Motor vehicle braking system and control method

Abstract

The invention relates to a braking system (20) for a motor vehicle. The braking system comprises: a brake control (28); a braking device (22) for one wheel; a line (30) connecting the brake control to the braking device and filled with brake fluid. The line includes a solenoid valve (46) between the brake control and the braking device; and a control unit (36) for the solenoid valve. A temperature sensor (34) measures the temperature of the electric battery (12). The control unit closes the solenoid valve to block the flow of brake fluid from the brake control to the braking device following a temperature measurement by the temperature sensor exceeding a temperature threshold. Figure to be published with the abbreviation: Figure 2

Description

Title of the invention: Motor vehicle braking system and control method

[0001] The invention relates to braking systems for motor vehicles, in particular electric vehicles. The invention deals with the phenomenon of thermal runaway of the electric battery of a motor vehicle. The subject of the invention is a braking system for a motor vehicle. The subject of the invention is also a motor vehicle with an electric battery. The invention also proposes a method for controlling a braking system for a motor vehicle.

[0002] A motor vehicle is equipped with a centralized braking system that actuates different braking devices, each associated with one of the wheels. Such braking systems convey brake fluid channeled in pipes; including flexible parts and rigid metal parts. The flexible parts comprise elastomer and are generally called brake hoses. These parts allow heat exchange between the environment and the brake fluid.

[0003] The incompressible characteristic of the brake fluid is used to transmit the braking force between the control and the receivers, which are the braking devices. Beyond a certain temperature; typically around 200°C, this liquid vaporizes and loses this incompressible characteristic. It no longer allows the transmission of the braking force. In other words, if the liquid has passed into the gaseous state, the driver's action on the pedal will have no effect on the receivers, therefore without the possibility of decelerating the vehicle. Braking safety is no longer guaranteed since the hydraulic braking circuit no longer allows a braking command to be communicated in the prescribed manner.

[0004] Electric vehicles, i.e. vehicles powered entirely by electrical energy, use batteries for storing electrical energy. Such batteries can heat up abnormally. Such a scenario is commonly referred to as "thermal runaway". Due to the risk of damage to the battery; but also to their environment, a forced ventilation device is then activated to reduce this heating. The forced ventilation mechanism takes air from the environment which comes out at a temperature above 200°C. In extreme cases, the temperature of this air reaches 400°C and flows against other functional components of the motor vehicle.

[0005] In certain motor vehicle architectures, the brake pipes connecting the control to one or more brake receivers are immersed in the air expelled by the forced ventilation of the batteries. Therefore, the potential risk for the brake fluid contained in these pipes. The fluid therefore risks boiling, and therefore no longer allows the braking function.

[0006] The invention aims to address at least one of the problems or drawbacks encountered in the prior art. In particular, the invention aims to maintain the functionality of a motor vehicle braking system. The invention also aims to optimize the safety, simplicity and responsiveness of a motor vehicle braking system.

[0007] According to a first aspect, the invention proposes a braking system for a motor vehicle with an electric battery, the braking system comprising: a braking control; a braking device associated with at least one wheel of the motor vehicle; a pipe connecting the braking control to the braking device and intended to be filled with brake fluid, the pipe comprising a solenoid valve between the braking control and the braking device; a control unit for the solenoid valve; remarkable in that the braking system comprises an electric battery temperature sensor, the control unit being configured so that, following a temperature measurement above a temperature threshold by the temperature sensor, said control unit actuates the solenoid valve in order to prevent a flow of braking fluid from the braking control to the braking device.

[0008] The invention makes it possible to protect the braking system against thermal risks linked to the presence of the electric battery. In addition, the response time is rapid since the change in the hydraulic circuit is ensured by the solenoid valve whose response time is particularly short. Furthermore, the means necessary for the invention remain limited since they rely on a part of the anti-lock module which is widely used in motor vehicles; just like the temperature monitoring module of the electric battery.

