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WO2019101770A1 - Système de freinage pour véhicules à moteur - Google Patents

Système de freinage pour véhicules à moteur Download PDF

Info

Publication number
WO2019101770A1
WO2019101770A1 PCT/EP2018/082017 EP2018082017W WO2019101770A1 WO 2019101770 A1 WO2019101770 A1 WO 2019101770A1 EP 2018082017 W EP2018082017 W EP 2018082017W WO 2019101770 A1 WO2019101770 A1 WO 2019101770A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
brake
valve
pressure chamber
brake system
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2018/082017
Other languages
German (de)
English (en)
Inventor
Christian Courth
Harald Biller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Priority to KR1020207017718A priority Critical patent/KR102365448B1/ko
Publication of WO2019101770A1 publication Critical patent/WO2019101770A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T8/36—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 including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655—Continuously controlled electromagnetic valves
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/81—Braking systems

Definitions

  • the invention relates to a brake system comprising hydraulically actuated wheel brakes, operable by means of a brake pedal master cylinder with at least one connected to the wheel brake pressure chamber, a Druck washerstel treatment device with a pressure chamber, which is bounded by a pressure piston, each in a hydraulic connection between the pressure chamber and a wheel brake in each case a one-valve is arranged.
  • Brake-by-wire brake systems are becoming increasingly widespread in motor vehicle technology.
  • brake systems In addition to a master brake cylinder that can be actuated by the vehicle driver, such brake systems often comprise an electrically (“by-wire”) controllable pressure supply device, by means of which "brake-by-wire” by-wire “an actuation of the wheel brakes takes place.
  • the driver is decoupled from direct access to the brakes, and when the pedal is actuated, a pedal decoupling unit and a simulator are usually actuated, with the braking request being sensed by a sensor
  • the pedal simulator is used to give the driver as familiar a brake pedal feel as possible, and the detected braking request results in the determination of a desired braking torque, from which the desired brake pressure for the brakes is determined Brakes built.
  • actuators are designed as linear actuators in which a piston is axially displaced into a hydraulic pressure chamber to build up pressure, which is built in series with a rotational-translation gear.
  • the motor shaft of an electric motor is converted by the rotation-translation gear in an axial displacement of the piston.
  • a "brake-by-wire" -Bremsstrom for motor vehicles is known, which is a brake pedal operable tandem master cylinder whose pressure chambers are connected via an electrically actuated isolating valve separable connected to a brake circuit with two wheel brakes, one with the master cylinder hydraulically connected, switched on and off simulation device, and an electrically controllable pressure supply device, which is formed by a cylinder-piston assembly with a hydraulic pressure chamber whose piston is displaceable by an electromechanical actuator comprises, wherein the Druckr positioning device via two electrically operable switch valves is connected to the intake valves of the wheel brakes.
  • a mechanical or hydraulic fallback level is usually provided, by means of which the driver can decelerate or bring the vehicle to a standstill as a result of muscular force when the brake pedal is actuated
  • a pedal simulator In normal operation, in such an external power brake system, the driver operates a pedal simulator, this pedal actuation is detected by pedal sensors and a ent speaking pressure setpoint for the linear actuator is determined to actuate the wheel brakes.
  • a movement of the linear actuator from its rest position forward into the pressure chamber displaces brake fluid volume from the linear actuator via the open valves in the wheel brakes and thus causes a pressure build-up.
  • the movement of the linear actuator leads back towards its rest position to a pressure reduction in the wheel brakes.
  • the setting of a required system pressure is carried out with the aid of a suitable pressure regulator or a suitable pressure control system in which, for example, a speed controller is subordinate to the pressure regulator.
  • a pressure-volume characteristic is stored in the brake system, which maps the ratio of volume and pressure so that the associated pressure can be determined for each volume and vice versa.
  • the driver Upon actuation of the brake pedal to request a brake pressure, the driver is no longer directly connected to the brake system, but operates a pedal simulator having a suitable pedal characteristic, so that the driver is a sufficiently accurate dosage of the requested braking desired.
  • This pedal operation is detected by pedal sensors and determined therefrom a brake request of the driver corre sponding pressure setpoint for the linear actuator to actuate the wheel brakes.
  • a disadvantage of known brake system are the necessary when Druckeinstelen the energy consumption when switching the valves and the associated noise.
