WO1995003196A1 - Systeme de freinage pour vehicules a moteur - Google Patents

Systeme de freinage pour vehicules a moteur Download PDF

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Publication number
WO1995003196A1
WO1995003196A1 PCT/EP1994/002053 EP9402053W WO9503196A1 WO 1995003196 A1 WO1995003196 A1 WO 1995003196A1 EP 9402053 W EP9402053 W EP 9402053W WO 9503196 A1 WO9503196 A1 WO 9503196A1
Authority
WO
WIPO (PCT)
Prior art keywords
controller
brake
brake system
control valve
deceleration
Prior art date
Application number
PCT/EP1994/002053
Other languages
German (de)
English (en)
Inventor
Alfred Eckert
Johannes Gräber
Karlheinz Bill
Jürgen Balz
Original Assignee
Itt Automotive Europe Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Itt Automotive Europe Gmbh filed Critical Itt Automotive Europe Gmbh
Publication of WO1995003196A1 publication Critical patent/WO1995003196A1/fr

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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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • 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
    • B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems
    • 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
    • B60T8/4854—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control pneumatic boosters

Definitions

  • the invention relates to a brake system for motor vehicles with an actuation unit, which consists of a pneumatic brake booster and a master brake cylinder connected to it, with wheel brakes connected to the master brake cylinder and an electronic controller (vehicle controller) which generates a delay request signal based on at least one input signal, the pneumatic brake booster is provided with a third-party control valve having at least two sealing seats.
  • an actuation unit which consists of a pneumatic brake booster and a master brake cylinder connected to it, with wheel brakes connected to the master brake cylinder and an electronic controller (vehicle controller) which generates a delay request signal based on at least one input signal
  • the pneumatic brake booster is provided with a third-party control valve having at least two sealing seats.
  • Such a brake system is known from DE-PS 31 43 792.
  • the vehicle controller of the known brake system generates three different command signals, the first command signal indicating the potential need for braking, while the second command signal results in weak braking and the third command signal in strong braking.
  • the second and third command signals are each fed to an actuator that can be actuated electromagnetically or electromagnetically and pneumatically. Both actuators act on a rotatably mounted actuating lever, which is in force-transmitting connection with the actuating rod of the
  • Brake booster stands wherein the point of application of the actuator receiving the "weak” command signal lies at a shorter distance from the bearing point of the actuating lever than the point of application of the actuator receiving the "strong” command signal.
  • one of the sealing seats of the control valve can be directly actuated electromagnetically and in that a second electronic controller (deceleration controller) is provided which converts the deceleration request signal into an actuating signal which serves to actuate the electromagnet actuating the sealing seat.
  • the control signal preferably corresponds to the desired actuation path of the control valve.
  • Fig. 1 shows an embodiment of the invention
  • FIG. 2 shows a block diagram of an extension of the second (delay) controller according to FIG. 1;
  • Brake booster according to Figure 1 in axial section, partially broken away.
  • FIG. 6 shows a third embodiment of the control circuit downstream of the vehicle controller in a simplified representation
  • FIG. 7 shows a first embodiment of the control circuit downstream of the second (delay) controller;
  • Fig. 8 shows a modified or expanded variant of the embodiment shown in Fig. 7 and
  • Fig. 9 shows a third embodiment of the control circuit downstream of the second (delay) controller.
  • the brake system according to the invention for motor vehicles shown in FIG. 1 essentially consists of an actuation unit 1, an electronic vehicle controller 6, wheel brakes 10, 11, 12, 13, a pressure modulator 9 arranged between wheel brakes 10 to 13 and actuation unit 1 and a vehicle controller 6 interacting ABS / ASR controller 7, which generates control signals for the pressure modulator 9.
  • a wheel sensor 14, 15, 16, 17 is assigned to each of the vehicle wheels, not shown, and the control signal corresponding to the wheel speed is fed to the ABS / ASR controller 7.
  • the actuation unit 1 in turn consists of a pneumatic brake booster that can be actuated by means of an actuation pedal 4, preferably a vacuum brake booster 2, to which a master brake cylinder 3, preferably a tandem master cylinder, is connected, the pressure chambers (not shown) of which are connected to the pressure modulator 9 via hydraulic lines 55, 56 stand.
  • An actuating rod 50 is coupled to the actuating pedal 4, which enables actuation of a control valve 19 which is only indicated schematically and which controls the build-up of a pneumatic differential pressure in the housing of the vacuum brake booster 2.
  • An electromagnet 20 enables the control valve 19 to be actuated externally. As can also be seen in FIG.
  • the vehicle controller 6 is followed by a second electronic controller (deceleration controller) 8, on the one hand a deceleration request signal VWS generated by the vehicle controller 6 on the basis of an input signal E, for example, supplied by a distance sensor, and on the other hand by the ABS / ASR controller 7 generated output signals R , v R - and ST are supplied, which the
