WO2018153527A1 - Système de freinage pour un véhicule automobile et procédé pour faire fonctionner un système de freinage - Google Patents

Système de freinage pour un véhicule automobile et procédé pour faire fonctionner un système de freinage Download PDF

Info

Publication number
WO2018153527A1
WO2018153527A1 PCT/EP2017/081874 EP2017081874W WO2018153527A1 WO 2018153527 A1 WO2018153527 A1 WO 2018153527A1 EP 2017081874 W EP2017081874 W EP 2017081874W WO 2018153527 A1 WO2018153527 A1 WO 2018153527A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
valve
pressure source
brake pressure
inlet
Prior art date
Application number
PCT/EP2017/081874
Other languages
German (de)
English (en)
Inventor
Tobias Brok
Herbert Ernst
Original Assignee
Audi Ag
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 Audi Ag filed Critical Audi Ag
Publication of WO2018153527A1 publication Critical patent/WO2018153527A1/fr

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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input

Definitions

  • the invention relates to a brake system for a motor vehicle, having a brake pressure source and at least one wheel brake, which can be acted upon by a brake pressure provided by the brake pressure source, wherein the wheel brake to an inlet valve and fluidically parallel to the inlet valve to an exhaust valve and via the inlet valve to an isolation valve fluidically connected.
  • the invention further relates to a method for operating a brake system.
  • the braking system is used to decelerate the motor vehicle, so far as providing a force acting on at least one wheel of the motor vehicle braking force.
  • the braking force is applied to the wheel by means of the wheel brake.
  • the brake system preferably has a wheel brake for a plurality of these wheels or all of these wheels, to which the actual brake pressure can be applied.
  • the braking system is insofar as a service brake of the motor vehicle before or at least forms part of the service brake.
  • the brake system has, for example, a master brake cylinder in which a main brake piston is displaceably arranged.
  • the master brake piston defines together with the master cylinder a Bremsflu- idvolumen, which is variable, with its size depends on the position of the master brake piston.
  • the master brake piston is coupled to an operating element, which is present for example as a brake pedal.
  • a driver of the motor vehicle to set a desired braking force, which is hereinafter referred to as default brake force and is preferably in fixed connection with a default brake pressure.
  • the brake system is preferably present as an electro-hydraulic brake system.
  • the brake fluid present in the brake fluid volume does not directly provide the actual brake pressure applied to the wheel brake during an actuation of the operating element or at most provides a part thereof. Rather, it is provided to determine a setpoint brake pressure upon actuation of the control element, which may be provided by means of at least one sensor, which the control element and / or the master brake piston and / or the master cylinder and / or a simulator cylinder, on which a simulator piston displaceable is arranged, is assigned.
  • the sensor can be designed, for example, as a displacement sensor or as a pressure sensor.
  • the operating distance of the operating element is determined by means of the sensor, by which the operating element is displaced during its actuation.
  • the present in the master cylinder pressure can be determined by means of the sensor.
  • the setpoint brake pressure is subsequently determined from the variables measured with the aid of the sensor, for example the travel and / or the pressure. Subsequently, an actual brake pressure is applied or set at the wheel brake, which corresponds to the desired brake pressure.
  • the actual brake pressure is thereby provided by the brake pressure source, which is present for example in the form of a pump, in particular an electrically operated pump.
  • the brake fluid volume is not or at least not directly connected or flow-connected to the wheel brake.
  • this is Master brake cylinder preferably assigned an - optional - brake power simulator. This has the simulator piston, which is arranged to be displaceable in a simulator cylinder and is supported by a spring element on a wall of the simulator cylinder and insofar spring-loaded.
  • the simulator piston together with the simulator cylinder limits a simulator fluid volume, which is variable analogously to the brake fluid volume, the size of the simulator fluid volume depending on the position of the simulator piston.