  • the invention is therefore based on the object to improve a brake-by-wire braking system in terms of its energy requirements and its flexibility.
  • we least one inlet valve is formed as normally closed pressure reducing valve.
  • the invention is based on the consideration that modern requirements on braking systems low noise, precise Druckein position and low energy consumption include all possible to be met simultaneously.
  • an inlet valve as a normally closed pressure reducing valve.
  • the brake pressure in the intake valve associated with the wheel brake can be realized without a switching operation only due to the pressure applied to the inlet valve.
  • a pressure reducing valve is in this case a valve understood, which locks in one direction and opens in the other direction as soon as a threshold pressure is exceeded.
  • the pressure reducing valve By energizing the pressure reducing valve, the height of the threshold pressure can be controlled. In particular, the higher the current value, the higher the desired pressure difference.
  • each of the intake valves is designed as a pressure-reducing valve, whereby one of the wheel pressure can be designed be particularly easy.
  • everyone can Inlet valves can be controlled with the same method to set all wheel pressures independently and quietly to the ge wished value.
  • the pressure-providing device is advantageously designed to convey pressure medium from the pressure chamber without a delivery break in one direction. This means in particular, it is always promoted pressure medium in the direction of the wheel brakes, but this is done without a Nachsaugzyklus.
  • Each wheel brake is preferably associated with an outlet valve, wherein at least one outlet valve as a normally open
  • the at least one pressure chamber of the master cylinder is preferably connected or connectable via a respective outlet valve with a wheel brake.
  • the master cylinder preferably has two pressure chambers and a further pressure chamber, which is hydraulically connected to a simulation device.
  • One of the pressure chambers is preferably connected via a hydraulic line to the pressure medium reservoir, in which a Pressure compensation valve is arranged.
  • the master brake cylinder has exactly one pressure chamber and a further pressure chamber, which is hydraulically connected to a simulation device.
  • the braking system is preferably single-circuited in the fallback mode.
  • the further pressure chamber is preferably connected via a hydraulic line to the pressure medium reservoir, in which a pressure compensation valve is arranged.
  • the respective inlet valve is particularly advantageous forms out as a solenoid valve, in particular for
  • slip-controlled motor vehicle brake systems with a arranged in a valve housing valve tappet, which is able to open a valve seat in a valve seat of the valve housing or close, with a plunger for actuating the valve provided magnetic drive, consisting of an axially movably received in the valve housing magnet armature, the is electromagnetically actuated by means of a valve spool, a magnetic core formed in the valve housing, which faces the armature, and with a compression spring for positioning the valve stem in a basic position closing the valve passage in the valve seat, wherein the actuation direction of the magnet armature is rectified in the electromagnetically excited position of the magnetic drive with the effective direction of the compression spring.
  • AD analog / digital valves
  • the advantages of the invention are in particular that known normally open AD (analog / digital) valves can be used as exhaust valves in the brake system described.
  • the intake valves used as pressure reducing valves described during the Radbremstik need during normal braking no energy or no energization. You still need no strong compression spring with high switching and holding current. There are therefore no switching noises.
  • the use of the described brake system allows stepless and independent control of all wheel pressures, such as may be used for functions such as yaw moment control or perimetric bending, or combinations thereof.
  • FIG. 1 shows a brake system in a first preferred embodiment
  • FIG. 2 shows a brake system in a second preferred embodiment.
  • FIG. 1 An in FIG. 1 illustrated brake system 2, which as
  • Foreign-power brake system comprises an actuatable by means of an actuating or brake pedal 6 main brake cylinder 10, a together with the master cylinder 10 men Wegde simulation device 14, the master cylinder 10 associated, under atmospheric pressure pressure medium reservoir 18, an electrically controllable pressure supply device 20, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber 26, the piston 32 by an electromechanical actuator 34, which comprises an electric motor and a Rotati ons translation thread, which is preferably designed as a ball screw drive, is displaceable, a electrically controllable pressure modulation device 36 for setting wheel-specific brake pressures and an electronic control and regulation unit 40.
