Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—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
  • B60T13/12—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 the fluid being liquid
  • B60T13/14—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 the fluid being liquid using accumulators or reservoirs fed by pumps
  • B60T13/142—Systems with master cylinder
  • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
• • 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
  • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
  • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
  • B60T11/16—Master control, e.g. master cylinders
• • 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
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
  • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder

Definitions

• Master brake cylinder for a brake system of a vehicle and method for operating a master cylinder
• the invention relates to a master cylinder for a brake system of a vehicle. Likewise, the invention relates to a brake device for a brake system of a vehicle and a brake system for a vehicle. Furthermore, the invention relates to a method for operating a master cylinder.
• a hydraulic vehicle brake system is described.
• the master brake cylinder of the hydraulic vehicle brake system comprises a first
• the master brake cylinder has an integrated pedal travel simulator 22 at an end that widens toward the brake pedal, the volume of which can be filled with brake fluid being hydraulically connected to a brake fluid reservoir via a simulator valve. That with
• Brake fluid fillable volume of the pedal travel simulator and the adjacent first pressure chamber are of a trained as a stepped piston rod and
• the invention provides a master brake cylinder for a brake system of a vehicle having the features of claim 1, a brake device for a brake system of a vehicle having the features of claim 6, a brake system for a vehicle with the
• the invention makes possible a master brake cylinder whose first pressure chamber in a first operating mode of the master brake cylinder can comprise at least a first filling volume and a second filling volume, wherein each of the two filling volumes can be varied in size via an adjustment of the piston wall assigned to it.
• the master brake cylinder can also be operated in a second operating mode, in which the first pressure chamber comprises at least the first filling volume, while in the second filling volume there is a reservoir pressure, in particular the atmospheric pressure. This can also be done as an optional connection and disconnection of the second
• Filling volume limiting piston walls also variable on the switching on and off of the second filling volume.
• the braking are amplified in the first pressure chamber of the master cylinder.
• increased brake pressure results.
• This can also be referred to as an increase in the braking force-brake-pressure ratio by reducing the Einbremsvolumens the first pressure chamber.
• Brake booster device at a driver braking force (pedal force) of 500N at least a delay of 2.44 m / s 2 can be achieved.
• the master cylinder without regard to the failure of the
• a further advantage of the present invention is that a deceleration of at least 6.44 m / s 2 at a driver braking force of 500N can also be achieved with a withdrawn ignition key for a large number of vehicles on the market.
• the delay can also (without a no longer required awakening) at a
• “sleeping” braking system can be achieved.
• the complexity of many electric brake boosters and the systems equipped therewith can be reduced by means of the present invention.
• the present invention can be easily accommodated as an additional component in a (hydraulic) brake system.
• the invention provides an advantageous electrically or mechanically switchable fallback level in a
• Fig. 1 is a schematic representation of a first embodiment of the
• Fig. 2 is a schematic representation of a second embodiment of the
• Partial view of an embodiment of the brake system is a schematic representation of a first embodiment of the braking device
• Fig. 5 is a schematic representation of a second embodiment of the
• Fig. 1 shows a schematic representation of a first embodiment of the
• the master cylinder 10 has a first filling volume 12 which can be filled with liquid and whose first size can be varied by adjusting at least one first piston wall 14.
• the first filling volume 12 can be filled with liquid and whose first size can be varied by adjusting at least one first piston wall 14.
• Master cylinder 10 a liquid-filled second filling volume 16, the second size is also variable by adjusting at least one second piston wall 18.
• the first filling volume 12 is connected via a valve device 20 to the second filling volume 16 (hydraulically) in such a way that, when controlling the
• Pressure chamber pressure in the first filling volume 12 (as a first internal pressure) and in the second filling volume 16 (as a second internal pressure) is present.
• the second filling volume 16 can via the valve device 20 in such a way
• Valve state present in the brake fluid reservoir 22 reservoir pressure in the second filling volume 16 is present.
• a first internal pressure deviating from the reservoir pressure can be controlled in the first filling volume 12 in this case.
• the reservoir pressure of the brake fluid reservoir 22 may in particular be the atmospheric pressure.
• the master brake cylinder 10 thus has a first pressure chamber, which in the control of the valve device 20 in the first valve state, at least the first
• Filling volume 12 and the second filling volume 16 includes.
