WO2009015973A1 - Système de freinage électrique - Google Patents

Système de freinage électrique Download PDF

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Publication number
WO2009015973A1
WO2009015973A1 PCT/EP2008/058467 EP2008058467W WO2009015973A1 WO 2009015973 A1 WO2009015973 A1 WO 2009015973A1 EP 2008058467 W EP2008058467 W EP 2008058467W WO 2009015973 A1 WO2009015973 A1 WO 2009015973A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
control unit
scu2
central control
wheel
Prior art date
Application number
PCT/EP2008/058467
Other languages
German (de)
English (en)
Inventor
Stefan Strengert
Peter Blessing
Wolfgang Haas
Werner Harter
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 WO2009015973A1 publication Critical patent/WO2009015973A1/fr

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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
    • B60T8/32—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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • 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
    • B60T2270/414—Power supply failure
    • 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
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the present invention relates to an electric brake system for a motor vehicle with two brake circuits.
  • an electric brake system which has a central module and two brake modules, which are respectively assigned to the wheels of the front axle and the rear axle.
  • the brake modules are connected to the central module via a communication system and receive from these setpoints. If the central module fails, the brake modules themselves calculate the setpoint values for the wheels assigned to them. If the brake modules fail, a hydraulic back-up becomes effective. Thus, the functionality of the brake system is largely maintained even in the event of failure of individual components.
  • DE 103 57 373Al discloses an electronic brake system for a vehicle having at least two brake circuits and a central control unit for all brake circuits. Each of the brake circuits is assigned a brake circuit control. In case of failure of the central control unit, a
  • an electric brake system for a motor vehicle having two brake circuits, each of the brake circuits comprising: at least one wheel brake actuator which is associated with a wheel of the motor vehicle and exerts a braking force or a braking torque on this wheel; a Radbremsaktor- control device associated with the Radbremsaktor, which controls the Radbremsak- gate; a central control unit which is communicatively connected to the wheel brake actuator control unit and adjusts the braking force or the braking torque exerted by the at least one wheel brake actuator; and a brake circuit supply network for supplying voltage to the wheel brake actuator control unit and the central control unit of this brake circuit, the brake circuit supply network comprising: a battery which supplies the wheel brake actuator control unit and / or the central control unit of the associated brake circuit with voltage at least after a failure of the base vehicle electrical system ; and at least one DC / DC converter, with which the battery can be coupled to the base on-board network.
  • An essential advantage of the arrangement according to the invention is that it ensures increased availability: In the event of failure of the base-board network, the batteries of the brake circuit supply networks take over the voltage supply of the brake circuits, so that in this case too a controlled braking process is intended for at least one battery charge capacity Time is possible. If one of the DC / DC converters fails, the power supply of the affected brake circuit is also ensured by the battery. And if the battery fails, the power supply is still available to the affected brake circuit via the DC / DC converter. Only if several of these components fail at the same time can it lead to a total failure of the affected brake circuit.
  • Another advantage of the braking system according to the invention is that the Brake circuits are decoupled from the base board network by a voltage converter, so that errors and disturbances in the base vehicle network does not directly affect the brake circuits.
  • each of the two brake circuit supply networks has at least two DC / DC converters, which are connected in parallel with one another.
  • the charging voltage of the battery is still available even if one of the DC / DC converter fails, so that the availability is increased.
  • the electric brake system further comprises switches that connect the Radbremsaktor- control devices to the power supply of their associated brake circuit supply network and disconnect the Radbremsaktor- control devices from the power supply of their associated brake circuit supply network in Parkierschreib the vehicle. This ensures that the wheel brake actuator control units do not draw any current in the Parkierschreib (resting state) of the vehicle and thus do not empty the batteries.
  • the brake circuit supply networks supply the central control units assigned to them with voltage even in the parked state (idle state) of the vehicle. This ensures that the central control units can be activated immediately by a wake-up signal even when the vehicle is parked and a braking process can be initiated immediately.
