WO2016038137A1

WO2016038137A1 - Disc brake system

Info

Publication number: WO2016038137A1
Application number: PCT/EP2015/070702
Authority: WO
Inventors: Robert Theil; Werner Koch; Ansgar Fries; Eduard Gerum; Huba NÉMETH; Peter Frank; Barna Szimandl; Kornel Straub; Alexander Werth
Original assignee: Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority date: 2014-09-10
Filing date: 2015-09-10
Publication date: 2016-03-17
Also published as: DE102014113056A1

Abstract

A disc brake system (1), in particular a pneumatic disc brake system (1), for a vehicle (2), in particular a commercial vehicle with a tractor vehicle (3) and a trailer (4), has at least the following features: a) a number of vehicle axles (5, 5a; 7, 7a, 7b), of which each end is provided in each case with a wheel unit (7); b) at least one brake control unit (9, 11); wherein each wheel unit (7) comprises at least one wheel (8), a disc brake (10), a brake cylinder (16) and a sensor device (18). Furthermore, each wheel unit (7) comprises a pressure regulating module (14), a pressure control valve (15) and brake electronics (17). A disc brake (10) of a disc brake system (1) of this type has a reinforced brake calliper.

Description

disc brake system

The invention relates to a disc brake system, in particular pneumatic

Disc brake system, for a commercial vehicle.

Pneumatically actuated disc brakes usually have a sliding caliper,

Swivel saddle or fixed caliper trained caliper, in which a

Loading device is arranged, which serves to brake pads on both sides of a

To bring brake disc and the brake disc in operative connection with each other to achieve a braking effect by friction.

Pneumatically operated disc brakes are now standard equipment for heavy commercial vehicles. Disc brakes of this type require a mechanical transmission in order to generate the required application force, since the force of the pneumatically actuated brake cylinders is due to the pressure level (currently approx.

10 bar) and the limited size of the brake cylinder is limited. In the currently known pneumatically actuated disc brakes are ratios between 10: 1 and 20: 1.

The steadily increasing traffic density contrasts with the demand for higher ones

Road safety with the EU's goal of halving the number of fatalities from 201 1 to 2020 and reducing it to virtually zero by 2050. To meet these requirements, the level of equipment with driver assistance systems will increase significantly. Some

Systems are already mandated by EU legislation today.

Today's commercial vehicles with compressed air brake system allow compared to earlier

Vehicle generations already significantly shorter braking distances. Under a braking distance of a vehicle to understand the way the vehicle after detecting a braking situation unrestrained due to the reaction time of a driver after detecting a braking situation, and the stopping distance of the then braked vehicle. A shorter braking distance was achieved primarily by assistance systems such as ABS / EBS and by increasingly higher wheel braking torques. Thus, the reaction time of the driver can be bridged or shortened. The "classical" arrangement of the components ("brake system" with its components in the vehicle frame and a pneumatic-mechanical wheel brake on a wheel end, also called Wheelend) was retained.

A further reduction of the braking distance via even higher maximum braking torques finds its limit on the one hand in the transferability of the generatable Radumfangs- force on the road and on the other hand in the need for lightweight construction. The entire wheel or

Axle suspension must be designed according to the high force transmission in the event of emergency braking. Panic braking can occasionally lead to damage, e.g. on suspension systems, lead. As an example, the so-called S-impact problem on parabolic-sprung front axles is mentioned.

In addition to the steering, the brake system plays an essential role.

Therefore, the object of the invention is to improve the potential of the brake system such systems and thus contribute to a Bremswegverkürzung.

The invention solves this problem by the subject matter of claim 1. The object is also achieved by the subject matter of claim 8.

Accordingly, a disc brake system according to the invention, in particular pneumatic disc brake system, for a vehicle, in particular commercial vehicle with a towing vehicle and a trailer, at least the following features: a) a number of vehicle axles, each end of which is provided with a wheel unit; b) at least one

Brake control unit; wherein each wheel unit comprises at least one wheel, a disc brake, a brake cylinder and a sensor device. Each wheel unit further comprises a pressure control module, a pressure control valve and a brake electronics. A disc brake of such a disc brake system may have a stiffened caliper.

A basic idea of the invention lies in the consideration of further shortening the braking distance without further increasing the maximum braking torque on a wheel.

