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WO2018153567A1 - Système de freinage pour un véhicule automobile et procédé permettant de faire fonctionner un système de freinage pour un véhicule automobile - Google Patents

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

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Publication number
WO2018153567A1
WO2018153567A1 PCT/EP2018/050772 EP2018050772W WO2018153567A1 WO 2018153567 A1 WO2018153567 A1 WO 2018153567A1 EP 2018050772 W EP2018050772 W EP 2018050772W WO 2018153567 A1 WO2018153567 A1 WO 2018153567A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
inlet valve
valve
wheel
wheel brake
Prior art date
Application number
PCT/EP2018/050772
Other languages
German (de)
English (en)
Inventor
Tobias Brok
Herbert Ernst
Original Assignee
Audi Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Publication of WO2018153567A1 publication Critical patent/WO2018153567A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—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
    • B60T8/321—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 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
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/348—4 Channel 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
    • 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
    • B60T8/50—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 having means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5081—Pressure release using a plurality of valves in parallel

Definitions

  • the invention relates to a brake system for a motor vehicle, having a brake pressure source and at least one wheel brake, which is acted upon by a brake pressure provided by the brake pressure source, wherein the wheel brake is fluidly connected to a first inlet valve and fluidically parallel to the first inlet valve to first outlet valve.
  • the invention further relates to a method for operating a brake system of a motor vehicle.
  • the braking system is used to decelerate the motor vehicle, so far as providing a force acting on a wheel of the motor vehicle braking force.
  • the braking force is impressed by means of the wheel brake on the at least one wheel.
  • the brake system preferably has a wheel brake for a plurality of these wheels or all of the wheels, by means of which the braking force can be imparted to the corresponding wheel.
  • only the at least one wheel brake will be discussed.
  • the versions are, however, transferable to several wheel brakes - if provided. For example, an actual braking pressure is applied to the wheel brake when an operating element is actuated.
  • the braking system is insofar as a service brake of the motor vehicle before or at least forms part of the service brake.
  • the brake system has, for example, a master brake cylinder in which a main brake piston is displaceably arranged.
  • the master brake piston defines together with the master cylinder a Bremsflu- idvolumen, which is variable, with its size is dependent on the position of the master brake piston.
  • the master brake piston is equipped with a coupled, which is present for example as a brake pedal. Via the control element, a driver of the motor vehicle can set a desired braking force, which is referred to below as the default brake force and is preferably in fixed connection with a pre-charge brake pressure.
  • the brake system is preferably present as an electro-hydraulic brake system. This means that in at least one operating mode of the brake system, the brake fluid present in the brake fluid volume does not directly provide the actual brake pressure applied to the wheel brake during an actuation of the operating element or at most provides a part thereof. Rather, it is provided to determine a setpoint brake pressure upon actuation of the control element, wherein this can be provided by means of at least one sensor, which the control element and / or the master brake piston and / or the master cylinder and / or a simulator cylinder, in which a simulator piston displaceable is arranged, is assigned.
  • the sensor can be designed, for example, as a displacement sensor or as a pressure sensor.
  • the operating distance of the operating element is determined by means of the sensor, by which the operating element is displaced during its actuation.
  • the present in the master cylinder pressure can be determined by means of the sensor.
  • the setpoint brake pressure is subsequently determined from the variables measured with the aid of the sensor, for example the travel and / or the pressure. Subsequently, an actual brake pressure is applied or set at the wheel brake, which corresponds to the desired brake pressure.
  • the actual brake pressure is thereby provided by the brake pressure source, which, for example, is in the form of a pump, in particular one electrically operated pump.
  • the brake fluid volume is not or at least not directly connected or flow-connected to the wheel brake.
  • the brake master cylinder is preferably assigned an optional braking force simulator. This has the simulator piston, which is arranged displaceably in the simulator cylinder and is supported via a spring element on a wall of the simulator cylinder and insofar spring-loaded.
  • the simulator piston together with the simulator cylinder, defines a simulator fluid volume which is variable analogously to the brake fluid volume, the size of the simulator fluid volume being dependent on the position of the simulator piston.
  • the simulating fluid volume is fluidly connected to the brake fluid volume.
  • the volume of brake fluid is reduced and brake fluid present in the brake fluid volume is supplied to the simulating fluid volume. Accordingly, the Simuiatorfluidvolumen increases, whereby the simulator piston is deflected against the spring force.
