DE102011111589A1 - Method for controlling brake system of vehicle, involves determining the target braking torques for each of the to-be-actuated wheel brakes of vehicle and determining the current status of a specific to-be-actuated wheel brake - Google Patents

Abstract

A brake command signal (S1) is received, the target braking torques for each of the to-be-actuated wheel brakes (12-1,12-2) are determined, and the current status of the to-be-actuated wheel brake is determined, based on the conditions such as current brake temperature or current wheel speed. A brake pressure is determined prior to the initiation of braking of wheel brake, based on the stored functional dependence of applied brake torque of a state variable such as brake pressure, wheel speed or current brake temperature. The braking pressure of wheel brake is adjusted finally. An independent claim is included for a brake system.

Description

The invention relates to a method for controlling or regulating a brake system of a vehicle. A braking operation is usually initiated by a braking request is either entered by the driver by pressing the brake pedal or comes from a control system, eg. As an electronic stability program (ESP) that individually decelerates individual vehicle wheels to increase the stability, or z. B. from a traction control or a distance control system.

Depending on the desired braking braking pressures are subsequently determined, which may be different for the individual wheel brakes individually. In a pneumatic brake system is thus z. B. for a vehicle a pneumatic brake pressure of 6 bar determined. Depending on this determination, corresponding valve devices are subsequently controlled, for. B. brake valves with downstream relay valves to adjust the respective brake pressure to the wheel brake. As a result, z. B. a pneumatic brake cylinder is actuated, the piston presses a brake pad against the brake disc, whereby a braking torque is generated.

The braking torque generated at the vehicle wheel is generally dependent on the coefficient of friction of the two coming together in contact braking surfaces or brake partner, z. B. brake pad brake disc or brake pad brake drum. The applied braking torque thus depends on the coefficient of friction or friction coefficient (coefficient of friction) μ, which is a measure of the friction force in relation to the contact force between the braking surfaces. This coefficient of friction depends on various parameters, in particular the temperature.

From the DE 10 2008 032 544 A1 It is known to determine the temperature values of the wheel brakes for controlling the brake system and to take into account in a brake-temperature model. In this case, a behavior of a specific brake friction coefficient is derived from the determined temperature values and slip values of the respective wheel brake and a distribution of the braking force between the wheel brakes of the axles is controlled as a function of the temperature values, slip values and the behavior of the brake friction coefficients. Such control systems thus respond to the actual behavior of the vehicle after the onset of braking.

The invention has for its object to provide a method for controlling or regulating a brake system and a control device suitable for this, which enable a safe braking with relatively little effort.

This object is described by a method according to claim 1 and a control device according to claim 13. The dependent claims describe preferred developments. In addition, the entire brake system and the vehicle are provided with this braking system.

The term "initiation of braking" is understood to mean the pressurization of the hitherto unoperated brakes. Thus, the term "determination of a brake pressure to be set before the initiation of braking" means that the setting of the brake pressure is determined before the application of the brake pressure.

The invention is based on the idea already in advance of the braking, d. H. before initiating the braking, to consider dependencies of the brake torque to be exerted on the entered brake pressure. Unlike the systems described in the introduction, the braking is thus not adjusted in a regulation after the start of the braking process involving the respective determined slip behavior, but the brake pressure is determined suitably on the basis of the previously determined dependence of the braking torque on the brake pressure, taking into account the dependencies of the coefficient of friction of parameters such as the current speed and the current brake temperature.

These dependencies, in particular the braking torque of the brake pressure and the coefficient of friction of the current speed or wheel speed and the brake temperature, are preferably stored in an internal or external memory of the control device. Thus, upon receipt of a braking request from the driver or a control system, the control device of the brake system subsequently determines the total desired deceleration to be provided by the brake system of the vehicle and / or directly the desired braking torque of each individual vehicle wheel. At z. B. a traction control system (ASR) is not a target deceleration of the vehicle, but only an individual braking torque on the driven, but not adhering to the ground or spinning wheel desired. In a braking request of the driver or a vehicle dynamics control system such. B. a distance control system, however, first the desired deceleration of the vehicle and from this the individual desired braking torques of the individual vehicle wheels can be determined. In this determination of the individual desired braking torque z. B. also a brake force distribution between the axes are taken into account.