  • each of the two brake circuit supply networks is protected against overvoltage by redundantly provided protective elements.
  • These protective elements may be designed, for example, as zener diodes or the like.
  • a failure of both protection elements is required before an overvoltage on the base board network in the supply voltage of the brake circuit and can destroy it.
  • Each of the two brake circuit supply networks may further include a power supply controller which controls the power supply of the associated brake circuit.
  • This power supply control device can, for example, set the switch position of the switches.
  • the two central control units can be operatively connected to each other by a bidirectional data bus, wherein at least one of the terminals of the two central control devices to the data bus, an electrical protection element is provided which causes a decoupling between the two central control units.
  • an electrical protection element is provided which causes a decoupling between the two central control units.
  • the brake system may further comprise a data bus to which the two central control devices are connected and can be connected to the external control devices, wherein at the terminals of the two central control devices to the data bus in each case an electrical protection element is provided, and wherein the electrical protection elements decoupling between cause the two central control units and the external control units.
  • the electrical protective elements may, for example, optical, transforming or capacitive means for decoupling or means for current limiting and / or voltage limiting (eg resistors and zener diodes) have.
  • Fig. 1 is a schematic representation of a comparative example for explaining an embodiment of an electric brake system according to the invention
  • Fig. 2 is a schematic representation of an inventive embodiment of an electric
  • Fig. 3 is a block diagram of a brake electrical system
  • 4a is a block diagram of another embodiment of a brake system.
  • 4b is a block diagram of another embodiment of a brake system.
  • Fig. 1 is a schematic illustration of a comparative example
  • Fig. 2 is a schematic illustration of an embodiment of an electric brake system according to the invention. Advantages and features of the embodiment according to the invention are explained below with reference to a contrasting with the comparative example in Fig. 1.
  • the electrical brake system for a motor vehicle shown in FIG. 1 has two brake circuits.
  • the elements of the first brake circuit are designated below by the index “1" (SCU1, ACU1, etc.), whereas the elements of the second brake circuit are identified by the index "2". (SCU2, ACU21, etc.).
  • the motor vehicle has, for example four wheels, namely two front wheels RI l and R21 and two rear wheels R12 and R22.
  • the left front wheel RI 1 and the right rear wheel RI 2 are associated with the first brake circuit, whereas the right front wheel R21 and the left rear wheel R22 are associated with the second brake circuit.
  • a wheel brake actuator RAI 1, RAl 2, RA21, RA22 is arranged, which can exert on the associated wheel by means of brake calipers or the like.
  • Each of the wheel brake actuators RAI 1, RAl 2, RA21, RA22 is actuated by an associated wheel brake actuator control unit A- CUI 1, ACUl 2, ACU21, ACU22, which contains the electronic circumference necessary for the safe operation of the wheel brake actuators.
  • each of the two brake circuits has a central control unit SCU1 or SCU2.
  • the wheel brake actuator control units ACUI 1 and ACU 12 of the first brake circuit are connected via a first data bus AB 1 and the wheel brake actuator control units ACU 21 and ACU 22 of the second brake circuit are connected via a second data bus AB 2 to the respective central control units SCU 1 or SCU 2.
  • the data buses AB1 and AB2 can be designed as CAN, LIN or FlexRay buses or the like.
  • a brake pedal BP is provided with two brake pedal sensors BPS1 and BPS2.
  • the brake pedal sensors BPS1 and BPS2 detect, independently of each other, the distance by which the brake pedal BP is depressed and in each case send a signal representing this distance to the central control unit SCU1 or SCU2.
  • the central control units SCU1 and SCU2 calculate from the signals received from the brake pedal sensors BPS1 and BPS2 the braking force with which the individual wheel brake actuators RA1 to RA22 are to act on the wheels R1 to R22 and send corresponding control signals to the wheel brake actuator control units ACU1 to A-CU22.
