Brake system for motor vehicle and motor vehicle having brake system

Abstract

The invention relates to a brake system (6) for a motor vehicle, comprising two controllers (16, 18), namely a main controller (16) and a secondary controller (18). In this case, the brake system (6) is arranged in such a way that, in a wake-up mode of the brake system (6), when a brake command is input by the driver, the main control unit (16) or the secondary control unit (18) controls the generation of the braking force in accordance with the input brake command in accordance with a situation, i.e. In accordance with whether an emergency braking situation or a non-emergency braking situation is present.

Description

Technical Field

[0001] This invention relates to a braking system for a motor vehicle. Furthermore, this invention relates to a motor vehicle having a corresponding braking system. Background Technology

[0002] Most passenger cars on the market today are equipped with service brakes, in which each wheel is fitted with a hydraulically operated wheel brake. In this type of service brake, during braking, the hydraulic system of the service brake presets a braking pressure for the wheel brakes, which is then converted into a wheel braking force associated with that braking pressure in the corresponding wheel brake.

[0003] In some cases, this type of service brake is designed as a so-called electro-hydraulic brake. In an electro-hydraulic brake, the braking pressure is electronically regulated, typically by means of an electrically operable valve and an electric hydraulic pump in the hydraulic system. Here, adjustment is based on sensor signals from sensors used to detect the driver's braking command, which the driver presets by operating the brake pedal.

[0004] In the event of a failure in the electronic control regulation of an electro-hydraulic brake, a so-called mechanical-hydraulic backup stage is typically implemented. For this purpose, the brake pedal is connected to the hydraulic system, so that hydraulic pressure is applied by operating the brake pedal, and this hydraulic pressure can be converted into braking pressure via the hydraulic system. In the mechanical-hydraulic backup stage, braking pressure is regulated without the need for an electrical signal by converting brake pedal operation into braking pressure via a purely mechanical-hydraulic coupling.

[0005] In addition, so-called electromechanical brakes are also known. For example, such an electromechanical brake is described in US 2012 / 0 118 681 A1. Summary of the Invention

[0006] The object of the present invention is to provide an advantageously designed braking system for a motor vehicle and an advantageously designed motor vehicle having such a braking system.

[0007] This objective is achieved by a braking system having the features of claim 1 and a motor vehicle having the features of claim 10. The advantages and preferred designs described for the braking system can also be correspondingly applied to the motor vehicle, and vice versa. Advantageous embodiments of the invention with suitable improvements are given in the dependent claims.

[0008] Here, the braking system according to the invention is designed and constructed for use in a motor vehicle. Therefore, the braking system, in its installed or assembled state, is suitably an integral part of the motor vehicle.

[0009] The motor vehicle according to the invention also has a braking system according to the invention. Here, the motor vehicle is specifically designed as a passenger car.

[0010] The braking system, namely the braking system according to the invention, is designed and constructed, in particular, for passenger cars. Furthermore, the braking system suitably has a service brake, and preferably has only one service brake, which is particularly designed in the form of a so-called brake-by-wire.

[0011] Furthermore, the braking system, and especially the service brake, has an input device with an operating element, through which the driver inputs braking commands, i.e., manually operates the operating element. Additionally, the input device suitably has at least one operating element sensor for detecting the input braking command using sensing technology.

[0012] Here, the operating element is typically designed as a so-called brake pedal, which, when the braking system is installed, is usually located within the footwell of the vehicle and can be operated with the foot. Alternatively, the operating element is configured to be operated by hand and, when the braking system is installed, is positioned, for example, on or in the area of ​​the steering wheel.

[0013] Furthermore, the braking system, and especially the service brake, comprises: an electrically controllable braking device for generating braking torque or braking force; and a control device for controlling the braking device (i.e., suitably by means of electrical signals, i.e., electrical control signals). Here, control is particularly based on a braking command input and detected by sensing technology. That is, the control device is suitably configured to further process the braking command detected by sensing technology and, based thereon, generate an electrical control signal for controlling the braking device. Here, the electrically controllable braking device is typically part of the service brake of the braking system described above. Furthermore, the control device has two controllers: a main controller and a secondary controller.

