WO2023098959A1 - Procédé de remplissage d'un générateur de pression primaire dans un système de frein électro-hydraulique, et système de frein électro-hydraulique - Google Patents

Procédé de remplissage d'un générateur de pression primaire dans un système de frein électro-hydraulique, et système de frein électro-hydraulique Download PDF

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Publication number
WO2023098959A1
WO2023098959A1 PCT/DE2022/200268 DE2022200268W WO2023098959A1 WO 2023098959 A1 WO2023098959 A1 WO 2023098959A1 DE 2022200268 W DE2022200268 W DE 2022200268W WO 2023098959 A1 WO2023098959 A1 WO 2023098959A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure generator
wheel brakes
primary
brake system
pressure
Prior art date
Application number
PCT/DE2022/200268
Other languages
German (de)
English (en)
Inventor
Aleksandar Stanojkovski
Original Assignee
Continental Automotive Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of WO2023098959A1 publication Critical patent/WO2023098959A1/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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B60T17/222—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems by filling or bleeding of hydraulic systems
    • 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
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T13/74—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 electrical assistance or drive
    • B60T13/745—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 electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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 method for operating an electrohydraulic brake system for a motor vehicle, comprising
  • a primary brake system comprising an electrically controllable primary pressure generator which can be hydraulically connected to at least two wheel brakes, and
  • a secondary braking system comprising an electrically controllable secondary pressure generator which can be hydraulically connected to at least two wheel brakes.
  • the invention also relates to a corresponding electrohydraulic brake system.
  • Electrohydraulic brake systems of this type which include two brake systems that (co-)operate differently depending on the operating mode, are known, for example, from DE 10 2014 225 958 and DE 10 2014 225956.
  • the primary brake system is an electrohydraulic brake system that can (also) be actuated manually.
  • the secondary braking system represents, among other things, the fallback level for braking the vehicle in automated operation or in the event of system errors and includes its own secondary pressure generator.
  • the pressure is provided by the primary pressure generator (usually a linear actuator with cylinder pistons) and any pressure modulation (slip control) of the wheel brakes by the associated inlet/outlet valves, which are part of the primary brake system.
  • ABS anti-lock braking system
  • control of the intake/exhaust valves is provided as standard, in which they are opened and closed in rapid succession to prevent the wheels from locking and improve vehicle stability.
  • ABS anti-lock braking system
  • ABS anti-lock braking system
  • the linear actuator has to move back to its starting position and create a vacuum in order to suck fluid from a main tank.
  • a primary pressure generator outlet valve is closed and volume is sucked in from the main tank by retracting the linear actuator cylinder.
  • the wheel brake inlet valves are closed and no pressure build-up is possible.
  • pressure can be reduced by opening the wheel brake outlet valves. This behavior results in a noticeable increase in braking distance, particularly when refilling is necessary early in a braking event.
  • this problem can also exist in older brake systems with ABS but without a secondary brake system.
  • the linear actuator i.e. with more volume
  • this increases the dimensions of the linear actuator and increases the cost of the braking system.
  • the hydraulic connection of the primary brake system and the secondary brake system is usually in series and leads to additional apertures, especially to the wheel brakes of the front axle, to which the secondary brake system is usually assigned, and thus to additional hydraulic resistance. These have a negative effect on the dynamics of the brake pressure control and the time-to-lock, even when the secondary braking system is inactive.
  • the object of the invention is therefore to provide a method for refilling a primary pressure generator in an electrohydraulic brake system of the type mentioned at the outset, with which the disadvantages mentioned can be at least partially eliminated.
  • this object is achieved by a method of the type mentioned at the outset, in which the electrohydraulic brake system carries out the following steps to refill the primary pressure generator with hydraulic fluid:
  • the secondary pressure generator of the secondary brake system is therefore used in such operating modes in which the primary brake system is primarily active in order to close the "gaps" in the pressure supply of the primary pressure generator during a refilling process.
  • This solution makes it possible to improve the braking distance during longer braking processes without having to increase the size of the primary pressure generator.
  • the solution according to the invention is all the more advantageous the more wheel brakes can also be supplied with pressurized hydraulic fluid from secondary pressure generators. Even braking systems in which z. B. only the wheel brakes on the front axle can be supplied by the secondary pressure generator benefit from the solution according to the invention.
  • the solution according to the invention is intended in particular for primary pressure generators which are linear actuators. These allow a very reliable and constant supply of pressure, but often have a longer refill cycle compared to pumps.
  • the secondary pressure generator can in particular be a pump (eg a two-piston pump).
  • the providing and replenishing steps may occur substantially simultaneously. It is possible that before the provision of the secondary pressure generator is first hydraulically connected to the wheel brakes to be supplied, z. B. via a separating valve. If the primary pressure generator is sufficiently filled with hydraulic fluid, then the Secondary pressure generators are hydraulically separated again from the previously supplied wheel brakes. The primary pressure generator then takes over supplying the wheel brakes again.
  • sufficiently filled with hydraulic fluid can mean, for example, that the primary pressure generator is completely filled with hydraulic fluid or at least a predetermined minimum level of z. 80% or 90%. Incomplete refilling may be desirable as it reduces refill cycle length.
  • the electrohydraulic brake system advantageously includes a first control unit and at least one hydraulic pressure sensor, the first control unit using a hydraulic pressure model including the pressure measured by the pressure sensor to calculate manipulated variable requirements for the primary pressure generator and for the inlet valves and outlet valves of the wheel brakes to be controlled.
  • the hydraulic pressure sensor is advantageously a system pressure sensor that is arranged between the inlet valves of the wheel brakes and the master brake cylinder and/or the primary pressure generator.
  • another pressure sensor or a plurality of pressure sensors can also be used to calculate the pressure model.
  • the pressure model is advantageously also used by the first control unit outside of a refilling process of the primary pressure generator in order to calculate the pressure requirements of the individual wheel brakes.
  • the pressure of the wheel brakes is controlled by means of control commands to the inlet and outlet valves of the individual wheel brakes and the volume of hydraulic fluid requested by the secondary pressure generator according to the hydraulic pressure model. Opening an outlet valve leads to a backflow of hydraulic fluid z. B. in a main tank, so that the secondary pressure generator must replace this "lost" volume. This can be pre-calculated by the pressure model for each planned opening event of the wheel brake inlet/outlet valves and corresponding amounts of hydraulic fluid (to achieve the brake pressure requirements) are requested from the secondary pressure generator.
  • the regulation of the wheel brakes includes an anti-lock braking system functionality during a refill cycle of the primary pressure generator.
  • the electrohydraulic brake system preferably has a main tank which is connected to both brake systems, and the secondary brake system comprises at least one secondary tank which is connected to the main tank and from which the secondary pressure generator draws hydraulic fluid.
  • the secondary tank is preferably arranged in the secondary braking system, but can also be arranged in the primary braking system or another part of the braking system.
  • Several secondary tanks can also be provided, e.g. B. one for each wheel brake which is assigned to the secondary braking system, ie z. B. two when assigned to the front axle.
  • the following step is performed:
  • Both a main tank and a secondary tank can represent the reservoir from which the primary pressure generator is filled. If a primary pressure generator outlet valve is closed during filling, only the main tank can be used for filling. If the primary pressure generator outlet valve remains open during filling, the primary pressure generator can also be filled from both the main tank and one or more secondary tank(s) (particularly indirectly), since the secondary pressure generator then transfers part or all of the filling volume additionally to the hydraulic circle promotes.
