EP3140165A1 - Dispositif de commande d'un système de freinage poneumatique, système de freinage comportant un tel dispositif de commande et véhicule comportant un tel système de freinage - Google Patents

Dispositif de commande d'un système de freinage poneumatique, système de freinage comportant un tel dispositif de commande et véhicule comportant un tel système de freinage

Info

Publication number
EP3140165A1
EP3140165A1 EP15715984.9A EP15715984A EP3140165A1 EP 3140165 A1 EP3140165 A1 EP 3140165A1 EP 15715984 A EP15715984 A EP 15715984A EP 3140165 A1 EP3140165 A1 EP 3140165A1
Authority
EP
European Patent Office
Prior art keywords
brake
control module
vehicle
control
parking brake
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Withdrawn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
EP15715984.9A
Other languages
German (de)
English (en)
Inventor
Ralph-Carsten Lülfing
Robert Otremba
Wolfgang Strache
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.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco 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 Wabco GmbH filed Critical Wabco GmbH
Publication of EP3140165A1 publication Critical patent/EP3140165A1/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Withdrawn legal-status Critical Current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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • 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
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • Control unit for a compressed-air-operated brake system brake system with such a control unit and vehicle with such a brake system
  • the invention relates according to claim 1, a control device for a compressed air-driven brake system of a vehicle, in particular a commercial vehicle, wherein the control unit has a Achs Kunststoffmodul with a control function for controlling a pneumatic pressure to provide a service brake function au.
  • the invention further relates to a brake system with such a control device and according to claim 15, a vehicle with such a brake system.
  • control devices are arranged separately.
  • the control units each contain independent control functions.
  • the control devices may be, for example, an axle modulator, a parking brake device or a vehicle dynamics control device.
  • the number of control units is constantly being increased.
  • the object of the invention is therefore to avoid the above-mentioned disadvantages.
  • the object is achieved by the invention according to claims 1, 8 and 15.
  • the invention provides according to claim 1, a control device for a compressed-air-driven brake system of a vehicle that has a Achs Kunststoffmodul with a control function.
  • the control function of the axis control module is used thereby for the modulation of compressed air or a pneumatic pressure, preferably on an axle of the vehicle.
  • the pneumatic pressure on the rear axle or the rear axles is controlled by the control function of the axis control module.
  • the vehicle is preferably a commercial vehicle, in particular a truck.
  • control unit has a vehicle dynamics sensor unit with at least one acceleration and / or rotation rate sensor, which is used for vehicle dynamics control of the vehicle.
  • vehicle dynamics sensor unit comprises a lateral acceleration sensor and optionally further acceleration sensors, such as e.g. a yaw rate sensor and / or a tilt sensor.
  • a vehicle dynamics control function of a central control module evaluates the data of the sensors and compares the real vehicle state with the theoretically permitted vehicle state. If the real vehicle state differs from the theoretically permitted vehicle state, the vehicle dynamics control function causes the targeted control of individual wheels for correction.
  • control unit has the axis control module and the vehicle dynamics sensor unit, less space is required and the outlay for laying and connecting electrical and pneumatic lines is reduced. At the same time the assembly costs and the installation costs are reduced. In particular, when mounting the controller on the support frame of the vehicle, a small footprint of great advantage.
  • a section on a board or a software part is to be regarded.
  • several modules may be located on a common board. This saves the cost and space of a second board.
  • the board can be controlled by means of a single connection, so that here too the cost of laying cables or assembly work is reduced.
  • the modules are individual pieces of software that can be executed, for example, by a common processor or a data processing logic unit.
  • the control unit additionally has a parking brake control module with a control function for detecting the vehicle.
  • the parking brake control module may be formed, for example, in addition to the portion on a board for the axis control module as another portion on the board.
  • control unit has a further module with a further control function
  • cost of laying cables and the installation costs and costs and space requirements are further reduced.
  • a separate connection of the modules with each other is therefore no longer necessary.
  • susceptibility is reduced.
  • the controller has multiple processors.
  • the control function of the axle control module and the control function of the parking brake control module are each executable by means of different processors.
  • the processors are independently operable. This embodiment has the advantage that additional redundancy is created. If one processor fails, the other processor can nevertheless initiate or control a braking process. Due to the independent operability of the processors from each other takes place in the event of an error, no influence on the respective non-faulty processor.
  • the processors take over the function of the other processor in case of failure of one processor. If, for example, the processor fails with the axis control module and the vehicle can no longer be braked by means of the service brake, the other processor can intervene with the parking brake control module and still bring the vehicle to a standstill by means of the parking brake. If, for example, the processor fails with the parking brake control module, the vehicle can still be braked and detected by means of the service brake. Although the frequently used service brake pressure system loses pressure in the brake line after a certain time, the vehicle can be secured at least until the time of the pressure drop. In addition, wedges can be used for securing, which must always be carried in the vehicle.
  • the controller has a data connection between the parking brake control module and the central control module on.
  • the central control module comprises a control function by means of which an electronic brake system can be controlled or regulated and monitored.
  • the central control module receives data from different sources, processes them via the control function and distributes them to other modules.
  • the central control module determines, for example, a target deceleration of the vehicle from the signal of a brake value transmitter.
  • the desired deceleration and wheel speeds, which are measured by speed sensors, together form an input signal for the electropneumatic control.
  • the central module calculates the pressure setpoints for the front axle, the rear axle or rear axles and for a trailer control valve.
  • the central control module performs an ABS control.
  • the data connection between the parking brake control module and the central control module provides further redundancy.
  • the central control module receives the signal from, for example, a brake value transmitter.
  • the data connection preferably comprises a data line between interfaces on a housing of the central control module and on the control unit.
  • the data line is a bus connection.
  • a data exchange between the controller and the parking brake control module takes place.
  • control unit additionally has the central control module with the control function.
  • the data connection between the parking brake control module and the central control module is not provided.
  • control unit now likewise has the central control module with the corresponding control function, additional cher space, effort for the laying of cables and the assembly costs saved. This also reduces the costs and susceptibility.
