WO2021160297A1 - Système de freinage - Google Patents

Système de freinage Download PDF

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Publication number
WO2021160297A1
WO2021160297A1 PCT/EP2020/072282 EP2020072282W WO2021160297A1 WO 2021160297 A1 WO2021160297 A1 WO 2021160297A1 EP 2020072282 W EP2020072282 W EP 2020072282W WO 2021160297 A1 WO2021160297 A1 WO 2021160297A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
switching valve
valve
pressure
brake system
Prior art date
Application number
PCT/EP2020/072282
Other languages
German (de)
English (en)
Inventor
Heinz Leiber
Thomas Leiber
Original Assignee
Ipgate 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
Priority claimed from PCT/EP2020/053667 external-priority patent/WO2020165295A1/fr
Priority claimed from PCT/EP2020/053668 external-priority patent/WO2020165296A1/fr
Application filed by Ipgate Ag filed Critical Ipgate Ag
Priority to DE112020006701.7T priority Critical patent/DE112020006701A5/de
Publication of WO2021160297A1 publication Critical patent/WO2021160297A1/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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • the present invention relates to a hydraulic brake system with at least two brake circuits and at least one pressure supply device.
  • the requirements, especially safety requirements have a major influence on the design of a braking system and increase with the degree of automation (levels zero to five of the SAE J3016 standard) of the motor vehicle.
  • level one or higher e.g. for an adaptive cruise control
  • the braking force must be guaranteed even without the driver of a vehicle operating the brake pedal.
  • This requires at least one pressure supply device in a hydraulic brake system and a correspondingly designed electronic sensor and control unit.
  • the acceptance of defects also depends on the level of automation. In level two, individual errors are allowed if braking with at least approx. 0.3 g is possible, while in level three braking with at least approx. 0.5 g should be guaranteed in the case of individual errors.
  • level three and higher the ABS / ESP function must also be guaranteed in the event of a single fault. In general, double faults are accepted when the probability of failure based on ppm and FIT data is low.
  • the present invention relates to a brake system with two brake circuits.
  • at least the requirements of level two according to the SAE J3016 standard are met, and double errors that lead to total failure of the brake system can also be avoided and so-called dormant individual errors can be detected in good time through redundancies and diagnoses.
  • the invention relates to a brake system for a vehicle, comprising the following components: - At least two hydraulic brake circuits BK1, BK2 each with at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4;
  • At least one pressure supply device DV which is connected to a brake circuit BK1, BK2 via a hydraulic line;
  • At least one hydraulic connection between the two brake circuits BK1, BK2 which can be switched via at least two bypass switching valves BPI, BP2, whereby the bypass switching valve BPI can be switched to a second BK2 of the two brake circuits BK1, BK2 via the further bypass switching valve BP2 connected is;
  • At least one hydraulic connection switchable via at least one outlet switching valve ZAV, between at least one of the brake circuits BK1, BK2 and a reservoir VB; wherein the outlet switching valve ZAV is switchably connected via the further bypass switching valve BP2 and via the bypass switching valve BPI to a first BK1 of the two brake circuits BK1, BK2.
  • Aspect 2 Brake system according to aspect 1, wherein the pressure supply device DV via a third check valve RV3 closing towards the pressure supply device DV or via a switchable pressure supply valve PD1, as well as via the at least two bypass switching valves BPI, BP2 arranged in series with the second BK2 of the two brake circuits BK1, BK2 is connected.
  • Aspect 3 Brake system according to one of aspects 1 or 2, comprising a hydraulic brake pedal system, of which a hydraulic output is switchably coupled to at least one brake circuit BK1, BK2 via a feed switching valve FV.
  • Aspect 4 Brake system according to aspect 3, wherein the feed switching valve FV via the bypass switching valve BPI with the first BK1 of the two brake circuits BK1, BK2 and wherein the feed switching valve FV via the further bypass switching valve BP2 with the second BK2 of the two brake circuits BK1, BK2 connected is.
  • Aspect 5 Brake system according to aspect 4, where in the event of a leak in the outlet switching valve ZAV and failure of the pressure supply device DV, brake pressure can still be generated in the first BK1 of the two brake circuits BK1, BK2 via pedal actuation, with the further bypass switching valve BP2 being closed in particular.
  • Aspect 6 Brake system according to one of the preceding aspects, wherein one, two, three or four hydraulically acting wheel brakes RB1, RB2, RB3, RB4 are switchably connected to the reservoir VB only via at least one brake circuit BK1, BK2.
  • Aspect 7 Brake system according to one of the preceding aspects, the pressure being reduced in the at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4 by opening the at least one outlet switching valve ZAV.
  • Aspect 8 Brake system according to one of the preceding aspects, the pressure being reduced in the hydraulically acting wheel brake RB1, RB2, RB3, RB4 by means of pulse width modulation with respect to the opening of the associated switching valve SV1, SV2, SV3, SV4.
  • Aspect 9 Brake system according to one of the preceding aspects, with simultaneous pressure reduction in two, three or four hydraulically acting wheel brakes RB1, RB2, RB3, RB4, in particular at different output pressures, by pulse width modulations with regard to the openings of the associated two, three or four switching valves SV1, SV2, SV3, SV4 takes place.
  • Aspect 10 Brake system according to one of the preceding aspects, with one, two, three or four hydraulically acting wheel brakes RB1, RB2, RB3, RB4 each via a further outlet switching valve AVI, AV2, AV3, AV4, but not via a brake circuit BK1, BK2 are switchably connected to the reservoir VB.
  • Aspect 11 Brake system according to aspect 10, wherein the pressure can be reduced in the at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4 by opening the associated further outlet switching valve AVI, AV2, AV3, AV4.
  • Aspect 12 Brake system according to one of the previous aspects, with ABS and / or ESP control taking place via at least one switching valve SV1, SV2, SV3, SV4 and at least one of the outlet switching valves ZAV, AVI, AV2, AV3, AV4.
  • Aspect 13 Brake system according to one of the previous aspects, wherein several of the outlet switching valves ZAV, AVI, AV2, AV3, AV4 can be opened at the same time in order to set different pressure reduction gradients in the pressure reduction.
  • Aspect 14 Brake system according to one of aspects 3 to 13, the pressure being reduced in the at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4 by opening the feed switching valve FV.
  • Aspect 15 Brake system according to one of the preceding aspects, wherein the at least one pressure supply device DV comprises a double stroke piston DHK, the double stroke piston DHK being connected in such a way that it can generate pressure in at least one brake circuit BK1, BK2 both in the forward stroke and in the return stroke.
  • Aspect 16 Brake system according to aspect 15, if dependent on aspect 2, with a pressure increase in at least the first BK1 of the two brake circuits BK1, BK2 in the forward stroke of the double stroke piston DHK via the third check valve RV3 closing towards the pressure supply device DV or via the switchable pressure supply valve PD1 can.
  • Aspect 17 Brake system according to one of aspects 15 or 16, wherein a pressure increase in at least the second BK2 of the two brake circuits BK1, BK2 can take place in the return stroke via an opened or opening fourth check valve RV4.
  • FIG. 1 a shows an embodiment of the brake system according to the invention with a pressure supply device DV in a valve circuit with two central outlet switching valves ZAV, ZAV2 and a bypass switching valve BPI.
  • 1b shows an embodiment of the brake system according to the invention with a pressure supply device DV in a valve circuit with two central outlet switching valves ZAV1, ZAV2 and two bypass switching valves BPI, BP2.
  • 2a shows an embodiment according to the invention with a double stroke piston DHK with connection via a check valve RV3 in a valve circuit with two central outlet switching valves ZAV1, ZAV2 and a bypass switching valve BPI.
  • FIG. 2b shows an embodiment according to the invention with a double stroke piston DHK with connection via a check valve RV3 in a valve circuit with two central outlet switching valves ZAV1, ZAV2, a bypass switching valve BPI and two further switching valves SV2a, SV4a for the wheel brakes RB2 and RB4.
  • Fig. 2c shows an embodiment according to the invention with a double stroke piston DHK with connection via a check valve RV3 in a valve circuit with two central Outlet switching valves ZAV1, ZAV2, two bypass switching valves BPI, BP2 and four outlet switching valves AVI, AV2, AV3, AV4 on the wheel brakes RB1, RB2, RB3, RB4.
  • FIG. 3a shows an embodiment according to the invention with a double stroke piston DHK with connection via a switchable pressure supply valve PD1 in a valve circuit with two central outlet switching valves ZAV1, ZAV2 and two bypass switching valves BPI, BP2.
  • FIG. 3b shows an embodiment according to the invention with a double stroke piston DHK with connection via a switchable pressure supply valve PD1 in a valve circuit with two central outlet switching valves ZAV1, ZAV2, two bypass switching valves BPI, BP2 and a rear chamber outlet switching valve RAV.
  • 4a shows an embodiment according to the invention with a double stroke piston DHK, which is connected to the first brake circuit BK1 via a switchable pressure supply valve PD1, in a valve circuit with two central outlet switching valves ZAV1, ZAV2, two bypass switching valves BPI, BP2 and a switchable area switching valve FUV .
  • 4b shows an embodiment according to the invention with a double stroke piston DHK with connection via a switchable pressure supply valve PD1 in a further valve circuit with two central outlet switching valves ZAV1, ZAV2, two bypass switching valves BPI, BP2 and a switchable area switching valve FUV.
  • FIG. 5a shows an embodiment according to the invention with a pressure supply device DV in a valve circuit with a central outlet switching valve ZAV and two bypass switching valves BPI, BP2.
