EP1324906A1 - Procede et systeme de regulation pour la commande d'un systeme d'actionnement de freinage a regulation electronique - Google Patents

Procede et systeme de regulation pour la commande d'un systeme d'actionnement de freinage a regulation electronique

Info

Publication number
EP1324906A1
EP1324906A1 EP01982366A EP01982366A EP1324906A1 EP 1324906 A1 EP1324906 A1 EP 1324906A1 EP 01982366 A EP01982366 A EP 01982366A EP 01982366 A EP01982366 A EP 01982366A EP 1324906 A1 EP1324906 A1 EP 1324906A1
Authority
EP
European Patent Office
Prior art keywords
pressure
control
valve
value
electrical
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.)
Withdrawn
Application number
EP01982366A
Other languages
German (de)
English (en)
Inventor
Bernhard Giers
Robert Schmidt
Jürgen Böhm
Thorsten Ullrich
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
Priority claimed from DE10142040A external-priority patent/DE10142040A1/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1324906A1 publication Critical patent/EP1324906A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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

Definitions

  • the invention relates to a method for actuating an electronically controllable Bre actuation system for motor vehicles, with a pressureless pressure medium reservoir, with at least one pressure source that can be controlled by an electronic control unit, the pressure of which can be applied to the vehicle's wheel brakes, to which pressure sensors and pressure regulating valves (intake valve; exhaust valve) are assigned which can be controlled analogously by means of an electrical variable depending on the differential pressure applied to them and which connect the wheel brakes to the pressure source in a pressure build-up phase, are closed or closed in a pressure maintenance phase and connect the wheel brakes to the pressure medium reservoir in a pressure reduction phase.
  • intake valve exhaust valve
  • Such a brake actuation system is known for example from EP 0 832 019 B1.
  • the pressure control valves of the known brake actuation system assigned to the wheel brakes are designed as paired, electromagnetically controllable valves of the seat valve type, of which the inlet valves connected in the connection between the pressure source and the wheel brakes are designed as normally closed seat valves and fulfill a pressure limiting function in their closed switching position, while
  • BESTATIGUNGSKOPIE the outlet valves connected in the connection between the wheel brakes and the pressure medium reservoir are designed as normally open valves which release the connection in their open switching position and shut off in their closed switching position.
  • This object is achieved according to a first method in that the electrical variable in the pressure control valve to be identified (intake valve; exhaust valve) is slowly varied in the pressure holding phase until a recognizable pressure change takes place in the wheel brake assigned to the pressure control valve, after which a correction of the dependence of the electrical Size of the differential pressure is performed.
  • the pressure control valves (inlet valve; outlet valve) are designed as closed valves in the idle state and that the variation in the electrical control variable is an increase that assumes a value which is below the value which is required for opening the pressure regulating valve (inlet valve; outlet valve).
  • pressure-reducing pressure control valves are designed as open valves in the idle state and that the variation in the electrical control variable is a reduction which starts from a value which is above the value which is used to hold the Pressure control valve (exhaust valve) is required when closed.
  • the variation of the electrical variable occurs in certain driving situations, for example when the vehicle is at a standstill, in a certain area of the vehicle speed, with a low rate of change of a wheel pressure setpoint, or with a minimum duration of the pressure maintenance phase.
  • the variation of the electrical control variable is terminated when the difference between the target pressure and the actual pressure leaves a predetermined tolerance range, the limits of which are determined as a function of the vehicle speed.
  • the pressure control valves are designed as electromagnetically controllable valves and the electrical variable is an electrical current to be supplied to the electromagnetic drive, or the pressure control valves are designed as piezoelectrically controllable valves and the electrical variable is an electrical voltage to be supplied to the piezo drive.
  • a sensible development of the inventive concept is that the pressure curve in the wheel brake assigned to the pressure control valve during the variation of the electrical Size is observed cyclically in a time window and the maximum or minimum pressure value is determined in each case, which in turn is used to determine a detection threshold for the pressure change at the outlet or input of the pressure control valve serving to build up or reduce the pressure.