  • a counter force which counteracts a force applied by the driver of the motor vehicle to the control operator is.
  • the driver receives a haptic feedback via the operating element, which essentially depends on the deflection of the operating element from its starting position or rest position.
  • the wheel brake are the first inlet valve and the first outlet valve fluidly assigned.
  • the first inlet valve and the first outlet valve are each fluidically connected to the wheel brake.
  • the first inlet valve is connected on its side facing away from the wheel brake fluidly directly or indirectly to the brake pressure source, thus thus to a pressure side of the brake pressure source.
  • the first inlet valve serves to supply brake fluid to the wheel brake by means of the brake pressure source.
  • the brake fluid provided by the brake pressure source can thus flow in the direction of the wheel brake.
  • the first exhaust valve serves to discharge brake fluid from the wheel brake, so far as reducing the actual brake pressure.
  • the first outlet valve On its side facing away from the wheel brake, the first outlet valve is preferably connected to a reservoir for the brake fluid.
  • the brake fluid present at or in the wheel brake can flow away from it, namely in particular into the reservoir.
  • the first exhaust valve leaves the brake fluid at or in the wheel brake, in particular the flow connection in the wheel brake and the reservoir is interrupted.
  • the first inlet valve is fluidly connected to the wheel brake via a second inlet valve, wherein the wheel brake is fluidically connected parallel to the second inlet valve to a second outlet valve in terms of flow technology.
  • the second inlet valve and the second outlet valve are provided.
  • the second inlet valve is arranged fluidically between the first inlet valve and the wheel brake, so that, conversely, the first inlet valve is fluidly connected to the wheel brake via the second inlet valve.
  • the second exhaust valve is analogous to the first exhaust valve fluidly connected in parallel to the second inlet valve to the wheel brake.
  • the second inlet valve and the second outlet valve are each connected on the one hand to the wheel brake fluidly.
  • the second inlet valve is connected on its side facing away from the wheel brake fluidly to the first inlet valve, the second exhaust valve on its the wheel brake fluidly sauce- turned page, for example, to the wheel brake side facing away from the first exhaust valve and / or the reservoir.
  • first intake valve and the second intake valve are connected in series and exist between the brake pressure source and the wheel brake.
  • the input side of the first intake valve is connected to the brake pressure source, its output side to the input side of the second intake valve.
  • the outlet side of the second intake valve is connected to the wheel brake.
  • the first outlet valve is fluidly connected to the output side of the first inlet valve and the inlet side of the second inlet valve or to the second inlet valve side facing the first inlet valve or vice versa to the first inlet valve side facing the second inlet valve.
  • the second exhaust valve is connected to the output side of the second intake valve or to the wheel brake.
  • the first exhaust valve and the second exhaust valve are thus connected on different sides of the second intake valve.
  • the outlet valves are fluidically connected to one another and / or connected in each case to the reservoir.
  • a further embodiment of the invention provides that the first inlet valve and the first outlet valve to a first control circuit and the second inlet valve and the second outlet valve to an independent of the first control circuit operable second control circuit are connected.
  • the two control circuits ie the first control circuit and the second control circuit, are basically operable separately from one another, that is to say they are constructed completely independently of one another.
  • the two control circuits are supplied separately from each other with electric power, so far as a separate power supply of the two control circuits is realized. It may be particularly preferably provided that the two control circuits are connected to different circuits of a vehicle electrical system of the motor vehicle, so that even if one of the circuits one of the control circuits is inoperative, the other, however, is functional.
  • the two control circuits can in principle be assigned to the same control unit and correspondingly be present in a common control unit housing. Alternatively, it is of course possible to assign the two control circuits to separate control units and to arrange them correspondingly in different control unit housings and thus spatially separated. In the latter case, a particularly high reliability of the brake system is realized due to the extensive separation of the control circuits.
  • the control circuits are connected to different valves of the wheel brake, namely the first control circuit to the first inlet valve and the first exhaust valve and the second control circuit to the second inlet valve and the second outlet valve.
  • the wheel brake is fluidly connected via the first inlet valve to a separating valve.
  • the separating valve is assigned to the wheel brake fluidically.
  • the wheel brake fluidly remote input side of the isolation valve is fluidly connected to the master cylinder or the Bremsfluidvoiumen and / or the brake pressure source.
  • the output side of the isolation valve is connected to the first inlet valve, namely in particular at its input side.