  • FIG. 5b shows an embodiment according to the invention with a pressure supply device DV in a valve circuit with a central outlet switching valve ZAV, two bypass switching valves BPI, BP2 and a rear chamber outlet switching valve RAV.
  • FIG. 5c shows an embodiment according to the invention with a pressure supply device DV in a valve circuit with a central outlet switching valve ZAV, two bypass switching valves BPI, BP2 and a rear chamber outlet switching valve RAV as well as inlet switching valves EVI, EV2, EV3, EV4 and outlet switching valves AVI, AV2, AV3, AV4 .
  • Fig. 6 shows an embodiment according to the invention of a fail-safe double-stroke piston DHK with recesses in the piston for the purpose of leak detection, Detailed description
  • a hydraulic brake system for a vehicle with at least two and preferably four wheels are described below. At least two and preferably four of these wheels have hydraulically acting wheel brakes RB1, RB2, RB3, RB4, each with a hydraulically acting wheel cylinder RZ1, RZ2, RZ3, RZ4.
  • braking takes place in that the associated hydraulically acting wheel cylinder, e.g. RZ1, is pressurized via the hydraulic brake system.
  • Hydraulically acting wheel cylinders RZ1, RZ2, RZ3, RZ4 can be understood to mean the hydraulic slave piston of the respective hydraulically acting wheel brake RB 1, RB2, RB3, RB4.
  • hydraulically acting wheel cylinders and hydraulically acting wheel brakes.
  • each of the preferably four wheel cylinders RZ1, RZ2, RZ3, RZ4 is at least one of the switching valves SV1, SV2, SV3, SV4 switchable and connected to the respective rest of the brake system in such a way that each wheel cylinder can be pressurized via the respective rest of the brake system.
  • a hydraulic line between such a switching valve SV1, SV2, SV3, SV4 and the respective rest of the brake system, ie up to the closest valve in the brake system, can be referred to as a brake circuit.
  • Each wheel cylinder is thus connected to at least one brake circuit and can, in particular, be subjected to pressure via this brake circuit.
  • Several wheel cylinders can be connected to the same brake circuit.
  • the at least one switching valve SV1, SV2, SV3, SV4, via which each of the wheel cylinders RZ1, RZ2, RZ3, RZ4 is connected to a brake circuit, is also referred to as the associated switching valve (with regard to the wheel cylinder).
  • Each of the switching valves SV1, SV2, SV3, SV4 is preferably a switchable solenoid valve. Switching valves SV1, SV2, SV3, SV4 can preferably be normally open solenoid valves for safety reasons.
  • a hydraulic connection can be switched if the connection is in can be specifically opened in both directions of flow and specifically closed in both directions of flow.
  • a solenoid valve can be switched if it can be opened in a targeted manner in both directions of flow and closed in a targeted manner in both directions of flow.
  • the brake system according to the invention preferably has at least two hydraulic brake circuits BK1, BK2 each with at least one hydraulically acting wheel brake (dual-circuit brake system), ie at least one hydraulically acting wheel cylinder, e.g. RZ1, is via a first of the hydraulic brake circuits, e.g. BK1, and at least one further Hydraulically acting wheel cylinder, for example RZ3, is connected to the rest of the brake system via a second of the hydraulic brake circuits, for example BK2.
  • the first of the hydraulic brake circuits, ie BK1, and the second brake circuit, the second of the hydraulic brake circuits, ie BK2 are meant by the first brake circuit. Distribution of the wheel brakes on vehicles with four wheels
  • BK1 can be used on the front wheels, and the other two of the hydraulically acting wheel brakes, e.g. RB3 and RB4, which are connected to the other hydraulic brake circuit , eg BK2, are connected to be assigned to the rear wheels.
  • two of the hydraulically acting wheel brakes, e.g. RB1 and RB3, which are connected to different hydraulic brake circuits can be used on the front wheels, and the other two hydraulically acting wheel brakes, e.g. RB2 and RB4, which are also connected to different hydraulic brake circuits, the rear wheels be assigned.
  • BK1 of the two hydraulic brake circuits and the other hydraulically acting wheel cylinder, e.g. RZ4, via the second, e.g. BK2, of the two hydraulic brake circuits with the hydraulic Be connected to the braking system.
  • BK2 the second hydraulic brake circuits with the hydraulic Be connected to the braking system.
  • four brake circuits, each with a hydraulically acting wheel brake RB1, RB2, RB3, RB4, would also be conceivable.
  • the two brake circuits BK1, BK2 are connected, like the embodiments in FIGS. La-b, 2a-c, 3a-b, 4a-b, 5a-c, by at least one bypass switching valve BPI.
  • the at least one bypass switching valve BPI between the two brake circuits BK1 and BK2 is referred to as the bypass switching valve BPI or as the first bypass switching valve BPI.
  • the two brake circuits BK1, BK2 can also be connected to one another via further bypass switching valves, in particular via a further bypass switching valve BP2, also called a second bypass switching valve BP2.
  • a further bypass switching valve BP2 also called a second bypass switching valve BP2.
  • the two brake circuits BK1, BK2 are preferably connected via a series connection of the bypass switching valve BPI and the further bypass Switching valve BP2 connected, the further bypass switching valve BP2 preferably being connected to the first brake circuit BK1 via the bypass switching valve BPI and the bypass switching valve BPI being connected to the second brake circuit BK2 via the further bypass switching valve BP2.
  • More complicated circuits of bypass switching valves between the two brake circuits BK1, BK2 are also conceivable (e.g. a parallel connection of the bypass switching valve BPI and the further bypass switching valve BP2). If a brake system has more than two brake circuits, two of the brake circuits must be connected by at least one additional bypass switching valve.
  • Each of the bypass switching valves BPI, BP2, ... is a switchable solenoid valve.
  • Bypass switching valves BPI, BP2, ... can preferably be normally open solenoid valves for safety reasons. If one or more wheel cylinders of a brake circuit fail, the associated switching valves and / or bypass switching valves BPI, BP2 can be closed in order to separate the failed wheel cylinders and / or the brake circuit with failed wheel cylinders from the rest of the brake system.
  • Bypass switching valves BPI, BP2 are therefore important in the safety concept of the brake system.
  • Isolation valves TV, TV2 Isolating valves can be arranged between a brake circuit and the respective bypass switching valve, via which this brake circuit is connected to other brake circuits.
  • the first brake circuit BK1 is connected to the bypass switching valve BPI via a separating valve TV.
  • a second isolating valve TV2 via which the second brake circuit BK2 is connected to the further bypass switching valve BP2.
  • Each of the isolation valves TV, TV2 is a switchable solenoid valve.
  • Isolating valves TV, TV2 can preferably be normally open solenoid valves for safety reasons.
  • a separation valve TV, TV2 can be closed in order to be able to separate a brake circuit from the rest of the brake system in the event of a fault. Isolating valves TV, TV2 can therefore increase the safety of the braking system.
  • the bypass switching valves BPI, BP2 and, if applicable, the isolating valves TV, TV2 can each be connected with their output side to the second brake circuit BK2 or to the first brake circuit BK1, so that if the valve control fails (e.g. when the power is off), the Residual pressure in the brake circuits BK1, BK2 can be opened. As a result, braking can take place via the foot actuation of the brake pedal 1 even when there is no current.
  • Each line section between one of the wheel cylinders RZ1, RZ2, RZ3, RZ4 and its associated switching valve SV1, SV2, SV3, SV4 can be connected to a storage container VB via at least one outlet switching valve AVI, AV2, AV3, AV4.
  • Such an outlet switching valve AVI, AV2, AV3, AV4 is referred to (with regard to the wheel cylinder) as an associated outlet switching valve.
  • this wheel cylinder RZ1, RZ2, RZ3, RZ4 is connected to the reservoir VB via a hydraulic line, which in particular neither the associated switching valve SV1, SV2, SV3, SV4 nor a Includes brake circuit BK1, BK2.
  • An associated outlet switching valve AVI, AV2, AV3, AV4 can be connected directly to a wheel brake RB1, RB2, RB3, RB4 in the sense that between the respective wheel cylinder RZ1, RZ2, RZ3, RZ4 and the associated outlet switching valve AVI, AV2, AV3, AV4 only one piece of line (possibly with further branches but without a dedicated throttle effect) and in particular, there is no further valve.
  • Each of these outlet switching valves AVI, AV2, AV3, AV4 is a switchable solenoid valve. Switching valves AVI, AV2, AV3, AV4 can preferably be normally closed solenoid valves for safety reasons.
  • Embodiments of the brake system can have none, one, two, three, four or more of the associated outlet switching valves AVI, AV2, AV3, AV4 on the wheel cylinders RZ1, RZ2, RZ3, RZ4.
  • each brake circuit has at least one wheel cylinder, e.g. RZ1 and RZ3, an associated outlet switching valve, e.g. AVI and AV3, with a respective return to the storage container VB, the returns per brake circuit preferably open into spatially separate chambers of the storage container VB for safety reasons.
  • a wheel cylinder RZ1, RZ2, RZ3, RZ4 has an associated outlet switching valve AVI, AV2, AV3, AV4, the associated switching valve SV1, SV2, SV3, SV4 can also be used as an associated inlet switching valve EVI, EV2, EV3, EV4 can be read.
  • Embodiments of the brake system with four associated outlet switching valves AVI, AV2, AV3, AV4 per wheel cylinder RZ1, RZ2, RZ3, RZ4 are shown, for example, in FIGS. 2c, 5c. In other embodiments according to the invention, not shown in the figures, only two wheel cylinders, e.g. RZ1 and RZ2, on the same brake circuit, e.g.
  • BK1, or only two wheel cylinders, RZ1, RZ3, on different brake circuits BK1, BK2 have associated outlet switching valves AVI, AV2 and AVI , AV3 on.
  • the two wheel cylinders with associated outlet switching valves are assigned to the drive wheels (eg front wheels with front-wheel drive).
  • Pressure reduction in the wheel cylinders RZ1, RZ2, RZ3, RZ4 can, if available, take place via the associated outlet switching valves AVI, AV2, AV3, AV4.
  • All embodiments see Fig. La-b, Fig. 2a-c, Fig. 3a-b, Fig. 4a-b, Fig. 5a-c, have at least one hydraulic connection that can be switched via at least one outlet switching valve ZAV between at least one of the Brake circuits BK1, BK2 and the reservoir VB.