  • an electrically controllable pressure supply device 20 which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber 26, the piston 32 by an electromechanical actuator 34, which comprises an electric motor and a Rotati ons translation thread, which is preferably designed as a ball screw drive, is displaceable, a electrically controllable pressure modulation device 36 for setting wheel-specific brake pressures and an electronic
  • the pressure modulation device 40 comprises, for example, hydraulically actuatable wheel brakes 42, 44, 46, 48 and the wheel brake 42-48 which is available, an inlet valve 50, 52, 54, 56 and an outlet valve 60, 62, 64, 66 Intake valves 50 to 56 are supplied by means of a brake circuit supply line 70 with pressures which are derived in a brake-by-wire mode from a system pressure present in a system pressure line 80 connected to a pressure chamber 26 of the pressure supply device 20 corresponds to the pressure provided by the pressure supply device 20.
  • the brakes 42, 44 are connected to a first brake circuit I, the brakes 46, 48 to a second brake circuit II hydraulically.
  • the master cylinder 10 has, in a housing 70, two pistons 140, 142 arranged one behind the other, which delimit hydraulic pressure chambers 120, 122.
  • the pressure chamber 122 is formed in the piston 142 and secondary piston radial Boh ments and equalization openings and a Druckstoffaus same line 138 with the pressure fluid reservoir 18 hydraulically unopposed piston 142 in connection.
  • the limited by the piston 140 and the primary piston and the floating secondary piston 142 pressure chamber 140 and the primary chamber is connected via a pressure equalization line 136 with the Druckmit telaus Heidelbergs uman 10, With the help of an arranged in the pressure equalization line 136, in particular normally closed, pressure compensation valve 134, this connection can be blocked if necessary.
  • the master cylinder 10 has a third pressure chamber 128, which is designed in particular as an annular chamber annular around the primary piston.
  • a pressure effect in the pressure chamber 128 corresponds to a force acting on the first master cylinder piston 140 against the actuation direction.
  • the primary / secondary chamber is connected via a radial bore to the chamber 128.
  • the connection via the radial bores is shut off by an actuation (displacement) of the piston 140 or 142 in the housing.
  • the first pressure chamber 140 and the hyd raulische chamber 128 are thus hydraulically sealed against each other in an actuated state of the first master cylinder piston.
  • Braking system ("brake-by-wire” mode) is actuated by the driver of the Pri märkolben at a Be actuation of the brake pedal 6, wherein the piston movement is detected by means of the displacement sensor means of the electronic control unit, the simulator valve and the separating valve
  • a pressure builds up in accordance with the simulator characteristic of the simulation device, since no pressure build-up in the (primary) pressure chamber is possible due to the opened outlet valve, the only static counterforce is the simulator
  • a hydraulic damping effect can be achieved by the opening characteristic of the drain valve, which means that primary piston stroke-dependent damping values can also be implemented (hydraulic / mechanical and / or electronic).
  • the pressure chamber 128 is connected via a pressure equalization line 126 to the pressure medium expansion tank 18.
  • Pressure equalization line 126 is a, preferably normally open, pressure equalization valve 150 is arranged, with the help of may be the connection between the pressure chamber 128 and
  • Pressure medium reservoir 18 can be locked.
  • check valve 152 is connected in parallel, which blocks a return flow of pressure medium from the pressure chamber 128 in the pressure medium reservoir 18 and releases in the opposite direction.
  • the pressure chamber 120 By opening the pressure compensation valve 134, the pressure chamber 120 can be depressurized, d. H. it is hydraulically connected to the under pressure pressure medium reservoir 18, so that also sets in it atmospheric pressure. By opening the pressure compensation valve 150, the pressure chamber 128 can be depressurized in the same way.
  • the pressure chamber 120 and the primary pressure chamber is connected via a brake line 160 to the wheel brakes 42, 44 of the brake circuit I. connectable or connected.
  • the pressure chamber 122 and the seconds därdruckhunt is connected via a brake line 162 to the wheel brakes 46, 48 of the brake circuit II connected or connected.
  • a piston rod 166 couples the pivotal movement of the brake pedals 6 due to a pedal operation with the translational movement of the first master cylinder piston 140 and Pri märkolbens whose actuating travel is detected by a, preferably redundant, displacement sensor 170.
  • the corresponding piston travel signal is a measure of the Bremspe dalbetuschistswinkel. It represents a braking request of the driver.
  • the simulation device 14 or the simulator is hydraulically coupled via a line 192 to the master cylinder 10 and includes, for example, essentially a hydraulic simulator chamber 190, a simulator spring chamber 194 and a two chambers 190, 194 separating Simula torkolben 198.
  • the simulator piston 198 is supported by an elastic element 196 (eg a spring) arranged in the simulator spring chamber 194, which is advantageously prestressed, on a housing 204 of the simulator.