[0014] Furthermore, the braking system, and especially the service brake, has sensor devices for generating sensor signals, by means of which the braking condition can be determined. That is, appropriately, the sensor devices can reflect the situation when the driver inputs a braking command.

[0015] Furthermore, the braking system, and especially the service brake of the braking system, is configured for at least three operating modes: sleep mode, wake-up mode, and awake / operating mode. Suitablely, the awake mode is designed for driving operation. That is, the awake mode is active or activated when the braking system is installed, especially when the vehicle equipped with the braking system is activated, i.e., when the vehicle has started and is therefore ready for driving. Suitablely, the sleep mode is designed for situations where the braking system, or at least the service brake of the braking system, is not used for an extended period. That is, the sleep mode is active or activated when the braking system is installed, especially when the vehicle is stopped, i.e., when the vehicle is turned off. Suitablely, the wake-up mode is active or activated during the transition period between the braking system operating in sleep mode and the braking system operating in awake mode. Therefore, the wake-up mode is particularly a transitional operating mode.

[0016] Typically, sleep mode is also designed so that neither of the two controllers (i.e., the main controller and the secondary controller) is active or is not activated. Therefore, in sleep mode, evaluation, calculation, and / or generation of electrical control signals are not performed through these two controllers. In other words, the two controllers are essentially in a dormant state.

[0017] In waking mode, both controllers (i.e., the main controller and the secondary controller) are preferably active or activated, that is, effectively waking. Therefore, in waking mode, the input braking command is typically detected by sensing technology, and then, preferably, the two controllers continue to process the braking command detected by sensing technology, particularly generating electrical control signals for controlling the electrically controllable braking device based on the braking command detected by sensing technology.

[0018] Since the transition from sleep mode to wake mode is usually not instantaneous in typical design variations of sleep and wake modes, the braking system is also configured for wake mode, as already explained, and is therefore especially for transitioning from sleep mode to wake mode by transitioning to wake mode in wake mode, in which the two controllers are nearly awake.

[0019] Preferably, in wake-up mode, the two controllers execute startup procedures respectively, wherein a portion of the respective startup procedure is typically a diagnostic procedure. Here, the braking system, and especially the service brake, is preferably also configured such that, in wake-up mode, the main controller executes the main startup procedure, and the secondary controller executes the secondary startup procedure, wherein the secondary startup procedure is completed in a shorter time than the main startup procedure.

[0020] In addition, the braking system is configured to generate sensor signals using the aforementioned sensor devices in wake-up mode, and these sensor signals are evaluated by the control device described above, determining whether an emergency braking situation or a non-emergency braking situation exists based on the sensor signals. Furthermore, if a braking command is input in wake-up mode, in the case of a non-emergency braking situation, the main controller of the control device operates the braking device to generate braking force according to the input braking command; otherwise, in the case of an emergency braking situation, the secondary controller of the control device operates the braking device to generate braking force according to the input braking command.

[0021] Here, this method of allocating tasks between the main controller and the secondary controller based on the situation, that is, based on the braking situation, is preferably performed only in the wake-up mode and not in any other operating mode.

[0022] Appropriately, a non-emergency braking situation is defined as a situation in which the motor vehicle with the braking system is stationary and there is no risk of it rolling or skidding. In this case, an emergency situation is appropriately defined as a situation in which the corresponding motor vehicle is at risk of rolling or skidding, or in which the corresponding motor vehicle has already rolled or skidded.

