WO2003006285A1 - Installation de freinage hydraulique pour vehicule automobile - Google Patents
Installation de freinage hydraulique pour vehicule automobile Download PDFInfo
- Publication number
- WO2003006285A1 WO2003006285A1 PCT/FR2002/002440 FR0202440W WO03006285A1 WO 2003006285 A1 WO2003006285 A1 WO 2003006285A1 FR 0202440 W FR0202440 W FR 0202440W WO 03006285 A1 WO03006285 A1 WO 03006285A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- braking
- chamber
- accumulator
- circuit
- installation according
- Prior art date
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
-
- 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
- B60T8/48—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
- B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
- B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
Definitions
- the invention relates to a hydraulic braking installation for a motor vehicle, of the type which includes:
- a master cylinder comprising a primary chamber and a secondary chamber respectively associated with a braking circuit and, in the primary chamber, a piston controlled by a rod actuated from a brake pedal, the master cylinder being supported by a wall located in front of the driver's legs,
- a braking installation of this type is known, for example from EP-B-0 750 555.
- the means for removing the brake fluid comprise chambers, or low pressure accumulators, in which can be sent the pumped liquid out of the master cylinder.
- This solution certainly makes it possible to avoid or limit a rise in the brake pedal in the event of a collision, but has the drawback of causing the pressure in the braking circuit concerned to drop.
- the low pressure accumulators are provided smaller than the pressure chambers of the master cylinder.
- the level of braking remains lower than that of conventional braking.
- the object of the invention is, above all, to provide a hydraulic braking installation for a motor vehicle, of the kind defined above, in which the drawbacks mentioned above no longer occur or to a lesser degree.
- the braking circuit concerned by the means for evacuating the brake fluid retains its braking capacity, without however obstructing the erasure of the frem pedal in the event of a frontal crushing. It is also desirable that the proposed solution is simple, economical and reliable.
- a hydraulic braking installation of the kind defined above is characterized in that the liquid discharge means comprise, for the chamber concerned of the master cylinder, on the one hand, a connection between this chamber and a pressurized brake fluid reservoir and, on the other hand, a means of controlling this connection, sensitive to a deceleration of determined value, this control means being able to take two positions, namely a first position, in normal vehicle operation, for which the connection between the chamber and the reservoir is cut, the braking circuit being supplied, and a second position, in the event of a collision causing a deceleration greater than the determined value, for which the connection between the chamber and the reservoir is established , while the braking circuit located downstream is isolated.
- the isolation of the braking circuit, relative to the reservoir and to the master cylinder, makes it possible to maintain or establish a pressure of the brake fluid in this circuit, without disadvantage in terms of the erasure of the brake pedal.
- the control means may consist of a two-position solenoid valve controlled by a deceleration sensor, for example the sensor installed on an airbag.
- the installation includes means for reinforcing the braking in the isolated circuit in the event of a collision.
- An over-assistance is then obtained which is particularly advantageous in the case where a vehicle continues on its trajectory after having been subjected to an impact which has triggered means for discharging the liquid.
- the means for reinforcing the braking can comprise a high pressure hydropneumatic accumulator (in particular pressure greater than 20 bars) connected to the line for supplying pressurized liquid to the brakes of the circuit concerned, downstream of the control means and a means of setting accumulator service, sensitive to deceleration.
- a high pressure hydropneumatic accumulator in particular pressure greater than 20 bars
- the means for putting the accumulator into service may comprise an electrovalve provided between the accumulator and the line supplying the brakes with pressurized liquid, this electrovalve being controlled as a function of the deceleration undergone by the vehicle and being able to occupy two positions, namely a first position, in normal operation, in which the solenoid valve is closed and prevents any communication between the accumulator and the circuit brake line, and a second position, in the event of a collision, allowing the circuit brakes to be supplied under pressure from the accumulator.
- Means for inflating the accumulator under pressure are provided. These inflation means may comprise a pipe connecting the inlet of the high pressure accumulator to a part of the braking circuit which is put under high pressure, with a non-return valve preventing any flow from the accumulator to said part.