[0009] Document EP3309021B1 presents a motor vehicle equipped with a braking system. The braking system comprises: a brake disc; a brake caliper provided with at least one hydraulic piston; a hydraulic circuit containing brake fluid.The circuit is associated with a hydraulic control unit provided with an electrically controlled pump and a delivery pipe which connects the hydraulic control unit to the hydraulic piston; a return pipe, which is separate and independent from the delivery pipe and connects the hydraulic piston to the hydraulic control unit; a recirculation solenoid valve), which is interposed along the return pipe and can be controlled to allow or prohibit the circulation of brake fluid along the return pipe; and a control unit, which, when the braking system is not in use, opens the recirculation solenoid valve and actuates the electrically controlled pump so as to create a circulation of brake fluid through the first delivery pipe and through the . return line. Recirculating brake fluid inside the brake calipers is used to lower their temperature. However, this solution is not relevant for a vehicle with an electric battery that is likely to enter thermal runaway.

[0010] Preferably, the pipe is a first pipe, the braking system further comprises a second braking device and a second pipe connecting the second braking device to the braking control via a connection on the first pipe between the braking control and the solenoid valve.

[0011] Preferably, the braking system comprises an electric battery temperature monitoring module which integrates the temperature sensor, said monitoring module being configured to receive a temperature signal from the temperature sensor, to compare the measured temperature to a threshold temperature, and to emit an overheating signal when the measured temperature is greater than or equal to the temperature threshold; the control unit being configured to close the solenoid valve following receipt of the overheating signal.

[0012] Preferably, the braking system comprises a parallel loop which is connected in parallel with the solenoid valve on the pipe, said parallel loop comprising a non-return valve directed so as to allow flow from the braking device to the braking control.

[0013] Preferably, the braking system comprises an anti-lock module of the braking device; the solenoid valve being a solenoid valve of said anti-lock module.

[0014] Preferably, the temperature threshold is greater than or equal to 100°C.

[0015] Preferably, the temperature threshold is greater than or equal to 200°C.

[0016] Preferably, the braking control is capable of being actuated by a user lizer.

[0017] Preferably, the control unit is configured to control the solenoid valve in order to transmit a braking instruction from the braking control to the braking device.

[0018] Preferably, following the reception of an overheating signal and / or the change in thermal state of the electric battery; the control unit is configured to change the state of the solenoid valve.

[0019] Preferably, the solenoid valve is at least movable between a first position and a second position, in the first position the solenoid valve is configured to allow pressure transmission from the braking control to the braking device, and in the second position the solenoid valve cuts off the pressure transmission from the braking control to the braking device.

[0020] Preferably, the solenoid valve is an intake solenoid valve.

[0021] Preferably, the control unit actuates the solenoid valve in order to divert or block a flow of braking fluid from the braking control to the braking device.

[0022] According to another aspect, the invention relates to a motor vehicle braking system with an electric battery, the braking system comprising: a braking control; a braking device associated with a wheel of the motor vehicle; a pipe connecting the braking control to the braking device and capable of receiving a braking control fluid, the pipe comprising a solenoid valve movable between a first position for transmitting pressure control from the braking control to the braking device, and a second position for blocking pressure generated by the braking control; a control unit for the solenoid valve; remarkable in that following the reception of an overheating signal, the control unit is configured to isolate a braking device via the solenoid valve.

[0023] According to another aspect, the invention provides a motor vehicle comprising a braking system; remarkable in that the braking system is in accordance with the invention.

[0024] Preferably, the motor vehicle comprises an electric motor coupled to the at least one wheel, an electric battery capable of powering the electric motor in order to drive the motor vehicle, the electric battery being vertically at driving level.

[0025] Preferably, the wheel is a rear wheel, the braking device is a rear braking device arranged behind the electric battery.

[0026] Preferably, the motor vehicle comprises a system for cooling the electric battery with a fan capable of blowing cooling air towards the electric battery, the control unit being configured to close the solenoid valve when the fan is actuated.