  • a preferably redundantly configured pressure sensor 240 measures the system pressure prevailing in the system pressure line 80.
  • a preferably redundantly configured pressure sensor 244 measures the pressure in line 192.
  • the electrically controllable pressure supply device 20 is designed as a hydraulic cylinder-piston arrangement or a single-circuit electrohydraulic actuator whose / which pressure piston 32, which limits the pressure chamber 26, of a schematically indicated electric motor 220 with inter mediate circuit of a likewise schematically illustrated Ro tations- Translationsgetriebes, which is preferably designed as a ball screw (KGT), can be actuated.
  • a schematically indicated electric motor 220 with inter mediate circuit of a likewise schematically illustrated Ro tations- Translationsgetriebes which is preferably designed as a ball screw (KGT)
  • One of the detection of the rotor position of the electric motor 220 serving, le diglich schematically indicated rotor position sensor is connected to the Numeral 226 denotes.
  • a temperature sensor 228 may be used to sense the temperature of the motor winding.
  • a pressure chamber 270 is connected to the pressure medium reservoir 18 via a hydraulic suction line 260 into which a check valve 262 is
  • the pressure supply device 20 is designed as a reversing linear actuator, in a direction without
  • check valve 274 is arranged, which allows flow of pressure medium from the pressure chamber 270 into the pressure chamber 26 and blocks in the reverse direction.
  • the brake promotes fluid in the direction of the wheel brakes.
  • the pressure chamber 270 is filled due to the resulting negative pressure in the Nachsaug réelle 160 with pressure medium.
  • the piston 32 can then be reversed so that it moves into the pressure chamber 270.
  • pressure medium from the pressure chamber 270 through the return check valve 274 is conveyed into the pressure chamber 26, so that even in this direction of movement of the piston 32 pressure medium from the pressure chamber 26 is moved. Since in both piston directions pressure medium is conveyed in the direction of the wheel brakes 42-48, pressure medium from the wheel brakes is always discharged with the aid of the outlet valves 60-66.
  • the brake system 2 is designed to allow noise and low energy individual pressure build-up.
  • Pressure reducing valve formed. It is preferably designed in each case as a normally closed analog-digital valve (SG-AD valve), in particular with an increasing characteristic curve.
  • SG-AD valve normally closed analog-digital valve
  • the respective outlet valve 60-66 is preferably designed as a normally open analog / digital valve.
  • the respective outlet valve 60-66 is a check valve in parallel connected, which prevents a backflow of pressure medium from the respective wheel brake 42-48.
  • the pressure supply device 20 builds brake pressure in the wheel brakes via the brake circuit supply line 70.
  • the inlet valves are not energized, but open when the pressure in the brake circuit supply line 70 exceeds the low opening pressure of the compression spring in the valve. To achieve a uniform braking force distribution and valve design the lowest possible value for this opening pressure is sought.
  • the respective exhaust valve is ge closed or overflow to control the wheel pressure according to the exhaust valve 60, 62, 64, 66 characterizing
  • the modulation of the wheel pressure can be carried out both radically and individually. If a pressure difference is to be set between the wheels (or axles), the Inlet valves 50-56 are more closed by increasing the flow at the wheel brakes with the lower pressure. As a result, it is possible with the aid of the pressure supply device 20 to set a higher wheel brake pressure in the other wheel brakes.
  • the driver can build by pressing the brake pedal 6 wheel brake.
  • the inlet valves 50, 56 are / are closed, since they are no longer opened by pressure built up by the linear actuator.
  • the linear actuator need not be hydraulically separated from the wheel brakes 42-48 by separate isolation valves.
  • FIG. 2 a brake system 2 in a second preferred embodiment is shown.
  • This brake system 2 differs substantially from that shown in FIG. 1 embodiment by the design and hydraulic connection to the brake master cylinder 10 to the brake circuits I, II.
  • the master cylinder 10 is a single-circuit formed with a pressure piston 140a, which is movable upon actuation of the brake pedal 6 in a pressure chamber 120a.
  • Pressure chamber 120a is preferred and as shown not connected to the wheel brakes 46, 48 of the other, the rear axle associated, brake circuit II or connectable.
  • the two wheel brakes 42, 44 of the brake circuit I correspond to the front wheel brakes and the two wheel brakes 46, 48 of the brake circuit II to the rear wheel brakes.
  • the driver can displace pressure medium from the pressure chamber 120a in the direction of the wheel brakes 42, 44 of the front axle by actuating the brake pedal 6, the exhaust valves 60, 62 acting as exhaust valves in the sense of wheel reversal. The driver thus receives no direct access to the wheel brakes on the rear axle, which prevents overbraking the rear axle.