  • the last-mentioned output signal ST provides information as to whether the brake system is inside or outside the ABS / ASR control or whether the hydraulic pressure applied in the master brake cylinder 3 is built up or released.
  • the delay controller 8 converts the delay request signal VWS into an actuating signal SS, which is fed to the electromagnet 20 and thus serves to control it.
  • the delay controller 8 generates a second actuating signal SS «, by which the operation of a drive motor 5 of the motor vehicle can be influenced.
  • a brake light switch 18 generates a further signal FW, which is fed to the deceleration controller 8 and enables the detection of a driver deceleration request.
  • the output signals of the ABS / ASR controller 7 corresponding to the wheel speeds are fed to an evaluation circuit 21 connected upstream of the deceleration controller 8, which forms both vehicle speed and vehicle acceleration signals v_ ,, v “and a wheel acceleration signal R.
  • the Vehicle speed and vehicle acceleration signals v_, v_ are supplied as further input variables to the deceleration controller 8, which is followed by a safety logic 22 which modifies the two actuating signals SS., SS 2 of the deceleration controller 8 as a function of the driver deceleration request signal FW and the ABS / ASR status signal ST.
  • R is supplied together with the first actuating signal SS 1 of the deceleration controller 8 to a first logic circuit or an observer 23, which contains a model of the brake system described and which forms reference variables which are supplied to the deceleration controller 8.
  • the reference values correspond to the pressure values P VA , P jjß di e which are to be controlled in the master brake cylinder 3 and are required for the predetermined deceleration (VWS) and act on the brakes of the front (VA) or rear axle (HA) and which act in the deceleration controller ( 8) are compared with the signals v ", v.
  • control valve 19 is accommodated in a control housing 40 which is sealed in the housing of the brake booster 2 and consists of a first sealing seat 41 formed on the control housing 40, a second sealing seat 43 formed on a valve piston 42 connected to the actuating rod 50 and a valve body 44 interacting with both sealing seats 41, 43.
  • a third sealing seat 28 is provided radially between the first (41) and the second sealing seat 43, which can be actuated by means of the electromagnet 20, which is preferably in an axial cup-shaped extension 37 of the valve piston 42 is arranged and can therefore be moved together with the valve piston 42 in the control housing 40.
  • the electromagnet 20 consists of a coil 46 plugged onto a guide part 38 fastened within the extension 37 and a cylindrical armature 39 which is displaceably arranged therein and which is permanently connected to a pin 45, on the one hand in the guide part 38 and on the other hand in a closure part which closes the extension 37 47 is performed.
  • the pin 45 At its end facing the actuating rod 50, the pin 45 carries a force transmission plate 48 which is preferably rectangular and is arranged in a radial groove 49 of the valve piston 42 and which enables the external actuating force applied by the electromagnet 20 to be transmitted to the third sealing seat 28.
  • the third sealing seat 28 is formed on a sleeve 29, which is guided in a sealed manner in the control housing 40 and is connected to the force transmission plate 48.
  • a compression spring 51 is arranged between the armature 39, which partially projects into the closure part 47, and the guide part 38, which holds the armature 39 in its starting position, in which the third sealing seat 28 is axially offset relative to the second sealing seat 43 formed on the valve piston 42 (see distance b ) is arranged.
  • the armature 39 is displaced to the right in the drawing against the force of the compression spring 51, as a result of which the third sealing seat 28 first comes into contact with the sealing surface of the valve body 44 after the distance "b" has been bridged.
  • This system effectively bridges the first sealing seat 41 formed on the control housing 40, so that there is no longer any connection between the pneumatic chambers (not shown) of the brake booster 2.
  • the third sealing seat 28 and the valve body 44 then move further together, the second sealing seat 43 being opened and the ventilatable chamber of the brake booster 2 being ventilated.
  • the movement of the third sealing seat 28 continues until the armature 39 strikes the guide part 38 and the gap "s" between the two parts becomes zero.
  • the control housing 40 moves relative to the valve piston 42 by a distance which corresponds to the distance "a" between a cross member 52 which limits the movement of the valve piston 42 and a stop surface 53 formed on the control housing 40.
  • the reason for this is a piston rod return spring 54, which moves the valve piston 42 to the right via the actuating rod 50 and attempts to close the second sealing seat 43 again.
  • the third sealing seat 28 moves synchronously due to the fixed connection of the electromagnet 20 and the valve piston 42, the gap between the valve body 44 and the second sealing seat 43 is kept open, namely by the dimension sb. As a result, the ventilable chamber of the brake booster 2 is connected to the atmosphere and a braking force is generated.
  • a pressure holding phase can be achieved either by alternately switching on and off or a proportional (analog or digital) regulation of the electromagnet 20.