  • the first control unit is preferably assigned to the primary brake system and controls the inlet and outlet valves of all wheel brakes, with the secondary brake system comprising a second control unit which controls the secondary pressure generator, with the first control unit requesting hydraulic fluid from the secondary pressure generator via the second control unit in the step of providing it.
  • the first control unit can control other (or all) elements of the primary brake system (apart from the brake pedal), for example the primary pressure generator, the primary pressure generator outlet valve and isolating valves for separating different parts of the brake system for different operating modes and for fallback levels in the event of a fault.
  • the second control unit can also control all elements of the secondary brake system, such as secondary pressure generator inlet valves between the secondary tank(s) and the secondary pressure generator.
  • the first control unit can communicate with the second control unit, for example, via the CAN (Controller Area Network) bus standard.
  • CAN Controller Area Network
  • at least one pressure sensor is arranged in the primary brake system, with at least one inlet valve of a wheel brake being kept open during the steps of providing and filling, so that the pressure sensor remains hydraulically connected to the secondary pressure generator during this time, so that an admission pressure for all wheel brakes to be controlled can always be measured. This ensures that the current form provided by the secondary pressure generator in front of the inlet valves of the wheel brakes can always be measured and included in the pressure model.
  • an inlet valve of a wheel brake should remain open for a hydraulic connection between the secondary pressure generator and the pressure sensor is advantageous if the inlet valves of the wheel brakes are arranged hydraulically between the secondary brake system and the rest of the primary brake system, as is often the case in the prior art.
  • the fact that an inlet valve of a wheel brake remains open is not a problem, since the corresponding outlet valve can always be opened to regulate the brake pressure on this wheel brake.
  • the only disadvantage is that the secondary pressure generator has to deliver a little more volume.
  • the inlet valve that is assigned to the wheel brake with the highest braking pressure requirement is kept open.
  • the inlet valve that is kept open is preferably an inlet valve of the front axle, in particular if the secondary pressure generator can be hydraulically connected to the inlet valves of the rear axle only via the inlet valves of the front axle.
  • the secondary brake system can preferably be hydraulically connected to all four wheel brakes and in the step of providing pressurized hydraulic fluid is provided by the secondary pressure generator for all four wheel brakes in accordance with the brake pressure requirements for these wheel brakes.
  • the solution according to the invention is all the more advantageous if as far as possible all the brakes of the brake system can be supplied by secondary pressure generators during a refilling process of the primary pressure generator.
  • the primary pressure generator can preferably be hydraulically connected to four wheel brakes.
  • connectable is to be understood broadly, in particular also those configurations in which the primary pressure generator can be connected to some or all of the wheel brakes only indirectly via the secondary brake system.
  • hydraulically connectable means in particular hydraulically connectable and hydraulically separable via isolating valves and/or control valves.
  • an electrohydraulic brake system for a motor vehicle comprising at least one control unit which is set up to carry out a method according to one of the preceding claims. All features disclosed for the method are also claimed for the brake system and vice versa.
  • FIG. 3 shows a schematic representation of the brake pressure in two wheel brakes during a refilling process using the method according to the invention
  • FIG. 4 shows a flow chart of an embodiment of a method according to the invention.
  • 1 shows an electrohydraulic brake system 1 according to the invention for a motor vehicle.
  • the brake system 1 includes four hydraulically actuated wheel brakes 2, 3, 4, 5, one for each of the wheels of the motor vehicle. Another, in particular higher number of wheels and hydraulic wheel brakes 2,
  • the brake system 1 comprises a primary brake system 6 and a secondary brake system 7.
  • a master brake cylinder 9 which can be actuated by means of a brake pedal 8 and which can be hydraulically connected to the four wheel brakes 2, 3, 4, 5 via two electrically actuated isolating valves 10, 11. Both isolation valves 10, 11 are open for the method according to the invention.
  • the primary brake system includes a primary pressure generator 12, which is designed here as a linear actuator that has to move back regularly and suck in hydraulic fluid from a main tank 13.
  • a primary pressure generator outlet valve 14 at the outlet of the primary pressure generator 12 is closed.
  • the primary brake system 6 comprises in particular a series of inlet valves 15, 16, 17, 18 and outlet valves 19, 20, 21, 22 which enable the separate activation of the hydraulic wheel brakes 2, 3, 4, 5 and the return flow of the hydraulic fluid into the main tank 13 rules.
  • the wheel brakes 2, 3 are assigned to the front axle here, for example, and the wheel brakes 4, 5 to the rear axle.
  • the secondary brake system 7 can be hydraulically connected to the primary brake system 6 via the inlet valves 15, 16 of the front wheel brakes 2, 3.
  • the secondary brake system 7 includes a secondary pressure generator 23, here a 2-piston pump. Each piston of the secondary pressure generator 23 is connected to a respective secondary tank 24, 25, which are each hydraulically connected to the main tank 13.
  • the secondary pressure generator 23 can supply the wheel brakes 2, 3 directly with pressurized hydraulic fluid and the wheel brakes
  • the primary brake system 6 includes a first control unit 26 and the secondary brake system 7 includes a second control unit 27.
  • the control units 26, 27 are set up to control the electrically controllable elements of the respective brake system 6, 7.
  • the control units 26, 27 are communicatively connected, for example via a CAN bus.
  • Hydraulic pressure sensors 28, 29, which can be hydraulically connected to all inlet valves 15, 16, 17, 18 of the wheel brakes 2, 3, 4, 5 (both are connected in FIG. 1), are arranged in the primary brake system 6 and supply pressure readings to the first control unit 26. These measured pressure values go into a hydraulic pressure model of the first control unit 26. However, only one of the pressure sensors 28, 29 can also be used for this. In this embodiment, however, the brake system 1 also includes other pressure sensors whose measured values can potentially also be included.
  • FIG. 2 shows a prior art schematic representation of pressure demand during a refill cycle 30 versus time.
  • the pressure differences 31, 32 between the required pressure build-up and the actual pressure P_VL in the left front wheel and the actual pressure P_VR in the right front wheel are shown as dots.
  • the required pressure is given by the upper edge of the dotted areas. If the refilling cycle 30 is completed, the primary pressure generator 12 can deliver the requested pressures again. This temporary undersupply of brake pressure worsens the braking distance.
  • FIG. 3 shows a corresponding schematic representation of a pressure requirement from two wheel brakes during a refilling cycle 30 using the method according to the invention.
  • the pressure differences 31, 32 and brake pressure requirements from FIG. 2 are again shown in dotted form for comparison.
  • opening phases 33, 34, 35 of the outlet valve at the front left OV_VL, the outlet valve at the front right OV_VR and the inlet valve at the front right IV_VR are shown, with the inlet valve at the front left as the wheel brake with the highest brake pressure requirement during the entire refill cycle and therefore not shown separately.
  • Braking pressure requirements are significantly better met during a refill cycle of the primary pressure generator 12.
  • step 100 the primary pressure generator outlet valve 14 at the outlet of the primary pressure generator 12, via which the primary pressure generator 12 can be hydraulically connected to all wheel brakes 2, 3, 4, 5, is closed.
  • step 110 pressurized hydraulic fluid is provided by the secondary pressure generator 23 for at least two (preferably all) of the wheel brakes 2, 3, 4, 5 according to brake pressure requirements for these wheel brakes 2, 3, 4, 5.
  • step 120 the primary pressure generator 12 is filled with hydraulic fluid from the main tank 13 . Steps 110 and 120 occur essentially in parallel.
  • step 130 the primary pressure generator outlet valve 14 at the outlet of the primary pressure generator 12 is opened when the primary pressure generator 12 is sufficiently filled with hydraulic fluid, and the secondary pressure generator 23 is hydraulically separated from the wheel brakes 2, 3, 4, 5, which were previously hydraulically supplied. This ends the refilling process of the primary pressure generator 12.