An embodiment provides that the respective pressure control module is arranged close to the wheel, wherein the respective pressure control valve in the immediate vicinity of the respective brake cylinder arranged or arranged integrated in the respective brake cylinder. In this case, a line length between the respective pressure control valve and the respective brake cylinder can be less than 5 cm. In a favorable embodiment, the distance is less than 1 cm, in particular advantageously less than 5 mm.

In this way, the response times ("dead times") of the wheel brake can be minimized by minimizing line lengths between the pressure control valve, pressure control module and brake cylinder of the wheel brake

Wheel brake take place, i. by integrating electronic intelligence and valves into the wheel unit.

In a further embodiment, the disc brakes of a right side of the vehicle are mirror-inverted to an imaginary longitudinal axis of the vehicle of the left side of the vehicle. All disc brakes of one side of the vehicle may preferably have the same structure.

It is also advantageous if a pressure of the compressed air of the pneumatic

Disc brake system is at least partially 12.5 bar. This is a higher pressure than the usual pressure of about 8.5 bar. Currently, the so-called supply pressure in the trailer is below the usual level of the towing vehicle.

Can be supplemented in one embodiment, at least one additional

Pressure accumulator tank or bladder per axle or radnah be arranged per wheel unit. Thus, a pressure bubble can be arranged at a distance of less than 5 cm next to the pressure control valve. Advantageously, a pressure drop during actuation of the disc brake can thus be reduced, thereby filling the brake cylinder more quickly. This allows a pressure increase gradient ("ramp") to be increased for faster braking torque buildup on the wheel (MB = f (p)), which can be increased particularly advantageously by providing enlarged valve cross sections in the vehicle, eg in the overall train or at least in a trailer / semitrailer Furthermore, a cross section of a supply line to the pressure control valve or the pressure control valves may have a diameter of at least 10 mm, advantageously 1 1 mm,

particularly particularly advantageous 12 mm. Another advantage is that an intelligent interpretation of driving conditions and / or driving maneuvers by electronic assistance systems (eg EBS or the like) are evaluated by a brake control unit and included in the braking process. As an example, the precautionary application of the brake pads after an abrupt "go from the gas" called, which eliminates a clearance of the brake before pressing the brake pedal and thus shortens the reaction time and consequently the braking distance.

In one embodiment, the vehicle may include predictive sensing. The anticipatory sensor system can be coupled with a (driver) assistance system. Thus, a danger or another reason for an imminent braking or emergency braking can be detected and initiated by the brake control predictive measures, such as a Lüftspielverkleinerung or additional pressure build-up. All this with the aim to shorten the response time of the brake or to eliminate or reduce so-called dead times.

The invention will be described with reference to an embodiment with reference to the drawings. It shows:

Fig. 1 is a schematic block diagram of an embodiment of a

pneumatic disc brake system according to the invention of a vehicle;

Fig. 2 is a graphical representation of translation curves;

3 is a graphical representation of force curves of a diaphragm cylinder;

Fig. 4-4b graphical representations of benefits different

Brake configurations;

5 shows a graph of braking torques with influencing factors; and

6-7 are graphs of curves of a brake system of a towing vehicle and a trailer.

Fig. 1 shows a schematic block diagram of an embodiment of a

Pneumatic disc brake system 1 of a vehicle 2 according to the invention. The vehicle 2 is schematically as a commercial vehicle with a towing vehicle 3 and a

Pendant 4, e.g. as a semi-trailer. The main direction of travel forward in Fig. 1 from right to left. The disc brake system 1 comprises a towing vehicle brake 1 a and a trailer brake 1 b. The towing vehicle brake 1 a is provided with a compressed air reservoir, which is not shown here, but is easy to imagine, whereas a trailer air accumulator 12 of the trailer 4 is shown with an associated compressed air line 13 in Fig. 1. The towing vehicle 3 has two traction vehicle axles 5 and 5a, the trailer having three trailer axles 6, 6a and 6b. Each end of one of the towing vehicle axles 5, 5a is each provided with a wheel unit 7. Likewise, each end of one of the trailer axles 6, 6a and 6b each has a wheel unit 7a. Each wheel unit 7, 7a is equipped with at least one wheel 8 and will be described further below.