- the braking installation comprises an ABS (anti-lock braking system) which comprises, for each braking circuit, a hydraulic pump capable of being driven by a motor when conditions requiring the intervention of the ABS system are detected, and a group of valves controlled by a computer according to indications provided by sensors to modulate the fluid pressure in the wheel brakes and ensure optimal braking avoiding blockage, the discharge of each pump of the ABS system being done downstream of the aforesaid means of control, on a line going to the brake cylinders of the circuit.
- ABS anti-lock braking system
- the ABS system is isolated from the master cylinder.
- the hydropneumatic accumulator under pressure is connected to the discharge of the pump of the ABS system for the circuit considered, which pump constitutes the means of inflating the accumulator with interposition of the non-return valve.
- Fig. l is a diagram of a hydraulic braking installation according to the invention, in normal operation.
- Fig. 2 is a diagram of the installation in the event of a frontal collision.
- Fig.3 is a diagram of a possible transient phase in the event of a frontal collision.
- a hydraulic braking installation 1 for a motor vehicle for actuating wheel brakes 2a, 2b for the front wheels, and 2c, 2d for the rear wheels.
- Each wheel brake conventionally comprises a cylinder in which a piston can be moved by a pressurized liquid in order to apply a brake shoe against an element, disc or drum, linked in rotation to the wheel to be braked.
- the installation 1 comprises two braking circuits respectively 3, 4 supplied separately by a tandem master cylinder 5.
- the circuit 3 comprises the brake 2b of the left front wheel and the brake 2d of the right rear wheel.
- the other circuit 4 comprises the brake 2a of the right front wheel and the brake 2c of the left rear wheel.
- the two circuits therefore have a cross configuration in X.
- another configuration is possible, for example that in which circuit 3 corresponds to the two rear brakes and circuit 4 to the two front brakes.
- the master cylinder 5 comprises a primary piston 6 controlled by a rod 7 actuated by a brake pedal 8. One end of the rod 7 is articulated on the pedal 8.
- a booster 9, in particular formed by a pneumatic vacuum capsule, is provided to amplify the force exerted on the pedal 8.
- the primary piston 6 is linked to the output of the booster 9 and, in this way, to the rod 7.
- the primary piston 6 can slide in the master cylinder 5.
- a secondary piston 10 is disposed in the master cylinder in front of the piston 6 and can also slide in the master cylinder. Considering the normal direction of progression of the vehicle, the master cylinder 5 is disposed in front of the pedal 8 and the assembly is oriented in the longitudinal direction of the vehicle.
- a primary chamber 11 filled with liquid is formed between the piston 6 and the piston 10; a spring ia is disposed in this chamber between the two pistons.
- a secondary chamber 12, also filled with liquid, is formed between the piston 10 and the bottom of the remote master cylinder of the piston 6.
- a spring 12a is disposed in the chamber 12.
- the two chambers 11, 12 of the master cylinder are connected to a reservoir of pressureless liquid 13, also called a tarpaulin, for supplying the chambers 11, 12 with liquid of brake.
- the master cylinder 5 with the booster 9 is supported by a wall 14 located in front of the legs J of the driver.
- the upper end of the pedal 8 is articulated on a bearing supported by the wall 14.
- the primary chamber 1 1 is connected by a line 15 to the primary braking circuit 3.
- the secondary chamber 12 is connected, at its outlet 12b, by a line 16 to the secondary braking circuit 4.
- a pressure sensor 17 is mounted on the line 15 and converts the pressure into an electrical voltage.
- the circuit 3 comprises a pipe 18 extending downstream the pipe 15, and dividing into two branches 18b, 18d connected respectively to the brakes 2b, 2d.
- the braking system includes an ABS system
- the secondary circuit 4 comprises a pipe 22 which extends downstream the pipe 16 and which is divided into two branches 22a, 22c to supply the brakes 2a, 2c respectively.
- the pipes 18b, 18d, 22a, 22c pass through respective valves provided in group 19.
- the ABS system further comprises an electric motor 23 and, for each circuit 3, 4 a corresponding pump P3, P4 suitable for being driven by the motor. 23.
- This motor 23 is started when conditions require the intervention of the ABS system, for example when a wheel lock is detected by a sensor.