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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 se rapporte à un procédé d'actionnement d'un système de frein électro-hydraulique (1) pour un véhicule automobile, comprenant : quatre freins de roue (2, 3 4, 5) ; et un système de frein primaire (6) qui comprend une pédale de frein (8) et un générateur de pression primaire (12). Un système de frein secondaire (7) comprend un générateur de pression secondaire (23) qui peut être raccordé hydrauliquement à au moins deux freins de roue (2, 3 4, 5). Un processus de remplissage du générateur de pression primaire est destiné à pouvoir être mis en œuvre sans chute de pression au niveau des freins de roue. À cet effet, selon l'invention, les étapes suivantes sont mises en œuvre afin de recharger le générateur de pression primaire (12) avec un fluide hydraulique : la fourniture (110) d'un fluide hydraulique au moyen du générateur de pression secondaire (23) pour au moins deux des freins de roue (2, 3 4, 5) ; et le remplissage (120) du générateur de pression primaire (12) avec un fluide hydraulique provenant d'un réservoir (13, 24, 25). L'invention concerne en outre un système de frein correspondant (1).
PCT/DE2022/200268 2021-12-02 2022-11-14 Procédé de remplissage d'un générateur de pression primaire dans un système de frein électro-hydraulique, et système de frein électro-hydraulique WO2023098959A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021213709.1A DE102021213709A1 (de) 2021-12-02 2021-12-02 Verfahren zum Nachfüllen eines Primärdruckerzeugers in einer elektrohydraulischen Bremsanlage und elektrohydraulische Bremsanlage
DE102021213709.1 2021-12-02