  • the separating valve and the first inlet valve and the second inlet valve are opened so that brake fluid can flow from the master brake cylinder and / or the brake pressure source in the direction of the wheel brake.
  • the first intake valve, the second intake valve and / or the isolation valve can be closed when the first exhaust valve is closed and the second exhaust valve is closed. Accordingly, the actual brake pressure of the wheel brake is kept constant.
  • at least one of the exhaust valves ie the first exhaust valve and / or the second exhaust valve, is opened. About this, the wheel brake previously supplied brake fluid in the direction of the reservoir, the master cylinder and / or the brake pressure source to flow.
  • a further embodiment of the invention provides that the first inlet valve and the second inlet valve are normally opened and / or the first outlet valve and the second outlet valve are normally closed.
  • the valves can in principle be designed as desired, in particular designed in each case as a normally open valve or normally closed valve. For the simple realization of the "fail-Operation-T-behavior, however, said configuration should be present, so the two intake valves normally open and / or the two exhaust valves are normally closed.
  • a particularly preferred further embodiment of the invention provides that the wheel brake is a front wheel brake.
  • the front wheel brake is assigned to a wheel designed as a front wheel of the motor vehicle.
  • the front wheel can usually only be braked with the help of the wheel brake or can only be braked with the help of the wheel brake.
  • the wheel is assigned no further means for braking. It therefore makes sense to ensure a particularly safe and reliable operation of the brake system for the front brake.
  • a further development of the invention provides that a further wheel brake can be acted upon by the brake pressure provided by means of the brake pressure source, the further wheel brake being directly connected to a further inlet valve and fluidically parallel to the further inlet valve to a further outlet valve.
  • the further wheel brake acts on a further wheel of the motor vehicle or is associated therewith.
  • the additional wheel brake is present, for example, as a rear wheel brake, so that accordingly the other wheel is designed as a rear wheel.
  • the specific fluidic wiring of the other wheel brake reference is made to the above statements on the wheel brake.
  • the second control circuit is connected to a Feststellbremsein- direction which acts on the same wheel as the other wheel brake.
  • the one wheel which is assigned to the further wheel brake, preferably the rear wheel, can be braked in addition to the further wheel brake by means of the parking brake device.
  • the parking brake device is not part of the service brake, but rather a parking brake of the motor vehicle. It may have a customary configuration, but is designed separately from the other wheel brake or actuates the further wheel brake independently of the brake pressure source and / or the operating element.
  • the invention further relates to a method for operating a brake system for a motor vehicle, in particular a brake system according to the preceding embodiments, wherein the brake system has a brake pressure source and at least one wheel brake which can be acted upon by a brake pressure provided by the brake pressure source, wherein the wheel brake to a first inlet valve and fluidically parallel is fluidly connected to the first inlet valve to a first outlet valve.
  • the first inlet valve is fluidly connected via a second inlet valve to the wheel brake, wherein the wheel brake fluidly connected in parallel to the second inlet valve to a second outlet valve fluidly, wherein a braking force caused by the wheel brake in a first mode by means of of the first intake valve and the first exhaust valve and in a second operating mode by means of the second intake valve and the second exhaust valve is adjusted.
  • the actual brake pressure applied to the wheel brake is selected and adjusted accordingly.
  • the actual brake pressure is selected such that the desired braking torque is effected on the wheel.
  • This setting of the braking torque and according to the actual brake pressure is different in the two modes. In the first operating mode, the first inlet valve and the first outlet valve and in the second operating mode the second inlet valve and the second outlet valve are used.
  • the second inlet valve and the second outlet valve are inoperative, in particular the second inlet valve is open and the second outlet valve is closed.
  • the first inlet valve and the first outlet valve are inoperative, in particular the first inlet valve is open and the first outlet valve is closed.
  • the second inlet valve and the second outlet valve and in the second operating mode the first inlet valve and the first outlet valve may be de-energized.
  • a further embodiment of the invention provides that a further wheel brake can be acted upon by the brake pressure provided by the brake pressure source, wherein the further wheel brake is directly connected to a further inlet valve and fluidically parallel to the further inlet valve to another outlet valve, wherein in the first operating mode, a brake torque applied to the further wheel brake is adjusted by means of the further inlet valve and the further outlet valve.
  • the additional wheel brake is assigned to a different wheel than the wheel brake.
  • the wheel brake is assigned to a front wheel of the motor vehicle and the further wheel brake is assigned to a rear wheel of the motor vehicle.
  • a parking brake device may be provided which acts on the same wheel as the other wheel brake, wherein in the second mode of operation, the brake torque applied to the further wheel brake is adjusted by means of the parking brake device.