  • the central control units SCU1 and SCU2 are interconnected via a data bus CB, via which they exchange the signals received from the brake pedal sensors BPS1 and BPS2.
  • a base board network PN is provided, to which the individual control units are connected.
  • the base vehicle electrical system is connected to a generator (the alternator) and provides a DC voltage with which consumers in the vehicle are fed.
  • a failure of the base on-board network PN also leads to a failure of the two brake circuits and thus to the loss of the braking effect.
  • disturbances in the base on-board network such as voltage fluctuations, can affect both brake circuits and thus cause a simultaneous failure of both brake circuits as a common-cause error.
  • the embodiment of the invention described below proposes an arrangement with which even in the event of a failure of the base on-board network PN, a sufficient braking effect is achieved and the two brake circuits are secured against interference in the base board PN.
  • FIG. 2 is a schematic illustration of an exemplary embodiment of an electric brake system according to the invention. Components which perform the same or similar function as those in Fig. 1 are indicated by the same reference numerals and will not be explained again in order to avoid repetition.
  • the brake system shown has, like the brake system of the comparative example, two brake circuits, each having a central control unit SCUl or SCU2, wheel brake RAI l, RA12 or RA21, RA22, wheel brake actuator control units ACUI l, ACU12 or ACU21, ACU22 and a Data bus ABl or AB2 include.
  • the brake system has a diagonal brake circuit distribution, that is, the left front wheel RI l and the right rear wheel Rl 2 are assigned to the first brake circuit, whereas the right front wheel R21 and the left rear wheel R22 are associated with the second brake circuit.
  • This X-brake circuit distribution allows a symmetrical structure of the two brake circuits.
  • each of the brake systems BPN1, BPN2 has an energy store in the form of a battery 31, as well as a DC / DC converter 32.
  • the DC / DC converter 32 is connected to the base electrical system PN and on the output side it is connected to the battery 31.
  • the battery 31 is connected through connections BPNxO, BPNxI, BPNx2 to the various components (control devices, etc.) of the brake circuit.
  • the battery 31 is charged via the DC / DC converter 32 and has sufficient capacity to supply its associated brake circuit in case of failure of the base network PN for a predetermined time (eg 0.5h) with energy.
  • the wheel brake actuator control units ACU 11 and ACU 12 of the first brake circuit are supplied with voltage by the brake electrical system BPN 1.
  • the wheel brake actuator control units ACU 21 and ACU22 of the second brake circuit are supplied with voltage by the brake electrical system BPN2.
  • the wheel brake actuator control units ACU1 to ACU22 and the wheel brake actuators RA1 to RA22 are designed to be fail-silent. This means that a fault in the wheel brake actuator control unit or in the wheel brake actuator is detected by the wheel brake actuator control unit and the relevant wheel brake actuator is shut down, ie the wheel brake is opened so that the wheel runs freely and without braking.
  • the central control unit SCU1 of the first brake circuit is supplied with voltage by the brake electrical system BPN1
  • the central control unit SCU2 of the second brake circuit is supplied with voltage by the brake electrical system BPN2.
  • the central control units SCU1, SCU2 are connected via brake circuit data buses AB1 and AB2 to the wheel brake actuator control units ACU1, ACU1, and ACU21, ACU22, respectively.
  • the design of the brake systems BPN1 and BPN2 described above ensures that a sufficient braking effect is possible in almost all fault states.
  • the batteries 31 supply the brake nets BPN1, BPN2 with energy when the brake nets BPNL, BPN2 are disconnected from the base vehicle network and thus ensure that in case of failure of the base board network PN controlled braking of both diagonals for a predetermined time is possible.
  • the DC / DC converter 32 ensures that the base on-board network PN is decoupled from the brake on-board network BPN1 or BPN2 and the components connected thereto. Thus, it is avoided that disturbances of the base on-board network PN, such as short circuits, overvoltages, undervoltages and the like affect the onboard brake network BPN1 or BPN2. Furthermore, the brake circuits are still supplied from the DC / DC converters 32 even if the batteries 31 fail. This results only in a possible restriction of the braking dynamics and thus a possible braking distance extension of the affected brake circuit. The DC / DC converter 32 is still able to charge the battery 31 even at low voltages of the base electrical network PN of, for example, 6 to 8V.