  • the simulator fluid volume is fluidly connected to the brake fluid volume.
  • the brake fluid volume is reduced and brake fluid present in the brake fluid volume is supplied to the simulator fluid volume. Accordingly, the Simulatorfluidvolumen increases, whereby the simulator piston is deflected against the spring force.
  • the driver receives a haptic feedback via the operating element, which essentially depends on the deflection of the operating element from its starting position or rest position.
  • the brake system in addition to the brake pressure source has a further brake pressure source and the isolation valve is designed as a directional control valve with at least two inlet ports and an outlet port, wherein the brake pressure source and the further brake pressure source respectively to one of the inlet ports of the isolation valve and the inlet valve to the outlet port the separating valve are connected fluidically.
  • the wheel brake are associated with the inlet valve, the outlet valve and the separating valve in terms of flow.
  • the inlet valve and the outlet valve are each connected on the one hand to the wheel brake fluidly.
  • the inlet valve is connected on its side facing away from the wheel brake fluidly connected to the isolation valve, thus thus to an output side of the isolation valve.
  • the wheel brake fluidically remote input side of the isolation valve is preferably fluidically connected to the master cylinder or the Bremsflu- idvolumen and / or the brake pressure source.
  • the side facing away from the wheel brake of the exhaust valve is preferred fluidly connected to a reservoir and / or the master cylinder and / or the brake pressure source.
  • the separating valve and the inlet valve are opened so that brake fluid can flow from the master brake cylinder and / or the brake pressure source in the direction of the wheel brake.
  • the intake valve and / or the isolation valve can be closed when the exhaust valve is closed. Accordingly, the actual brake pressure of the wheel brake is kept constant.
  • the exhaust valve is opened. About this, the wheel brake previously supplied brake fluid in the direction of the reservoir, the master cylinder and / or the brake pressure source to flow.
  • the brake system has the additional brake pressure source.
  • the brake pressure source and the further brake pressure source can be of the same type, that is, for example, both are present as an automatic brake pressure source, preferably as a pump, in particular as an electrically operated pump.
  • the brake pressure source and the further brake pressure source are configured identically, in particular they have the same rated power and / or the same delivery rate and / or the same delivery pressure.
  • the brake system is designed to be completely redundant and the additional brake pressure source can take over the function of the brake pressure source completely and vice versa.
  • the further brake pressure source is designed to be larger or smaller than the brake pressure source, that is to say in particular a corresponding rated power, has a corresponding delivery rate and / or a corresponding delivery pressure.
  • this is designed only for emergency operation of the brake system, in which, although a safe stop of the motor vehicle is always guaranteed, however, for example, a more extensive functionality of the brake system is not maintained.
  • the isolation valve is designed as a directional control valve, for example as a 3/2-way valve. At least the isolation valve has both inlet ports and outlet port.
  • Each of the brake pressure sources, so the brake pressure source and the further brake pressure source is now connected separately to one of the inlet ports.
  • the brake pressure source is therefore connected separately from the further brake pressure source, in particular only, to a first of the inlet connections and the further brake pressure source separately from the brake pressure source, in particular only, to a second one of the inlet connections.
  • the fluidic connections of the brake pressure source and the further brake pressure source with the separating valve are configured completely separated from one another in terms of flow technology.
  • the flow connection between the brake pressure source and the separating valve is therefore completely separate from the flow connection between the further brake pressure source and the separating valve.
  • this also applies regardless of the position of the separating valve, that is, regardless of whether the separating valve, the brake pressure source or the further brake pressure source with its outlet port and thus the inlet valve in flow communication.