Thus, no flat or averaged Achemperaturwerte be used because optionally the left and right wheels are braked differently, especially in an ASR function, possibly also in an ESP / anti-roll system with asymmetrical braking to increase the stability.

Here, individual structural differences of the wheel brakes can be considered. Thus, the brakes of the various axes can already be designed differently or dimensioned. Thus, in the case of axle loads of different permissible values, the required braking torques to be provided by the brake are generally different; Accordingly, different sized brake cylinder and / or brake discs are installed.

The (pneumatic) friction brakes thus have a certain, they characterizing braking torque buildup behavior. For this purpose, conversion dependencies or Q factors for the different states as a function of the rotational speed, the temperature and / or the brake pressure can be taken into account and parameterized accordingly.

The brake temperature can be derived by means of a sensor provided in the braking region or also from a known temperature model. In such a temperature model, as the respective heat supply, the brake operation, d. H. the kinetic energy dissipated by braking is applied. As heat dissipation in particular the cooling is set by the air flow, preferably in dependence of the vehicle speed, where appropriate, the different effect of the cooling flow can be considered on the axes, the z. B. is greater in a front axle due to better accessibility of the air flow than in a rear axle.

In this case, the method according to the invention can in particular also be self-learning, so that the stored functional dependencies can be automatically improved. In particular, it can be determined from a subsequent braking whether the assumptions about the functional dependencies made before initiation of the braking can possibly be improved, and thus subsequently the stored dependencies are corrected. This z. B. always averaging over a number of last braking operations are formed.

The invention can be implemented, in particular, on pneumatic brake systems, and also on hydraulic or electric brake systems.

The invention will be explained below with reference to the accompanying drawings to an embodiment. Show it:

1 an inventive vehicle with a brake system according to the invention;

2 a schematic representation of an acting on a wheel air brake;

3 a flow chart of a method according to the invention; and

4 Diagrams with relevant dependencies or functions.

A vehicle 1 has a front axle 2 with wheels 2-1 and 2-2 and a powered rear axle 4 with wheels 4-1 and 4-2 on.

The vehicle 1 has an electropneumatic brake system 5 on that in 1 shown simplified with its components relevant here; it indicates:
pneumatic wheel brakes 12-1 . 12-2 . 14-1 and 14-2 the wheels 2-1 to 4-2 , and electropneumatic brake valve facilities 13-1 . 13-2 . 15-1 and 15-2 for compressed air supply to the wheel brakes 12-1 . 12-2 . 14-1 and 14-2 about a compressed air system not shown in more detail here 17 , Speed sensors (ABS sensors) 22-1 . 22-2 . 24-1 and 24-2 , an electronic control device (brake ECU) 10 .
a brake pedal to be operated by the driver 11 and a brake value transmitter 14 which depends on the operation of the brake pedal 11 a brake request signal S1 to the controller 10 outputs,
and a controller 16 a brake control system, the z. B. the functions of an ABS (anti-lock braking system), further an electronic stability program (ESP), ACC (Adaptive Cruise Control, Abstandshalteregelung), and / or CC (cruise control, cruise control function) may include. The control device 16 can in this case also in the control device 10 be integrated. It outputs a second braking request signal S2 to the control device 10 out. Thus, a brake request or a braking request from the driver and / or come from a control system.

The brake training of the individual wheel brakes 12-1 . 12-2 . 14-1 and 14-2 is in 2 by way of example at the wheel brake 12-1 shown in more detail. A brake disc 30 rotates with the wheel speed n (or n_2-1, ... n_4-2) of the respective wheel 2-1 to 4-2 , A pneumatic brake cylinder 32 is shown schematically and pushes with his piston 32a Brake pads 34 against the brake disc 30 , As known to those skilled in the art, such formations are generally referred to as floating caliper brakes with an application device educated. 2 serves the schematic representation to reflect the basic functionality. The pneumatic brake cylinder 32 is to the compressed air system 17 of the brake system 5 connected, the brake valve device 13-1 directly or indirectly from the brake control device 10 is controlled via electrical brake control signals S12-1 to S14-2.