  • two brake pedal sensors BPS1 and BPS2 which are assigned to the first and the second brake circuit, are arranged on the brake pedal BP.
  • the brake pedal sensors BPSl and BPS2 generate signals that are in a continuous monotonous functional relationship (pedal equivalent) with the pedal angle or pedal travel.
  • the brake pedal sensors BPS1 and BPS2 are based on different sensor principles and have a synchronous operation in static as well as in dynamic operation.
  • the first brake pedal sensor BPS1 can be designed as a Hall sensor and the second brake pedal sensor BPS2 can be designed, for example, as a force sensor.
  • the brake pedal sensors BPS1 and BPS2 are not simultaneously activated due to a common Mode error or common cause error ineffective.
  • the brake pedal sensors BPS1, BPS2 output an analog voltage to the central control unit SCU1, SCU2 of, for example, 0 to 5V.
  • two brake light switches BLS1 and BLS2 are provided which are respectively assigned to the first and the second brake circuit and are operatively connected to the first and second central control units SCU1 and SCU2, respectively.
  • the brake light switches BLS1 and BLS2 output a threshold value signal to the central control unit SCU1, SCU2 assigned to them.
  • An integrated parking brake is arranged on two or four of the wheels and can be activated via a parking brake lever PB.
  • the parking brake lever PB is assigned two parking brake switches PBS1 and PBS2, which in turn are assigned to the first and the second brake circuit.
  • the parking brake switches PBS1 and PBS2 output a parking brake signal to the central control unit SCU1, SCU2 assigned to them.
  • the brake pedal sensors, brake pedal switch and parking brake switch are designed to be redundant, which ensures the functionality even in the event of failure of individual sensors and switches, and on the other these redundant sensors and switches are each fed by different brake on-board networks BPNl, BPN2, so that even if one fails the braking systems the functionality can be guaranteed.
  • Each brake circuit is further associated with a brake light Ll or L2, which can be activated by the respective central control unit SCUl, SCU2 upon activation of the brake light switch BLSl, BLS2 via a line LAl or LA2.
  • the central control units are also connected in redundant manner via two bidirectional data buses CB 1 and CB 2, via which they exchange the signals received from the sensors (brake pedal sensors BPS 1, BPS 2, brake light switch BLS 1, BLS 2, parking brake switches PBS 1, PBS 2, etc.) as well as status signals , which show the status of the sensors and the brake circuit and its components.
  • the data buses CB1 and CB2 may be designed, for example, as CAN buses, TTCAN buses or FlexRay buses.
  • the data exchanged via the data buses CB1 and CB2 are protected with message counters, data CRC and timeout monitoring. Furthermore, the redundant provision of two data buses CB1 and CB2 enables fault-tolerant communication.
  • various other control devices can be connected to the data bus CB1, such as an engine control unit MSG, a control unit ESP for stability assurance and a cockpit control unit CSG.
  • the Stability Control ESP detects the current state of the vehicle (speed, steering angle, driver's braking request, etc.) and responds to critical driving situations. If a critical driving situation is detected by the control unit ESP, then the control unit ESP sends signals via the data bus CB1 to the control units SCU1 and SCU2, which initiate a targeted braking operation via the wheel brake actuator control units ACU1 to ACU22 and thus a spin of the vehicle or the like. prevent.
  • the control units SCU1 and SCU2 in turn transmit the actual values of the wheel braking torques to the control unit ESP.
  • control units SCU1 and SCU2 exchange the braking torques requested by the control unit ESP with each other and compare them. If the control units SCU1 and SCU2 determine a discrepancy, then the braking torques requested by the control unit ESP are not further processed and an error message is output to the control unit ESP. Thus, protection against communication errors on the data bus CB1 is realized. Furthermore, the control units SCU1 and SCU2 transmit a signal to the engine control unit MSG in the event of a fault in the brake system, which causes it to limit the drive torque.