  • the parking brake device is used only in the first mode. In the second mode, however, the parking brake device is used to achieve the desired braking torque.
  • Figure a schematic representation of a brake system for a motor vehicle.
  • the figure shows a schematic representation of a brake system 1 for a motor vehicle, which has a master cylinder 2, a brake force simulator 3, a brake pressure source 4 and wheel brakes 5, 6, 7 and 8.
  • the number of wheel brakes is of course arbitrary. In the embodiment shown here, four wheel brakes 5, 6, 7 and 8 are provided, but there may also be a higher or lower number of wheel brakes.
  • the wheel brakes are 5 and 7 wheels of a first wheel axle, in particular a front axle, and the wheel brakes 6 and 8 wheels of a second wheel axle, in particular a rear axle of the motor vehicle assigned.
  • the master cylinder 2 is associated with a control element 9, which is designed here as a brake pedal.
  • the operating element 9 is coupled to a master brake piston 10, for example via a lever connection.
  • the master brake piston 10 is arranged to be displaceable on the master brake cylinder 2.
  • a further brake piston 1 1 is arranged in the master cylinder 2. This is optional.
  • the master brake piston 10 includes a brake fluid volume 12 together with the master brake cylinder 2. This is fluidly connected to a simulator fluid volume 13 of the braking force simulator 3.
  • the simulator fluid Lumen 13 is bounded by a simulator piston 14 together with a simulator cylinder 15, in which the simulator piston 14 is arranged displaceably.
  • the simulator piston 14 is preferably spring-loaded by means of at least one spring element 16. The spring element causes a spring force on the simulator piston 14, which is opposite to an enlargement of the Simulatorfluidvolumens 13.
  • the master brake cylinder 2 and / or the control element 9 is associated with a sensor, not shown here, by means of which, upon actuation of the control element 9, a desired brake pressure is determined. Subsequently, a generated by means of the brake pressure source 4 actual braking pressure is applied to the at least one wheel brake 5, 6, 7 and 8, which corresponds to the target brake pressure.
  • the brake pressure source 4 is here preferably designed as a pump, which is driven by an electric motor 17 or can be driven.
  • a switching valve 18 is arranged between the brake fluid volume 12 and the simulator fluid volume 13. Fluidically parallel to the switching valve 18, a check valve 19 is arranged.
  • the non-return valve is designed such that it opens in the direction of the wheel brake 5, 6, 7 or 8, thus allowing flow from the simulator fluid volume 13, but prevents flow into the simulator fluid volume 13.
  • the wheel brakes 5 and 6 are assigned to a first brake circuit 20 and the wheel brakes 7 and 8 to a second brake circuit 21.
  • the first brake circuit 20 has a first isolation valve 22 and a further first isolation valve 23.
  • a second isolation valve 24 and a further second isolation valve 25 are assigned in the second brake circuit 21.
  • the wheel brakes 5 and 6 are connected to the brake pressure source 4 via the second separating valve 24, and the wheel brakes 7 and 8 are connected via the second separating valve 25.
  • the first isolation valve 22 and the second first isolation valve 23 are connected to each other. This also applies to the second isolation valve 24 and the further second isolation valve 25. In other words, therefore, the output sides of the first isolation valves 22 and 23 are fluidically permanently connected to each other and also the output sides of the two isolation valves 24 and 25th
  • the wheel brake 5 is connected to the separating valves 22 and 23 or to the brake pressure source 4 via a first inlet valve 26 and a second inlet valve 27. Parallel to the first inlet valve 26, a first outlet valve 28 and a second outlet valve 29 connected to the wheel brake 5 parallel to the second inlet valve 27.
  • the first exhaust valve 28 is fluidly connected between the inlet valves 26 and 27, that the second exhaust valve 29 fluidly between the second inlet valve 27 and the wheel brake 5.
  • An analogous structure is provided for the wheel brake 7, in which case a first inlet valve 30, a second Inlet valve 3, a first exhaust valve 32 and a second exhaust valve 33 are present.
  • the wheel brake 6 is connected via an inlet valve 34 to the first separating valves 22 and 23 or the brake pressure source 4.
  • the wheel brake 6 is also fluidly connected in parallel to the inlet valve 34 to an outlet valve 35.
  • the same structure is provided analogously for the wheel brake 8, in which case an inlet valve 36 and an outlet valve valve 37 is present.
  • the first exhaust valves 28 and 32 and the exhaust valves 35 and 37 are connected on their side facing away from the respective wheel brake 5, 6, 7 and 8 via a common line to a reservoir 38.
  • the second exhaust valves 29 and 33 are also fluidly connected on their side facing away from the respective wheel brake 5 and 7 to the reservoir 38, for example via the same line or via a separate line.
  • first intake valves 26 and 30, the second intake valves 27 and 31 and the intake valves 34 and 36 are designed to be de-energized open. Additionally or alternatively, the first exhaust valves 28 and 32 and the second exhaust valves 29 and 33 and the exhaust valves 35 and 37 may be configured normally closed.
  • Such an embodiment of the brake system 1 has the advantage that a "case operational" behavior can be implemented extremely reliably, in particular in the event of failure of one of the first intake valves 26 and 30 and / or one of the first exhaust valves 28 and 32.