• the first pressure chamber of the master cylinder 10 in the control of the valve device 20 in the second valve state at least the first filling volume 12, wherein in the first filling volume 12 (by means of the adjustment of the first piston wall 14) one of the (present in the second filling volume 16) Reservoir pressure deviating first internal pressure is ein jurybar.
• the control of the valve device 20 in the first valve state or in the second valve state thus causes a connection or disconnection of the second filling volume 16 to the first pressure chamber of the master cylinder 10.
• the volume of the first pressure chamber independently be set / varied by a position / position of the piston walls 14 and 18.
• Be strainns 16 are already constructed by means of a relatively small force exerted on the first piston wall 14 braking force, a comparatively large brake pressure. By switching off the second filling volume 16 is thus from the
• Braking force / braking force resulting delay can be increased.
• Einbremskraft brake pressure translation at least the first pressure chamber
• the use of the master cylinder 10 described here is not limited to compensating for a failure of a brake booster.
• the master cylinder 10 may also include a second pressure chamber 24 into which a floating piston member 26 at least partially so
• a second brake pressure present in the second pressure chamber 24 is variable. It should be understood, however, that the formability of the master cylinder 10 described herein is not limited to a tandem master cylinder. Thus, the master cylinder 10 may also comprise only a single (first) pressure chamber whose Einbremsvolumen means of the valve device 20 can be fixed / varied.
• the brake fluid reservoir 22, to which the second filling volume 16 can be connected via the valve device 20, can be, for example, a central brake fluid reservoir 22, with which the first filling volume 12, the second filling volume 16 and / or the second pressure chamber 24 via one
• Brake fluid reservoir 22 are used for selectively setting the reservoir pressure in the second filling volume 16.
• Piston walls 14 and 18 may be formed in an advantageous embodiment of a common piston member 30.
• the common piston member 30 is preferably formed in this case as a stepped piston.
• the piston component 30 may have on a center end of the master cylinder 10 aligned inner end a first piston portion 30a with a first diameter d1 perpendicular to an adjustment direction 31 of the piston member 30 which is smaller than a second diameter d2 perpendicular to the adjustment direction 31 of the first
• Piston portion 30 a adjacent second piston portion 30 b of the piston member 30 is.
• a sealing element 32 such as a sealing ring and / or a lip seal may be arranged. In this way, an undesirable fluid exchange between the two filling volumes 12 and 16 along the designed as a stepped piston
• Piston component 30 preventable.
• seepage of liquid from the master cylinder 10 may occur via an intermediate between the second piston portion 30b and the adjacent wall of the master cylinder 10 arranged sealing element 32, which is also a sealing ring and / or a
• Lip seal can be prevented.
• the shape of the filling volumes 12 and 16 is preferably adapted to the stepped piston.
• a perpendicular to the adjustment direction 31 of the piston member 30 aligned first inner diameter di1 of the first filling volume 12 to the first diameter d1 of the first piston portion 30a and a double ring thickness of the sealing element 32 and / or aligned perpendicular to the adjustment direction 31 second
• first piston wall 14 may be formed on a first piston (not shown) which is adjustable with the second piston wall 18 independently of a separately formed second piston (not shown).
• the shape of the master cylinder 10 is selectable with a great design freedom. The formation of two different inner diameter di1 and di2 on the
• Master cylinder 10 is thus to be interpreted as an example only.
• the valve device 20 may be formed directly on the master cylinder 10 in a line connecting the two filling volume 12 and 16 / hydraulic connection. As an alternative to this, however, the valve device 20 can also be a component of a brake circuit 34, via which two filling volumes 12 and 16 are hydraulically connected via at least one feed opening 38 to at least one wheel brake caliper 36. However, if a hydraulic connection between the two filling volumes 12 and 16 is formed on the master cylinder 10, can on the formation of a
• Feeding 38 are omitted for connecting one of the two filling volume 16 to the first brake circuit 34.
• Master cylinder 10 is not limited to a braking system with a certain number of
• Brake circuits 34 and 40 or a predetermined number of Radbremszangen 36 and 42 is limited. Instead, the number of brake circuits 34 and 40 and the
• Wheel brake calipers 36 and 42 are adapted to the intended use of the braking system.
• the valve device 20 is designed so that it is present in the second valve state without current, while the valve device 20 is controllable via a current from the second valve state into the first valve state.
• Valve state is controllable.
• the valve device 20 is controlled in a simple manner.
• the master cylinder 10 may be operated in conjunction with a brake booster 46 in a brake / brake system.