  • This at least one outlet switching valve ZAV is referred to as the outlet switching valve ZAV or the first outlet switching valve ZAV and is not connected directly to a wheel cylinder RZ1, RZ2, RZ3, RZ4, but rather through further valves (e.g. switching valves SV1, SV2, SV3, SV4) with a wheel cylinder RZ1, RZ2, RZ3, RZ4 connected.
  • the first outlet switching valve ZAV is also referred to as the first central outlet switching valve ZAV.
  • the first outlet switching valve ZAV is preferably connected to the first brake circuit BK1 via the bypass switching valve BPI.
  • the first outlet switching valve ZAV is thus connected to the second brake circuit BK2, in particular and possibly via the second isolating valve TV2.
  • Each hydraulically acting wheel brake RB1, RB2, RB3, RB4 is connected to the first outlet switching valve ZAV via the associated switching valve SV1, SV2, SV3, SV4 and at least one brake circuit BK1, BK2.
  • the first outlet switching valve ZAV is designed to reduce the pressure of at least two of the hydraulically acting wheel brakes RB1, RB2, RB3, RB4.
  • a central outlet switching valve ZAV can therefore have a larger valve seat area than an associated outlet switching valve AVI, AV2, AV3, AV4.
  • Central outlet switching valves are switchable solenoid valves and can be closed when de-energized for safety reasons.
  • a central outlet switching valve ZAV that no longer seals does not lead to the failure of a wheel cylinder.
  • 5a c is switchably connected to the first brake circuit BK1 not only via the bypass switching valve BPI, but also via the further bypass switching valve BP2, more precisely via a series connection of the further bypass switching valve BP2 and the bypass switching valve BPI, whereby preferably and how already described, the further bypass switching valve BP2 is connected to the first brake circuit BK1 via the bypass switching valve BPI and wherein the bypass switching valve BPI is connected to the second brake circuit via the further bypass switching valve BP2 BK2 is connected.
  • the first outlet switching valve ZAV is therefore also switchably connected to the second brake circuit BK2, but neither via the bypass switching valve BPI nor via the further bypass switching valve BP2.
  • Brake pedal system / feed switching valve FV All embodiments according to the invention have a hydraulic brake pedal system which, for example, as in Fig. La-b, Fig. 2a-c, Fig. 3a-b, Fig. 4a-b, Fig and reservoir VB.
  • a double master cylinder unit / tandem master cylinder unit THZ (not shown in the figures) with a correspondingly designed and connected double master cylinder is also conceivable.
  • a hydraulic output of the hydraulic brake pedal system, more precisely of the single master cylinder or the double master cylinder (in short: the master cylinder) is switchably coupled to at least one brake circuit BK1, BK2 via a feed switching valve FV.
  • the feed switching valve FV is a switchable solenoid valve which, for safety reasons, can preferably be open when de-energized.
  • the feed switching valve FV is preferably connected and switchable to the first brake circuit BK1 via the bypass switching valve BPI, as in FIGS thus in particular also connected to the second brake circuit BK2.
  • the feed switching valve FV can be connected, as in FIG. La, in such a way that the main cylinder flows against it via the valve seat. On the other hand, it can also flow against the main cylinder via the outlet of the valve seat.
  • the second bypass switching valve BP2 is present in the preferred connection described above and as shown in FIGS. 1b, 2c, 3a-b, 4a-b, 5a-c, it is advantageous for safety reasons when the feed switching valve FV is also connected to the second brake circuit BK2 via the further bypass switching valve BP2.
  • a travel simulator WS can also be connected to the hydraulic output of the single master cylinder or double master cylinder (short: the master cylinder) via a switchable travel simulator separation valve 14 or without a switchable travel simulator separation valve 14. If present, the travel simulator isolating valve 14 is a switchable solenoid valve which, for safety reasons, can preferably be closed without current.
  • the travel simulator can, for example, be connected to the hydraulic output of the master cylinder, which is connected to the brake circuits BK1, BK2 via the feed switching valve FV, or to a further hydraulic output of the master cylinder.
  • the path simulator can use a slave piston, which is, for example, by foot actuation of the Brake pedal 1 can be disengaged against an arrangement of return springs, transferring a certain pedal travel force characteristic to brake pedal 1.
  • the hydraulic connection of the travel simulator WS to the master cylinder can, as shown in FIG.
  • the pedal movement can be reduced when pressure is built up via throttle Dr2 and when the path simulator WS is emptied, the throttle Dr2 can be bypassed via the check valve RV2.
  • the connection of the travel simulator WS to the master cylinder can also be implemented in a switchable manner via a travel simulator isolating valve 14.
  • This Wegsimualtortrennventil 14 can be a normally closed solenoid valve, which can be closed, for example, if the pressure supply device DV or the power supply fails. This decouples the travel simulator from the rest of the braking system. Pedal travel can thus be saved in the fall-back level, in which braking can be carried out via an open feed switching valve FV and brake pedal actuation.
  • Embodiments according to the invention have at least one electronic control unit ECU, as in FIGS different input signals (e.g. pedal position). At least one of these input signals is a pressure signal.
  • the pressure in one of the two brake circuits, for example BK2 can be measured via a pressure sensor, for example DG, on this brake circuit, for example BK2, and transferred to the electronic control unit ECU.
  • further pressures in the brake circuits, eg BK1 can be measured via further pressure sensors, eg DG2, and transferred to the ECU.
  • Further input signals preferably include: the pedal travel, which is preferably detected redundantly by two pedal travel sensors Spl, Sp2 and represents a measure for the engagement of the brake pedal 1; a force / pedal travel signal, which is detected via a force / travel sensor KWS in the piston 3 of the master cylinder to determine a force / pedal travel characteristic; a level transmitter signal, which is detected via a level sensor element 6 for determining the level of the brake fluid in the reservoir VB; a yaw angle signal, which is transmitted via a yaw angle sensor GWS for driving stability control (eg ESP interventions); eg temperature signals and other signals.
  • the pedal travel which is preferably detected redundantly by two pedal travel sensors Spl, Sp2 and represents a measure for the engagement of the brake pedal 1
  • a force / pedal travel signal which is detected via a force / travel sensor KWS in the piston 3 of the master cylinder to determine a force / pedal travel characteristic
  • a level transmitter signal which is detected via a level sensor element 6 for
  • a pressure sensor (not shown) can be installed in the master cylinder integrated, which can record the pressure in the pressure chamber (also called pressure chamber) and transmit it to the ECU.
  • a failure of the pressure chamber seal of the master cylinder can be diagnosed via the force travel sensor KWS by determining deviations from the expected force / pedal travel characteristic.
  • all solenoid valves in particular valves SV1, SV2, SV3, SV4, BPI, ZA V, FV, 14, can be switched by the electronic control unit ECU, preferably via a redundant electronic control or via a redundant coil.
  • the electronic control unit ECU can be attached to a so-called hydraulic control unit HCU and preferably connected to the on-board network of the vehicle via a connector 13, with bus communication being implemented e.g. via FlexRay or CAN or in another way can be.
  • the storage container VB can have two separate fluid chambers (for short: chambers).
  • the reservoir VB has a float 8 with a sensor target 7 in at least one fluid chamber, which, together with a level sensor element 6 on the PCB 5 of the electronic control unit ECU adjacent to the reservoir VB, can measure the level of the brake fluid in the reservoir VB almost continuously.
  • the integration of the filling level sensor element 6 in the electronic control unit ECU can reduce costs.
  • the at least one pressure supply device DV can apply pressure (brake pressure) to at least one wheel cylinder RZ1, RZ2, RZ3, RZ4 via volume delivery in at least one brake circuit BK1, BK2.
  • Embodiments according to the invention preferably have exactly one pressure supply device DV.
  • embodiments according to the invention can also have further pressure supply devices (not shown in the figures), in particular a second pressure supply device DV2, which can also generate pressure in at least one wheel cylinder RZ1, RZ2, RZ3, RZ4 via volume delivery in at least one brake circuit BK1, BK2.
  • the pressure supply device DV can be connected to at least one brake circuit BK1, BK2 via a hydraulic line, with the pressure supply device DV preferably either as in the embodiments in FIGS Third check valve RV3 closing towards the pressure supply device DV or, as in the embodiments in FIGS. 3a-b, 4a-b, 5b-c, can be connected to at least the first brake circuit BK1 via a switchable pressure supply valve PD1.
  • the pressure supply device DV can also be connected to at least the first brake circuit BK1 without a valve (ie without RV3, PD1), in particular if a check valve is already integrated in the pressure supply device DV (eg multi-piston pump).
  • pressure can take place at least in the first brake circuit BK1 via the third check valve RV3 closing towards the pressure supply device DV or the switchable pressure supply valve PD1 and also in the second brake circuit BK2 via the bypass switching valves BPI, BP2.
  • the pressure supply valve PD1 is a switchable solenoid valve.
  • the pressure supply valve PD1 can preferably be a normally closed solenoid valve.
  • Further pressure supply devices DV2, ... can also be connected to the brake circuits BK1, BK2, for example via check valves or further pressure supply valves.
  • one pressure supply device e.g.
  • DV1 can preferably be connected to the first brake circuit BK1 and only via the bypass switching valves BPI, BP2 also to the second brake circuit BK2, and a further pressure supply device, e.g. DV2, to the second brake circuit BK2 and only be connected to the first brake circuit BK1 via the bypass switching valves BPI, BP2.
  • a further pressure supply device e.g. DV2
  • each of the two brake circuits BK1, BK2 can be pressurized independently of one another.