[0027] Preferably, the electric battery is vertically at the level of the braking device.

[0028] Preferably, the motor vehicle comprises a floor, the electric battery being in the floor.

[0029] According to another aspect, the invention relates to a motor vehicle comprising an electric battery and a braking system; the braking system comprising: a braking control; a braking device; a pipe filled with brake fluid; a control unit for a solenoid valve arranged on the pipe between the braking control and the braking device; remarkable in that the electric battery comprises a temperature sensor, the control unit being configured so that following a temperature measurement above a temperature threshold by the temperature sensor, said control unit closes the solenoid valve in order to block a flow of brake fluid from the brake control to the braking device.

[0030] According to another aspect, the invention proposes a method for controlling a braking system of a motor vehicle with an electric battery, the braking system comprising: a braking control; a braking device associated with at least one wheel of the motor vehicle; a pipe connecting the braking control to the braking device and intended to be filled with brake fluid, the pipe comprising a solenoid valve between the braking control and the braking device; a unit for controlling the solenoid valve; remarkable in that the control method comprises the following steps: measuring a temperature of the electric battery by a temperature sensor, receiving a battery temperature; comparing said temperature with a temperature threshold; actuating the solenoid valve by the control unit; when the measured temperature is greater than or equal to the temperature threshold;to prevent a flow of brake fluid from the brake control to the brake device. ;

[0031] Preferably, the braking system is in accordance with the invention.

[0032] Preferably, the motor vehicle conforms to the invention.

[0033] According to another aspect, the invention provides a computer program comprising instructions which, when the program is executed by a computer, cause the latter to implement the control method according to the invention.

[0034] Each characteristic introduced by the expression “preferably” given in relation to one of the aspects of the invention applies to all the other aspects of the invention.

[0035] The invention will be well understood and other aspects and advantages will appear clearly on reading the description which follows, given with reference to the figures appended and listed below.

[0036] [Fig.l] is a side view of a motor vehicle according to the invention.

[0037] [Fig.2] shows a portion of a motor vehicle braking system according to the invention.

[0038] [Fig. 3] is a diagram of a method for controlling a motor vehicle braking system according to the invention.

[0039] In the following description, the term "comprise" is synonymous with "include" and is not limiting in that it allows the presence of other elements in the control system, the motor vehicle or other steps in the control method to which it relates. It is understood that the term "comprise" includes the terms "consist of". The terms "external" and "internal" will designate respectively that which is oriented towards the outside of the vehicle and towards the inside of the vehicle.

[0040] The term "front" refers to the main direction of travel of the vehicle. The The term "rear" means the opposite of the front of the vehicle.

[0041] In the present description, the ranges of values ​​include the limits which delimit them.

[0042] In this description, the technical characteristics are defined in the assembly configuration of the motor vehicle, unless explicitly mentioned otherwise.

[0043] Throughout the description, the different figures use the same reference signs to designate identical or similar entities.

[0044] [Fig.l] represents a motor vehicle 10 according to the invention. The motor vehicle 10 comprises energy storage means, such as an electric battery 12 and at least one electric motor (not shown) adapted to drive said motor vehicle 10. The electric motor is a rotating electric machine powered by the electric battery 12, and capable of recharging it during the braking phase. The electric battery 12 may comprise electric cells or capacitors.

[0045] The motor vehicle 10 comprises a plurality of wheels. On each side, the motor vehicle 10 comprises a front wheel 14 and a rear wheel 16. These wheels form connections to the ground. They are associated with a suspension system and a steering system (not shown). The motor vehicle 10 comprises a floor 18 between the wheels. The floor 18 delimits the passenger compartment, and is formed by the underbody of the motor vehicle 10. The electric battery 12 is arranged in the floor 18.