• An actuator device 44 of the brake booster device 46 in this case is preferably designed to apply a brake assist force Fu to an amplifier body 48 of the brake booster
• Brake booster device 46 exercise so that by means of the adjustment of the booster body 48, the brake assist force Fu on the at least one piston of the piston walls 14 and 18 is transferable. In this way, in addition to the via a linkage 50 of a (not shown) brake actuator transmitted driver braking force Fb also with the brake assist force Fu in the
• Brake master cylinder 10 are braked. This causes a relief of the driver when braking his vehicle.
• the currentless present in the second valve state is preferably, the currentless present in the second valve state
• Valve alignment 20 in a (not shown) common circuit with the actuator device 44 of the brake booster device 46 to be involved. In this case it is ensured that if the power supply is impaired
• the valve device 20 (automatically) in the second valve state is controllable. This causes an (automatic) shutdown of the second filling volume 16, or an (automatic) separation of the second filling volume 16 from the first pressure chamber, with an impairment of the power supply of the actuator 44. In this way, the Einbremskraft brake pressure transmission ratio with respect to a translation one on the first filling volume 12 limiting first
• Piston wall 14 exerted braking force in a built-up in the first pressure chamber brake pressure (automatically) steigerbar.
• the power supply of the present in the second valve state valve 20 can be interrupted even if the brake assist force Fu, or in a functional impairment of the brake booster device 46 , This causes the above-described high Einbremskraft-brake pressure transmission ratio of the first pressure chamber of the master cylinder 10.
• the driver even with a relatively low driver braking force Fb still a sufficiently high
• Brake pressure in the at least one wheel brake cylinder 36 and 42 cause.
• Fig. 2 shows a schematic representation of a second embodiment of the
• the brake device / brake system shown schematically in FIG. 2, or the master brake cylinder 10 contained therein, has a pressure relief valve 52 as a supplement to the previously described components, via which the valve device 20 is hydraulically connected to the brake fluid reservoir 22.
• the pressure relief valve 52 is aligned so that a fluid displacement is prevented from the brake fluid reservoir 22 via the pressure relief valve 52 to the valve device 20 even at a relatively high pressure, while the pressure relief valve 52 opens at a relatively high pressure on the output side of the valve device 20.
• the second filling volume 16 can be used at the beginning of a brake operation in the backup mode. That's the way it is
• Braking volume also increased.
• a delay achievable with a maximum pedal travel can be increased.
• 3a and 3b show a schematic overall view and an enlarged partial view of an embodiment of the brake system.
• the brake system shown schematically in FIG. 3 a has the master brake cylinder 10, the brake fluid reservoir 22, at least one brake circuit 34 with at least one wheel brake caliper 36, the brake booster device 46 and an ESP device 54.
• a brake operating member 56 such as a brake pedal
• 3a shows a vehicle battery 58 is shown schematically, by means of which the actuator device 44 of the brake booster device 46 and the ESP device 54 are supplied with power.
• Brake circuit 34 which is located between the master cylinder 10 and the ESP device 54, is shown enlarged in Fig. 3b.
• the valve device 20 can also be arranged at a distance from the master brake cylinder 10 in the at least one brake circuit 34.
• the valve device 20 may be arranged between a first line 62 leading to the second filling volume 16 and a second line 64 leading to the ESP device 54.
• a third line 66 which connects the first filling volume 12 with the ESP device 54, can open into the second line 64.
• a partially reproduced fourth line 68 the
• Valve means 20 may be connected to the brake fluid reservoir 22. Likewise, another reservoir may be connected to the fourth conduit 68.
• Valve device 20 a failure of the brake booster device 46 can still be compensated by means of a separation of the second filling volume 16 of the first pressure chamber, that by means of a applied as a driver brake force Fb comparatively low Einbremskraft still a sufficiently high braking pressure in the separated from the second filling volume 16 first pressure chamber effected is.
• valve device 20 also a conventional way already existing in the brake system component, such as at least one valve of the ESP device 54, (co-) can be used. Likewise, the valve device 20 can additionally be used by the ESP device 54. Through this multifunctional design of the valve device 20 manufacturing costs can be reduced.
• FIG. 4 shows a schematic representation of a first embodiment of the invention
• the brake device shown schematically in Fig. 4 is used in a brake system of a vehicle.
• the brake device has the master cylinder 10 and the
• the brake device may also include a brake fluid reservoir 22.