Publications (1)

Publication Number Publication Date
WO2023098959A1 true WO2023098959A1 (fr) 2023-06-08

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WO (1) WO2023098959A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012205962A1 (de) * 2011-05-05 2012-11-08 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE102014225956A1 (de) 2014-12-16 2016-06-16 Continental Teves Ag & Co. Ohg Bremsensteuervorrichtung sowie Bremsanlage für Fahrzeuge
DE102014225587A1 (de) * 2014-12-11 2016-06-16 Robert Bosch Gmbh Hydraulikaggregat für ein Bremssystem eines Fahrzeugs, Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102014225958A1 (de) 2014-12-16 2016-06-16 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug
DE102016213994A1 (de) * 2016-07-29 2018-02-01 Continental Teves Ag & Co. Ohg Bremssystem und Verfahren zum Betreiben eines Bremssystems
DE102018208223A1 (de) * 2018-05-24 2019-11-28 Continental Teves & Co. Ohg Bremssystem mit zwei Druckquellen und Verfahren zum Betreiben eines Bremssystems mit zwei Druckquellen
DE102020202367A1 (de) * 2020-02-25 2021-08-26 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben eines Bremssystems und Bremssystem

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012205962A1 (de) * 2011-05-05 2012-11-08 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE102014225587A1 (de) * 2014-12-11 2016-06-16 Robert Bosch Gmbh Hydraulikaggregat für ein Bremssystem eines Fahrzeugs, Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs
DE102014225956A1 (de) 2014-12-16 2016-06-16 Continental Teves Ag & Co. Ohg Bremsensteuervorrichtung sowie Bremsanlage für Fahrzeuge
DE102014225958A1 (de) 2014-12-16 2016-06-16 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug
DE102016213994A1 (de) * 2016-07-29 2018-02-01 Continental Teves Ag & Co. Ohg Bremssystem und Verfahren zum Betreiben eines Bremssystems
DE102018208223A1 (de) * 2018-05-24 2019-11-28 Continental Teves & Co. Ohg Bremssystem mit zwei Druckquellen und Verfahren zum Betreiben eines Bremssystems mit zwei Druckquellen
DE102020202367A1 (de) * 2020-02-25 2021-08-26 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben eines Bremssystems und Bremssystem

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