[0023] Furthermore, the braking system is preferably configured to switch from sleep mode to wake-up mode, at least when the vehicle equipped with the braking system is started, or when the aforementioned operating element is manipulated during sleep mode. To detect such manipulation, the braking system typically has a simple sensor provided to the operating element. Moreover, this simple sensor is preferably used only to identify whether the operating element has been manipulated. Therefore, it is generally not possible to detect the input of a braking command.

[0024] Furthermore, preferably, the aforementioned simple sensor is part of a simple wake-up circuit, which identifies manipulation of the operating element in sleep mode. Here, the braking system is configured such that, upon detection or recognition of a corresponding manipulation, the wake-up circuit causes the braking system to enter wake-up mode. That is, when manipulation of the operating element is detected in sleep mode, the wake-up circuit specifically wakes up the main controller and / or the secondary controller.

[0025] Preferably, the detection of the braking command input is achieved by means of at least one operating element sensor, which in particular can detect the position or state of an operating element, i.e., for example, the state of the brake pedal described above. Furthermore, preferably, the at least one operating element sensor is not activated or is not activated in sleep mode, and therefore does not detect input in sleep mode. In wake-up mode, suitably, the at least one operating element sensor is activated or is activated, and therefore detects the input braking command.

[0026] Another preferred embodiment is that the sensor device has multiple wheel speed sensors for generating sensor signals, and the presence of an emergency braking condition or a non-emergency braking condition is determined based on the sensor signals from the wheel speed sensors. In some applications, wheel speed sensors also form part of the sensor device, and in this case, the presence of an emergency braking condition or a non-emergency braking condition is determined solely based on the sensor signals from the wheel speed sensors. Thus, other sensor signals from other sensors are not considered. In other applications, as an alternative to or addition to multiple wheel speed sensors, the sensor device has multiple acceleration sensors, and in this case, the presence of an emergency braking condition or a non-emergency braking condition is determined accordingly, alternatively or additionally, based on the sensor signals from the acceleration sensors.

[0027] Furthermore, it is appropriate that the aforementioned service brake of the braking system is designed as a so-called electro-hydraulic brake, and is the only service brake in the braking system. Typically, the braking system also has a parking brake (e.g., a purely mechanical parking brake), and in some applications, a regenerative brake (also known as an energy recovery brake).

[0028] Now, if the service brakes of a braking system are designed as such electro-hydraulic brakes, then the braking system, and especially electrically controllable braking devices, typically have multiple wheel brakes and an electrically controllable hydraulic system. Therefore, the braking system is also designed to generate wheel braking force by pre-setting hydraulic pressure in each wheel brake using the hydraulic system. Here, all wheel braking forces together form the total braking force generated by the braking system.

[0029] More preferably, the hydraulic system has an electrically controllable pressure control device. Typically, this pressure control device is composed of multiple electrically controllable units, i.e., particularly valves and hydraulic pumps. Here, the pressure control device usually also has a main part and a secondary part, wherein the main part is connected to a main controller in signal technology, and the secondary part is connected to a secondary controller in signal technology.

[0030] Furthermore, preferably, the braking system is configured such that, on the one hand, the wheel braking force can be preset by means of a main controller and a main part of a pressure control device, and on the other hand, the wheel braking force can be preset by means of a secondary controller and a secondary part of a pressure control device. In this way, redundancy is also achieved in the braking system.

[0031] More preferably, the main part of the main controller and the pressure control device is a component of the main braking subsystem. Similarly, the secondary part of the secondary controller and the pressure control device is preferably also a component of the secondary braking subsystem of the braking system. Redundancy is further achieved in the braking system through these two braking subsystems (i.e., the main braking subsystem and the secondary braking subsystem), wherein, on the one hand, the braking pressure in the brake cylinder can be preset by means of the main controller and the main part of the pressure control device, and on the other hand, the braking pressure in the brake cylinder can be preset by means of the secondary controller and the secondary part of the pressure control device.