In the towing vehicle 3 here a vehicle brake control unit 9 is arranged, which is superordinate responsibility for the brake system 1 of the entire vehicle 2, so the towing vehicle 3 and the trailer 4. In the vehicle brake control unit 9 may be an EBS CPU, as it is already used in vehicles today, the here

described vehicle brake control unit 9 may include extended functions to the prior art. The trailer 4 is provided with a trailer brake control unit 1 1, which is connected to the trailer brake system 1 b. It also stands

Trailer brake control unit 1 1 with the vehicle brake control unit 9 in conjunction. Each wheel unit 7, 7a includes, in addition to the associated at least one wheel 8 a

Disc brake 10, a pressure control module 14, a pressure control valve 15, a brake cylinder 16, a brake electronics 17 and a sensor device 18. The disc brakes 10 of the right side of the vehicle 2 are mirror-inverted to an imaginary longitudinal axis of the vehicle 2 of the left side of the vehicle 2, wherein all disc brakes 10 have a side of the vehicle 2 in this embodiment, a same structure.

At all wheel units 7, 7a, the respective pressure control module 14 is arranged close to the wheel, wherein the respective pressure control valve 15 is mounted in the immediate vicinity of the respective brake cylinder 16. The pressure control module 14 has a maximum distance of 50 cm to the pressure control valve 15. In a preferred embodiment, the distance between the pressure control module 14 and the respective wheel unit 7, 7a is less than 50 mm, more preferably less than 5 mm. The pressure control valve 15 is in the embodiment shown in FIG a distance of less than 50 mm from the respective brake cylinder 16 is arranged. In a preferred embodiment, this distance is less than 10 mm, more preferably less than 5 mm. In a further preferred embodiment, there is no distance between the brake cylinder 16 and the pressure control valve 15, ie these two are connected directly without an additional piece of pipe. In this way, the respective ones

Compressed air connection paths from the respective pressure control module 14 to the respective

Pressure control valve 15 and the brake cylinder 16 connected thereto each of a minimum length. As a result, the brake cylinder 16 can be filled faster with air, in particular by the non-existent or small volume of Druckluftverbindungswege of the respective pressure control module 14 to the respective pressure control valve 15th

In addition, these Druckluftverbindungswege are designed so that their

Flow resistance at the intended pressure of the compressed air and the occurring flow velocities of the compressed air are minimal. This is achieved by a correspondingly large cross-section and the inner surface of the Druckluftverbindungswege. In one embodiment, the diameter of the compressed air connection paths is 10 mm. In a further embodiment, the cross section is 12 mm, in an alternative embodiment, the cross section is 14 mm or 15 mm. The cross-section may also be above the specified dimensions, taking into account the corresponding edge parameters. In addition, the transitions between the compressed air connection paths and the communicating with them spaces are fluidically designed so that the formation of eddies is minimized.

In this way, it is possible to minimize shortening of the response times, referred to as "dead times." In addition, this embodiment results in an increase in a pressure buildup gradient ("ramp"), and thus a faster one

Braking torque build-up on the wheel 8 of each wheel unit 7, 7a. Here, the amount of pressure of the compressed air is important. Thus, in this embodiment, the pressure of the compressed air is raised to a value of about 12.5 bar. In an alternative

Embodiment, the pressure is raised to a value of about 14 bar.

Each wheel unit 7 communicates with the respective pressure control module 14, each

Wheel unit 7a via the respective pressure control module 14 with the compressed air line 13th

communicated.

Each sensor device 18 of each wheel unit 7, 7a is connected to the wheel-near brake electronics 17 by the shortest route. Thus it is possible that on the one hand a fast Signal transmission between sensor device 18 and brake electronics 17 takes place directly on the wheel unit 7, 7a. On the other hand, short-circuit lengths of the electrical transmission paths can reduce interference due to radiation. The brake electronics 17 is arranged in one embodiment in the space of the brake cylinder 16 or alternatively arranged in a housing which is directly connected to the brake cylinder 16, for example screwed.

Each wheel unit 7, 7a thus has individually an independent control. A closed control loop is formed, since each wheel is individually sensed and controlled via the respective pressure control module 14 and the respective pressure control valve 15. A higher-level regulation or control is performed by the respective brake control unit, that is, the vehicle brake control unit 9 and additionally or alternatively the

Trailer brake control unit 1 1. For a so-called multi-channel design of the brake electronics is provided.