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

Abstract

L'invention concerne un système de freinage (1) pour un véhicule automobile, comprenant une source de pression de freinage (4) et au moins un frein de roue (5, 6, 7, 8), qui peut être soumis à une force de pression fournie par la source de pression de freinage (4), le frein de roue (5, 6, 7, 8) étant raccordé à une première vanne d'admission (26, 30) et, fluidiquement en parallèle à la première vanne d'admission (26, 30), à une première vanne d'échappement (28, 32). Selon l'invention, la première vanne d'admission (26, 30) est raccordée fluidiquement aux freins de roue (5, 6, 7, 8) par l'intermédiaire d'une deuxième vanne d'admission (27, 31), le frein de roue (5, 6, 7, 8) étant raccordé, fluidiquement en parallèle à la deuxième vanne d'admission (27, 31), à une deuxième vanne d'échappement (29, 33). L'invention concerne également un procédé permettant de faire fonctionner un système de freinage (1) pour une véhicule automobile.
PCT/EP2018/050772 2017-02-21 2018-01-12 Système de freinage pour un véhicule automobile et procédé permettant de faire fonctionner un système de freinage pour un véhicule automobile WO2018153567A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017202806.8A DE102017202806A1 (de) 2017-02-21 2017-02-21 Bremssystem für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Bremssystems für ein Kraftfahrzeug
DE102017202806.8 2017-02-21

Publications (1)

Publication Number Publication Date
WO2018153567A1 true WO2018153567A1 (fr) 2018-08-30

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PCT/EP2018/050772 WO2018153567A1 (fr) 2017-02-21 2018-01-12 Système de freinage pour un véhicule automobile et procédé permettant de faire fonctionner un système de freinage pour un véhicule automobile

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DE (1) DE102017202806A1 (fr)
WO (1) WO2018153567A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111547029A (zh) * 2019-02-12 2020-08-18 大陆-特韦斯贸易合伙股份公司及两合公司 制动系统及相关的运行方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019219405A1 (de) * 2019-12-12 2021-06-17 Zf Active Safety Gmbh Bremssystem für ein Kraftfahrzeug

Citations (4)

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Publication number Priority date Publication date Assignee Title
WO2015106892A1 (fr) * 2014-01-15 2015-07-23 Continental Teves Ag & Co. Ohg Dispositif de commande de frein et système de freinage pour véhicules
WO2015106905A1 (fr) * 2014-01-16 2015-07-23 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules
WO2016096533A1 (fr) * 2014-12-16 2016-06-23 Continental Teves Ag & Co. Ohg Système de freinage d'un véhicule automobile
WO2016139186A1 (fr) * 2015-03-05 2016-09-09 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules automobiles

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015106892A1 (fr) * 2014-01-15 2015-07-23 Continental Teves Ag & Co. Ohg Dispositif de commande de frein et système de freinage pour véhicules
WO2015106905A1 (fr) * 2014-01-16 2015-07-23 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules
WO2016096533A1 (fr) * 2014-12-16 2016-06-23 Continental Teves Ag & Co. Ohg Système de freinage d'un véhicule automobile
WO2016139186A1 (fr) * 2015-03-05 2016-09-09 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules automobiles

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111547029A (zh) * 2019-02-12 2020-08-18 大陆-特韦斯贸易合伙股份公司及两合公司 制动系统及相关的运行方法
CN111547029B (zh) * 2019-02-12 2023-10-24 大陆汽车科技有限公司 制动系统及相关的运行方法

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