  • the flow connection between the outlet port of the isolation valve and the inlet valve is preferably permanently present.
  • a further embodiment of the invention provides that in a first switching position, the directional control valve connects the brake pressure source to the inlet valve and separates the further brake pressure source from the inlet valve and, in a second switching position, fluidically separates the brake pressure source from the inlet valve and connects the further brake pressure source to the inlet valve ,
  • the two switching positions represent the only switching positions of the isolation valve. Accordingly, only either the brake pressure source or the further brake pressure source, but not both simultaneously, can be fluidly connected to the inlet valve by means of the isolation valve.
  • a further preferred embodiment of the invention provides that, in a third switching position, the directional control valve separates both the brake pressure source and the further brake pressure source in terms of flow from the inlet valve. In the third switching position, therefore, both the brake pressure source and the further brake pressure source are separated from the inlet valve and correspondingly from the wheel brake.
  • the third switching position serves, for example, to hold the present in the wheel brake actual brake pressure.
  • a fourth shift position may be provided, in which both the brake pressure source and the further brake pressure source are fluidically connected to the inlet valve in terms of flow.
  • the two brake pressure sources are so far fluidly coupled in parallel with the inlet valve. Accordingly, for example, the two brake pressure sources can be operated in parallel to provide the actual brake pressure at the wheel brake. This can be provided, for example, if an extremely fast increase in the actual brake pressure is to be undertaken.
  • a further preferred embodiment of the invention provides that fluidically parallel to the directional control valve, a control valve is connected to the inlet valve, which is connected on its side facing away from the inlet valve to a brake fluid volume of a Hauptbremszyiinder of the brake system. The control valve is used for selectively establishing or interrupting a flow connection between the master cylinder and the inlet valve.
  • control valve In terms of flow, the control valve is located parallel to the directional control valve or, in terms of flow, is connected to the inlet valve parallel to it. This means that both the outlet side of the directional control valve and the outlet side of the control valve are each connected to the inlet valve.
  • the inlet side of the directional control valve is connected to the brake pressure source or the further brake pressure source, whereas the inlet side of the control valve is connected to the master brake cylinder.
  • the control valve preferably has two switching positions, namely a first switching position and a second switching position. In the first switching position, the flow connection between the master cylinder and the inlet valve is made, whereas it is interrupted in the second switching position.
  • the further brake pressure source is of the same type as the brake pressure source.
  • the two brake pressure sources are each designed as a pump, in particular as an electrically operated or operable pump.
  • the brake pressure sources are available as automatic brake pressure sources.
  • a further embodiment of the invention provides that the brake pressure source and the further brake pressure source are each provided as bidirectional, in particular dere a pump piston displaced in a pump cylinder having, present pump.
  • the bidirectional pump is a pump to understand, by means of which brake fluid can be promoted both in the direction of the wheel and the wheel brake.
  • the pump can both supply and remove brake fluid from the wheel brake, depending on which direction the pump is operated in.
  • the pump for this purpose has the pump cylinder and the pump piston, which is displaceable on the pump cylinder, in particular linearly displaceable.
  • the pump can be designed such that brake fluid is supplied during a displacement of the pump piston in a first direction of the wheel brake, while it is removed during a displacement of the pump piston in a direction opposite to the first direction of the second brake fluid.
  • the pump piston can be displaced either in the first direction or in the second direction by means of a corresponding drive.