[0046] The motor vehicle 10 comprises a braking system 20. The braking system 20 comprises at least one braking device 22 associated with at least one of the wheels. According to one option, the braking system 20 comprises a braking device 22 associated with each wheel. On each side, the braking system 20 comprises a first braking device 26 associated with the rear wheel 16, and a second braking device 24 associated with the front wheel 14. For example, they each comprise a brake caliper cooperating by friction with a disc using brake pads actuated by pistons. Alternatively, they comprise a drum inside which friction pads are pushed.

[0047] The braking system 20 comprises a braking control 28. The braking control 28 is capable of being actuated by a user. The braking control 28 is connected to a master cylinder (not shown) connected to each braking device 22 by at least one pipe 30. Each pipe 30 is filled with a brake fluid. The brake fluid is, for example, oil. It is incompressible in order to communicate the pressure variations of the braking control 28 to each braking device 22. The incompressible nature is measured at 20°C.

[0048] According to an alternative of the invention, the braking control is controlled by a autonomous driving system of the motor vehicle.

[0049] The braking system 20 comprises an anti-lock module 32 of at least one braking device. On each side, the anti-lock module 32 controls the first braking device 26 and the second braking device 24. It is commonly designated by the acronym ABS, corresponding to the English expression “Anti-lock Braking System”. During the braking phase, it continuously measures the rotation of the wheels and detects any wheel lock. In response, it triggers a temporary release of the braking force.

[0050] The braking system 20 further comprises a temperature sensor 34. The temperature sensor makes it possible to measure or estimate the temperature of the electric battery 12. The temperature sensor 34 comprises a thermal resistor in contact with the electric battery 12, or adjacent. Its electrical resistance value varies depending on the temperature. According to an alternative, the temperature sensor 34 comprises a thermal camera, or any equivalent means.

[0051] The braking system 20 comprises a control unit 36. The control unit 36 ​​is capable of communicating with the temperature sensor 34. They can communicate by a wired connection or by electromagnetic waves. They can be coupled by an intermediate module to which the temperature sensor 34 is electrically connected.

[0052] The control unit 36 ​​is capable of acting on at least one of the pipes 30, for example causing a cutoff in the circulation of liquid. Alternatively, the control unit blocks a pressure variation, in order to isolate the braking device 22 which is connected to it at the end.

[0053] The motor vehicle may, for example, be a private motor vehicle or a utility motor vehicle.

[0054] [Fig. 2] partially shows a braking system 20 of a motor vehicle. The motor vehicle may correspond to that shown in relation to [Fig. 1]. Only one half of the braking system 20 is shown; for example, the half associated with the left wheels of the motor vehicle. The right half can be deduced by symmetry. The entities common to both halves are shown.

[0055] The braking system 20 comprises a braking control 28, at least one braking device 22. The at least one braking device 22 comprises a first braking device 26 and a second braking device 24; which are each associated with one of the wheels of the motor vehicle.

[0056] The braking system 20 comprises at least one pipe 30, including a first pipe 38 and a second pipe 40 respectively connecting the first braking device 26 and the second braking device 24. They may be a rear pipe and a front pipe. The second pipe 40 is connected to the first braking pipe 38 via a connection 50 between the braking control 28 and the solenoid valve 46 mounted on the second pipe 40.

[0057] Each pipe 30 is connected to the brake control 28, also called an actuator; and receives pressurized liquid by a pump 42 driven by a motor 44. The pump 42 sucks brake fluid from the side of the braking devices 22; and delivers it to the brake control 28.

[0058] The solenoid valve 46 is arranged between the braking control 28 and the braking device 22, in particular the first braking device 26. The solenoid valve 46 is at least movable between a first position and a second position. In the first position, the solenoid valve 46 is configured to allow pressure transmission from the braking control 28 to the braking device 22, and in the second position the solenoid valve 46 cuts off the pressure transmission from the braking control 28 to the braking device 22.

[0059] The solenoid valve 46 is an intake solenoid valve. According to an option of the invention, the first braking device 26 is also associated with a discharge solenoid valve 48. The intake solenoid valve and the discharge solenoid valve 48 are part of an anti-lock module 32.