• valve device 20a and 20b is arranged / connected to the booster body 48 of the brake booster device 46 such that the valve device 20a and 20b are connected by means of the
• Amplifier body 48 at least from the first valve state in the second
• Valve status is mechanically switchable.
• the valve device 20a and 20b may also be mechanically switchable by means of the booster body 48 from the second valve state to the first valve state.
• the amplifier body 48 can be understood to mean a component of the brake booster device 46 which is connected to the brake booster device 46 by means of the actuator device 44
• the actuator device 44 may comprise, for example, a hydraulic or electromechanical device. The transmission of the brake assist force Fu from the actuator device 44 to the
• Amplifier body 48 can be made via at least one intermediate component. Likewise or alternatively, the switching of the valve device 20a and 20b, at least from the first valve state to the second valve state by the booster body 48, can also be carried out via at least one intermediate component.
• the booster body 48 is arranged on the valve device 20a and 20b such that when the booster body 48 is present in one
• the initial position of the booster body 48 in this case is preferably a position in which the booster body 48 at a driver brake force Fb equal to zero and / or
• Brake assist force Fu is equal to zero. In this way, at a functional impairment of
• Amplifier body 48 in its initial position causes / triggers, (automatic) controlling the valve means 20a and 20b in the second valve state effected.
• the mechanical switchability of the valve device 20a and 20b in the second valve state by means of the arresting of the amplifier body 46 in its initial position thus effected in a loss of
• Brake assist force Fu (automatically) an advantageously small Einbremsvolumen the first pressure chamber.
• Brake Booster 46 attributable to the amplifier body 48 from its initial position ensures the (automatic) presence of the valve means 20a and 20b in the first valve state. In a guaranteed
• the valve device 20a and 20b may be assigned at least one pressure-exerting component 74 of the booster body 48.
• a displacement of the amplifier body 48 out of its starting position can bring about co-adjustment of the at least one pressure-exerting component 74.
• a mechanical pressure / a mechanical force on at least one (not outlined) switching mechanism of the valve means 20a and 20b be exercised so that the at least one (not outlined) switching mechanism of the valve means 20a and 20b is mechanically switched ,
• the advantageous mode of operation of the mechanically switchable valve device 20a and 20b can also be described in such a way that the amplifier body 48 moves parallel to the piston component 30, d. H. at a constant distance a (equal to a minimum distance) to the piston member 30, in the first valve state.
• the embodiment comprises
• Valve means 20a and 20b two mechanically switchable valve units 20a and 20b.
• a first valve unit 20a is arranged in a hydraulic connection 70 between the first filling volume 12 and the second filling volume 16.
• a second valve unit 20a is arranged in a hydraulic connection 70 between the first filling volume 12 and the second filling volume 16.
• Valve unit 20b is formed in a further hydraulic connection 72 between the second filling volume 16 and the brake fluid reservoir 22.
• Each of the two valve units 20a and 20b is each a Druckausübkomponente 74 of
• Amplifier body 48 assigned.
• first valve state of the valve means 20a and 20b formed of the valve units 20a and 20b may be defined by the first one
• Valve unit 20a is present in a first flow state, while the second
• Valve unit 20b is in a second blocking state.
• the first valve unit 20a may be in a first blocking state and the second valve unit 20b may be in a second throughflow state.
• Valve unit 20a in the first blocking state and the second valve unit 20b in the second vonströmschreib be mechanically switchable. Moving the
• Amplifier body 48 parallel to the piston member 30 controls the first valve unit 20a from the first flow-through state to the first blocking state and the second valve unit 20b from the second blocking state to the second flow-through state. In contrast, a declining
• valve device 20a and 20b is not limited to their equipment with two separate valve sub-units 20a and 20b.
• Fig. 5 shows a schematic representation of a second embodiment of the
• the braking device shown schematically in FIG. 5 has a valve device 20, which is at least partially co-adjustable with the piston component 30 and connected to the booster body 48 via a connecting component 76 in such a way that the Valve device 20 by means of a relative movement of the amplifier body 48 in relation to the piston member 30 is mechanically switchable at least between the first valve state and the second valve state.
• the valve device 20 has a housing component which is designed to be adjustable with the piston component 30.
• Connection component 76 may in particular be connected / integrally formed with at least one adjustable blocking component of valve device 20.