  • Each pressure supply device DV, DV2 comprises, as a drive unit, an electric motor which, in the case of at least one pressure supply device, can preferably be designed as a brushless direct current motor. Furthermore, the electric motor of each pressure supply device can preferably have a redundant winding in at least one pressure supply device and / or can be connected to the (common) electronic control unit ECU via 2 ⁇ 3 phases.
  • Various designs can be considered as the mechanical hydraulic components of the pressure supply devices DV, DV2:
  • the pressure supply device DV can, for example, have a pump, wherein the pump can be designed as a plunger pump with a spindle drive or as a rotary pump.
  • the rotary pump in turn, can be designed as a multi-piston pump (eg as a three-piston pump) or as a gear pump be.
  • the pressure supply device DV can be connected to the first brake circuit BK1 via a check valve RV3 closing towards the pressure supply device DV.
  • the pressure supply device DV can be connected directly (ie without RV3) to the first brake circuit BK1.
  • One or more check valves can be integrated in the multi-piston pump.
  • the switchable pressure supply valve PD1 is required instead of the check valve RV3.
  • the plunger or rotary pump can be connected to the storage container VB.
  • the pressure supply device DV can also have a (simple) piston (not shown) or, as shown in FIGS. 2a-c, 3a-b, 4a-b, 5b-c, and 6, a double-stroke piston DHK which from the electric motor belonging to the pressure supply device DV and via its spindle drive, for example via a ball screw drive KGT, in the forward stroke via the third check valve RV3 closing towards the (double stroke) piston (e.g. as in the embodiments with double stroke piston DHK in Fig. 2a-c) or is connected to at least the first brake circuit BK1 via the switchable pressure supply valve PD1 (as in the embodiments with double stroke piston DHK in FIGS. 3a-b, 4a-b, 5b-c).
  • the coupling takes place as "brake-by-wire" via the redundant pedal travel sensors, the ECU and the pressure supply device DV, which, when at least one switching valve SV1, SV2, SV3, SV4 is open, the bypass valve BPI is open and the central outlet switching valve ZAV is closed, via the brake circuits BK1, BK2 can convey brake fluid volume from the reservoir VB into at least one wheel cylinder RZ1, RZ2, RZ3, RZ4 and thereby build up brake pressure.
  • the associated two, three or four switching valves SV1, SV2, SV3, SV4 can be opened simultaneously to build up pressure.
  • brake pressure can also be built up individually for each wheel and in particular when switching valves SV1, SV2, SV3, SV4 are not opened at the same time in the wheel cylinders RZ1, RZ2, RZ3, RZ4.
  • the bypass switching valve BPI can also be closed during regular braking if only the wheel cylinders RZ1, RZ2 in the first brake circuit BK1 (e.g. for the driven front wheels) are to be used for braking.
  • a Target pressure can be regulated, the pressure build-up preferably taking place without pulse width modulation.
  • the driver receives a certain pedal travel force characteristic, which can preferably always be the same as possible and independent of the brake pressures in the brake circuits BK1, BK2.
  • the combination of travel simulator WS and restoring spring RF in the “brake-by-wire” system counteracts the breakdown of the brake pedal and brings the pedal back into a defined starting position after the foot is pressed.
  • the recovery of braking energy (recuperation) in the electric traction motors can thus be decoupled from the brake pedal 1.
  • the pedal travel force characteristic is not necessarily influenced even in the non-regular case, for example in the event of a brake circuit failure.
  • the at least one central outlet switching valve ZAV and / or further central outlet switching valves ZAV2 (see below) and / or outlet switching valves AVI, AV2, AV3, AV4 belonging to the wheel cylinder can be opened to reduce pressure P ab.
  • the switching valves SV1, SV2, SV3, SV4 and / or the bypass valves BPI, BP2 can be opened completely or depending on the desired pressure reduction gradient via pulse width modulation or short stops (e.g. after a time At or after a differential pressure Dr) or in some other way.
  • the brake fluid volume can be fed back into the reservoir VB and the brake pressure can be reduced.
  • the hydraulic connection of the individual master cylinder can take place, for example, as in FIG.
  • the pressure chamber in the individual master cylinder can be sealed using a primary seal D2 and a secondary seal Dl and other redundant seals D2r (not shown), with the primary seal D2 in particular being attached in the individual master cylinder or on the piston 3 of the individual master cylinder.
  • ABS is the following: the controller signals during pressure build-P on that a wheel having a brake cylinder, for example, RZ1, pressure reduction P requires from, the pressure build up P may be stopped on the observation of the wheel or (where appropriate after such an observation period ) the brake pressure can be reduced by reducing the pressure P ab.
  • RZ1 a wheel having a brake cylinder
  • pressure reduction P requires from
  • the pressure build up P may be stopped on the observation of the wheel or (where appropriate after such an observation period ) the brake pressure can be reduced by reducing the pressure P ab.
  • the central outlet switching valve ZAV is open, different pressure reduction gradients can then be regulated, for example by PWM control of the associated switching valve, for example SV1.
  • the associated switching valve if, for example, another wheel requires pressure reduction
  • the central outlet switching valve ZAV can be closed again.
  • Two, three or four wheel cylinders can also be controlled simultaneously and individually for each wheel in the pressure reduction P from.
  • the pressure build-up P on can be controlled in one wheel cylinder, in two, three or four wheel cylinders at the same time and individually as required.
  • PWM pulse width modulation
  • Is used in one, two, three or four hydraulically acting wheel brakes RB I, RB2, RB3, RB4 pressure is reduced at least via the respective switching valves SV1, SV2, SV3, SV4, the pressure reduction then takes place at least via a brake circuit BK1, BK2.
  • Pressure reduction gradients in a typical ABS control cycle can vary greatly, for example, starting from a pressure level of 10 bar, they can be approx. 300 bar / s and, starting from a pressure level of 100 bar, can be approx. 1500 bar / s.
  • braking can also be carried out by the driver via the pressure supply device DV without the driver having to operate the pedal, with the brake pedal 1 being controlled by the then closed feed switching valve FV is hydraulically decoupled from such an intervention.
  • the “brake-by-wire” braking system according to the invention with path simulator WS, electromotive pressure supply device DV and ABS / ESP functionality can be referred to as a so-called one-box system. Due to the high degree of integration of such a one-box system, the installation space, weight and costs of the entire structural unit can be reduced and, in addition, installation, logistics and safety can be optimized.
  • the switching valves SV1, SV2, SV3, SV4 can preferably be connected via their output side to the respective wheel cylinders RZ1, RZ2, RZ3, RZ4, so that each switching valve SV1, SV2, SV3, SV4 in the event of a fault, e.g. if its electrical connection fails the pressure in the respective wheel cylinder RZ1, RZ2, RZ3, RZ4 opens itself.
  • This valve configuration makes it possible in particular to ensure that, if there is no power supply, the brake pedal 1 also hydraulically via the open feed switching valve FV the wheel cylinders RZ1, RZ2, RZ3, RZ4 can be coupled and brake pressure can be built up. If the path simulator isolating valve 14, which is closed when deenergized, is present, the path simulator WS can also be decoupled from the brake pedal 1, as a result of which, for example, approx. 40% pedal travel can be saved.
  • All solenoid valves in particular the ZAV, can each be designed as a redundant valve and / or with a redundant coil and / or with redundant control, whereby the probability of a valve failure can be reduced.
  • the valves FV, BPI, SV1, SV2, SV3, SV4 and, if present, BP2, TV, ... can be opened and the valves ZAV and, if present, the path simulator isolating valve 14 closed so that brake pressure can be built up by actuating the brake pedal.
  • the bypass valve BPI can be closed and sufficient brake pressure can be built up in the second brake circuit BK2 by pressing the brake pedal 1.
  • the failure of the electrical control of the pressure supply device DV can be classified as very unlikely, especially in the preferred versions with a (simple) multi-piston or gear pump and redundant windings with 2 x 3 phase control. Since a failure of the power supply is also unlikely, the travel simulator isolating valve 14 can be dispensed with, particularly in the case of a redundant pressure supply device DV.
  • a leak-tightness of the first central outlet switching valve ZAV can be problematic for the functionality of the brake system and therefore critical to safety. While a smaller tightness of the first central outlet switching valve ZAV can be uncritical insofar as it may be can be compensated for by increasing the volume delivery of the pressure supply device DV, the second brake circuit BK2 must be decoupled from the rest of the brake system and sufficient brake pressure must be applied via the first brake circuit BK1 in the event of a major leak, which can no longer be compensated for by increasing the volume delivery .
  • the second Brake circuit BK2 in the event of a leaky first central outlet switching valve ZAV, can only be decoupled from the rest of the brake system by closing the bypass switching valve BPI. Since this simultaneously eliminates the pressure supply via brake pedal actuation, the pressure supply device DV including the control can and must be designed to be fail-safe so that a total failure of the brake system can be prevented in the event of a double fault.
  • An example of a fail-safe pressure supply device is described below using a fail-safe double-stroke piston.
  • the brake circuits BK1, BK2, particularly in connection with the further bypass switching valve BP2 are advantageous insofar as the double fault from a leaky first central outlet switching valve ZAV and a defective pressure supply device DV can be intercepted: Can the first central outlet switching valve ZAV no longer, for example, due to a dirt particle are closed tightly and at the same time the pressure supply device DV fails, for example due to a failure of the EC motor or otherwise, the further bypass switching valve BP2 can be closed and thus the second brake circuit BK2 can be decoupled from the rest of the brake system.