[0032] Furthermore, it is advantageous that the two braking subsystems described above are designed differently. Here, the primary braking subsystem is preferably designed to provide more comfortable braking force generation and / or braking force regulation than the secondary braking subsystem. More preferably, the secondary braking subsystem is designed to have a faster wake-up speed than the primary braking subsystem. That is, after switching from sleep mode to wake-up mode, the secondary braking subsystem preferably prepares to preset the wheel braking force according to the input braking command faster than the primary braking subsystem. Therefore, the primary braking subsystem is preferably configured to preset a more comfortable, and especially acoustically more pleasant, wheel braking force according to the input braking command compared to the secondary braking subsystem.

[0033] Now, if these two braking subsystems are designed as described above, then in wake-up mode, when a braking command is input, if the braking situation is urgent, the faster-available secondary braking subsystem is used to generate braking force, while if the braking situation is not urgent, the later-available but more comfortable main braking subsystem is used to generate braking force.

[0034] Referring again to the preceding discussion, in wake-up mode, it is preferable that the two controllers execute the startup procedure separately; typically, the main controller executes the main startup procedure, and the secondary controller executes the secondary startup procedure. Thus, appropriately, by means of or through the corresponding startup procedure, the corresponding braking subsystem is brought into its ready state, and in particular, the corresponding part of the pressure control device is also brought into its ready state.

[0035] Furthermore, the two parts of a pressure control device (i.e., the main part and the secondary part) are often designed differently, which frequently affects the time required to reach the ready state, and thus also the duration of the corresponding startup procedure. That is, in several implementation variations, the execution time of the secondary startup procedure is at least shorter than that of the main startup procedure, because the secondary part of the pressure control device can enter the ready state in a shorter time than the main part. Thus, in this case, for example, the main part of the pressure control device has multiple linear actuators, while the secondary part does not.

[0036] Regardless of this, the two controllers are preferably interconnected, for example via a fieldbus or data bus, for signal and / or data exchange. More preferably, by means of this connection and the corresponding signal and / or data exchange, it is ensured during operation that, in the event of an error or failure in the main controller, the secondary controller nearly assumes the function of the main controller.

[0037] Furthermore, in most applications, particularly in braking systems and especially in service brakes, the backup stages of mechanical hydraulics, mechanical pneumatics, and / or purely mechanical systems have been eliminated.

[0038] Furthermore, it is advantageous that the braking system, and especially the service brakes, is configured such that, when a braking command is input in the braking system's conscious mode (i.e., in the operating mode for driving), the main controller manipulates the hydraulic system to preset a base pressure hydraulically in each wheel brake according to the braking command, and the secondary controller manipulates the hydraulic system as needed to individually / personally change the base pressure in each wheel brake, thereby enabling, for example, the ABS (Anti-blockiersystem) and / or ESP (Electronic Stability Program) functions, i.e., achieving driving dynamic control.

[0039] Typically, braking systems, especially service brakes, are configured to disable power supply to the main controller in sleep mode. In a more advantageous improvement to the braking system, particularly the service brakes, power supply to the main controller is reactivated via a secondary controller after switching to wake-up mode. Attached Figure Description

[0040] Further advantages, features, and details of the present invention are derived from the claims, the following description of preferred embodiments, and the accompanying drawings. Wherein:

[0041] Figure 1 A simplified side view shows a motor vehicle with a braking system; and

[0042] Figure 2 A simplified block diagram illustrates a motor vehicle with a braking system.