The illustration of the brake valve device 13-1 for a wheel brake 12-1 is also simplified because the exact design of the pneumatic system is not relevant here; In particular, valve devices, electropneumatic valves and downstream relay valves can be provided here. B. the control via ABS valves and multi-circuit protection valves, etc. take place.

The brake control device 10 attacks according to 1 on an internal or by means of their interface 40a on an external (here externally drawn for illustrative purposes) data storage 40 back, in which relevant values for the dependence of the brake pads 34 and the brake disc 30 applied braking torque M_b are stored. This dependency is in the diagrams of 4 shown in more detail and will be explained below.

In the following, the method according to the invention will be controlling and / or regulating the pneumatic brake system 5 explained in more detail.

According to 3 the procedure is started in step St0, generally when starting the vehicle 1 or starting the engine, where the pneumatic brake system 5 is also set ready for operation. Subsequently, braking operations are performed in step St1 to St6. Here, either in step St1 a braking request is read by the driver by the driver, the brake pedal 11 operated and this actuation of the brake value transmitter 14 is converted into a pneumatic and / or electric braking request signal S1, directly or indirectly, the brake control device 10 is supplied. Alternatively, according to step St2, one of the control systems may also recognize the need for braking, e.g. B. a traction control system (ASR) upon detection of a spin of one or both of the driven rear wheels 4-1 . 4-2 , Further, a cruise control function CC, which also acts on the engine control unit in a manner not shown here, in order to reduce the engine target torque as far as possible before initiation of a braking operation; Furthermore, the braking request may also come from an ACC, ESP or a rolling stability control, which in each case in particular also a selective braking of only one or some of the wheels 2-1 to 4-2 can request.

Hereinafter, in both cases, according to step St3, a determination of a target deceleration Z_soll of the entire vehicle will be made 1 , z. B. ACC or CC, and / or determination of individual desired braking torque M_b for each wheel 2-1 to 4-2 (ie M_b_2-1 to M_b_4-2), e.g. B. in ASR or ESP performed. Also in the case of the determination of a set deceleration Z_setpoint, the individual setpoint braking torques M_b_2-1 to M_b_4-2 are subsequently determined. Such method for determining a desired braking torque for the individual wheels 2-1 to 4-2 are known as such.

Supplementary data or algorithms can be included in this step St3. So can the total mass of the vehicle 1 including its load, continue to apply a brake force distribution (BKV) between the axles 2 and 4 be determined.

Subsequently, in step St4, values for the current surface pressure under the current or current states and conditions are included in order to obtain the pneumatic brake pressure (cylinder pressure) P_32 (ie P_32_12-1 to P_32_14_) required to achieve the previously determined desired braking torque M_b_2-1 to M_b_4-2. 2) in the respective brake cylinders 32 to investigate. This will be from the memory 40 the diagrams of 4a . 4b . 4c used, as explained below.

4a shows on the ordinate or vertical Y-axis, the braking torque M_b in here z. B. kNm depending on the plotted on the abscissa or horizontal X-axis brake pressure P_32. Hereby poses 4a a cold pressure series, ie is valid for the vehicle friction brake low brake temperature of 100 ° C at a reference speed of v = 60 km / h.

4b shows the speed dependence, here by the coefficient of friction μ on the vertical ordinate as a function of the plotted on the horizontal abscissa output speed v ₀ , ie the output speed before initiation of braking z. B. in km / h, in turn, the reference temperature (cold braking) of 100 ° C. 4c finally shows the temperature dependence, here as friction coefficient μ on the ordinate as a function of the starting temperature in ° C, ie the temperature at the initiation of the braking process. The three diagrams of 4a , b, c thus complement each other. Advantageously, these data are not merely represented as three diagrams at the reference values, but as a value tuple or matrix, ie in mutual dependence. Optionally, according to the invention, it may also be provided to carry out conversions in each case on the basis of these dependencies, ie to adapt the cold-pressure series accordingly, if instead 100 C ° another starting temperature is present, for. B. by multiplication or convolution of the function shown here or diagrams. This results in a value field as a braking torque as a function of the applied cylinder pressure according to 4a in which the curve shown is the 4a according to the diagrams of 4b , c in each case at changed speeds (instead of in 4a shown reference speed of v = 60 km / h) and other temperatures instead of in 4a output temperature (cold braking) of 100C ° can be adjusted.