The parent vehicle brake control unit 9 is also available with a

Vehicle control unit 19 in conjunction. This makes it possible for that to be intelligent

Interpretations of driving conditions or driving maneuvers by electronic assistance systems (EBS, distance detection, etc.) can be included in a braking process. In order for a braking distance can be additionally shortened by the reaction time of a driver is bridged by means of these assistance systems. Thus, premature application of the brake pads is possible, i. a clearance of the respective disc brake 10 is reduced to a minimum and the stroke of the respective brake cylinder 16 is reduced. For example, this can also be done when an abrupt "going off-gas" is interpreted as the beginning of a braking operation (for example, also with the aid of further boundary conditions)

Application scenario detects a forward-looking sensors an upcoming

Braking or emergency braking situation and outputs a corresponding control signal to reduce the clearance already or apply the pads already. Although the necessary air pressure or the necessary air volume per brake cylinder in the brake cylinder 16 is low in relation to the then occurring full braking or emergency braking, but this can already be compensated in the supply lines and helps, if the corresponding braking by the driver or Assistance system is initiated, to bridge the reaction time, the vehicle decelerate faster and thus shorten the braking distance overall.

For optimum utilization of the coefficient of friction between the road surface and the tire

to ensure the ABS (anti-lock braking system) has the task during the braking process Keep wheel speed close to the slip limit. This is to ensure that the maximum possible delay is achieved and the vehicle can simultaneously follow the driver's steering commands. The ABS is essentially influenced by the following factors:

Tires: The maximum achievable deceleration is proportional to the "grip" of the tire

Compressed air system: The pressure gradient for the assembly and disassembly of the brake cylinder pressure has a great influence on the control behavior, as well as short reaction times in the transition from pressure to hold and pressure build-up or degradation processes.

Wheel brake: The wheel brake influences the ABS control by the clamping force or

Brake torque gradients when operating and releasing the brake. It is for that

Control behavior advantageous if the cylinder stroke demand of the brake is as low as possible.

Suspension: The suspension is ideally designed so that the normal force of the tire on the road surface is subject to as few variations as possible. Hereby, e.g. a strong damping and the smallest possible unsprung masses positive.

The clamping force of a pneumatic disc brake is by the mechanical

Translation of the cylinder force generated. This relationship can be represented by the following formula:

F "= F" x i x η

Apply Zyl '

Here, i is the mechanical translation and η the mechanical efficiency of

Application mechanism.

The power output of a conventional pneumatic brake cylinder 16 as

Diaphragm brake cylinder depends on the cylinder stroke, which is usually 64 mm for disc brakes. The cylinder force decreases from a certain stroke and thus inevitably also the clamping force. This can be compensated to a limited extent by a progressive course of the mechanical translation. In FIGS. 2 and 3 this becomes

Connection shown graphically. FIG. 2 shows a graphical representation of gear ratios 20, 20a as a gear ratio i over a cylinder stroke xp. FIG. 3 is a graph showing force courses of a diaphragm cylinder at various stages. FIG

This is a cylinder force F _zy , plotted on the cylinder stroke xp.

It is therefore to be expected that a caliper with a lower rigidity (= higher lifting requirement) has a lower braking torque or a slower braking torque build-up than a caliper with a lower deformation. This results in the

Need to change the geometry of the saddle so that it has an increased rigidity.

Due to the greater rigidity of the saddle, the radial space can be better utilized. Thus, the saddle, when deformed less, can be approximated closer to the envelope contour. Advantageously, thus, the brake disc can be increased in diameter at the same rim diameter. Due to the resulting radially further outward point or point of action for the brake pads on the brake disc a higher braking torque is generated at the same braking force or clamping force. From an increased braking torque results in a shorter braking distance. Due to the larger radius of the resulting feed force also results in a larger braking torque.

In one embodiment, the seat back has a Z-profile cross-section. in the

Compared to a saddle back in the form of a double T-beam (I-profile cross-section) results in the Z-profile a lower tilt angle of the brake on the back and thus a very good radial wear behavior.

The already described in an embodiment in Fig. 1 use of a

Forward-looking sensors and additionally or alternatively with a driver assistance system and their connection to the brake control can be used to adjust the clearance depending on the situation or at least in advance of an expected brake application, leads to a faster response of the brake to the braking request.

The translation curve 20 in Fig. 2 represents a constant translation, whereas the translation curve 20a is associated with a progressive translation.

It can be clearly seen from FIG. 3 that with a maximum cylinder stroke xp of approximately 64-65 mm, the cylinder force F _zy i decreases (also at different pressures). From Fig. 2 is in this maximum cylinder stroke xp of about 64-65 mm recognizable that the progressive

Translation curve 20a takes a much higher value than the constant

Translation curve 20. Furthermore, Fig. 2 it can be seen that at a smaller

Cylinder stroke xp, e.g. at 35-40 mm, the constant translation curve 20 is above the progressive translation curve 20a.