  • a detection threshold E in window i is preferred
  • e is a process parameter that takes into account the valve leakage and disturbances of the pressure sensor that detects the pressure profile.
  • e is a process parameter that takes into account the valve leakage and disturbances of the pressure sensor that detects the pressure profile.
  • ⁇ denotes the time offset between the reaction of the pressure control valve caused by the control and the detection of this reaction based on the pressure change.
  • the time offset is preferably determined as a function of a signal characterizing the viscosity of the pressure medium.
  • I ( ⁇ p) aI the value of the dependence of the control current I Q ( ⁇ p) on the differential pressure ( ⁇ p) at the current operating point ( ⁇ p) before Carrying out the correction (adaptation)
  • I ( ⁇ p) now denote the value of the dependence of the control current I c ( ⁇ p) on the differential pressure ( ⁇ p) after the (adaptation) has been carried out.
  • the adaptation rate ⁇ is to be selected from the interval (0, 1).
  • the dependence of the voltage U D ( ⁇ p) on the differential pressure ( ⁇ p) is corrected according to the formula
  • U r ea k t is the change in pressure in the associated pressure control valve wheel brake corresponding drive voltage at the time (t rea kt)
  • U (Ap) aI the value of the dependency of the driving voltage U (Dp) from the differential pressure (Ap) in the current operating point (Ap ) before performing the correction (adaptation)
  • U ( ⁇ p) ⁇ eu denote the value of the dependence of the control voltage U ( ⁇ p) on the differential pressure ( ⁇ p) after the correction (adaptation) has been carried out
  • the adaptation rate ⁇ from the interval (0, 1] is to be selected.
  • the above-stated object is achieved in that the frequency of the control processes of the pressure control valve (intake valve; exhaust valve) is determined and used in accordance with a setpoint pressure curve to be controlled in the wheel brake to correct or reduce the dependency of the electrical variable on the differential pressure.
  • This method which is only limited to the lowering of the control characteristic, can also be used outside of pressure maintenance phases.
  • the determined number (Na h , N Auf ) is compared with a maximum permitted numerical value (N ⁇ , *, N Auf *), which is based on the formula
  • f B a maximum permissible driving frequency and T, Indeed, the duration of the rise and fall phase designate the desired pressure curve. If the maximum permitted numerical value (Nu. *, N Auf *) is exceeded, it is concluded that the pressure control valve (inlet valve, outlet valve) that serves to increase or decrease the pressure is too strong.
  • a control system for performing the previously mentioned method is characterized in that a pressure controller is provided, to which, as input variables, a pressure setpoint with which one of the wheel brakes of the vehicle is to be applied, an actual pressure value with which one of the wheel brakes of the Vehicle is acted upon, as well as the hydraulic differential pressure value applied to the pressure control valve under consideration and the output variable of which is the desired value of the electrical variable used to control the pressure control valve, and that means for Correction (adaptation) of the dependence of the electrical variable on the differential pressure value are provided.
  • the pressure regulator consists of a linear regulator, a pilot control module and a correction module, the control deviation formed from the pressure setpoint and actual pressure value being supplied to the linear regulator, while the pilot control module is supplied with one on the pressure control valve under consideration applied signal representing hydraulic differential pressure is supplied, the pilot control module generating a pilot control value of the electrical variable used to control the pressure control valve, which corresponds to the opening point of the pressure control valve and to the output variable of the linear regulator to form the setpoint of the electrical variable used to control the pressure control valve and the correction module is supplied with the actual pressure value and the differential pressure as input variables and its output variable (K 17 K 2 ) influences the behavior of the pilot control module .
  • the output variable (Ki) of the correction module is preferably as a difference:
  • K ⁇ I (Ap) MU - I ( ⁇ p) aIt or
  • I ( ⁇ p) lt or U ( ⁇ p) aIt the value of the dependence of the electrical control variable I ( ⁇ p) or U ( ⁇ p) on the differential pressure ( ⁇ p) at the current operating point ( ⁇ p) before the correction (adaptation)
  • I ( ⁇ p) ⁇ eu or U ( ⁇ p) ⁇ eu denote the value of the electrical actuation variable I ( ⁇ p) or U ( ⁇ p) from the differential pressure ( ⁇ p) after the correction (adaptation) has been carried out.
  • Fig. 1 is a simplified circuit diagram of a
  • Fig. 2 is a diagrammatic representation of the
  • Wheel brake pressure curve for determining a threshold value for an electromagnetically actuated pressure control valve that serves to build up pressure