Thus, according to the invention, a determination of a conversion functionality (Q-factor) as a conversion factor for determining a at a respective wheel brake 12-1 to 14-2 achieved braking torque M_b depending on the in the pneumatic brake cylinder 32 adjusted pneumatic brake pressure P_32 be performed.

In step St4, the current conversion functionality or the conversion factor is thus determined in each case. The step St4 may, for. B. before step St3 or the steps St1, St2 are currently performed. In particular, it can also be carried out in a separate computer parallel to step St3.

Subsequently, in step St5, the individual or separate conversion functions (Q factors) of the individual wheel brakes determined in step St4 and the setpoint braking torques determined in step St3 are determined individually for each wheel brake 12-1 to 14-2 the brake pressure P_32 in the respective pneumatic brake cylinder 32 determined and subsequently in step St6 by controlling the respective brake valve devices 13-1 to 15-2 set by means of appropriate control signals S12-1, S12-2, S14-1 and S14-2.

The procedure of 3 In this case, this can be a regulation method, in which, after step St6, it is again reset before step St1. When braking via the control device 16 of the brake control system, ie via step St2 (instead of St1) is thus carried out a closed loop, with supplementary measurement data of the wheel speed sensors 22-1 to 24-2 supplied as signals S22-1, S22-2, S24-1 and S24-2 to the controller 10 and optionally the control device 16 be reported to the control system.

• – Ermittlung der Temperatur T mit Hilfe von Temperatursensoren, die in unmittelbarer Nähe eines der Bremselemente, bspw. der Bremsscheibe, angeordnet sind,
• – Ermittlung der Temperatur T über ein den Belastungszustand der Bremse 12-1 repräsentierendes Lastsignal, das die Fahrzeuggeschwindigkeit v mit der Anpresskraft der Bremsscheibe 30 verknüpft, woraus die resultierende Temperaturerhöhung der Bremsscheibe 30 ermittelt und ein voreingestellter Temperatureingangswert T0 entsprechend erhöht wird,
• – Ermittlung der Temperatur T durch Berechnung der Wärmeenergiezufuhr zu der Bremse 12-1 aus der Abnahme der kinetischen Energie des Fahrzeugs beim Bremsvorgang,
• – Ermittlung der Temperatur T aus der Verformung von Bauteilen der Bremse 12-1,
• – Ermittlung der Temperatur T aus der momentanen Fahrzeugbeschleunigung dv/dt (bzw. Fahrzeugverzögerung) und der Fahrzeuggeschwindigkeit v,
• – Auswahl eines Bauteils, dessen Temperatur ermittelt wird, derart, dass diese Temperatur den thermischen Belastungsstand der Bremse widerspiegelt, woraus auf die Temperatur T der Bremse 12-1 geschlossen werden kann.

The temperature T or T0 in the brake system, according to 4c can be detected in different ways directly or indirectly via temperature models:

• Determination of the temperature T by means of temperature sensors which are arranged in the immediate vicinity of one of the brake elements, for example the brake disk,
• - Determining the temperature T via a load state of the brake 12-1 representing load signal, the vehicle speed v with the contact pressure of the brake disc 30 linked, resulting in the resulting increase in temperature of the brake disc 30 determined and a preset temperature input value T0 is increased accordingly,
• - Determining the temperature T by calculating the heat energy supply to the brake 12-1 from the decrease of the kinetic energy of the vehicle during braking,
• - Determining the temperature T from the deformation of components of the brake 12-1 .
• Determination of the temperature T from the instantaneous vehicle acceleration dv / dt (or vehicle deceleration) and the vehicle speed v,
• - Selection of a component whose temperature is determined, such that this temperature reflects the thermal load level of the brake, resulting in the temperature T of the brake 12-1 can be closed.

The invention can in principle also be carried out on a hydraulic brake system or an electromotive brake system.

The dependencies of the diagrams according to 4a , b, c can with identical wheel brakes 12-1 to 14-2 basically the same. In general, however, different brakes can be installed. In particular, the calculation is preferably carried out individually, since in principle also z. B. different temperatures T of the brakes 12-1 to 14-2 may be present.

The functional dependencies of 4a , b, c can on the one hand be determined theoretically and, in particular, can also be determined empirically by means of corresponding test series.