- the suction of the pump P3 is connected to the brakes 2b, 2d by a pipe 24 which is divided into two branches 24b, 24d.
- the branches 24b, 24d pass through a respective valve provided in group 19 and controlled by the computer 20.
- a non-return valve (not shown) is provided on the pipe 24 to allow flow from the brake cylinders to the suction from pump P3 but to prevent reverse flow.
- the suction of the P3 pump is also connected by a pipe 25 to the pipe 15, by means of a valve 26 with two positions and a channel, which is normally closed.
- the discharge of the pump P3 is connected by a pipe 27 to the pipe 18.
- a two-position solenoid valve 28, controlled by the computer 20 and normally open, is disposed on the pipe 18 upstream of the junction of the pipe 27 with the pipe 18.
- a non-return valve 29 is connected between the inlet and the outlet of the valve 28; the valve 29 allows the flow of the pipe 15 to the brakes 2b, 2d, and prevents flow in the opposite direction.
- the pump P4 has its suction connected to the brake cylinders 2a, 2c by a pipe 30 which passes through the block 19 and which is divided into two branches 30a, 30c.
- the branches 30a, 30c are provided with solenoid valves, normally closed, controlled by the computer 20, while a non-return valve is mounted on the part of the pipe 30 located in group 19 to allow the suction by pump P4 but prevent back flow.
- a bypass pipe 31 is connected on one side to the pipe 30 and, on the other side, to the pipe 16.
- a solenoid valve 32 normally closed is mounted on the pipe 31.
- the solenoid valve 32 is controlled by the computer. 20 the electrical connection being simply initiated in FIG. l.
- a discharge orifice of the pump P4 is connected by a pipe 33 to the pipe 22 which supplies pressurized liquid to the brakes 2a, 2c.
- a two-position solenoid valve 34 controlled by 20 and normally open, is disposed on the pipe 22 upstream of the connection with the pipe 33 and downstream of the connection with the pipes 16 and 31.
- a non-return valve 35 is connected in bypass between the inlet and the outlet of the valve 34, this valve 35 authorizing the passage of liquid coming from the master cylinder towards the brakes 2a, 2c, and preventing flow in the opposite direction.
- a means E for evacuating the brake fluid from at least one chamber, namely the secondary chamber 12 in the example considered, is provided for emptying, at least in part, this chamber 12 during a collision.
- the evacuation means E comprises, on the outlet pipe 16 of the secondary chamber 12 of the master cylinder, upstream of the connection of the pipes 22 and 31 with this pipe 16, a connecting pipe L between the chamber 12 and the reservoir 13 of pressureless liquid.
- a control means C of the link L sensitive to a deceleration of the vehicle is provided.
- the means C is suitable for closing the link L between the outlet 12b from the chamber 12 and the reservoir 13 in normal vehicle operation, for decelerations below a determined limit, while ensuring communication between the chamber 12 and the brakes 2a , 2c.
- the control means C opens the link L between the output 12b and the reservoir 13 and keeps the braking circuit 4 located downstream isolated; all communication is cut off between circuit 4 on the one hand, and chamber 12 and tank 13 on the other.
- the control means C is advantageously constituted by an electrovalve EVl with two positions, and two channels.
- This EVl solenoid valve is controlled by the computer 20 according to the deceleration sensed by a decelerometer 36 which sends its information to the computer 20.
- the decelerometer 36 can be the one which equips an airbag provided in the vehicle.
- the EVl solenoid valve establishes communication between the downstream part and the upstream part of the pipe 16 so that the chamber 12 of the master cylinder makes it possible to supply the brakes 2a, 2c.
- This configuration corresponds to normal vehicle operation.
- the computer 20 controls the change of position of the solenoid valve EV1 which passes into the position illustrated in FIG. 2.
- the outlet 12b from the chamber 12 is then connected to the cover 13, while the downstream part of the pipe 16 and the braking circuit 4 are isolated from the outlet 12b.
- the cut-off or closure established in line 16, to isolate the circuit 4 makes it possible to maintain or increase the braking pressure in the circuit 4, without interference with the volume of liquid in the chamber 12.
- means R are provided to reinforce the braking in the circuit 4 when the solenoid valve EVl has been actuated and the circuit 4 is isolated from the output 12b.