  • Fig. 3 is a diagrammatic representation of the
  • Wheel brake pressure curve for determining a threshold value for an electromagnetically actuated pressure control valve that serves to reduce the pressure
  • FIG. 4 shows the structure of a pressure regulator for carrying out the first-mentioned method according to the invention
  • 5 shows the structure of a pressure regulator for carrying out the second method according to the invention.
  • FIG. 6 shows the function of the pilot control module shown in FIG. 4.
  • the electronically controllable brake actuation system shown in FIG. 1 consists of a two-circuit master brake cylinder or tandem master cylinder 2, which can be actuated by means of an actuation pedal 1, which interacts with a pedal travel simulator 3 and has two separate pressure chambers which are connected to an unpressurized pressure medium reservoir 4.
  • Wheel brakes 7, 8, for example, which are assigned to the front axle, are connected to the first pressure chamber (primary pressure chamber) by means of a lockable first hydraulic line 5.
  • the line 5 is shut off by means of a first isolating valve 11, while an electromagnetically actuated, preferably normally open (SO) pressure compensation valve 13 is inserted in a line section 12 connected between the wheel brakes 7, 8, which enables brake pressure control to be set individually for the wheel, if required.
  • SO normally open
  • the second pressure chamber of the master brake cylinder 2, to which a pressure sensor 15 can be connected, can be connected to the other pair of wheel brakes 9, 10 assigned to the rear axle via a second hydraulic line 6 which can be shut off by means of a second separating valve 14.
  • An electromagnetically actuated, preferably normally open (SO) pressure compensation valve 19 is again inserted in a line section 16 connected between the wheel brakes 9, 10. Since the structure of the second pressure chamber of the master cylinder 2 li ⁇
  • a motor-pump unit 20 serving as an external pressure source is provided with a high-pressure accumulator 21, which in turn consists of a pump 23 driven by an electric motor 22 and a pressure relief valve 24 connected in parallel with the pump 23.
  • the suction side of the pump 23 is connected to the previously mentioned pressure medium reservoir 4 via a pressure relief valve 24.
  • the hydraulic pressure applied by the pump 23 is monitored by a pressure sensor (not shown) or determined by estimation.
  • a third hydraulic line 26 connects the high-pressure accumulator 21 to the input connections of two electromagnetically controllable, normally closed 2/2-way valves 17, 18, which are connected upstream of the wheel brakes 7 and 8 as inlet valves.
  • the wheel brakes 7, 8 are each connected via an electromagnetically controllable, normally closed 2/2-way valve or outlet valve 27, 28 to a fourth hydraulic line 29, which on the other hand is connected to the unpressurized pressure medium reservoir 4.
  • the hydraulic pressure prevailing in the wheel brakes 7, 8 is determined with the aid of one pressure sensor 30, 31 each.
  • An electronic control unit 32 which interacts as input signals, the output signals of an actuator pedal 1, is used to jointly control the motor-pump assembly 20 and the electromagnetic valves 11, 13, 14, 17, 18, 19, 27, 28. kenden actuation travel sensor 33 and the aforementioned pressure sensor 15 are supplied and enable driver deceleration request detection.
  • other means for example a force sensor that senses the actuating force on the actuating pedal 1, can also be used to detect the driver's deceleration request.
  • the electronic control unit 32 is supplied with the output signals from the pressure sensors 30, 31 and the output signals corresponding to the speed of the vehicle from wheel sensors which are only indicated schematically, the wheel sensors assigned to the wheel brakes 7, 8 being provided with the reference numerals 34, 35.
  • control characteristic of the valves ie the dependence of the electric current to be supplied to the electromagnetic drive on the hydraulic differential pressure ⁇ p present at the inlet (17, 18) or outlet valve (27, 28), (that in the aforementioned electronic control unit 32 is corrected or adjusted as follows:
  • the pressure curve p (t) in the wheel brake 7 associated with this inlet valve 17 is cyclically observed and in each case by means of the pressure sensor 30 in a time window T w (see FIG. 2) the maximum signal value determined during this period.
  • a method parameter e is added to the determined maximum value, which takes into account a leak occurring at valve 17 as well as malfunctions of pressure sensor 30.
  • the control characteristic I ( ⁇ p) is preferably corrected on the basis of the value of the control current I react at the time t react , preferably according to an adaptation specification of the form
  • the adaptation rate ⁇ is to be selected from the interval (0, 1). Small values ⁇ lead to greater robustness against incorrect measurements, values ⁇ close to 1 result in a faster adaptation of the stored control characteristic to the observed valve behavior