[0043] List of reference numerals in the attached diagram:

[0044] 2 motor vehicles

[0045] 4 wheels

[0046] 6 Braking System

[0047] 8 wheel brakes

[0048] 10 brake cylinders

[0049] 12 Hydraulic System

[0050] 14 Pressure control device

[0051] 16 main controllers

[0052] 18 Secondary Controllers

[0053] 20 input devices

[0054] 22 Brake Pedal

[0055] 24 Brake Pedal Sensors

[0056] 26 Main Converter Circuit

[0057] 28-level converter circuit

[0058] 29 Wake-up Circuit

[0059] 30 Wheel Speed ​​Sensors Detailed Implementation

[0060] The motor vehicle 2 described below is an example of... Figure 1 The middle section is schematically shown in a side view, and in Figure 2 The diagram is schematically shown in block form. The motor vehicle is designed as a passenger car with four wheels 4 and has a braking system 6, by means of which braking force can be generated, for example, for braking the motor vehicle 2 or holding it in place. Here, the braking system 6 has a service brake, which is described in more detail below, and is designed as a so-called electro-hydraulic brake. In addition, the braking system 6 also has a parking brake, which is not shown.

[0061] In this embodiment, the braking system 6, and especially the service brake, now has four wheel brakes 8, with each wheel 4 of the motor vehicle 2 equipped with one wheel brake 8. Here, a portion of each wheel brake 8 is a brake cylinder 10, in which a braking pressure can be preset hydraulically. If this braking pressure is preset, it is converted into wheel braking force in the corresponding wheel brake 8 according to known principles. Subsequently, all wheel braking forces ultimately combine to form a single braking force, i.e., the total braking force.

[0062] Furthermore, the braking system 6, and especially a part of the service brake, is an electrically controllable hydraulic system 12, which is hydraulically connected to the brake cylinder 10, thereby allowing the braking pressure preset in the brake cylinder 10 via the hydraulic system 12. Here, the hydraulic system 12, i.e., the electrically controllable hydraulic system 12, has (not explicitly shown in number) multiple electrically controllable units, especially valves and hydraulic pumps, which form an electrically controllable pressure control device 14 for the hydraulic system 12, and by means of these electrically controllable units, the braking pressure in the brake cylinder 10 can be preset.

[0063] In this embodiment, the pressure control device 14, i.e., the electrically controllable pressure control device 14, also has two parts not explicitly shown, namely a main part and a secondary part. Here, the units of the main part, i.e., the electrically controllable units, are connected to the main controller 16 in signal technology, and the units of the secondary part are connected to the secondary controller 18 in signal technology.

[0064] Furthermore, the main controller 16 and the main part of the pressure control device 14 are components of the main braking subsystem. Similarly, the secondary controller 18 and the secondary part of the pressure control device 14 are components of the secondary braking subsystem of the braking system 6. Thus, redundancy is further achieved in the braking system, and especially in the service brake, through these two braking subsystems, namely the main braking subsystem and the secondary braking subsystem. On the one hand, the braking pressure preset in the brake cylinder 10 can be achieved by means of the main controller 16 and the main part of the pressure control device 14, and on the other hand, the braking pressure preset in the brake cylinder 10 can be achieved by means of the secondary controller 18 and the secondary part of the pressure control device 14.

[0065] Furthermore, the braking system 6 has an input device 20 by means of which the driver's braking command (not shown in the figure) can be detected. In this embodiment, the input device 20 has a brake pedal 22 as an operating element, and two brake pedal sensors 24 equipped for the brake pedal 22 as operating element sensors. Here, the two brake pedal sensors 24 are configured to redundantly detect braking commands, and both are designed, for example, as position sensors, by means of which the position or state of the brake pedal 22 can be detected. Here, one of the brake pedal sensors 24 is connected to the main controller 16 in signal technology, and the other is connected to the secondary controller 18 in signal technology.

[0066] The braking system 6, and especially the service brakes, are designed such that when the driver inputs a braking command in the braking system's conscious mode—that is, when the brake pedal 22 is operated—the two brake pedal sensors 24 independently generate an electrical sensor signal reflecting the driver's braking command. Subsequently, the main controller 16 continues to operate the main part of the pressure control device 14, such that a base pressure is hydraulically preset in each wheel brake 8 according to the braking command, and thereby ultimately presets a braking force.