  • electrical protection elements EPE are provided in the central control units SCU1 and SCU2, which protect the two brake circuits from each other and from external systems against mutual influences and damage.
  • the protective elements EPE decouple the two brake circuits as well as external systems from each other.
  • the protective elements EPE can be designed, for example, as an optocoupler, inductive coupling (transformer), capacitive coupling or the like. For example, they can also be designed as a circuit with a current limiting (eg by an electrical resistance) and a voltage limitation (eg by a Zener diode).
  • a protection element EPE is arranged at one end of the data bus CB2, which connects the two central control units SCU1 and SCU2.
  • protective elements EPE are arranged on both control unit-side ends of the data bus CB1, which interconnects the two central control units SCU1 and SCU2 and which is connected to the external control units CSG, ESP and MSG.
  • the protective elements EPE thus prevent cross currents from flowing between the three potentials of the first brake circuit (potential of BPN1) of the second brake circuit (potential of BPN2) and the external control devices (potential of PN). The electrical decoupling between the second brake circuits and external components is thus ensured.
  • FIG. 4 a shows an advantageous development of the brake systems BPN 1, BPN 2 according to this exemplary embodiment.
  • the brake filing systems BPN1, BPN2 each have two DC / DC converters 32a and 32b, which are connected in parallel between the base vehicle power supply PN and the battery 31. In this way, the availability of the braking systems BPNL, BPN2 is increased, since even if one of the DC / DC converters 32 still the other DC / DC converter is available.
  • two protection elements 33a and 33b are connected to the DC / DC converters 32a and 32b.
  • These protective elements 33a and 33b can be designed, for example, as zener diodes or the like. Due to the redundant design of the protective elements 33a and 33b, both protective elements 33a and 33b must be faulty before an overvoltage in the supply voltage can propagate into one of the brake circuits and destroy the control devices.
  • the two reverse current protection elements 36a and 36b are also connected, which can be designed, for example, as diodes. They protect the battery from short circuits to ground in the overvoltage protection elements 33a or 33b and the DC / DC converters 32a and 32b.
  • connection 37 to the battery positive terminal is as compact and stable as possible, e.g. designed as a battery terminal so that this component does not cause faults due to open circuit or short to ground.
  • FIG. 4b shows a further embodiment of the brake on-board network, in which the battery 31 is arranged spatially separated from the other components of the brake on-board network BPN via a connecting line 40.
  • the two fuses 38 and 39 are provided.
  • the fuse 38 protects the two DC / DC converters 32a and 32b and their associated components 36a, 36b and 37 against destruction by a short to ground of the line 40.
  • the fuse 39 protects the battery 31 against a short to ground of the line 40th
  • the brake systems BPNL and BPN2 each have their own brake power supply control unit BPNCU, which is connected to the data bus AB1 or AB2. This ensures that the power supply of the wheel brake actuators and the pedal sensors is maintained by the respective brake system even in the event that an error is present in the central control unit.
  • the brake-on-board power supply unit BPNCU also has functionality for battery management and keeps the state of charge of the battery 31 constant by means of suitably switching the DC / DC converters 32a, 32b on and off. Thus, a high reliability of the battery 31 is achieved and increases the availability and safety of the brake system.
  • the wheel brake actuator control units ACU1 to ACU22 are disconnected from the brake electrical system BPN by means of electronic switches 34a and 34b when the vehicle is turned off and put into the parking state. This ensures that the wheel brake actuator control units ACUI 1 to ACU22 do not draw any current in the parked state and thus empty the battery 31.
  • the Radbremsaktor- controllers ACUI l to ACU22 are preferably only separated by the electronic switches 34a and 34b from the brake electrical system BPN if there is no failure of their associated central control units SCUl, SCU2. Thus, their functionality is ensured even in case of failure of one of the central control unit SCUl, SCU2.