- the means R comprise a high pressure hydropneumatic accumulator 37 (in particular pressure greater than 20 bars) connected by a pipe 38, provided with a non-return valve 39, to a hydraulic inflation means G.
- the valve 39 is arranged so as to allow the passage of liquid from the inflation means G to the accumulator 37 for an increase in pressure, but prohibits flow in the opposite direction.
- the inflation means G is constituted by the pump P4 associated with the braking circuit 4.
- the pipe 38 is connected to another discharge orifice of the pump P4. If this pump has only one outlet, the pipe 38 is connected to the pipe 33.
- the means R also comprises an electrovalve EV2, controlled by the computer 20, installed on a pipe 40 which connects the accumulator 37 to the branches 22a , 22c supplying the brakes 2a, 2c.
- This pipe 40 is itself connected to the pipe 38 upstream of the valve 39.
- the electrovalve EV2 is of the type with two positions and one way. In normal operation the EV2 solenoid valve is in the closed position as illustrated in Fig. l; when activated, it passes into the position which makes the accumulator 37 communicate with the pipes 22a, 22c.
- the electrovalve EV2 is controlled by the computer 20 under the same conditions as EVl, that is to say that it is actuated when the deceleration of the vehicle exceeds a limit detected by the decelerometer 36.
- the computer 20 is advantageously programmed to control, each time the vehicle is started, an operating sequence of the electric motor 23 of sufficient duration to ensure the inflation of the accumulator 37 by the pump P4. If necessary, provision may be made to repeat such a sequence at determined time intervals.
- a more expensive solution would consist in providing a pressure sensor on the accumulator 37 to control the starting of the motor 23 and of the pump P4 when the pressure of the accumulator 37 becomes lower than a determined limit.
- the circuit 4 is equipped with the valves EV1, EV2 and the accumulator 37. It is possible to provide similar means on the other circuit 3 so as to also empty the primary chamber 11 of the master cylinder in the event of a collision. That said, the operation of the braking installation according to the invention is as follows.
- the accumulator 37 is inflated by the initial sequence of operation of the engine 23 and of the pump P4.
- the engine 23 is stopped.
- the EVl valve is in the position of FIG. 1, that is to say that it communicates upstream and downstream, while the valve EV2 is in the closed position.
- valves EV1 and EV2 pass from the position of FIG. l to that shown in Fig. 2.
- the valve EV1 puts the chamber 12 in communication with the reservoir 13 which allows the liquid from the chamber 12 to be evacuated. This avoids or limits a retreat of the rod 7 and a rise of the pedal 8 during a frontal crushing and a retraction of the master cylinder 5.
- the electrovalve EVl further isolates the downstream part of the circuit 4 from the outlet 12b and from the reservoir 13, and prevents a pressure drop in the braking circuit 4.
- the valve EV2 is passed into the open position so that the pressurized liquid from the accumulator 37 can supply the branches 22a, 22c and the brakes 2a, 2c. This results in over-braking assistance insofar as the pressure of the accumulator 37 is greater than that prevailing in the branches 22a, 22c.
- the braking is maintained or even increased in the circuit 4, which improves the control of the vehicle without interfering with the liquid in the chamber 12, nor causing the rod 7 to recede. It is indeed possible that the vehicle, after a shock that triggered the EVl and EV2 valves continues on its path.
- the ABS system remains operational after triggering of the electrovalves EV1 and EV2 to keep the vehicle in a straight line if it continues to run after an impact.
- the triggering of such an airbag can prevent the driver from braking.