  • Brake pressure can then still be generated in the first brake circuit BK1 by actuating the pedal.
  • the switchable pressure supply valve PD1 can also be closed in this case or it is preferably closed without current anyway. With a further bypass switching valve BP2, a total failure of the brake system can thus be avoided even without a fail-safe pressure supply device DV.
  • Second central outlet switching valve ZAV2 Second central outlet switching valve ZAV2
  • a further or second outlet switching valve ZAV2 can be used, which can switch at least one brake circuit with the reservoir VB, the second outlet switching valve ZAV2 preferably being connected to the first brake circuit BK1 and via the bypass switching valve BPI to the second brake circuit BK2, since each of the two brake circuits BK1, BK2 then has its own central outlet switching valve ZAV, ZAV2.
  • This second outlet switching valve ZAV2 (like the first central outlet switching valve ZAV) is not directly connected to a wheel cylinder RZ1, RZ2, RZ3, RZ4, but through further valves (e.g. switching valves SV1, SV2, SV3, SV4) to a wheel cylinder RZ1, RZ2, RZ3 , RZ4 connected. It is therefore not an outlet switching valve AVI, AV2, AV3, AV4 associated with a wheel cylinder. Instead, the second outlet switching valve ZAV2 is also referred to as the second central outlet switching valve ZAV2. For safety reasons, the two central outlet switching valves ZAV, ZAV2 can be connected via different chambers in the storage container VB.
  • the second central outlet switching valve ZAV2 can, for example, as in the embodiments in FIGS or the switchable pressure supply valve PD1, directly meaning that only one hydraulic line and no other hydraulic element (valve, throttle, etc.) is present between the second central outlet switching valve ZAV2 and the third check valve RV3 or the switchable pressure supply valve PD1.
  • first central outlet switching valve ZAV and the second central outlet switching valve ZAV2 can also be assigned to a brake circuit, eg BK2, and only be switchably connected to the other brake circuit, eg BK1, via the bypass switching valves BPI, BP2. It is also conceivable that further redundant outlet switching valves ZAVr, ZAV2r are connected in series with the first or second central outlet switching valve ZAV, ZAV2 in order to increase safety. However, the first central outlet switching valve ZAV and, if present, the second central outlet switching valve ZAV2 are not connected in series.
  • the second central outlet switching valve ZAV2 is designed (like the first central outlet switching valve ZAV) to reduce the pressure of at least two of the hydraulically acting wheel brakes RB1, RB2, RB3, RB4.
  • the second central outlet switching valve ZAV2 can therefore have a larger valve seat area compared to an associated outlet switching valve AVI, AV2, AV3, AV4.
  • the first central outlet switching valve ZAV and the second central outlet switching valve ZAV2 can be designed together to reduce the pressure of at least two of the hydraulically acting wheel brakes RB1, RB2, RB3, RB4.
  • the second central outlet switching valve ZAV2 can also be designed as a normally closed solenoid valve for safety reasons.
  • the second central outlet switching valve ZAV2 can, for example, as in the embodiments according to the invention Figs Connect the bypass switching valve BPI to the storage tank VB.
  • the third check valve RV3 closing towards the pressure supply device DV is connected to the storage container VB via the second outlet switching valve ZAV2.
  • the return from the second central outlet switching valve ZAV2 to the storage container VB can take place via the main cylinder, as in Fig be.
  • the pressure supply device DV is connected to the first brake circuit BK1 via the switchable pressure supply valve PD1, the second central outlet switching valve ZAV2, for example in the inventive embodiments Fig connect to the storage tank VB. Depressurization
  • the regulated or controllable pressure reduction P ab is important in the brake system according to the invention.
  • additional acoustic requirements are increasingly being placed on the pressure reduction.
  • ABS noises should ideally not be louder than the vehicle and tire noises.
  • the pressure reduction should be associated with as little noise as possible.
  • Pressure reduction in at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4 can take place by opening at least one of the outlet switching valves ZAV, ZAV2, AVI, AV2, AV3, AV4, with several of the outlet switching valves ZAV, ZAV2, AVI in particular for setting different pressure reduction gradients in the pressure reduction , AV2, AV3, AV4 can be opened at the same time.
  • the at least one central outlet switching valve ZAV is sufficient for the regulated pressure reduction in all four wheel cylinders RZ1, RZ2, RZ3, RZ4.
  • bypass switching valves BPI, BP2 should have large valve seat areas in relation to their respective valve seat (e.g. 2.0 mm 2 , with the switching valves SV1, SV2, SV3, SV4 valve seat areas of e.g. 0.7 mm 2 ), so that, for example, the brake circuits can be short-circuited without major back pressure losses.
  • La-b, 2a-c, 3a-b, 4a-b preferably two central outlet switching valves ZAV, ZAV2 proposed, the first central outlet switching valve ZAV with the second brake circuit BK2 and the second central outlet switching valve ZAV2 is connected to the first brake circuit BK1.
  • the two central outlet switching valves ZAV, ZAV2 prove to be particularly advantageous when they have different valve seat surfaces with regard to their valve seat.
  • the valve seat surface of the second outlet switching valve ZAV2 can be increased by a factor of at least 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, 2.9, 3.0 , 3.1, 3.2, 3.3, 3.4, 3.5, 3.6, 3.7, 3.8, 3.9 or 4.0 must be larger than the valve seat area of the first outlet switching valve ZAV.
  • the ratio of the valve seat areas of the first outlet switching valve ZAV and the second outlet switching valve ZAV2 can also be exactly the opposite:
  • the valve seat area of the first outlet switching valve ZAV can be increased by a factor of at least 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, 2.9, 3.0, 3.1, 3.2, 3.3, 3.4, 3.5, 3.6, 3.7, 3.8, 3.9 or 4.0 larger than the valve seat surface of the second outlet switching valve Be ZAV2.
  • the advantage of the different valve seat surfaces is that when the bypass switching valves BPI, BP2 are open by opening the first central outlet switching valve ZAV and / or opening the second central outlet switching valve ZAV2, three different pressure reduction gradients can be set, which result from three different effective valve seat surfaces: Actual the first central outlet switching valve ZAV is open and the second central outlet switching valve ZAV2 is closed, the effective valve seat area is the valve seat area of the first central outlet switching valve ZAV. If the first central outlet switching valve ZAV is closed and the second central outlet switching valve ZAV2 is open, the effective valve seat area is the valve seat area of the second central outlet switching valve ZAV.
  • the effective valve seat area is the sum of the valve seat area of the first central outlet switching valve ZAV and the valve seat area of the second central outlet switching valve ZAV2.
  • these three different pressure reduction gradients can significantly increase the control quality during pressure reduction and enable precise and low-noise pressure reduction, by first starting one of the three valve positions of the two central outlet switching valves based on the pressure level and the desired target pressure ZAV, ZAV2 is selected and then a fine adjustment via Pulse width modulation of the switching valves SV1, SV2, SV3, SV4 and / or bypass switching valves BPI, BP2 takes place.
  • Unwanted noises can mainly be caused by pressure fluctuations when closing solenoid valves (e.g. SV1, SV2, SV3, SV4, BPI, BP2), whereby these pressure fluctuations can depend, among other things, on the valve closing speed and the flow rate.
  • One of the three valve positions of the two central outlet switching valves ZAV, ZAV2 can be selected depending on the currently desired pressure reduction gradient so that the valve closing speed of the pulse-width-modulated solenoid valves involved and / or the flow rate through the pulse-width-modulated solenoid valves involved produce as little and / or low pressure oscillations as possible.
  • a simultaneous, precise and low-noise pressure reduction in two, three or four hydraulically acting wheel brakes RB1, RB2, RB3, RB4, in particular at different output pressures and different target pressures, by means of pulse width modulations with regard to the openings of the associated two, three or four switching valves SV1, SV2, SV3, SV4 and / or the bypass switching valves BPI, BP2 take place.
  • a change between opening combinations of the outlet switching valves ZAV, ZAV2 can be referred to as a pressure gradient switching.
  • outlet switching valves AVI, AV2, AV3, AV4 on the wheel cylinders RZ1, RZ2, RZ3, RZ4 or other central outlet switching valves e.g. a ZAV3
  • these associated outlet switching valves AVI, AV2, AV3, AV4 or the other central outlet switching valves can also be added to (or independently of) the three valve positions of the two central outlet switching valves ZAV, ZAV2 can be optionally opened or closed.
  • At least five different pressure reduction gradients can be set by opening the first outlet switching valve ZAV and / or opening the second outlet switching valve ZAV2 and / or opening combinations of further outlet switching valves AVI, AV2, AV3, AV4, ZAV3.
  • Another inventive variant of the regulated pressure reduction can also take place via further switching valves on the wheel cylinders RZ1, RZ2, RZ3, RZ4, with one, two, three or four of the hydraulically acting wheel cylinders RZ1, RZ2, RZ3, RZ4 each via a parallel connection from the associated Switching valve SV1, SV2, SV3, SV4 and another switching valve SVla, SV2a, SV3a, SV4a are connected to the brake circuits BK1, BK2.
  • a further switching valve SV2a can be arranged parallel to the switching valve SV2 on the wheel cylinder RZ2 and a further switching valve SV4a can be arranged parallel to the switching valve SV4 on the wheel cylinder RZ4.
  • Parallel switching valves SVla, SV2a, SV3a, SV4a on the wheel cylinders RZ1, RZ2, RZ3, RZ4 can be advantageous for the regulated or controllable pressure reduction, especially if the switching valve SV1, SV2, SV3, SV4 and the respective further switching valve SVla, SV2a, SV3a, SV4a have a valve seat surface which differ in relation to the respective valve seat.