  • the wheel brake is configured as the first wheel brake, the inlet valve as the first inlet valve, the outlet valve as the first outlet valve and the isolation valve as the first separation valve, and a second wheel brake is provided with that provided by the brake pressure source Brake pressure can be acted upon and fluidly connected to a second inlet valve and fluidically parallel to the second inlet valve to a second outlet valve and via the second inlet valve to a second isolation valve fluidly.
  • the first wheel brake and the second wheel brake may be assigned to wheels of the same wheel axle or wheels of different wheel axles. If they are assigned to wheels of different wheel axles, then particularly Preferably provided a diagonal assignment, ie to wheels which are arranged with respect to a vehicle longitudinal axis on opposite sides.
  • a diagonal assignment ie to wheels which are arranged with respect to a vehicle longitudinal axis on opposite sides.
  • the second intake valve, the second exhaust valve and the second isolation valve what has been said above for the intake valve, the exhaust valve and the isolation valve is analogous.
  • the valves are each designed identical to one another.
  • a further embodiment of the invention provides that the second separating valve is configured as a directional control valve with an inlet connection and an outlet connection, the brake pressure source being connected to the inlet connection and the second inlet valve being connected to the outlet connection in terms of flow. Again, therefore, an analogous configuration to the first isolation valve is provided.
  • the second separating valve has a further inlet port, which is connected to the further brake pressure source.
  • the second isolation valve is connected to both the brake pressure source and the further brake pressure source.
  • the second isolation valve is connected either only to the brake pressure source or only to the additional brake pressure source.
  • the invention further relates to a method for operating a brake system for a motor vehicle, in particular a brake system according to the preceding embodiments, wherein the brake system has a brake pressure source and at least one wheel brake which can be acted upon by a brake pressure provided by the brake pressure source, wherein the Wheel brake to an inlet valve and fluidic connected in parallel to the inlet valve to an outlet valve and via the inlet valve to a separating valve fluidly.
  • the brake system in addition to the brake pressure source has a further brake pressure source and the isolation valve is designed as a directional control valve with at least two inlet ports and an outlet port, the brake pressure source and the further brake pressure source respectively to one of the inlet ports of the isolation valve and the Inlet valve are fluidly connected to the outlet port of the isolation valve.
  • FIG. 1 a schematic representation of a brake system for a motor vehicle.
  • the figure shows a schematic representation of a brake system 1 for a motor vehicle, which has a master cylinder 2, a brake force simulator 3, a brake pressure source 4 and wheel brakes 5, 6, 7 and 8.
  • the number of wheel brakes 5, 6, 7 and 8 is of course arbitrary. In the embodiment shown here four wheel brakes 5, 6, 7 and 8 are provided, but it may also be a higher or lower number Wheel brakes exist.
  • the wheel brakes are 5 and 7 wheels of a first wheel axle, in particular a front axle, and the wheel brakes 6 and 8 wheels of a second wheel axle, in particular a rear axle of the motor vehicle assigned.
  • the master cylinder 2 is associated with a control element 9, which is designed here as a brake pedal.
  • the operating element 9 is coupled to a master brake piston 10, for example via a lever connection.
  • the master brake piston 10 is arranged displaceably in the master brake cylinder 2.
  • a further brake piston 1 1 is arranged in the master cylinder 2. This is optional.
  • the master brake piston 10 includes a brake fluid volume 12 together with the master brake cylinder 2. This is fluidly connected to a simulator fluid volume 13 of the braking force simulator 3.
  • the simulator fluid volume 13 is limited by a simulator piston 14 together with a simulator cylinder 15, in which the simulator piston 14 is arranged to be displaceable.
  • the simulator piston 14 is preferably spring-loaded by means of at least one spring element 16.
  • the spring element 16 causes a spring force on the simulator piston 14, which is opposite to an enlargement of the Simulatorfluidvolumens 13.