[0067] In the conscious mode of the braking system, the secondary controller 18 preferably operates the secondary part of the pressure control device 14 only when needed and thus operates the hydraulic system 12. Specifically, it operates in such a way that the base pressure in each wheel brake 8 is changed individually when needed, i.e., especially in order to enable the ABS (Anti-blockier system) and / or ESP (Electronic Stability Program) functions, i.e., to achieve driving dynamic control.

[0068] To achieve redundancy, it is preferable that each of the two controllers 16, 18 has its own power supply. For this purpose, the braking system 6 has, for example, at least one converter circuit for each of the two controllers 16, 18: a main converter circuit 26 for the main controller 16 and a secondary converter circuit 28 for the secondary controller 18. In an advantageous improvement, the two converter circuits 26, 28 are also connected to different batteries (not shown in the figure).

[0069] Furthermore, preferably, the braking system 6 does not have any mechanical-hydraulic backup stage or a purely mechanical backup stage. Alternatively, the design scheme described above and the redundancy achieved therefrom prevent complete failure of the braking system.

[0070] The operating mode of the braking system 6 described above, namely the awake mode, is also designed as an operating mode for driving. Here, the braking system 6, and especially the vehicle 2, are configured to deactivate the awake mode when the vehicle 2 is turned off, that is, when it is parked. Thus, in this state of the vehicle 2, another operating mode, namely the sleep mode, is activated.

[0071] In this embodiment, the braking system 6, and especially the vehicle 2, is configured such that, in sleep mode, power supply to the hydraulic system 12 is disabled. Therefore, the braking system 6 is essentially in a shutdown state. Furthermore, preferably, power supply to the main controller 16 via the main converter circuit 26 is also disabled.

[0072] Furthermore, the vehicle 2 and, in particular, the braking system 6 are configured such that when the brake pedal 22 is operated in the sleep mode of the braking system 6, a simple wake-up circuit 29 detects the operation and thereby causes the braking system 6 to enter a wake-up mode, which serves as a transitional operating mode for transitioning from the sleep mode to the wake-up mode.

[0073] Therefore, in wake-up mode, in particular, the two brake pedal sensors 24 are activated, so that when the driver inputs a braking command, that is, when the brake pedal 22 is operated, the two brake pedal sensors 24 generate electrical sensor signals and transmit them to the controllers 16, 18. In addition, the hydraulic system 12 is reactivated.

[0074] Furthermore, in wake-up mode, the secondary controller 18 executes the startup procedure, namely the secondary startup procedure, and at this time, the secondary part of the pressure control device 14 is put into a ready state.

[0075] If, in the preferred manner, power supply to the main controller 16 is also disabled in sleep mode, then in wake-up mode, power supply to the main controller 16 is reactivated via the secondary controller 18. Alternatively, power supply to the secondary controller 16 is reactivated via the wake-up circuit 29. Subsequently, the main controller 16 also executes the startup program, i.e., the main startup program, in wake-up mode, and at this time, the main part of the pressure control device 14 is put into a ready state.

[0076] If both initiation procedures are executed and both parts of the pressure control device 14 are in a ready state, the braking system 6 eventually switches to the sober mode.

[0077] In this embodiment, to determine the current braking condition, the braking system 6 also has four wheel speed sensors 30, wherein each wheel 4 of the vehicle 2 is equipped with a wheel speed sensor 30. In wake-up mode, the wheel speed sensors 30 generate sensor signals, and once the secondary controller 18 has executed its startup procedure, the secondary controller evaluates the sensor signals and determines whether a non-emergency braking condition or an emergency braking condition exists. At this time, if none of the wheels 4 of the vehicle 2 are turning, the braking condition is non-emergency, and if at least one of the wheels 4 begins to turn, the braking condition is emergency.

[0078] Furthermore, the braking system 6 is configured such that, when a braking command is input while the system is still in wake-up mode, if a non-emergency braking situation exists, the main controller 16 controls the braking device 12 to generate braking force according to the input braking command; and if an emergency braking situation exists, the secondary controller 18 controls the braking device 12 to generate braking force according to the input braking command.