  • valve seat surface of the switching valve SV1, SV2, SV3, SV4 per parallel connection can be larger by a factor of at least 2.5, 3.0, 3.5, 4.0, 4.5, 5.0, 5.5, 6.0, 6.5 than the valve seat surface of the respective further switching valve SVla, SV2a, SV3a , Be SV4a.
  • the ratio of the valve seat areas of the first switching valve SV1, SV2, SV3, SV4 and the respective further switching valve SVla, SV2a, SV3a, SV4a can also be exactly the opposite.
  • valve seat surface of the respective further switching valve SVla, SV2a, SV3a, SV4aje parallel connection can be larger by a factor of at least 2.5, 3.0, 3.5, 4.0, 4.5, 5.0, 5.5, 6.0, 6.5 than the valve seat surface of the respective switching valve SV1, Be SV2, SV3, SV4.
  • the pressure reduction in the hydraulically acting wheel brake RB 1, RB2, RB3, RB4 with parallel further switching valve SVla, SV2a, SV3a, SV4a can be achieved by opening the associated switching valve SV1, SV2, SV3, SV4 and / or opening the respective further switching valve SVla, SV2a , SV3a, SV4a.
  • At least three pressure reduction gradients can be set for each parallel connection of switching valves SV1, SV2, SV3, SV4 and further switching valves SVla, SV2a, SV3a, SV4a.
  • a simultaneous pressure reduction in two, three or four hydraulically acting wheel brakes RB1, RB2, RB3, RB4, in particular with different output pressures and different target pressures, can be achieved by pulse width modulations with regard to the openings of the associated two, three or four switching valves SV1, SV2, SV3, SV4 and / or the further switching valves SVla, SV2a, SV3a, SV4a and / or pulse width modulation of the bypass switching valves BPI, BP2.
  • switching valves SV1, SV2, SV3, SV4 and further parallel switching valves SVla, SV2a, SV3a, SV4a pressure can be regulated even without pulse width modulation and, in particular, reduced with little noise.
  • the smaller valve seat surface of another switching valve e.g. SVla
  • the larger valve seat surface of the switching valve e.g. SV1
  • pressure can be reduced via parallel switching valves SVla, SV2a, SV3a, SV4a on the wheel brakes RB1, RB2, RB3, RB4 and / or with central outlet switching valves ZAV, ZAV2.
  • a combination as in FIG. 2b of two parallel connections SV2 / SV2a and SV4 / SV4a can be advantageous if, for example, the driven front wheels that are frequently to be braked are assigned to the wheel cylinders RZ2 and RZ4.
  • further outlet switching valves AVI, AV2, AV3, AV4 assigned to the wheel cylinders RZ1, RZ2, RZ3, RZ4 can also be included in the pressure reduction via parallel switching valves. Pressure reduction in the at least one hydraulically acting wheel brake RB 1, RB2, RB3, RB4 can also take place by opening the feed switching valve FV.
  • Fig. 2a-c, Fig. 3a-b, Fig. 4a-b, Fig. 5b-c show further embodiments of a brake system according to the invention, wherein in comparison to Fig Double-stroke piston DHK with two pressure chambers, one 170 in front of and 187 behind the piston 171, and a central rod 188, the piston 171 being moved in both directions, ie back and forth, via the central rod 188 and a gear with an electric motor drive can.
  • the gearbox can be implemented as a ball screw drive KGT and the electromotive drive can be implemented as a brushless DC motor or in some other way.
  • the piston of the double-stroke piston DHK has at least one piston seal D5, which seals the piston against the housing and thus separates the two pressure chambers of the double-stroke piston DHK from one another.
  • the double-stroke piston DHK has at least one seal D4 of the rear space of the double-stroke piston, the seal D4, unlike in FIGS. 2a-c, 3a-b, FIGS Housing of the double stroke piston DHK is arranged so that it cannot slip axially when the piston is moved.
  • One 170, also called anteroom, of the two pressure chambers 170, 187 of the double piston pump or, for short, the double piston DHK can be connected via a hydraulic output of the double piston DHK and, as in Fig. 2a-c, via the check valve RV3 closing towards the pressure supply device DV or as in 3a-b, 4a-b, 5b-c are connected to the first brake circuit BK1 via the switchable pressure supply valve PD1. Furthermore, this pressure chamber 170 can be connected to the storage container VB via a suction inlet (sniffer opening or opening) of the double-stroke piston DHK and a further sixth non-return valve RV6 closing towards the storage container VB.
  • the other pressure chamber 187 also called the back chamber, can also be connected to the second brake circuit BK2 via a further hydraulic output 173d of the double stroke piston DHK and a check valve RV4 closing towards the double stroke piston DHK become. Furthermore, that pressure chamber can also be connected to the storage container VB via a further suction inlet (sniffer opening or opening) of the double-stroke piston DHK and a further fifth non-return valve RV5 closing towards the storage container VB.
  • the double stroke piston DHK with the two after suction inlets and the two hydraulic outlets as well as the piston can be designed in such a way that in both directions of movement of the piston, that is, both the forward and the return stroke, brake fluid from the reservoir VB into at least one of the two brake circuits BK1 , BK2 can be conveyed and thus brake pressure can be built up, whereby, by definition, the forward stroke denotes the direction of movement of the piston 171, in which brake fluid from the pressure chamber 170 facing away from the central rod 188 of the piston 171 (in Fig. 2a-c via the third check valve RV3 and in Fig 3a-b, 4a-b, 5b-c is pushed out via the switchable pressure supply valve PD1).
  • the return stroke denotes the direction of movement of the piston in which brake fluid is pushed out of the other pressure chamber 187 (e.g. via RV4 in Fig. 2a-c), whereby the effective piston area of the piston can be smaller compared to the effective piston area of the piston during the forward stroke.
  • the connections of the double-stroke piston DHK to the brake circuits BK1, BK2 can be viewed as two circles (two-circuit), with the double-stroke piston DHK in particular being connected to at least the first brake circuit BK1 in the forward stroke and to at least the second brake circuit BK2 in the return stroke.
  • the check valve RV4 closing towards the double piston DHK can also be replaced by a switchable solenoid valve, a second switchable pressure supply valve PD2.
  • Other connections of the double-action piston DHK to the storage container are also possible.
  • the check valves RV5, RV6 can be replaced by further switchable solenoid valves or extended by further switchable solenoid valves.
  • pressure can be built up in at least the first brake circuit BK1 via the third check valve RV3 closing towards the pressure supply device DV or double stroke piston DHK or via the switchable pressure supply valve PD1.
  • pressure can be built up in at least the second brake circuit BK1 via the fourth check valve RV4 closing towards the pressure supply device DV or double stroke piston DHK or via the second switchable pressure supply valve PD2.
  • the two brake circuits BK1, BK2 are connected by at least one bypass switching valve BPI.
  • the forward stroke of the double stroke piston DHK can be built up optionally, ie depending on the valve position of the bypass switching valves BPI, BP2, brake pressure in the first brake circuit BK1 or in both brake circuits BK1, BK2.
  • brake pressure can optionally be built up in the second brake circuit BK2 or in both brake circuits BK1, BK2.
  • the brake system according to the invention with a double stroke piston pump and an exemplary connection as in Figs. 2a-c, Fig. 3a-b, Fig. 4a-b, Fig. 5b-c prove to be advantageous in that the expenditure of time can be saved, which occurs with a single-stroke piston pump if the piston is closed with the hydraulic outlet of the pressure chamber before the additional volume of brake fluid required is replenished must be fully or partially retracted. During such an idle return stroke, the brake system cannot be pressurized by the pressure supply device DV.
  • braking pressure can be continuously provided in the brake circuits BK1, BK2 with the double stroke piston DHK by changing forward and reverse strokes. In this way, in particular, the overall length of the double-piston pump can be reduced.
  • the brake system according to the invention with a double-stroke piston DHK and an exemplary connection as in Fig. 2a-c, Fig. 3a-b, Fig. 4a-b, Fig.
  • the forward and return strokes of the piston in the design of the gearbox and the electric motor / drive can be used for so-called downsizing, since the same pressure with a smaller piston effective area causes a smaller spindle force and thus a smaller spindle torque in the gearbox.
  • the piston working surfaces of the piston, the gearbox and the electric motor of the double-stroke piston pump can preferably be designed in such a way that pressures in the normal pressure range can still be adequately supported during the forward stroke Pressures in the higher pressure range can only be supported by the smaller piston back. Advance strokes with the larger rear side of the piston can prove to be particularly advantageous if, when filling the wheel cylinder, the brake clearance must first be overcome as quickly as possible, in which the brake pressure rises relatively slowly.
  • the piston of the double piston pump can be brought back to its starting position via its electric motor drive in the event of a complete pressure reduction P a b via a return stroke, whereby the brake fluid volume from the pressure chamber with the smaller piston effective area also via at least one of the bypass switching valves BPI, BP2 and the central outlet switching valve ZAV is promoted into the storage container VB.
  • FIGS. 2a-c Connection of the double stroke piston DHK via pressure supply valve PD1 / pressure reduction Fig. 3a-b, Fig. 4a-b, Fig. 5b-c show further embodiments in which, compared to Fig. 2a-c, the third check valve RV3 at the hydraulic outlet of the pressure chamber ( Anteroom) of the double-action piston DHK with the larger effective area is replaced by a switchable pressure supply valve PD1.
  • the switchable pressure supply valve PD1 can be opened and pressure can be built up in the brake circuits BK1, BK2 as in FIGS. 2a-c.
  • the pressure supply switchable valve must be such that when pressure build-P to no volume of brake fluid from the brake circuits BK1, BK2 conveyed back into the pressure chamber with the larger effective piston area.
  • the switchable pressure supply valve PD1 can be opened for pressure reduction P ab after a forward stroke, thereby creating, for example, brake fluid volume via opened switching valves SV1, SV2, SV3, SV4, opened bypass switching valves BPI, BP2 and, if present, opened isolating valves TV in the first brake circuit BK1 and when the central outlet switching valve ZAV and the feed switching valve FV are closed from the brake circuits BK1, BK2 into the pressure chamber of the Can flow back double piston pump with the larger piston effective area.