  • I ( ⁇ p) Adaptation specification denotes I ( ⁇ p) ait the value of the control characteristic I ( ⁇ p) at the current operating point ⁇ p before the adaptation is carried out, while I ( ⁇ p) now denotes the value after the adaptation.
  • the method according to the invention has been described in connection with an inlet valve which serves to build up pressure and which is actuated by means of an electromagnetic drive which can be controlled by electric current.
  • the procedure described can of course also be used in the case of electromagnetically actuated outlet valves which serve to reduce pressure.
  • a corresponding, simplified Illustration is shown in Fig. 3.
  • the method can also be applied analogously to pressure control valves which are actuated by means of a piezo drive.
  • the variable influencing the actual behavior of the piezo valves is the voltage to be applied to the piezo drive.
  • the second method according to the invention consists essentially in a reduction in the control characteristic with a limit-stable control loop behavior.
  • the described method is used to detect limit-stable states of the pressure control loop, which are caused by a control characteristic I ( ⁇ p) or U ( ⁇ p) that is set too high, the method also being able to be used outside the pressure-holding phase mentioned above.
  • limit stability is understood here to mean a frequent change of control processes of the intake and exhaust valves with constant, monotonically increasing or monotonously decreasing target pressure. This behavior is associated with a wheel brake pressure oscillating around the setpoint pressure value.
  • the frequency of the exhaust valve actuation processes with increasing or constant setpoint pressure value is an indicator for an excessive actuation of the intake valve
  • the frequency of the intake valve actuation processes with decreasing or constant setpoint pressure value is an indicator for an excessive actuation of the exhaust valve.
  • the determined number N ⁇ or N AUf of the control processes is compared with a maximum permitted numerical value (Nah *, N Au -. *), For which the following equations apply:
  • f B denotes a maximum permitted control frequency.
  • the parameterizable control frequency f B takes into account the fact that a certain number of overshoots or undershoots can be expected even when the pressure regulator is ideally configured.
  • control characteristic I ( ⁇ p) stored for the relevant valve in the electronic control unit 32 is carried out according to the following adaptation regulation:
  • I ( ⁇ p) new I ( ⁇ p) aIt - ⁇ l.
  • the pilot control characteristic is thus reduced by a predetermined amount ⁇ l.
  • I (Ap) al referred to the value of the control characteristic of I (Ap) in the current operating point Dp before performing the adaptation, while I (Ap) re-designates the value after the adaptation.
  • the illustrated pressure regulator 40 which forms part of the aforementioned electronic control unit 32, is used as
  • the output variable of the pressure regulator 40 represents the setpoint I so ⁇ or U S oi ⁇ of the electrical current to be supplied to the electromagnetically controllable pressure control valve or the voltage to be applied to the piezoelectrically controllable pressure control valve.
  • the pressure regulator shown in FIGS. 4 and 6 is particularly suitable for carrying out the first method according to the invention.
  • the pressure regulator 40 mentioned above is essentially formed by a linear regulator 41, a pilot control module 42 and a correction module which is provided with the reference symbol 45.
  • a control deviation is used as the input variable of the linear controller 41
  • the subtraction point 43 upstream of the linear controller 41 from the pressure setpoint Psoii and the actual pressure value P ⁇ st is formed, while in an addition point 44 to the output variable I S O II , or U So ⁇ , L of the linear controller 41, the output variable I S oi ⁇ , v or U So ⁇ , v des Pre-control module 42 is added.
  • the correction module 45 the aforementioned signals Pist and ⁇ P are processed to a correction variable Ki, which influences the behavior of the pilot control module 42 in the sense of the correction or adaptation described above.
  • the correction variable K L adapts the pre-control characteristic I S oi ⁇ , v or U So ⁇ , v a'r- stored in the pre-control module 42 to the observed valve behavior.
  • the pressure regulator shown in FIG. 5 is particularly suitable for carrying out the second method according to the invention.
  • its structure corresponds essentially to that of the pressure regulator described in connection with FIGS. 4 and 6.
  • the pressure setpoint Psoii, the actual pressure value P ⁇ st and the differential pressure ⁇ P applied to the pressure control valve to be identified are processed into a correction variable K 2 , which, as indicated by the downward-pointing arrow, is reduced if necessary of the input tax characteristic.