[0079] This approach is particularly advantageous because, in the braking system 6 of this embodiment, the execution of the secondary start-up procedure is completed in a shorter time than the execution of the primary start-up procedure. Therefore, after the braking system 6 operates in sleep mode, the secondary braking subsystem, and especially the secondary part of the pressure control device 14, always enters the ready state earlier than the primary braking subsystem and especially the primary part of the pressure control device 14.

Claims

1. A braking system (6) for a motor vehicle, said braking system being configured for a sleep mode, a wake-up mode, and a wakeful mode, said braking system having - An input device (20) with an operating element (22) allows the driver to input braking commands. - An electrically controlled braking device (12) for generating braking force. - Control devices (16, 18) for controlling the braking device (12), wherein, The control devices (16, 18) have a main controller (16) and a secondary controller (18), and - A sensor device (30) for generating sensor signals, by means of which the braking condition can be determined. The braking system is configured to, in wake-up mode - The sensor signals of the sensor device (30) are evaluated by the control devices (16, 18), wherein it is determined whether an emergency braking situation or a non-emergency braking situation exists, and - When a braking command is input, if there is a non-emergency braking situation, the main controller (16) controls the braking device (12) to generate braking force according to the input braking command, while if there is an emergency braking situation, the secondary controller (18) controls the braking device (12) to generate braking force according to the input braking command.

2. The braking system (6) according to claim 1, characterized in that, The sensor device (30) has multiple wheel speed sensors (30) for generating sensor signals. In wake-up mode, the control device (16, 18) determines whether there is an emergency braking situation or a non-emergency braking situation based on the sensor signals of the wheel speed sensors (30).

3. The braking system (6) according to claim 1 or 2, characterized in that, The braking system is configured such that, in wake-up mode, the main controller (16) executes the main startup program, while the secondary controller (18) executes the secondary startup program, wherein the secondary startup program is completed in a shorter time than the main startup program.

4. The braking system (6) according to any one of claims 1 to 3, characterized in that, The braking system has multiple wheel brakes (8), wherein the electrically controllable braking device (12) has an electrically controllable hydraulic system (12), by means of which a hydraulic pressure can be preset in each wheel brake (8) to generate wheel braking force.

5. The braking system (6) according to claim 4, characterized in that, The hydraulic system (12) has an electrically controllable pressure control device (14), which has a main part and a secondary part. The main part is connected to the main controller (16) in terms of signal technology, and the secondary part is connected to the secondary controller (18) in terms of signal technology. On the one hand, the wheel braking force can be preset by means of the main controller (16) and the main part of the pressure control device (14), and on the other hand, the wheel braking force can be preset by means of the secondary controller (18) and the secondary part of the pressure control device (14).

6. The braking system (6) according to claim 4 or 5, characterized in that, No mechanical hydraulic backup stage is provided.

7. The braking system (6) according to any one of claims 4 to 6, characterized in that, The braking system is configured such that, in waking mode, when a braking command is input, the main controller (16) manipulates the hydraulic system (12) to preset the base pressure in each wheel brake (8) hydraulically according to the input braking command, and the secondary controller (18) manipulates the hydraulic system (12) to change the base pressure in each wheel brake (8) individually when needed.

8. The braking system (6) according to claim 7, characterized in that, The braking system is configured to individually change the base pressure in each wheel brake (8) when needed, thereby enabling ABS and / or ESP functions.

9. The braking system (6) according to any one of claims 1 to 8, characterized in that, The braking system is configured such that, in sleep mode, the power supply to the main controller (16) is disconnected, while in wake-up mode, the secondary controller (18) re-energizes the main controller (16).

10. A motor vehicle (2) having a braking system (6) according to any one of the preceding claims.

Images