- the solution of the invention makes it possible to compensate for the lack of braking of the driver when the triggering of the solenoid valves EV1 and EV2 is ensured by the same decelerometer 36 as that of the pneumatic cushion.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02764973A EP1409307A1 (fr) | 2001-07-13 | 2002-07-11 | Installation de freinage hydraulique pour vehicule automobile |
JP2003512071A JP2004533966A (ja) | 2001-07-13 | 2002-07-11 | 自動車用の油圧制動装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0109444A FR2827242B1 (fr) | 2001-07-13 | 2001-07-13 | Installation de freinage hydraulique pour vehicule automobile |
FR01/09444 | 2001-07-13 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2003006285A1 true WO2003006285A1 (fr) | 2003-01-23 |
Family
ID=8865539
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2002/002440 WO2003006285A1 (fr) | 2001-07-13 | 2002-07-11 | Installation de freinage hydraulique pour vehicule automobile |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1409307A1 (fr) |
JP (1) | JP2004533966A (fr) |
FR (1) | FR2827242B1 (fr) |
WO (1) | WO2003006285A1 (fr) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2874880A1 (fr) * | 2004-09-08 | 2006-03-10 | Bosch Gmbh Robert | Dispositif de freinage pour vehicule automobile |
US7501052B2 (en) * | 2003-08-21 | 2009-03-10 | Agamatrix, Inc. | Method and apparatus for assay of electrochemical properties |
US7689397B2 (en) | 2002-11-23 | 2010-03-30 | Schlumberger Technology Corporation | Method, system and apparatus for black oil delumping |
US8401832B2 (en) | 2002-11-23 | 2013-03-19 | Schlumberger Technology Corporation | Method and system for integrated reservoir and surface facility networks simulations |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2862932B1 (fr) * | 2003-11-27 | 2006-12-22 | Renault Sas | Dispositif de freinage pour vehicule automobile |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19645200A1 (de) * | 1995-11-18 | 1997-05-22 | Volkswagen Ag | Bremsanlage für ein Kraftfahrzeug |
EP0750555B1 (fr) * | 1993-02-16 | 1998-11-11 | ITT Automotive Europe GmbH | Systeme de freinage hydraulique pour vehicule automobile |
FR2774642A1 (fr) * | 1998-02-11 | 1999-08-13 | Renault | Dispositif de limitation de l'effort sur la pedale de freinage d'un vehicule |
-
2001
- 2001-07-13 FR FR0109444A patent/FR2827242B1/fr not_active Expired - Fee Related
-
2002
- 2002-07-11 JP JP2003512071A patent/JP2004533966A/ja not_active Withdrawn
- 2002-07-11 EP EP02764973A patent/EP1409307A1/fr not_active Withdrawn
- 2002-07-11 WO PCT/FR2002/002440 patent/WO2003006285A1/fr not_active Application Discontinuation
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0750555B1 (fr) * | 1993-02-16 | 1998-11-11 | ITT Automotive Europe GmbH | Systeme de freinage hydraulique pour vehicule automobile |
US5927821A (en) * | 1993-02-16 | 1999-07-27 | Itt Automotive Europe Gmbh | Hydraulic automotive vehicle brake system |
DE19645200A1 (de) * | 1995-11-18 | 1997-05-22 | Volkswagen Ag | Bremsanlage für ein Kraftfahrzeug |
FR2774642A1 (fr) * | 1998-02-11 | 1999-08-13 | Renault | Dispositif de limitation de l'effort sur la pedale de freinage d'un vehicule |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7689397B2 (en) | 2002-11-23 | 2010-03-30 | Schlumberger Technology Corporation | Method, system and apparatus for black oil delumping |
US8401832B2 (en) | 2002-11-23 | 2013-03-19 | Schlumberger Technology Corporation | Method and system for integrated reservoir and surface facility networks simulations |
US7501052B2 (en) * | 2003-08-21 | 2009-03-10 | Agamatrix, Inc. | Method and apparatus for assay of electrochemical properties |
US8123920B2 (en) | 2003-08-21 | 2012-02-28 | Agamatrix, Inc. | Method and apparatus for assay of electrochemical properties |
FR2874880A1 (fr) * | 2004-09-08 | 2006-03-10 | Bosch Gmbh Robert | Dispositif de freinage pour vehicule automobile |
US8249842B2 (en) | 2005-10-06 | 2012-08-21 | Schlumberger Technology Corporation | Method, system and apparatus for numerical black oil delumping |
Also Published As
Publication number | Publication date |
---|---|
JP2004533966A (ja) | 2004-11-11 |
FR2827242A1 (fr) | 2003-01-17 |
EP1409307A1 (fr) | 2004-04-21 |
FR2827242B1 (fr) | 2003-11-07 |
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