[0060] The motor vehicle is an electric motor vehicle. It comprises an electric battery 12. The electric battery 12 is an electric drive battery. It makes it possible to power at least one electric drive motor 62; capable of driving the motor vehicle at a speed greater than or equal to 30 km / h, preferably greater than or equal to 100 km / h. The electric motor 62 is for example coupled to the front wheel; however it can be coupled to the rear wheel.

[0061] The electric battery 12 has a mass of at least 100 kg, possibly at least 300 kg. When it powers the electric motor 62 or when it charges, such an electric battery 12 is likely to exhibit a thermal runaway phenomenon. During such an episode, its temperature becomes greater than or equal to 200°C, or 400°C. Such temperatures are detected by the temperature sensor 34. A consequence of thermal runaway is that the nearby components also heat up. The electric battery 12 is vertically at the level of the pipe 30. The first pipe 38 is particularly exposed, and its brake fluid loses its properties at room temperature. It can boil, and is no longer incompressible as required.

[0062] The control unit 36 ​​is able to receive information from the temperature sensor 34; directly or indirectly. The control unit 36 ​​is configured so that following a measurement of the temperature of the electric battery 12 above a temperature threshold, said control unit 36 ​​actuates the solenoid valve 46 in order to close it and block a flow of braking fluid from the braking control to the braking device 22.

[0063] Thus, the solenoid valve 46 opposes a communication of pressure variation from the braking control 28 to the second braking device 24. The first braking device 26 is isolated. The section of the first pipe 38 between the first braking device 26 and the solenoid valve 46 is isolated, that is to say cut off from the upstream part of the first pipe 38. Thus, the brake fluid of this section is isolated. In the event of actuation of the braking control 28, the increase in pressure is not canceled out; and is indeed transmitted to the second braking device 24. The motor vehicle retains its ability to brake; which preserves driving safety.

[0064] The solenoid valve 46 is monostable. In the absence of power supply triggered by the control unit 36, the solenoid valve 46 is configured to remain open; for example by elastic means. The solenoid valve 46 is then able to transmit a braking instruction from the braking control 28 to the first braking device 26.

[0065] As soon as it is actuated by its solenoid supplied via the control unit 36, the solenoid valve 46 changes configuration and interrupts its connection between the first braking device 26 and the braking control 28. The interruption may be a cut, or a diversion to another branch of the hydraulic circuit.

[0066] The braking system 20 comprises a monitoring module 52 for monitoring the temperature of the electric battery 12. The monitoring module 52 includes the temperature sensor 34. The monitoring module 52 is configured to receive a temperature signal from the temperature sensor 34, to compare the measured temperature to a threshold temperature, and to emit an overheating signal when the measured temperature is greater than or equal to the temperature threshold. The control unit 36 ​​is configured to actuate; for example to close; the solenoid valve following receipt of the overheating signal.

[0067] Following receipt of the overheating signal; the control unit 36 ​​is configured to change the state of the solenoid valve to correct the change in thermal state of the electric battery 12. The overheating signal is a cooling requirement signal and / or a battery thermal anomaly signal. It reflects a thermal deviation from predefined conditions.

[0068] The temperature threshold is greater than or equal to 100°C, preferably greater than or equal to 200°C; more preferably greater than or equal to 300°C; possibly greater than or equal to 400°C. Such a temperature threshold includes a safety margin with respect to the properties of the brake fluid.

[0069] The monitoring module 52 comprises a cooling system 54 for the electric battery 12. The cooling system 54 is equipped with a fan 56 capable of blowing cooling air towards the electric battery 12. After cooling the electric battery 12, the cooling air flows towards the first braking device 26. The control unit 36 ​​is configured to close the solenoid valve 46 when the fan 56 is actuated, and therefore when it generates an air flow capable of heating the braking system 20. The overheating signal may comprise a signal for activating the fan 56.