  • the armature 39 with the third sealing seat 28 moves to the left under the action of the spring 51, as a result of which the third sealing seat 28 is opened while the valve body 44 closes the second sealing seat 43. Since the first sealing seat 41 - as mentioned above - remains open, the atmosphere is sucked out of the ventilated chamber via the open connection between the pneumatic chambers, so that the pressure prevailing in the master cylinder 3 is reduced. Then, after a very short time interval, the electromagnet 20 is energized again so that pressure builds up again in the master brake cylinder 3. Due to the inertia of the system during the ventilation of the ventilatable chamber, a desired pressure value can thus be achieved by pulsed actuation of the electromagnet 20.
  • the pressure reduction phase is realized by switching off the electromagnet 20, in which the third sealing seat 28 is opened and the second sealing seat 43 is closed.
  • the ventable chamber is vented via the open first sealing seat 41 until the control group returns to its starting position and the cross member 52 strikes the housing of the brake booster 2.
  • the control housing 40 can move until it comes to rest on the left side of the cross member 52 in the drawing and the first sealing seat 41 is closed. The device is then in the release position. From Fig. 4, which is an extension of the previously described
  • Actuating unit 1 is supplied. The resulting one
  • Control deviation is fed to the delay controller 8, the output signal (SS.) Of the desired position or position to be set (SVsol.l. ') Of the
  • Control valve 19 corresponds.
  • Control valve position setpoint SV .. is in a second comparison circuit or subtraction point 25 with a control valve position actual value SV which can be determined on the control valve 19, for example by means of a displacement sensor (not shown). compared and the resulting control deviation W is fed to a subordinate third controller - control valve position controller 26 - whose manipulated variable Y is used to control the electromagnet 20. It makes sense if that
  • Deceleration request signal VWS corresponds to a braking force setpoint, for example a braking pressure.
  • the actual deceleration value V.S "corresponds to one
  • the deceleration request signal VWS corresponds to a pneumatic differential pressure p so ⁇ i ' c * er to achieve the predetermined deceleration in the brake booster 2.
  • This differential pressure is in the first comparison circuit 24 with the pneumatic differential pressure P is t ver gli cn ® prevailing in the housing of the brake booster 2, which corresponds to the aforementioned actual deceleration value (V I.SL.) and is supplied by a pressure sensor (not shown).
  • the resulting control deviation is fed to the second or delay controller 8, which is designed as a differential pressure controller in this example.
  • the output variable of the second controller 8 is again supplied as a reference variable W to the subordinate third or control valve position controller 26, the manipulated variable Y of which corresponds to the control current I _,., Of the electromagnet 20.
  • the symbol used for the third controller 26 contains the second comparison circuit 25, while "state variables for control valve control" mean variables that correspond to the actual state of the control valve 19, such as its actuation path, the actuation path of the third sealing seat 28 carrying sleeve 29, or the drive current of the electromagnet 20 or its magnetic flux density.
  • the structure of the control loop shown in FIG. 6 largely corresponds to the embodiment shown in FIG. 5.
  • the deceleration request signal VWS As the deceleration request signal VWS, the deceleration x so ⁇ - ⁇ specified by the vehicle controller 6 of one of the vehicle wheels used in the first Comparison circuit 24 is compared with the output signal of one (14) of the wheel sensors modified in a pulse / delay converter 27.
  • the control deviation is again fed to the second (deceleration) controller 8, which in this example is designed as a wheel deceleration controller.
  • the control loops shown in FIGS. 4, 5 and 6 are suitable for braking force control.
  • Brake booster 2 prevailing differential pressure and in the example shown in Fig. 6 with the help of the wheel deceleration of one or all four wheels of the vehicle to the brake pressure or the braking force on the wheel.
  • the second logic circuit (the observer 30) is preceded by a third logic circuit or a third observer 31 which represents the signal to be supplied to the second observer 30 and represents the actuation path s "of the sleeve 29 from the signal by the Electromagnet 20 flowing control current I " M and the magnetic flux density B of the electromagnet 20 is determined.
  • the actuating signal SS generated by the delay controller 8 corresponds to an air volume flow q .. which, in order to bring about the desired delay, must flow through the control valve 19.
  • the signal representing the predetermined volume flow q .. is first in a third comparison circuit 32 with an actual air volume flow value q corresponding to the actual deceleration value V. compared, the resulting control deviation being fed to a fourth controller or volume flow controller 34.
  • the output signal of the volume flow controller 34 corresponding to the control valve position setpoint SV .. mentioned in connection with FIG. 4 is compared in a fourth comparison circuit 33 with the control valve position actual value SV.
  • the actual air volume flow q. corresponding signal will generated in a fourth logic circuit or a fourth observer 35, the actual air volume flow value q. , from the actual control valve position SV. , and the pneumatic p otr controlled in the brake booster 2.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