• At least one flow-through opening 78 is formed in the piston component 30, which connects the first filling volume 12 with the second filling volume 16.
• a hydraulic connection 80 of the brake fluid reservoir 22 to the second filling volume 16 open.
• the valve device 20 has a first valve body 82, which seals a taper 84 of the flow-through opening 78 in a first blocking position, while a liquid transfer between the two filling volumes 12 and 16 via the flow-through opening 78 is ensured when the first valve body 82 is present in a first throughflow position is.
• valve device 20 may have a second valve body 86 which, in a second blocking position, seals a mouth opening 88 of the hydraulic connection 80 of the brake fluid reservoir 22 to the second filling volume 16, while if the second valve body 86 is present in a second throughflow position a liquid transfer through the mouth opening 88 between the second filling volume 16 and the
• Brake fluid reservoir 22 is executable.
• the first valve body 82 and the second valve body 86 may be arranged to one another such that upon a relative movement of the booster body 48 with respect to the piston member 30, a common adjusting movement relative to the
• Perform piston components 30 (with constant distance from each other).
• a common adjustment movement of the two valve bodies 82 and 86 relative to the piston member 30 in the Einbremsraum 90, adjusting the first valve body 82 from its first locking position to its first flow position and adjusting the second valve body 86 from its second flow position in his second blocking position caused.
• the distance a at a driver braking force Fb is not equal to zero and at a functional impairment of the brake booster 46 usually increases.
• This causes the above-described adjusting movement of the two valve bodies 82 and 86 relative to the piston member 30 in the counter-pressure direction 92 due to their connection to the booster body 48 via the connecting component 76.
• the first valve body 82 due to the functional impairment of
• Brake booster 46 displaced from its first flow position to its first blocking position, while the second valve body 86 is adjusted in an analogous manner from its second blocking position to its second flow position.
• the piston member 30 (primary piston) acts on two independent volumes / filling volumes 12 and 16, the present invention is not limited to such a configuration of the master cylinder 10. Instead, the invention also includes differently designed master cylinder 10, the volumes of which can be combined by means of the valve device 20 or act separately on a brake circuit. If the valve device 20 is designed as an additional valve, standard master cylinder 10 can also be used to implement the present invention be used. An implementation of the invention by switching a
• FIG. 6 is a flowchart illustrating an embodiment of the method of operating a master cylinder.
• Master cylinder on at least one liquid-fillable first filling volume of the master cylinder whose first size is variable by adjusting at least a first piston wall, and on a liquid-fillable second filling volume of the master cylinder whose second size is variable by adjusting at least one second piston wall fixed. This is done by releasing a first hydraulic connection between the first filling volume and the second filling volume and prohibiting a second hydraulic connection between the second filling volume and a brake fluid reservoir.
• the method step S1 can be done by a one-piece valve device or by a
• Valve device are made of a plurality of separately formed valve units.
• step S2 the size of the pressure chamber is fixed at least to the first filling volume which can be filled with the liquid, while at the same time the second internal pressure present in the second filling volume is set to the reservoir pressure (atmospheric pressure). This is done by prohibiting the first hydraulic connection between the first filling volume and the second
• the method described above is not limited to an execution of method steps S1 and S2 in the order given. Instead, the method step can also be carried out before method step S1. Likewise, the method step can also be carried out before method step S1. Likewise, the method step can also be carried out before method step S1. Likewise, the
• Process steps S1 and S2 are repeated as often as desired.
• the advantages already described above can be achieved.
• a new description of these advantages is omitted here.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Transmission Of Braking Force In Braking Systems (AREA)
• Braking Systems And Boosters (AREA)
• Regulating Braking Force (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)

Applications Claiming Priority (2)

Publications (1)

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• 2011
  • 2011-09-30 DE DE102011083896A patent/DE102011083896A1/de active Pending
• 2012
  • 2012-08-08 EP EP12745692.9A patent/EP2760716A1/de not_active Withdrawn
  • 2012-08-08 US US14/347,517 patent/US9643582B2/en active Active
  • 2012-08-08 JP JP2014532290A patent/JP5946535B2/ja not_active Expired - Fee Related
  • 2012-08-08 WO PCT/EP2012/065506 patent/WO2013045161A1/de active Application Filing
  • 2012-08-08 CN CN201280048034.7A patent/CN103826946B/zh active Active
  • 2012-08-08 KR KR1020147008045A patent/KR20140069046A/ko active IP Right Grant

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