In tests, the influence of a reduced caliper stiffness on the

Braking torque examined. Here, a series brake was modified so that the caliper has a higher deformation. The effects on braking torque were examined on a dynamometer in the performance test.

For the two series of measurements in which a braking torque curve was investigated as a function of the cylinder pressure applied, the same setting was made for the

Pressure gradient used. The wheel temperature at the beginning of braking was 100 ° C in all measurements.

The test result confirms the assumptions made before the experiment. It has been found that the maximum braking torque of the modified brake is about 3.4 kNm (~ 1 1%) lower than the standard caliper. In addition, it can be seen that the gradient (braking torque / pressure) from about 5 bar cylinder pressure is flatter in the modified brake. The reason for this is that the saddle deformation has an increasing influence above a certain application force level.

In a next step, a further series of experiments was carried out with the aim of exploiting the maximum performance potential of the disc brake. For that was one

Prototype saddle manufactured with a significantly higher rigidity than the standard saddle and compared with this in a so-called SMP performance test.

The following parameters were changed to increase performance:

Belagreibwert

lining thickness

Thickness of the brake disc

Clearance between brake pad and brake disc

The comparative performance test was run with the following configurations: a) Series brake with standard lining and disc

b) Series brake with high friction coefficient and standard pulley

c) Modified high rigidity, high friction pad friction brake The result is shown in Figures 4-4b. Fig. 4 shows a braking torque MB over the time t. In FIG. 4a, a brake pressure pB is plotted over the same time scale, and in FIG. 4b the cylinder stroke xp is plotted over the same time scale.

In FIGS. 4-4b, a series brake is represented by the graph 22, respectively. The graphs 23 designate the curve of a series brake with increased coating friction coefficient. Graphs 24 show the curves of a brake with a stiffened caliper and with a raised brake caliper

Belagreibwert shown.

As expected, the result shows significant differences in the performance of the individual

Subjects in Figures 4-4b. The effects of the individual measures can be completely resolved, as shown in FIG. 5 in a graph of braking torques with influencing factors.

In Fig. 5, the braking torque MB is plotted against the time t. The curve 22 designates the series brake, the curve 23 the series brake with increased coating friction coefficient, and the curve 24 the brake with a stiffened brake caliper and with increased pad friction coefficient.

The following influencing factors are marked by the reference symbols 25, 26 and 27: 25 denotes the influencing factor of the clearance reduction,

26 denotes the influencing factor of the stiffness (here of the caliper),

27 designates the influencing factor of the lining friction coefficient.

Compared to the standard configuration, the modified brake achieves a braking distance that is 5 m shorter at a cylinder pressure of 10 bar with a high lining friction coefficient. Since this is a Schwungmassenprüfstandsversuch, no ABS control takes place. These influences are therefore not taken into account here and will be examined in a subsequent vehicle test. To achieve an optimization of the ABS control behavior are as high as possible

To strive for pressure gradients for assembly and disassembly of the pressure. Possible measures for this are a higher system pressure, as well as enlarged line and valve cross sections. A positive Effect is also achieved by reducing the filling volume (lines and brake cylinder).

Based on these considerations, a simulation model was set up in which the pressure control module 14 and the pressure control valve 15 are as close to the brake as possible in or on the brake

Brake cylinder 16 are integrated. For the simulation model, the cylinder stroke xp was also reduced by 50% compared to a conventional series brake and a higher coefficient of friction was applied for the brake lining. 6 shows the results of the simulation comparison for the towing vehicle 3 between a brake 22a with a series configuration and an optimized brake 23a, 24a with two different cylinder sizes. In this case, the left side of Fig. 6 refers to the brake application and the right side of the release of the brake. From top to bottom, the following sizes are plotted on the same time scale:

Chamber pressure pbch, braking torque MB, clamping force Fcal, cylinder stroke xp

Due to the higher coating friction coefficient, the prototype of the optimized brake 23a, 24a requires less application force F _ca i in order to achieve the same braking torque M _B as the series configuration 22a. As a result, the cylinder diameter can be reduced, which also has a positive influence on the Bremskammerfüllzeit. In combination with the significantly increased saddle stiffness of the prototype of the optimized brake 23a, 24a, the cylinder pressure or chamber pressure p _bCh , depending on the piston diameter, reduced by about 1, 5 and 3.5 bar. Fig. 7 is constructed as Fig. 6 and shows the simulation comparison of the trailer 4 as