  • the switches 34a and 34b are actuated by the on-board power supply control unit BPNCU, which is also supplied with power in the parked state by the battery 31.
  • the on-board brake system control unit BPNCU may be designed to disconnect the wheel brake actuator control units ACUI 1 to ACU22 from their respective on-board brake network BPN1, BPN2 only when receiving a corresponding command from the central control unit SCU1, SCU2 via the data bus AB1, AB2 ,
  • the central control units SCU1 and SCU2 are also continuously supplied with power by the battery 31 in the parked state in order to ensure that even in this state a driver's braking request can be further processed and a braking process can be initiated.
  • ParkierPark the central control units SCUl and SCU2 are in a standby state in which they require only a low quiescent current ( ⁇ 100 ⁇ A). From this state, the central control units SCU1 and SCU2 can be awakened by receiving a wake-up signal from one of the brake light switches BLS or via the data bus CB1.
  • DC / DC converters 32a, 32b and the supply lines to the central control units SCUl, SCU2 and the Radbremsaktor- controllers ACUI l to ACU22 each have a series-connected fuse 35a, 35b, 35c provided.
  • the fuses 35a, 35b, 35c are preferably designed as electronic fuses.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de freinage électrique pour véhicule avec deux circuits de freinage. Chaque circuit de freinage présente au moins un actionneur de frein sur roue (RA11... RA22) associé à une roue (R11... R22) du véhicule, qui exerce une force de freinage sur cette roue (R11... R22); un appareil de commande (ACU11... ACU22) associé à l'actionneur de frein sur roue (RA11... RA22), qui commande l'actionneur de frein sur roue (RA11... RA22); un appareil de commande central (SCU1, SCU2) qui est lié et qui communique avec l'appareil de commande de l'actionneur de frein sur roue (RA11... RA22) et qui ajuste la force de freinage exercée par au moins un acteur de frein sur roue (RA11... RA22); et un réseau d'alimentation des circuits de freinage (BPN1, BPN2) pour l'alimentation électrique de l'appareil de commande de l'actionneur de frein sur roue (ACU11... ACU22) et de l'appareil de commande central (SCU1, SCU2) de ce circuit de freinage, ledit réseau d'alimentation du circuit de freinage (BPN1, BPN2) comprenant une batterie (31) qui alimente l'appareil de commande de l'actionneur de frein sur roue (ACU11... ACU22) et/ou de l'appareil de commande central (SCU1, SCU2) du circuit de freinage appartenant, au moins après une panne du réseau de bord de base (PN) du véhicule; et au moins un convertisseur DC/DC (32), avec lequel la batterie est couplée au réseau de bord de base (PN).
PCT/EP2008/058467 2007-08-02 2008-07-02 Système de freinage électrique WO2009015973A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710036260 DE102007036260A1 (de) 2007-08-02 2007-08-02 Elektrisches Bremssystem
DE102007036260.0 2007-08-02

Publications (1)

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WO2009015973A1 true WO2009015973A1 (fr) 2009-02-05

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DE (1) DE102007036260A1 (fr)
TW (1) TW200925032A (fr)
WO (1) WO2009015973A1 (fr)

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DE102012020421A1 (de) 2012-10-18 2014-04-24 Volkswagen Aktiengesellschaft Bremssystem eines Fahrzeugs und Verfahren zur Erzeugung einer Bremskraft

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Publication number Priority date Publication date Assignee Title
DE102010042995A1 (de) 2010-10-27 2012-05-03 Robert Bosch Gmbh Steuervorrichtung und Verfahren zum Betreiben eines mit einer elektrischen Antriebs- und/oder Generatorvorrichtung ausgestatteten Bremssystems
DE102012217542A1 (de) 2012-09-27 2014-04-17 Bayerische Motoren Werke Aktiengesellschaft Steuerung einer Parkbremse

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