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

Abstract

Procédés et systèmes de régulation pour la commande d'un système d'actionnement de freinage à régulation électronique pour véhicules à moteur. Ce système d'actionnement de freinage comporte un réservoir de stockage de fluide destiné à être mis ultérieurement sous pression, et au moins une source de pression commandée par une unité de commande électronique, qui produit une pression pouvant être appliquée sur les freins des roues du véhicule. Les freins sont associés à des capteurs de pression et à des soupapes de régulation de pression qui peuvent être commandées de manière analogique à l'aide d'une grandeur électrique en fonction du différentiel de pression appliquée aux freins et qui relient sélectivement les freins à la source de pression ou au réservoir de stockage de fluide. Selon la présente invention, pour permettre une adaptation de la relation entre la grandeur électrique et le différentiel de pression aux imperfections dues à la fabrication et aux effets de vieillissement, ainsi qu'aux conditions changeantes de l'environnement, la grandeur électrique IEin est modifiée lentement pendant la phase de maintien de pression pour la soupape de régulation de pression à identifier, jusqu'à ce qu'une modification notoire de pression se produise dans le frein associé à la soupape de régulation de pression, après quoi une correction de la relation entre grandeur électrique et différentiel de pression est opérée. Alternativement, la fréquence des processus de commande des soupapes de régulation de pression est prise en considération.
EP01982366A 2000-09-27 2001-09-26 Procede et systeme de regulation pour la commande d'un systeme d'actionnement de freinage a regulation electronique Withdrawn EP1324906A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10049150 2000-09-27
DE10049150 2000-09-27
DE10142040 2001-08-28
DE10142040A DE10142040A1 (de) 2000-09-27 2001-08-28 Verfahren und Regelsystem zur Ansteuerung eines elektronisch regelbaren Bremsbetätigungssystems
PCT/EP2001/011162 WO2002026540A1 (fr) 2000-09-27 2001-09-26 Procede et systeme de regulation pour la commande d'un systeme d'actionnement de freinage a regulation electronique

Publications (1)

Publication Number Publication Date
EP1324906A1 true EP1324906A1 (fr) 2003-07-09

Family

ID=26007261

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01982366A Withdrawn EP1324906A1 (fr) 2000-09-27 2001-09-26 Procede et systeme de regulation pour la commande d'un systeme d'actionnement de freinage a regulation electronique

Country Status (4)

Country Link
US (1) US6851764B2 (fr)
EP (1) EP1324906A1 (fr)
JP (1) JP5142443B2 (fr)
WO (1) WO2002026540A1 (fr)

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WO2003068574A1 (fr) * 2002-02-14 2003-08-21 Continental Teves Ag & Co. Ohg Procede pour regler une pression de freinage donnee variable
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