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

Abstract

L'invention concerne un système de freinage (2) comprenant : - des freins de roue à commande hydraulique (42-48), un maître-cylindre de frein (10) pouvant être actionné à l'aide d'une pédale de frein (6) et doté d'au moins une chambre de pression (120, 122) reliée aux freins de roue (42-48) ; - un dispositif de fourniture de pression (20) pourvu d'une chambre de compression (26) qui est délimitée par un piston de pression (32), une soupape d'admission (50-56) étant respectivement disposée dans une liaison hydraulique entre la chambre de compression (26) et un frein de roue (42-48), au moins une soupape d'admission (50-56) étant réalisée sous la forme d'une soupape de réduction de pression fermée sans courant.
PCT/EP2018/082017 2017-11-24 2018-11-21 Système de freinage pour véhicules à moteur Ceased WO2019101770A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020207017718A KR102365448B1 (ko) 2017-11-24 2018-11-21 자동차용 브레이크 시스템

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017221019.2 2017-11-24
DE102017221019.2A DE102017221019A1 (de) 2017-11-24 2017-11-24 Bremssystem für Kraftfahrzeuge

Publications (1)

Publication Number Publication Date
WO2019101770A1 true WO2019101770A1 (fr) 2019-05-31

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PCT/EP2018/082017 Ceased WO2019101770A1 (fr) 2017-11-24 2018-11-21 Système de freinage pour véhicules à moteur

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KR (1) KR102365448B1 (fr)
DE (1) DE102017221019A1 (fr)
WO (1) WO2019101770A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020213269A1 (de) 2020-10-21 2022-04-21 Continental Teves Ag & Co. Ohg Elektrohydraulische Bremsanlage für Kraftfahrzeuge
DE102020213996A1 (de) 2020-11-06 2022-05-12 Continental Teves Ag & Co. Ohg Elektrohydraulische Bremsanlage für Kraftfahrzeuge
DE102021202948A1 (de) 2021-03-25 2022-09-29 Continental Teves Ag & Co. Ohg Elektrohydraulische Bremsanlage für Kraftfahrzeuge

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013204778A1 (de) 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Verfahren zur haptischen Information des Fahrers eines Kraftfahrzeugs
DE102013222859A1 (de) * 2013-11-11 2015-05-13 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge und Verfahren zu deren Betrieb

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013204778A1 (de) 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Verfahren zur haptischen Information des Fahrers eines Kraftfahrzeugs
DE102013222859A1 (de) * 2013-11-11 2015-05-13 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge und Verfahren zu deren Betrieb

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KR20200087244A (ko) 2020-07-20
KR102365448B1 (ko) 2022-02-18
DE102017221019A1 (de) 2019-05-29

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