  • the axle control module, the vehicle dynamics sensor unit, the parking brake control module and the central control module can thus be combined in a control unit.
  • the modules can preferably communicate with each other and exchange data.
  • dedicated processors can be provided for the axle control module, the parking brake control module and the central module. This increases the reliability.
  • the control functions of several modules can be executed by means of a processor.
  • the control functions of the axis control module and the central control module could be performed by a first processor while the control functions of the parking brake control module are performed by a second processor. In the event of failure of one of the processors, then the other processor can still decelerate the vehicle, i. to control a braking process.
  • the vehicle is detectable by means of an electro-pneumatic parking brake.
  • an electro-pneumatic parking brake can be used, which in turn costs, space and effort for the installation of cables can be saved.
  • an electromechanical parking brake may be used to lock the vehicle. This can also be controlled by the control function of the parking brake module.
  • the control unit has a common housing for the modules.
  • the modules may be, for example, the axle control module, the vehicle dynamics sensor unit, the parking brake control module and / or the central control module.
  • the housings for the individual modules are saved, which in turn reduces the cost and assembly costs as well as the expense of laying cables. In addition, less space is needed.
  • the control device in the region of the rear axle or rear axles, in particular preferably on the support frame of the vehicle attached.
  • An axle modulator is also particularly preferably used, in which the functions of the vehicle dynamics sensor unit, the parking brake control module and / or the central control module are integrated.
  • the invention relates to a brake system.
  • the brake system includes a controller having some or all of the above features.
  • the brake system has a brake value transmitter. From this brake value transmitter electrical and pneumatic brake request signals can be provided, wherein preferably pneumatic brake request signals are provided only at the front axle. In this case, therefore, the front axle electrical and pneumatic brake request signals are provided, while the rear axle or the rear axles only electrical braking request signals are provided. It is also conceivable that the rear axle and the rear axles pneumatic and electrical braking request signals are provided while the front axle purely electrical braking request signals are provided. The fact that either the front axle or the rear axle or rear axles is not supplied with pneumatic signals, pneumatic lines are saved.
  • the brake value transmitter exclusively provides electrical brake request signals.
  • the brake system in this case has no pneumatic redundancy. This saves additional pneumatic lines and reduces costs.
  • the brake value transmitter and the parking brake control module are connected directly or indirectly to each other for establishing a data connection.
  • a brake request signal can be transmitted via the data connection. If, for example, pneumatic redundancy does not exist on one of the axles (front or rear axle), this can be done via this Data connection a braking request signal to the parking brake control module are transmitted, which is used redundantly for braking the vehicle when the service brake system is not functional. By means of the data connection thus a redundant braking capability is created, whereby the vehicle remains braked even in case of failure of the service brake system. The vehicle remains namely even in this case with the parking brake still braked.
  • the data connection comprises a data line, wherein the data line is either a LIN bus and / or a CAN bus.
  • a PWM signal can be transmitted via the data line.
  • the data line is particularly preferably a LIN bus.
  • the data connection is particularly inexpensive to produce.
  • the braking system has an electric parking brake signal generator for providing a desired braking value for detecting the vehicle.
  • the brake value transmitter for establishing the data connection via this parking brake signal generator is connected to the parking brake control module.
  • the brake value transmitter, the parking brake signal transmitter and the parking brake control module each have a data connection with each other, so that in each case there is a data connection between the brake value transmitter and the parking brake signal transmitter, the brake value transmitter and the parking brake control module and between the parking brake signal generator and the parking brake control module.
  • the parking brake signal transmitter may be indirectly connected to the parking brake control module via the brake value transmitter.
  • the data links preferably include data lines. If the parking brake control module is integrated into the control unit, it is particularly preferable for, for example, in each case one data line to be present between the control unit and the brake value transmitter and / or the parking brake signal transmitter. Within the control unit data is then passed to the parking brake control module or there is a data exchange between the control unit and parking brake control module instead.
  • the individual data lines can be designed differently.
  • one of the data lines is configured as a LIN bus
  • another data line may be formed as a CAN bus, for example.
  • a data connection to the control unit is produced by the brake value sensor and / or the parking brake signal, for example on the housing of the control unit by means of a plug or an interface, wherein within the control unit the corresponding brake request signals to the parking brake control module be passed on.
  • the brake system has a first power supply.
  • the brake system further includes a second power supply that is operable independently of the first power supply.
  • the power supplies in each case comprise one or more batteries, in particular vehicle batteries, and are preferably arranged at different locations in the brake system.
  • both power supplies provide power to the parking brake signal transmitter, the brake value transmitter, and the parking brake control module.
  • the first power supply also provides power for the central control module.
  • the second energy supply continues to supply energy for the control of the brake cylinders by means of wheel modules on the front axle.
  • the second power supply may also be connected to the central control module.
  • an electrical supply between the central control module and the wheel modules is preferably provided.
  • the braking functions can be maintained by the respective other power supply. If, for example, the first power supply fails, the wheel modules for braking the wheels of the front axle are still supplied via the second power supply. This supply is either directly or via the central module. On the other hand, if the second power supply fails, the wheel modules are fed by the first power supply via the central control module.
  • the redundant power supplies therefore allow higher reliability. In particular, in a brake system without pneumatic redundancy, such an embodiment of great advantage.
  • the invention also relates to a vehicle having a braking system with one or more of the above features.
  • the vehicle is a commercial vehicle, in particular a truck.
  • FIG. 1 shows a brake system according to a first embodiment of the invention
  • Fig. 2 shows a brake system according to a second embodiment of
  • Fig. 3 shows a control device according to a first embodiment of the invention
  • Fig. 4 shows a control device according to a second embodiment of the invention.
  • FIG. 1 shows a brake system 1 according to a first embodiment of the invention.
  • six wheels 3 are shown, which are placed on the front axle 5 and on the rear axle 7.
  • speed-sensing means 9 are respectively arranged, which respectively determine the wheel rotational speed.
  • the speed sensing means 9 comprise, for example, in a known manner in each case preferably a pole wheel, which is connected in a rotationally fixed manner to the wheel and which is electromagnetically coupled to an inductively operating wheel sensor.