On propose un système de freinage pour véhicules à moteur qui présente un servofrein pneumatique dont la soupape de commande est actionnée par un électroaimant. Pour permettre de supprimer, en cas d'actionnement extérieur de la soupape de commande, une composante correspondant à une partie de la force initiale à appliquer normalement par le conducteur, il est prévu dans l'invention que l'un des sièges étanches (28) de la soupape de commande (19) soit actionné directement de manière électromagnétique et qu'il existe un deuxième régulateur électronique, le régulateur de décélération (8), qui convertit un signal de demande de décélération (VWS) en un signal de commande (SS1) ayant pour effet de mettre en service l'électroaimant (20) actionnant le siège étanche (28).
PCT/EP1994/002053 1993-07-19 1994-06-23 Systeme de freinage pour vehicules a moteur WO1995003196A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19934324205 DE4324205A1 (de) 1993-07-19 1993-07-19 Bremsanlage für Kraftfahrzeuge
DEP4324205.7 1993-07-19

Publications (1)

Publication Number Publication Date
WO1995003196A1 true WO1995003196A1 (fr) 1995-02-02

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Application Number Title Priority Date Filing Date
PCT/EP1994/002053 WO1995003196A1 (fr) 1993-07-19 1994-06-23 Systeme de freinage pour vehicules a moteur