  • the master brake cylinder 2 and / or the control element 9 is associated with a sensor, not shown here, by means of which, upon actuation of the control element 9, a desired brake pressure is determined. Subsequently, a generated by means of the brake pressure source 4 actual braking pressure is applied to the at least one wheel brake 5, 6, 7 and 8, which corresponds to the target brake pressure.
  • the brake pressure source 4 is here preferably designed as a pump, Wel- che is driven by an electric motor 17 and is driven.
  • a switching valve 18 is arranged between the brake fluid volume 12 and the simulator fluid volume 13. Fluidically parallel to the switching valve 18, a check valve 19 is arranged.
  • the check valve 19 is designed such that it opens in the direction of the wheel brake 5, 6, 7 or 8, that is, allows a flow from the simulator fluid volume 13, but prevents flow into the simulator fluid volume 13.
  • the wheel brakes 5 and 6 are referred to below as the first wheel brakes 5 and 6, intake valves 20 and 21 first intake valves, exhaust valves 22 and 23 as first exhaust valves, a separating valve 24 as the first separating valve and a control valve 25 are referred to as the first control valve 25.
  • the wheel brakes 7 and 8 are referred to as second wheel brakes, inlet valves 26 and 27 being present as second intake valves, exhaust valves 28 and 29 as second exhaust valves, an isolation valve 30 as a second isolation valve, and a control valve 31 as a second control valve.
  • the second valves 26, 27, 28, 29, 30 and 31 are each configured analogously to the corresponding first valve 20, 21, 22, 23, 24 and 25, respectively. Accordingly, only the first valves 20, 21, 22, 23, 24 and 25 will be described in more detail below and reference is made to the corresponding embodiments for the second valves 26, 27, 28, 29, 30 and 31.
  • first inlet valves 20 and 21 on the one hand, namely on their side facing away from the wheel brakes 5 and 6, each flow both to the first separating valve 24 and to the first control valve 25 strömungsstech- are connected.
  • the first inlet valve 20 On its side facing away from the separating valve 24 and the control valve 25, the first inlet valve 20 is connected to the wheel brake 5 and the inlet valve 20 to the wheel brake 6.
  • the corresponding outlet valve 20 or 23 is connected to the respective wheel brake 5 and 6, respectively.
  • the respective outlet valve 22 or 23 On its side facing away from the wheel brake 5 or 6, the respective outlet valve 22 or 23 is fluidically connected, for example, to a storage tank 32. Additionally or alternatively, a flow connection to the master cylinder 2 and / or the brake power simulator 3 may be provided.
  • the separating valve 24 is connected to the brake pressure source 4 on its side facing away from the wheel brakes 5 and 6.
  • the control valve 25, however, is fluidically connected on its side facing away from the wheel brakes 5 and 6 to the master cylinder 2 and / or the brake power simulator 3.
  • the brake system 1 now has, in addition to the brake pressure source 4, a further brake pressure source 33, which is preferably designed analogously to the brake pressure source 4, in particular identical to this. Accordingly, the further brake pressure source 33 has a further electric motor 34 for its drive.
  • the separating valve 24 is now designed as a directional control valve, in particular as a 3/2-way valve. Both the brake pressure source 4 and the further brake pressure source 33 are connected on the input side to the first isolation valve 24.
  • the separating valve 24 On the output side, the separating valve 24, as already indicated above, connected to the intake valves 20 and 21.
  • the separating valve 24 now has, for example, a first switching position in which it fluidically connects the brake pressure source 4 with the inlet valves 20 and 21 and separates the further brake pressure source 33 from the inlet valves 20 and 21.
  • a second switching position of the separating valve 24 provision may be made for the brake pressure source 4 to be fluidly separated from the inlet valves 20 and 21 and for the further brake pressure source 33 to be connected to them.
  • a third switching position of the separating valve may be provided, in which both the brake pressure source 4 and the further brake pressure source 33 are fluidically separated from the inlet valves 20 and 21.
  • a fourth shift position which may be provided in addition to or as an alternative to the third shift position, it is provided, however, that both the brake pressure source 4 and the further brake pressure source 33 are flow-connected to the intake valves 20 and 21.