[0070] The braking system 20 comprises a parallel loop 58 which is connected in parallel with the solenoid valve 46 on the pipe 30. The parallel loop 58 bypasses the solenoid valve 46. The parallel loop 58 comprises a non-return valve 60 directed so as to allow flow from the braking device to the braking control. The parallel loop 58 forms a one-way bypass of the solenoid valve 46. It allows pressure transmission in one direction: from the first braking device 26 to the braking control 28.

[0071] The second pipe 40, and in particular the second braking device 24, can be equipped with the same solenoid valves as the first.

[0072] The invention particularly improves safety for any wheel of the motor vehicle, and in particular each rear wheel which is located behind the electric battery 12. Indeed, when the cooling air from the battery reaches its pipe, the risk of loss of braking is contained despite the alteration of the brake fluid.

[0073] The control unit 36 ​​comprises a processor 64 and a memory 66. The control unit 36 ​​may be integrated into the on-board computer of the motor vehicle. It may be associated with the anti-lock module 32 and the monitoring module 52. The memory stores a computer program comprising instructions which, when the program is executed by a computer, cause the latter to implement the control method as described in relation to [Fig. 3].

[0074] The processor 64 may include one or more programmable electronic microprocessors or microcontrollers. The processor 64 is a computer. In addition, the processor 64 may include a central processing unit (CPU), a memory (in addition to or like the separate memory illustrated by the reference numeral 66) and an input / output (I / O) interface through which the processor 64 may receive a plurality of input signals; including the overheat signal. Such an I / O interface is also configured to generate a plurality of output signals including, but not limited to, those used to control and / or provide data to the solenoid valve 46.

[0075] The memory 66 is provided for storing data and instructions or code (i.e., software) for and readable and / or writable by the processor 64. The memory 66 may include various forms of non-volatile memory (i.e., Non-volatile memory includes flash memory or read-only memory (ROM), any type of programmable read-only memory (e.g., PROM, EPROM, EEPROM).

[0076] The memory 66 optionally comprises volatile memory, including random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), and synchronous dynamic random access memory (SDRAM). According to the invention, the memory 66 may be internal to the processor, or alternatively form a separate component.

[0077] [Fig. 3] shows a diagram of a method for controlling a motor vehicle braking system. The motor vehicle corresponds to that shown in relation to one of Figures 1 to 2.

[0078] The control method comprises the following steps, in particular executed in the following order:

[0079] measurement 100 of a temperature of the electric battery by a temperature sensor

[0080] comparison 102 of said temperature with a temperature threshold;

[0081] emission 104 of an overheating signal, when the measured temperature is greater than or equal to the temperature threshold;

[0082] power supply 106 of the cooling system fan;

[0083] actuation 108 of the solenoid valve by the control unit, when the measured temperature is greater than or equal to the temperature threshold;

[0084] braking 110 via the front braking device.

[0085] In the temperature measurement step 100, the sensor provides electric battery status data. The temperature sensor generates a measurement current corresponding to the temperature. This measurement current is received and interpreted by the electric battery temperature monitoring module. Following a comparison and interpretation, the monitoring module in turn generates a signal; in this case the electric battery overheating signal.

[0086] In comparison step 102, the measured temperature is compared to the temperature threshold. The measured temperature may be a one-time measurement; or an average temperature over a given period.

[0087] The power supply step 106 can be executed before the measurement step 100. Its triggering can result from another logic test, and / or be based on a comparison with a second temperature threshold lower than the previous one.

[0088] In actuation step 108, the control unit triggers a change of state of the solenoid valve. The control unit actuates the solenoid valve to prevent a flow of brake fluid from the brake control to the brake device. The solenoid valve blocks the fluid through the first line, or diverts the fluid brake. It closes the solenoid valve to block pressure transmission from the brake control to the braking device.

[0089] Following the comparison step 102, when the measured temperature is lower than the temperature threshold; the control method restarts the measurement step 100.

[0090] In the braking step 110, braking is obtained using the second braking device; without the first braking device which is isolated following the preservation measure.