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DE (1) DE4324205A1 (fr)
WO (1) WO1995003196A1 (fr)

Cited By (14)

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DE19508822A1 (de) * 1995-03-11 1996-09-12 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
WO1996030239A1 (fr) * 1995-03-30 1996-10-03 Itt Automotive Europe Gmbh Systeme de freinage pour automobiles
WO1996033083A1 (fr) * 1995-04-19 1996-10-24 Itt Automotive Europe Gmbh Dispositif de freinage pour vehicule a moteur
DE19518267A1 (de) * 1995-05-18 1996-11-21 Teves Gmbh Alfred Bremskraftverstärker
WO1997048585A1 (fr) * 1996-06-19 1997-12-24 Itt Manufacturing Enterprises, Inc. Systeme de freinage pour vehicules a moteur
WO1997049590A1 (fr) * 1996-06-21 1997-12-31 Itt Manufacturing Enterprises, Inc. Systeme de freinage pour vehicules
WO1999017969A1 (fr) * 1997-10-06 1999-04-15 Lucas Industries Public Limited Company Servofrein
WO1999017972A1 (fr) * 1997-10-06 1999-04-15 Lucas Industries Public Limited Company Servofrein a commande electronique
WO1999043524A1 (fr) * 1998-02-24 1999-09-02 Daimlerchrysler Ag Procede de determination du critere du passage de la phase de commande a la phase de regulation d'une unite de generation de pression dans une installation de freinage de vehicule
WO2001010691A1 (fr) * 1999-08-07 2001-02-15 Continental Teves Ag & Co. Ohg Procede et dispositif de commande d'un systeme de freinage hydraulique
WO2001058736A3 (fr) * 2000-02-08 2002-02-28 Bosch Gmbh Robert Circuit de commande d'une soupape electromagnetique commandable d'un systeme de freinage automobile
US6851764B2 (en) * 2000-09-27 2005-02-08 Continental Teves Ag & Co., Ohg Method and control system for controlling an electronically regulated brake actuating system
US7700597B2 (en) 2004-12-03 2010-04-20 Schering Corporation Substituted piperazines as CB1 antagonists
US11999339B2 (en) 2021-03-09 2024-06-04 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method for defining at least one characteristic curve of a pressure-medium-actuated brake system of a vehicle

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DE4436297C2 (de) * 1994-10-11 1998-10-08 Lucas Ind Plc Elektronisch gesteuerter Bremskraftverstärker und Verfahren zu dessen Betrieb
DE19505114A1 (de) * 1995-02-13 1996-08-22 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
DE19511844A1 (de) * 1995-03-31 1996-10-02 Teves Gmbh Alfred Verfahren zum Betrieb eines Bremskraftverstärkers
DE19514591A1 (de) * 1995-04-20 1996-10-24 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
DE19539973A1 (de) * 1995-10-27 1997-04-30 Teves Gmbh Alfred Verfahren zum Betrieb einer hydraulischen Bremsanlage
DE19541101A1 (de) * 1995-11-06 1997-05-07 Teves Gmbh Alfred Verfahren zum Betrieb eines pneumatischen Bremskraftverstärkers
DE19541534A1 (de) * 1995-11-08 1997-05-15 Teves Gmbh Alfred Bremskraftverstärker
DE19541535A1 (de) * 1995-11-08 1997-05-15 Teves Gmbh Alfred Verfahren zum Betrieb eines pneumatischen Bremskraftverstärkers
DE19548705A1 (de) 1995-12-23 1997-06-26 Teves Gmbh Alfred Bremskraftverstärker
DE69612074T2 (de) * 1995-12-27 2001-09-27 Denso Corp., Kariya Bremssteuerungsvorrichtung für ein Kraftfahrzeug
DE19609192A1 (de) * 1996-03-09 1997-09-11 Teves Gmbh Alfred Verfahren zum Betrieb eines pneumatischen Bremskraftverstärkers
DE69602002T2 (de) * 1996-04-03 1999-09-30 Lucas Industries P.L.C., Solihull Elektronisch gesteuerter Bremskraftverstärker
DE19744112C1 (de) 1997-10-06 1998-10-22 Lucas Ind Plc Fahrzeugbremsanlage eines Kraftfahrzeuges
KR100371871B1 (ko) * 1999-07-13 2003-02-11 이병극 자동차의 편륜제동 시스템
DE50208052D1 (de) * 2001-08-03 2006-10-19 Siemens Ag Regelungsverfahren sowie Regler für den Automobilbereich