Landscapes

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

Abstract

L'invention concerne un système de freinage (1) pour un véhicule automobile, comprenant une source de pression de freinage (4) et au moins un frein de roue (5, 6, 7, 8), qui peut être soumis à une force de pression fournie par la source de pression de freinage (4), le frein de roue (5, 6, 7, 8) étant raccordé fluidiquement à une vanne d'admission (20, 21) et, fluidiquement en parallèle à la vanne d'admission (20, 21), à une vanne d'échappement (22, 23) et, par l'intermédiaire de la vanne d'admission (20, 21) à une vanne de séparation (24). Selon l'invention, le système de freinage (1) comporte en plus de la source de pression de freinage (4) une autre source de pression de freinage (33) et la vanne de séparation (24) est conçue sous forme d'un distributeur comportant au moins deux raccords d'entrée et un raccord de sortie, la source de pression de freinage (4) et l'autre source de pression de freinage (33) étant respectivement raccordées fluidiquement à l'un des raccords d'entrée de la vanne de séparation (24) et la vanne d'admission (20, 21) est raccordée fluidiquement au raccord de sortie de la vanne de séparation (24).
PCT/EP2017/081874 2017-02-21 2017-12-07 Système de freinage pour un véhicule automobile et procédé pour faire fonctionner un système de freinage WO2018153527A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017202804.1A DE102017202804A1 (de) 2017-02-21 2017-02-21 Bremssystem für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Bremssystems
DE102017202804.1 2017-02-21

Publications (1)

Publication Number Publication Date
WO2018153527A1 true WO2018153527A1 (fr) 2018-08-30

Family

ID=60582613

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/081874 WO2018153527A1 (fr) 2017-02-21 2017-12-07 Système de freinage pour un véhicule automobile et procédé pour faire fonctionner un système de freinage

Country Status (2)

Country Link
DE (1) DE102017202804A1 (fr)
WO (1) WO2018153527A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200207321A1 (en) * 2018-12-28 2020-07-02 Zf Active Safety Gmbh Hydraulic motor vehicle brake system and method for operating same

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0157309A2 (fr) * 1984-04-02 1985-10-09 Robert Bosch Gmbh Procédé de surveillance pour un système de freinage
EP0265623A2 (fr) * 1986-09-04 1988-05-04 Sumitomo Electric Industries, Ltd. Appareil de contrôle de freinage pour véhicules
EP0280740A1 (fr) * 1986-08-30 1988-09-07 Sumitomo Electric Industries Limited Systeme de regulation de la pression de freinage
DE10036286A1 (de) * 2000-07-26 2002-02-07 Bosch Gmbh Robert Hydraulische Fahrzeugbremsanlage
DE102011108297A1 (de) * 2011-07-21 2012-08-02 Daimler Ag Bremsanlage für ein Kraftfahrzeug
WO2012146461A1 (fr) * 2011-04-28 2012-11-01 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour faire fonctionner le système de freinage
DE102011122776A1 (de) * 2011-07-21 2013-01-24 Daimler Ag Bremsanlage für ein Kraftfahrzeug
WO2015032637A1 (fr) * 2013-09-09 2015-03-12 Continental Teves Ag & Co. Ohg Système de freinage d'un véhicule automobile et procédé permettant de faire fonctionner ledit système

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010020002B4 (de) 2010-05-10 2024-03-28 Zf Active Safety Gmbh Hydraulikbaugruppe für eine Fahrzeug-Bremsanlage
CN105579307B (zh) 2013-09-30 2018-01-02 日本奥托立夫日信制动器系统株式会社 车辆用制动液压控制系统
JP6338111B2 (ja) 2015-02-13 2018-06-06 ヴィオニア日信ブレーキシステムジャパン株式会社 ブレーキシステム

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0157309A2 (fr) * 1984-04-02 1985-10-09 Robert Bosch Gmbh Procédé de surveillance pour un système de freinage
EP0280740A1 (fr) * 1986-08-30 1988-09-07 Sumitomo Electric Industries Limited Systeme de regulation de la pression de freinage
EP0265623A2 (fr) * 1986-09-04 1988-05-04 Sumitomo Electric Industries, Ltd. Appareil de contrôle de freinage pour véhicules
DE10036286A1 (de) * 2000-07-26 2002-02-07 Bosch Gmbh Robert Hydraulische Fahrzeugbremsanlage
WO2012146461A1 (fr) * 2011-04-28 2012-11-01 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour faire fonctionner le système de freinage
DE102011108297A1 (de) * 2011-07-21 2012-08-02 Daimler Ag Bremsanlage für ein Kraftfahrzeug
DE102011122776A1 (de) * 2011-07-21 2013-01-24 Daimler Ag Bremsanlage für ein Kraftfahrzeug
WO2015032637A1 (fr) * 2013-09-09 2015-03-12 Continental Teves Ag & Co. Ohg Système de freinage d'un véhicule automobile et procédé permettant de faire fonctionner ledit système