  • Pressure reduction via the double stroke piston DHK is advantageous insofar as the control of the electric motor of the double stroke piston enables fine and almost noiseless regulation of the pressure reduction.
  • the regulation can relate, for example, to the pressure detected via the pressure sensor DG or to the piston position.
  • Pressure reduction via the double stroke piston DHK is advantageous because the electric motor of the double stroke piston DHK can be operated at variable speed and with short switch-off times (especially in comparison to the switch-off times of solenoid valves).
  • the pressure reduction via the double-action piston DHK proves to be advantageous both during normal braking and during ABS / ESP interventions due to the good controllability and the low noise level.
  • the rear chamber 187 of the double stroke piston DHK can be connected to the storage container VB via a switchable rear chamber outlet switching valve RAV.
  • the rear chamber outlet switching valve RAV is preferably connected to the second brake circuit BK2 via the fourth check valve RV4, i.e. the branch via the rear chamber outlet switching valve RAV takes place between the rear chamber 187 of the double piston DHK and the fourth check valve RV4.
  • the rear chamber 187 of the double stroke piston DHK can also be connected to the rear chamber outlet switching valve RAV via the fourth check valve RV4. In the event that the fourth check valve RV4 by the switchable
  • Pressure supply valve PD2 is replaced, the return from the rear chamber 187 of the double stroke piston DHK via the rear chamber outlet switching valve RAV to the reservoir VB can be designed analogously.
  • the rear chamber outlet switching valve is a switchable solenoid valve and can preferably be closed without current.
  • a complete pressure reduction in at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4 can be achieved by returning the volume to the double-stroke piston DHK and via the
  • the rear area outlet switching valve RAV takes place in the storage tank VB. As shown in FIG. 3b, the rear chamber outlet switching valve RAV and the second central outlet switching valve ZAV2 can be connected to the reservoir VB via a common hydraulic line, for example.
  • the rear space 187 of the double-stroke piston DHK is also connected to the Reservoir VB connected.
  • the pressure chambers of the double stroke piston DHK in FIGS. 4a-b are switchably connected to one another via at least one switchable area switching valve FUV.
  • the switchable solenoid valve ZAV2 can be understood as a central outlet switching valve ZAV2, which in fact via the at least one (in short the) area switching valve FUV is switchable to the first brake circuit BK1 and connected to the reservoir VB.
  • the pressure reduction via the switchable pressure supply valve PD1 and the double stroke piston DHK can, as in FIG. 3b, take place efficiently and with little noise in the lower pressure range.
  • a complete pressure reduction in at least one hydraulically acting wheel brake RB1, RB2, RB3, RB4 can take place by means of volume return into the double stroke piston DHK and via the second central outlet switching valve ZAV2 into the reservoir VB.
  • the area switching valve FUV is a switchable solenoid valve, which can preferably be closed without current.
  • the two pressure chambers 170, 187 of the double-stroke piston DHK can be connected (or short-circuited) by opening the area switching valve FUV.
  • the connection that can be switched via the area switching valve FUV which is also called the pressure chamber connection line, does not contain any of the bypass switching valves BPI, BP2.
  • the pressure chamber connection line can be advantageous in the forward stroke because part of the brake fluid volume displaced in the antechamber 170 by the larger effective piston area can then reach the rear chamber 187 of the double stroke piston DHK with the smaller effective piston area via the area switching valve FUV.
  • the effective piston effective area in the forward stroke is the difference area between the larger piston effective area of the antechamber 170 and the smaller piston effective area of the rear chamber 187
  • the effective piston area of the antechamber 170 is twice as large as the smaller effective piston area of the rear chamber 187
  • the effective piston effective area with short-circuited pressure chambers 170, 187 in the forward stroke corresponds exactly to the smaller piston effective area of the rear space 187.
  • the pressure chamber connection line between the two pressure chambers 170, 187 of the double-action piston DHK must, however, be classified as critical to safety, especially if this connection is only made via a surface switchover valve FUV and not via a series of at least two and thus redundant switchable surface switchover valves FUV, FUVr. If, for example, the pressure chamber connection line can no longer be tightly closed due to a dirt particle blocking the area switching valve FUV, no more pressure can be built up in the brake circuits BK1, BK2 in the return stroke in FIG Antechamber 170 of the double stroke piston DHK is pushed. Depending on the dimensioning of the effective piston areas of the double-stroke piston, braking pressure can be generated in this fault case at least in the forward stroke with an effectively reduced effective piston area.
  • the switchable pressure supply valve PD1 (and, if necessary, the second pressure supply valve PD2 replacing the fourth check valve RV4) can be closed, so that when at least one bypass switching valve BPI, BP2 and the feed switching valve FV are actuated in at least one brake circuit BK1, BK2 sufficient brake pressure can be generated.
  • the pressure chambers 170, 187 of the double-stroke piston DHK in FIG redundant area switching valve FUVr connected in series takes over. Due to this redundancy, the pressure chamber connection line can be classified as safer.
  • An advantage of this circuit is that even in the event of a leaky and no longer closable area switching valve FUV, the leakage flowing through the leaky area switching valve FUV reaches at least one brake circuit BK1, BK2 and thus, in particular, braking pressure can be built up in the return stroke. In contrast to the area switching valve FUV in Fig.
  • check valves RV5, RV6, as in the embodiments in FIGS. 2a-c, 3a-b, 4a-b, 5b-c, 6 are not replaced by switchable solenoid valves, at least partial emptying is possible of the double-stroke piston DHK only take place in the forward stroke or in the return stroke via at least one of the outlet switching valves ZAV, ZAV2, AVI, AV2, AV3, AV4, whereby an at least partial emptying of the double-stroke piston DHK means that liquid is released from the double-stroke piston without the pressure in the two brake circuits BK1, BK2 increases significantly.
  • Fig. 6 shows schematically a double stroke piston DHK according to the invention with increased failure safety.
  • the connection of the double stroke piston DHK to the brake system can, as shown in Fig. 6, via the check valves RV3, RV4, RV5, RV6 or as in the description of Figs. 2a-c, 3a-b, 4a-b, 5b-c take place, for example, via the switchable pressure supply valve PD1 instead of the third check valve RV3.
  • Each of the check valves RV3, RV4, RV5, RV6 can be replaced by a switchable solenoid valve.
  • the piston 171 of the double-stroke piston DHK can have a first seal 179 and a second seal 180 for sealing both pressure chambers 170, 187 of the double-stroke piston DHK.
  • the piston 171 can have at least one recess 181 (e.g. a bore) in the radial direction, which is connected to the storage container VB via at least one further axial recess 181a in the central rod 188 of the piston 171 and at least one throttle 182 , wherein the at least one throttle 182 can be located within the recess 181a.
  • a recess 181 e.g. a bore
  • the piston 171 can have at least one recess 181 (e.g. a bore) in the radial direction, which is connected to the storage container VB via at least one further axial recess 181a in the central rod 188 of the piston 171 and at least one throttle 182 , wherein the at least one throttle 182 can be located within the recess 181a.
  • the at least one radial recess 181 in the radial direction can be designed in such a way that if the first seal 179 and / or the second seal 180 of the double stroke piston DHK is leak-proof, brake fluid from at least one leaky pressure chamber of the Double-stroke piston DHK through which at least one radial recess 181 and the further axial recess 181a can flow into the reservoir VB, this leakage being reduced and slowed down by the at least one throttle 182 in such a way that on the one hand the functionality of the brake system is not impaired and on the other hand the leak can be detected.
  • the further axial recess 181a can, for example, as indicated in FIG. 6, be connected to the storage container VB via a further channel 178, in which there is also a throttle 185. At least one further seal 183, D4 seals the central rod 188 from the double-stroke piston housing.
  • One way of detecting this leakage is, for example, to close all switching valves SV1, SV2, SV3, SV4, ... and all central outlet switching valves ZA V, ZAV2. If the piston is then either moved forwards or backwards, in the event of leaky seals 179, 180 the pressure detected by the pressure transducer DG in the brake circuits BK1, BK2 would not rise. Another possibility is to evaluate the level of the brake fluid in the reservoir VB via the level sensor element 6 during the normal pressure build-up in at least one wheel brake RB1, RB2, RB3, RB4 Suction via the fifth check valve RV5 and the sixth check valve RV6 must be taken into account. An increased volume delivery in the event of a leak can also be included in the diagnosis.
  • the electric motor of the double stroke piston can preferably have a redundant winding and / or be connected to the (common) electronic control unit ECU via 2 ⁇ 3 phases.
  • a failure of the mechanical transmission, for example the ball screw drive KGT, can be guaranteed, for example, by a sufficient quality check in production.
  • a fail-safe pressure supply device DV for example in the form of a fail-safe double-stroke piston DHK, is necessary especially in the embodiments FIG. 1 a, FIGS. 2a-b without an additional bypass switching valve BP2.
  • a fail-safe pressure supply device also fulfills the stricter requirements for partially automated driving (level 3 according to the SAE J3016 standard). List of reference symbols
  • Drl, Dr4 throttle in the connection between the main cylinder and the storage tank