  • 3 brake cylinders 11 are arranged in the region of the wheels, wherein at least on the rear axle 7 combined spring brake cylinders 12 are used.
  • On the front axle are still ABS valves 13 for controlling the brake pressure of the brake cylinder 11.
  • the ABS valves 13 are connected via compressed air lines with a front-axle brake control unit 15. Via an electrical line, the ABS valves 13 are connected to a central control module 17 and a housing of the central control module 17.
  • the speed-sensing means 9 are also electrically connected via the front-axle brake control unit 15 to the central control module 17 or a housing of the central control module 17.
  • a brake value transmitter 19 serves to detect the driver's braking request.
  • the brake value transmitter 19 has a sensor which detects a mechanical actuation of a brake pedal. The resulting signal from the sensor is transferred via an electrical line to the central control module 17 or to the housing of the central control module 17. Furthermore, the brake value transmitter 19 has a pneumatic output for controlling a brake pressure on the front axle 5.
  • Supply pressure tank 21 supply the compressed air lines with supply pressure.
  • a control unit 23 On the rear axle 7 is a control unit 23 with an axle control module 25, which controls the service brake function of the rear axle 7.
  • the axis control module 25 or the control unit 23 is connected to the central control module 17 via data connections comprising electrical lines and data lines.
  • the axle control module 25 or the control unit 23 is pneumatically connected to the combined spring brake cylinders 12 on the rear axle 7. prevented. Furthermore, there is an electrical connection between the axle control module 25 and the control unit 23 with the speed-sensing means 9 of the rear axle 7.
  • the brake system 1 comprises a vehicle dynamics sensor unit 27, which is likewise arranged in the control unit 23.
  • the driving dynamics sensor unit 27 or the control unit 23 is likewise connected to the central control module 17 via data connections which comprise electrical lines or data lines.
  • the vehicle dynamics sensor unit 27 has acceleration and / or rotation rate sensors and, in cooperation with a vehicle dynamics control function in the central control module 17, increases the stability of the vehicle in extreme driving situations. Especially in abrupt lane changes, evasive maneuvers and tight and / or fast cornering commercial vehicles can easily tilt, roll or roll due to their high center of gravity and their large mass.
  • Using the various sensors in the vehicle dynamics sensor unit 27 detects the vehicle dynamics control such critical situations and intervenes, if necessary, correcting the engine power and the brake. This increases driving safety.
  • a parking brake control module 29 which controls the brake pressure to detect the vehicle.
  • the parking brake control module 29 is connected to a parking brake signal generator 31.
  • this connection 30 comprises a data bus, in particular a LIN or CAN data bus.
  • the parking brake signal generator 31 sends the target braking value for controlling the pressure on the rear axle. 7
  • a first power supply 33 supplies the parking brake signal generator 31, the brake value transmitter 19, the central control module 17 and the parking brake control module 29 with energy.
  • a steering angle sensor 37 is connected to the central control module 17 and the parking brake control module 29 via a vehicle bus 35.
  • the brake system 1 is further connected to the brake system of a trailer.
  • the plug connection 39 is connected to the central control module 17 via a data connection comprising a data bus, while the trailer control valve 41 is connected via an electrical and a pneumatic line to an interface of the central control module 17 and the brake value transmitter 19.
  • a brake signal can therefore be forwarded from the brake value transmitter 19 or from the central control module 17 via the plug connection 39 and / or the trailer control valve 41 to the trailer.
  • the control functions of the parking brake control module 29 and the axis control module 25 are executed on different processors.
  • the vehicle can be braked even if one of the processors fails. If, for example, the axle control module 25 fails and the vehicle can no longer be braked by means of the service brake, the vehicle can continue to be braked by means of the parking brake.
  • the parking brake control module 29 is informed by the parking brake signal generator 31 of a desired braking value.
  • the brake value sensor 19 is connected to the parking brake signal generator 31, preferably via a LIN bus 42. Therefore, signals of the brake value transmitter 19 can be transmitted indirectly via the parking brake signal generator 31 and the connection 30 to the parking brake control module 29. With these brake signals then the vehicle can be braked.
  • FIG. 2 shows a brake system 1 '.
  • the front axle brake control unit 15 and the ABS valves 13 are replaced by wheel modules 43 (see FIG. 2).
  • the wheel modules 43 receive electrical signals or data from the brake value transmitter 19 or the central control module 17 and control then the brake pressure pneumatically by means of the brake cylinder 11 on the wheels 3 of the front axle 5.
  • the brake value transmitter 19 has no pneumatic outputs.
  • the brake value sensor 19 therefore outputs only electrical signals. These are transmitted via electrical connections or data connections to the wheel modules 43, the central control module 17 and the parking brake signal generator 31.
  • the brake system 1 ' is therefore a purely electropneumatic brake system without pneumatic redundancy.
  • a second energy supply 45 is present in the brake system ⁇ .
  • this second power supply 45 is connected to the parking brake control module 29, the parking brake signal generator 31, the brake value transmitter 19 and the central control module 17 and supplies these components with energy.
  • the second power supply 45 is connected to the wheel modules 43 of the front axle 5.
  • the power supplies 33, 45 can jump in if the other power supply 33, 45 fails. The power supply of the above-mentioned components is thus still secured and thus braking of the vehicle possible.
  • the power supplies 33, 45 are each preferably a vehicle battery.
  • the two power supplies 33, 45 are independently operable, so that they form a redundancy for the respective other power supply 33,45.
  • FIG. 3 shows the control unit 23 '.
  • the control unit 23 ' In the control unit 23 ', the axis control module 25 and the driving dynamics sensor unit 27 are arranged.
  • the control unit 23 ' forms a common housing for the axle control module 25 and the vehicle dynamics sensor unit 27.
  • the expense of laying cables and installation effort is saved.
  • separate housings are saved, so that less space is needed overall.
  • the arrangement of the control unit 23 'on is a small footprint of great advantage.
  • only one connection, namely a common connection for the axle control module 25 and the vehicle dynamics sensor unit 27 is necessary.
  • 4 shows a particularly preferred embodiment of the control unit 23 ".
  • the control unit 23" has the axle control module 25, the vehicle dynamics sensor unit 27 and the parking brake control module 29 with their respective control functions. As described for FIG. 3, the control unit 23 "also forms a common housing for the axle module 25, the vehicle dynamics sensor unit 27 and the parking brake control module 29.
  • the positive effects described for FIG. 3 are further enhanced. This further reduces the cost of laying cables, space requirements, costs and assembly costs.
  • the control unit 23 has a plurality of processors, for example the control unit 23" has a first processor 47 and a second processor 49.
  • the control function of the axis control module 25 and the control function of the parking brake control module 29 are carried out on different processors.
  • the control function of the parking brake control module 29 on the first processor 47 and the control function of the axis control module 25 on the second processor 49 are executed.
  • control function of the central control module 17 can also be carried out on the second processor 49 or on another processor (not shown).