Thus, if z. B. accordingly 4a a braking force-effective pressurization of a brake cylinder 32 (Pressure increase) of 1.0 bar at a speed of v = 60 km / h and a temperature of the brake of 100C °, it represents a braking torque build-up behavior, which can be represented with 3.6 kNm / bar.

Calculation:

Assumption: The method of the application defines the nominal braking torque build-up behavior at 6 bar, with the parameters v = 60 km / h and T = 100 ° C.

Then follows: 20 kNm / (6.0-0.5) bar = 3.6 kNm / bar

In this case, preferably 0.5 bar are deducted because each brake cylinder requires a certain minimum pressure (set pressure) to generate a braking force for the first time on the wheel via the brake. Cause is the overcoming of return springs etc .. ie also that the imaginary extended curve of 4a except for the abscissa this does not cut at 0.0 bar, but at about 0.5 bar.

The nominal brake torque build-up behavior is z. B. referred to as M_Gradient_Nenn.

The characteristic variable (Q-factor) of a brake is the braking force generated on the wheel, which is transferred from the wheel to the road surface. Crucial for this is the tire radius. Q-factor = M_Gradient_Nenn / r

With an exemplary tire radius of 0.5 m, a Q_factor_number of 7.2 kN / bar is calculated.

If, in practice, a braking operation is carried out in which the brake pressure is 6.0 bar and on the wheel (eg. 2-1 ) is measured at a speed of v = 60 km / h and a brake temperature T of 100 ° C, a setpoint braking torque is calculated which takes into account a current conversion factor (Q-factor) of 7.2 kN / bar.

The current conversion factors (Q-factors) are thus dependent on all sizes of brake pressure P_32 (surface pressure of the lining / brake disc or brake drum), speed v (speed n of the wheel) and brake temperature T.

LIST OF REFERENCE NUMBERS

1

vehicle

2

Front

2-1, 2-2

Wheels of 2

4

rear axle

4-1, 4-2

Wheels of 4

5

braking system

10

control device

11

brake pedal

12-1

wheel brake

12-2

wheel brake

13-1

Brake valve assembly

13-2

Brake valve assembly

14

Brake signal transmitter

14-1

wheel brake

14-2

wheel brake

15-1

Brake valve assembly

15-2

Brake valve assembly

16

control device

17

Compressed air system

22-1

Speed sensor

22-2

Speed sensor

24-1

Speed sensor

24-2

Speed sensor

30

brake disc

32

brake cylinder

32a

piston

34

Brake pads

40

data storage

40a

interface

v

vehicle speed

v ₀

output speed

dv / dt

vehicle acceleration

P_32

brake pressure

M_B

braking torque

S1

Braking requirement signal

S2

Braking requirement signal

S12-1

Brake control signal

S12-2

Brake control signal

S14-1

Brake control signal

S14-2

Brake control signal

St0 St6

Steps of the procedure

T, T0

brake temperature

T0

Temperature input value of T

Z-target

should delay

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102008032544 A1 [0004]

Claims (14)