[0091] The invention comprises the combination of all the embodiments shown by all the figures.

Claims

Claims

1. Braking system (20) of a motor vehicle (10) with an electric battery (12), the braking system (20) comprising: a braking control (28); a braking device (22) associated with at least one wheel of the motor vehicle (10); a pipe (30) connecting the braking control (28) to the braking device (22) and intended to be filled with a brake fluid, the pipe (30) comprising a solenoid valve (46) between the braking control (28) and the braking device (22); a control unit (36) of the solenoid valve (46);characterized in that the braking system (20) comprises a temperature sensor (34) of the electric battery (12), the control unit (36) being configured so that following a temperature measurement above a temperature threshold by the temperature sensor (34), said control unit (36) actuates the solenoid valve (46) in order to prevent a flow of braking fluid from the braking control (28) to the braking device (22).;

2. Braking system (20) according to claim 1, characterized in that the pipe (30) is a first pipe (38), the braking system (20) further comprises a second braking device (24) and a second pipe (40) connecting the second braking device (24) to the braking control (28) via a connection (50) on the first pipe (38) between the braking control (28) and the solenoid valve (46).

3. Braking system (20) according to one of claims 1 to 2, characterized in that the braking system (20) comprises a monitoring module (52) for the temperature of the electric battery (12) which integrates the temperature sensor (34), said monitoring module (52) being configured to receive a temperature signal from the temperature sensor (34), to compare the measured temperature to a threshold temperature, and to emit an overheating signal when the measured temperature is greater than or equal to the temperature threshold; the control unit (36) being configured to close the solenoid valve (46) following receipt of the overheating signal.

4. Braking system (20) according to one of claims 1 to 3, characterized in that the braking system (20) comprises a parallel loop (58) which is connected in parallel with the solenoid valve (46) on the pipe (30), said parallel loop (58) comprising a non-return valve (60) directed so as to allow a flow of the device of braking (22) to the braking control (28).

5. Braking system (20) according to one of claims 1 to 4, characterized in that the braking system (20) comprises an anti-lock module (32) of the braking device (22); the solenoid valve (46) being a solenoid valve of said anti-lock module (32).

6. Braking system (20) according to one of claims 1 to 5, characterized in that the temperature threshold is greater than or equal to 100°C, preferably greater than or equal to 200°C.

7. Motor vehicle (10) comprising a braking system (20); characterized in that the braking system (20) is in accordance with one of claims 1 to 6; preferably, the motor vehicle (10) comprises an electric motor (62) coupled to the at least one wheel, an electric battery (12) capable of powering the electric motor (62) in order to drive the motor vehicle (10), the electric battery (12) being vertically at the level of the pipe (30).

8. Motor vehicle (10) according to claim 7, characterized in that the wheel is a rear wheel (16), the braking device (22) is a rear braking device arranged behind the electric battery (12).

9. Motor vehicle (10) according to one of claims 7 to 8, characterized in that the motor vehicle (10) comprises a cooling system (54) of the electric battery (12) with a fan (56) capable of blowing cooling air towards the electric battery (12), the control unit (36) being configured to close the solenoid valve (46) when the fan (56) is actuated.

10. Method for controlling a braking system (20) of a motor vehicle (10) with an electric battery (12), the braking system (20) comprising: a braking control (28); a braking device (22) associated with at least one wheel of the motor vehicle (10); a pipe (30) connecting the braking control (28) to the braking device (22) and intended to be filled with brake fluid, the pipe (30) comprising a solenoid valve (46) between the braking control (28) and the braking device (22); a control unit (36) of the solenoid valve (46); characterized in that the control method comprises the following steps: measurement (100) of a temperature of the electric battery (12) by a temperature sensor (34), receiving a battery temperature; comparing (102) said temperature to a temperature threshold; actuation (108) of the solenoid valve (46) by the control unit (36); when the measured temperature is greater than or equal to the temperature threshold; in order to prevent a flow of braking fluid from the braking control (28) to the braking device (22).