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne un dispositif de commande (23) destiné à un système de freinage poneumatique (1, 1') d'un véhicule selon la revendication 1, un système de freinage (1, 1') d'un tel dispositif de commande (23) selon la revendication 8 et un véhicule équipé d'un tel système de freinage (1, 1') selon la revendication 15. Dans l'état de la technique, on sait disposer séparément des dispositifs de commande dans des véhicules utilitaires. L'inconvénient est que tous les dispositifs de commande doivent être reliés entre eux par des câbles, ce qui est très contraignant et génère des coûts élevés. En outre, cela prend une place importante. Pour pallier ce problème, l'objectif de l'invention est de proposer une unité de commande (23) qui comprend un module de commande d'essieu (25), dont la fonction est de commander une pression pneumatique pour assurer une fonction de freinage de service, et une unité de détection de dynamique de roulement (27) comportant des capteurs d'accélération et/ou de vitesse de rotation qui servent à réguler la dynamique de roulement du véhicule.
EP15715984.9A 2014-05-08 2015-04-11 Dispositif de commande d'un système de freinage poneumatique, système de freinage comportant un tel dispositif de commande et véhicule comportant un tel système de freinage Withdrawn EP3140165A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014006613.4A DE102014006613A1 (de) 2014-05-08 2014-05-08 Steuergerät für ein druckluftbetriebenes Bremssystem, Bremssystem mit derartigem Steuergerät sowie Fahrzeug mit derartigem Bremssystem
PCT/EP2015/000763 WO2015169418A1 (fr) 2014-05-08 2015-04-11 Dispositif de commande d'un système de freinage poneumatique, système de freinage comportant un tel dispositif de commande et véhicule comportant un tel système de freinage