Semitrailer. In addition to the modifications made in the towing vehicle 3, the system pressure was increased from 8.5 bar to 12.5 bar and each wheel unit 7a provided with an ABS sensor device 18 and pressure control channel. In addition to the effects described for the towing vehicle 3, the structure of the braking torque MB shows a significant influence due to the higher system pressure. The maximum braking torque MB is reached about 100 ms earlier than with a system pressure of 8.5 bar, which is shown for example by the curve 24b. In order to merge the partial results from the preliminary tests and the simulations, a comparison test was carried out in the vehicle. For this, the delay values, or the braking distances of two semitrailer - one with original configuration of the brake system and one with the modifications described above - compared.

The internal mechanics, e.g. the components of the application mechanism, the disc brake 10 have not been considered in the above description. They can of course be stiffened compared to the standard brake.

A stiffening of the caliper and the internal mechanism is e.g. by a suitable choice of materials, temperature treatment, shape, stiffening ribs possible.

By the embodiments described above, the invention is not limited, but modifiable within the scope of the appended claims.

For example, it is conceivable that instead of air, a gaseous medium with a lower compressibility than air is used.

reference numeral

1 disc brake system

1 a towing vehicle brake

1 b trailer brake

2 vehicle

3 towing vehicle

4 pendants

5, 5a tractor axle

6, 6a, 6b trailer axle

7, 7a wheel unit

8 wheel

9 Vehicle brake control unit

10 disc brake

1 1 trailer brake control unit

12 trailer air storage

13 compressed air line

14 pressure control module

15 pressure control valve

16 brake cylinders

17 brake electronics

18 sensor device

19 vehicle control unit

20, 20a Translation curve

21 Force progression

22, 22a graph series brake

23, 23a; 24, 24a, 24b Graph brake

25, 26, 27 influencing factor

I gear ratio

F force

M _B braking torque

Pbch chamber pressure p cylinder stroke

Claims

claims

1 . A pneumatic disc brake system (1) for a vehicle (2), comprising at least: a number of vehicle axles (5, 5a; 7, 7a, 7b), each end of which is provided with a wheel unit (7); at least one brake control unit (9, 11); wherein each wheel unit (7) comprises at least one wheel (8), a disc brake (10), a brake cylinder (16) and a sensor device (18), each wheel unit (7) further comprising a pressure control module (14), a pressure control valve (15) and a brake electronics (17), characterized in that e) the respective pressure control module (14) is arranged close to the wheel, wherein the respective

Pressure control module (14) and the respective pressure control valve (15) in the immediate vicinity of the respective brake cylinder (16) arranged or in the respective brake cylinder (16) are arranged integrated.

2. Disc brake system (1) according to claim 1, characterized in that the

Vehicle (2) is a commercial vehicle, in particular a commercial vehicle consisting of a towing vehicle (3) and a trailer (4).

Disc brake system (1) according to claim 2, characterized in that each vehicle axle (5, 5a; 7, 7a, 7b) and / or each wheel unit (7) is formed by means of the sensor device (18) sensed and / or using the pressure control module (14) and / or the pressure control valve (15) of the wheel unit (7) to be controlled. 4. Disc brake system (1) according to one of the preceding claims, characterized

characterized in that the disc brakes (10) a right side of the vehicle (2) mirror-inverted to an imaginary longitudinal axis of the vehicle (2) of the left side of the vehicle (2) are formed.

Disc brake system (1) according to one of the preceding claims, characterized

in that all disc brakes (10) on one side of the vehicle (2) have the same construction.

Disc brake system (1) according to one of the preceding claims, characterized in that a pressure of the compressed air of the pneumatic

Disc brake system (1) is at least partially 12.5 bar.

Disc brake system (1) according to one of the preceding claims, characterized in that a cross section of a supply line to the

Pressure control valve (15) or the pressure control valves (15) has a diameter of at least 12mm and / or at a distance of less than 5 cm next to the pressure control valve (15) a pressure bubble is arranged.

Disc brake (10) of a disc brake system according to one of the preceding claims, characterized in that the disc brake (10) has a stiffened brake caliper.

Disc brake (10) according to claim 8, characterized in that the cross section of the saddle has a Z-profile.