hydraulique (9), un dispositif de simulation (11) actionnable hydrauliquement, qui, selon un mode de fonctionnement du type « frein par câble », transmet au conducteur du véhicule, une sensation agréable de pédale de frein, une soupape de simulateur (16) pour la mise en circuit et hors circuit de l'actionnement du dispositif de simulation (11), un dispositif de mise sous pression (18) commandé électriquement, et un ensemble de soupape de commande de pression, raccordé hydrauliquement au maître-cylindre (1), au dispositif de mise sous pression (18) et aux freins de roues (6a-6d), présentant une première soupape de roue (7a-7d) par frein de roue, normalement ouverte, pouvant être commandée électriquement, le premier piston de maître-cylindre (2) étant réalisé sous la forme d'un piston étagé, dont la surface annulaire (23) délimite une chambre hydraulique (22), la chambre hydraulique (22) étant reliée hydrauliquement avec la chambre de simulateur (12).
EP14750212.4A 2013-08-20 2014-08-08 Système de freinage pour véhicule à moteur Withdrawn EP3036135A1 (fr)

Applications Claiming Priority (2)

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DE102013216477.7A DE102013216477A1 (de) 2013-08-20 2013-08-20 Bremsanlage für Kraftfahrzeuge
PCT/EP2014/067048 WO2015024795A1 (fr) 2013-08-20 2014-08-08 Système de freinage pour véhicule à moteur

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EP (1) EP3036135A1 (fr)
KR (1) KR20160045778A (fr)
CN (1) CN105473396A (fr)
DE (1) DE102013216477A1 (fr)
WO (1) WO2015024795A1 (fr)

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CN105473396A (zh) 2016-04-06
US20160200307A1 (en) 2016-07-14
KR20160045778A (ko) 2016-04-27
DE102013216477A1 (de) 2015-02-26

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