Method for controlling or regulating a brake system ( 5 ) of a vehicle, wherein the brake system ( 5 ) at least one wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ), comprising at least the following steps: receiving a braking request signal (S1, S2) (St1, St2), determining desired braking torques (M_b) for each wheel brake to be actuated ( 12-1 . 12-2 . 14-1 . 14-2 ) (St3), determination of current state variables of the at least one wheel brake to be actuated ( 12-1 . 12-2 . 14-1 . 14-2 ) (St4), determination of a brake pressure to be set (P_32) before initiating braking on the wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) based on a known, stored functional dependence of the applied braking torque (M_b) of the wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) of at least one of the following state variables: brake pressure (P_32) to be entered, current wheel speed (n) and current brake temperature (T) (St5), and subsequently adjustment of the respective brake pressure (P_32) at the at least one wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) (St6). A method according to claim 1, characterized in that the determined current state variables at least include the current brake temperature (T) and the current wheel speed (n) (St4). A method according to claim 1 or 2, characterized in that the brake pressure before initiation of the braking based on known, stored functional dependencies of the applied braking torque (M_b) of the wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) is determined from all the following state variables: brake pressure to be entered (P_32), current wheel speed (n) and current brake temperature (T) (St5). Method according to one of the preceding claims, characterized in that the brake pressure to be set (P_32) before initiation of the braking at the at least one wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) is determined based on the known, stored functional dependence of the applied braking torque (M_b) of the wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) of both the brake pressure (P_32) to be inputted and the current wheel speed (n) as well as the current brake temperature (T) (St5). Method according to one of the preceding claims, characterized in that it is a control method, in which after the setting of the brake pressure (P_32) (St6) subsequently the at least one current braking condition is newly measured and a new functional dependence is determined (St5). Method according to one of the preceding claims, characterized in that in a brake system ( 5 ) with several wheel brakes ( 12-1 . 12-2 . 14-1 . 14-2 ) for each wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) is carried out. Method according to one of the preceding claims, characterized in that the brake system is a pneumatic brake system ( 5 ) and in each case pneumatic brake pressures (P_32) in the brake cylinders ( 32 ) of the wheel brakes ( 12-1 . 12-2 . 14-1 . 14-2 ). Method according to one of the preceding claims, characterized in that the brake temperature (T) of the at least one wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) is determined by means of a temperature sensor and / or a temperature model as a function of previous braking times and thereby determined Reibwärmezuführungen and heat losses through heat dissipation. Method according to one of the preceding claims, characterized in that for determining the brake pressure (P_32) in a memory ( 40 ) at least the following functional dependencies are stored: braking torque (M_b) as a function of the brake pressure (P_32) at reference values of the wheel speed and / or the current brake temperature (T), a coefficient of friction (μ) depending on the wheel speed or travel speed, and the coefficient of friction (μ ) as a function of the brake temperature (T), wherein from the stored functional dependencies in each case current investigations of the brake pressure to be set (P_32) to achieve the determined target braking torque (M_b) are performed. Method according to one of the preceding claims, characterized in that the braking request signal (S1) from the driver via a brake pedal ( 11 ) and a brake value transmitter ( 14 ) is input and / or the braking request signal (S2) from a vehicle control system, for. As ESP, ASR, ACC, CC, ABS, is generated. Method according to one of the preceding claims, characterized in that in step (St3) of determining the at least one desired braking torque (M_b), first a set deceleration (Z_soll) of the vehicle ( 1 ) and, subsequently, the at least one desired braking torque (M_b) of the at least one wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) is determined. Method according to one of claims 1 to 10, characterized in that directly without determining a target deceleration (Z_soll) of the entire vehicle ( 1 ) Desired braking torques (M_b) of the individual wheel brakes ( 12-1 . 12-2 . 14-1 . 14-2 ) are determined, for. For an ESP or ASR. Control device ( 10 ) of a brake system ( 5 ), in particular for carrying out a method according to one of the preceding claims, wherein the control device ( 10 ) has at least: an internal memory ( 40 ) or a memory interface ( 40a ) for connecting an external memory ( 40 ), whereby the memory for each wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) has stored at least the following functional dependencies: the dependence of the braking torque (M_b) on an input brake pressure (P_32), and / or on a coefficient of friction (μ) as a function of a wheel speed (n) and / or on a coefficient of friction (μ) in dependence a current brake temperature (T), the control device ( 10 ) is designed to determine the brake pressures (P_32) to be set on the at least one wheel brake ( 12-1 . 12-2 . 14-1 . 14-2 ) incorporating the at least one stored functional dependency and at least one current wheel braking condition determined by the control device ( 10 ) is determined from current rotational speed signals (S22-1, S22-2, S24-1, S24-2,) and / or measured or from the control device ( 10 ) determined brake temperatures (T). Brake system ( 5 ) in particular pneumatic brake system ( 5 ), comprising: a control device ( 10 ) according to claim 13, wheel brakes ( 12-1 . 12-2 . 14-1 . 14-2 ) for braking each of a vehicle wheel ( 2-1 . 2-2 . 4-1 . 4-2 ), one in the control device ( 10 ) or outside the control device ( 10 ) memory ( 40 ) for storing the functional dependencies, wherein the control device ( 10 ) Brake control signals (S12-1, S12-2, S14-1, S14-2) are output for setting the individual brake pressures (P_32).

Images