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200207321A1 (en) * 2018-12-28 2020-07-02 Zf Active Safety Gmbh Hydraulic motor vehicle brake system and method for operating same
US11807201B2 (en) * 2018-12-28 2023-11-07 Zf Active Safety Gmbh Hydraulic motor vehicle brake system and method for operating same

Also Published As

Publication number Publication date
DE102017202804A1 (de) 2018-08-23

Similar Documents

Publication Publication Date Title
EP3802247B1 (fr) Système de freinage muni de deux sources de pression et procédé permettant de faire fonctionner un système de freinage muni de deux sources de pression
EP3571104B1 (fr) Système de freinage hydraulique de véhicule automobile et procédé pour faire fonctionner et contrôler celui-ci
EP3265348B1 (fr) Système de freinage pour véhicules automobiles
DE102013018072A1 (de) Elektrohydraulische Kraftfahrzeug-Bremsanlage
DE102013216314A1 (de) Bremsanlage für Kraftfahrzeuge und zugehöriges Betriebsverfahren
WO2019206642A1 (fr) Procédé pour faire fonctionner un véhicule doté d'un système de freinage électro-hydraulique et système de freinage électro-hydraulique d'un véhicule
DE102011081463A1 (de) Bremsanlage für Kraftfahrzeuge
WO2020043494A1 (fr) Système de freinage pour véhicule à moteur
EP3388299B1 (fr) Système de freinage pour un véhicule automobile ainsi que procédé de fonctionnement d'un système de freinage pour un véhicule automobile
DE102016222845B4 (de) Bremssystem für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Bremssystems
WO2018153567A1 (fr) Système de freinage pour un véhicule automobile et procédé permettant de faire fonctionner un système de freinage pour un véhicule automobile
WO2018153527A1 (fr) Système de freinage pour un véhicule automobile et procédé pour faire fonctionner un système de freinage
EP2822823B1 (fr) Procédé de fonctionnement d'un système hydraulique et système de freinage
DE102019206707A1 (de) Verfahren zur Steuerung einer elektronisch schlupfregelbaren Fremdkraftbremsanlage, insbesondere für ein pilotiert fahrendes Kraftfahrzeug und pilotiert fahrendes Kraftfahrzeug
DE102017204766A1 (de) Bremssystem für ein Kraftfahrzeug
DE102017211807A1 (de) Bremssystem mit primärer Bremsregeleinrichtung und Zusatzmodul
DE102018219411A1 (de) Bremssystem für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Bremssystems
WO2010139569A1 (fr) Installation de freinage pour véhicules automobiles
DE102018202311A1 (de) Simulator und Bremssystem
DE10304145A1 (de) Elektrohydraulische Fahrzeugbremsanlage
DE10216692B3 (de) Betätigungseinheit für eine elektrohydraulische Bremsanlage eines Kraftfahrzeugs
DE102017202729B4 (de) Bremssystem für ein Kraftfahrzeug
DE102021118994A1 (de) Verfahren zum Betreiben eines Bremssystems für ein Kraftfahrzeug, entsprechendes Bremssystem sowie Verfahren zum Betreiben eines Kraftfahrzeugs
DE102017200324B4 (de) Verfahren zum Betreiben eines Bremssystems für ein Kraftfahrzeug sowie entsprechendes Bremssystem
DE102016007503B4 (de) Bremssystem für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Bremssystems

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17809320

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 17809320

Country of ref document: EP

Kind code of ref document: A1