Publications (1)

Publication Number Publication Date
EP3140165A1 true EP3140165A1 (fr) 2017-03-15

Family

ID=52829055

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15715984.9A Withdrawn EP3140165A1 (fr) 2014-05-08 2015-04-11 Dispositif de commande d'un système de freinage poneumatique, système de freinage comportant un tel dispositif de commande et véhicule comportant un tel système de freinage

Country Status (4)

Country Link
EP (1) EP3140165A1 (fr)
CN (1) CN106132793A (fr)
DE (1) DE102014006613A1 (fr)
WO (1) WO2015169418A1 (fr)

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DE102016207872A1 (de) * 2016-05-09 2017-11-09 Robert Bosch Gmbh Elektro-pneumatisches Bremssystem und Verfahren zum Montieren eines elektro-pneumatischen Bremssystems an einem Fahrzeug
EP3509922B1 (fr) 2016-09-08 2021-11-10 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système électrique pour un véhicule
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DE102017002718A1 (de) 2017-03-21 2018-09-27 Wabco Gmbh Elektronisch steuerbares Bremssystem sowie Verfahren zum Steuern des elektronisch steuerbaren Bremssystems
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DE102019106243A1 (de) * 2019-03-12 2020-09-17 Wabco Gmbh Elektropneumatisches Bremssystem für Nutzfahrzeug
DE102019114270A1 (de) 2019-05-28 2020-12-03 Wabco Gmbh Elektronisch gesteuertes pneumatisches Bremssystem mit zwei Einkanal- Achsmodulatoren und ABS-Ventilen sowie Fahrzeug mit einem solchen Bremssystem
CN110562224A (zh) * 2019-07-30 2019-12-13 万向钱潮股份有限公司 一种汽车控制装置
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