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

Abstract

L'invention concerne un système de freinage pour un véhicule avec un dispositif d'alimentation en pression, qui est relié à un circuit de freinage par l'intermédiaire d'une conduite hydraulique, et une soupape de commutation pour chaque frein de roue hydraulique. Le système de freinage comprend également une liaison hydraulique entre deux circuits de freinage qui peuvent être commutés par l'intermédiaire d'au moins deux soupapes de commutation de dérivation disposées en série, la soupape de commutation de dérivation étant reliée de manière commutable à un second circuit de freinage par l'intermédiaire de l'autre soupape de commutation de dérivation ; et une liaison hydraulique entre l'un des circuits de freinage et un réservoir qui peut être commuté par l'intermédiaire d'une soupape de commutation de sortie.
PCT/EP2020/072282 2020-02-12 2020-08-07 Système de freinage WO2021160297A1 (fr)

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DE112020006701.7T DE112020006701A5 (de) 2020-02-12 2020-08-07 Bremssystem

Applications Claiming Priority (6)

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EPPCT/EP2020/053667 2020-02-12
PCT/EP2020/053667 WO2020165295A1 (fr) 2019-02-12 2020-02-12 Système de freinage à sécurité intégrée
PCT/EP2020/053668 WO2020165296A1 (fr) 2019-02-12 2020-02-12 Dispositif d'alimentation en pression pourvu de pistons à double effet pour un système de freinage
PCT/EP2020/053666 WO2020165294A2 (fr) 2019-02-12 2020-02-12 Système de freinage résistant aux défaillances
EPPCT/EP2020/053668 2020-02-12
EPPCT/EP2020/053666 2020-02-12

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PCT/EP2020/072269 WO2021160296A1 (fr) 2020-02-12 2020-08-07 Système de freinage
PCT/EP2020/072282 WO2021160297A1 (fr) 2020-02-12 2020-08-07 Système de freinage

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DE102022123532A1 (de) 2022-09-14 2024-03-14 Heinz Leiber Bremssystem sowie Ventil mit zuschaltbarer Haltekraft

Citations (2)

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DE102013217954A1 (de) * 2013-09-09 2015-03-12 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug und Betriebsverfahren
US20170106843A1 (en) * 2015-10-19 2017-04-20 Mando Corporation Method for diagnosing electric brake system

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DE4340467C2 (de) * 1993-11-27 2002-03-14 Bosch Gmbh Robert Mit Fremdkraft arbeitende hydraulische Fahrzeugbremsanlage
DE102010050132A1 (de) 2010-11-03 2012-05-03 Ipgate Ag Betätigungsvorrichtung mit Wegsimulator
EP3271227B1 (fr) * 2015-03-16 2021-10-20 Ipgate Ag Système de freinage équipé d'une unité à maître-cylindre de frein à régulation mux innovante (mux 2.0) comprenant au moins une soupape de sortie, et procédé servant à la régulation de pression
WO2019215030A1 (fr) * 2018-05-09 2019-11-14 Ipgate Ag Système de freinage

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013217954A1 (de) * 2013-09-09 2015-03-12 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug und Betriebsverfahren
US20170106843A1 (en) * 2015-10-19 2017-04-20 Mando Corporation Method for diagnosing electric brake system

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DE112020006701A5 (de) 2022-12-01
DE112020006702A5 (de) 2022-12-01
WO2021160298A1 (fr) 2021-08-19
DE112020006706A5 (de) 2023-01-26

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