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Cited By (24)

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WO1996028330A1 (fr) * 1995-03-11 1996-09-19 Itt Automotive Europe Gmbh Systeme de freinage pour vehicules a moteur
DE19508822A1 (de) * 1995-03-11 1996-09-12 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
WO1996030239A1 (fr) * 1995-03-30 1996-10-03 Itt Automotive Europe Gmbh Systeme de freinage pour automobiles
US6048039A (en) * 1995-03-30 2000-04-11 Itt Manufacturing Enterprises Inc. Motor vehicle braking system
US5951119A (en) * 1995-04-19 1999-09-14 Itt Manufacturing Enterprises Inc. Braking system for motor vehicles
WO1996033083A1 (fr) * 1995-04-19 1996-10-24 Itt Automotive Europe Gmbh Dispositif de freinage pour vehicule a moteur
DE19514382A1 (de) * 1995-04-19 1996-10-24 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
DE19518267A1 (de) * 1995-05-18 1996-11-21 Teves Gmbh Alfred Bremskraftverstärker
WO1997048585A1 (fr) * 1996-06-19 1997-12-24 Itt Manufacturing Enterprises, Inc. Systeme de freinage pour vehicules a moteur
DE19624376A1 (de) * 1996-06-19 1998-01-02 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
US6209968B1 (en) 1996-06-19 2001-04-03 Continental Teves Ag & Co., Ohg Braking system for motor vehicles
WO1997049590A1 (fr) * 1996-06-21 1997-12-31 Itt Manufacturing Enterprises, Inc. Systeme de freinage pour vehicules
US6357837B1 (en) * 1997-10-06 2002-03-19 Lucas Industries Public Limited Company Electronically controllable brake booster
US6185498B1 (en) 1997-10-06 2001-02-06 Lucas Industries Public Limited Company Electronically controllable brake booster
WO1999017972A1 (fr) * 1997-10-06 1999-04-15 Lucas Industries Public Limited Company Servofrein a commande electronique
WO1999017969A1 (fr) * 1997-10-06 1999-04-15 Lucas Industries Public Limited Company Servofrein
WO1999043524A1 (fr) * 1998-02-24 1999-09-02 Daimlerchrysler Ag Procede de determination du critere du passage de la phase de commande a la phase de regulation d'une unite de generation de pression dans une installation de freinage de vehicule
WO2001010691A1 (fr) * 1999-08-07 2001-02-15 Continental Teves Ag & Co. Ohg Procede et dispositif de commande d'un systeme de freinage hydraulique
WO2001058736A3 (fr) * 2000-02-08 2002-02-28 Bosch Gmbh Robert Circuit de commande d'une soupape electromagnetique commandable d'un systeme de freinage automobile
US7011379B2 (en) 2000-02-08 2006-03-14 Robert Bosch Gmbh Control circuit for a controlled electro-magnetic valve of an automotive braking system
US6851764B2 (en) * 2000-09-27 2005-02-08 Continental Teves Ag & Co., Ohg Method and control system for controlling an electronically regulated brake actuating system
US7700597B2 (en) 2004-12-03 2010-04-20 Schering Corporation Substituted piperazines as CB1 antagonists
US8236805B2 (en) 2004-12-03 2012-08-07 Intervet Inc. Substituted piperazines as CB1 antagonists
US11999339B2 (en) 2021-03-09 2024-06-04 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method for defining at least one characteristic curve of a pressure-medium-actuated brake system of a vehicle

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