WO2003099624A1 - Maitre-cylindre - Google Patents

Maitre-cylindre Download PDF

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Publication number
WO2003099624A1
WO2003099624A1 PCT/EP2003/005193 EP0305193W WO03099624A1 WO 2003099624 A1 WO2003099624 A1 WO 2003099624A1 EP 0305193 W EP0305193 W EP 0305193W WO 03099624 A1 WO03099624 A1 WO 03099624A1
Authority
WO
WIPO (PCT)
Prior art keywords
master cylinder
piston
valve
section
housing
Prior art date
Application number
PCT/EP2003/005193
Other languages
German (de)
English (en)
Inventor
Peter Schlüter
Original Assignee
Lucas Automotive 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 Lucas Automotive Gmbh filed Critical Lucas Automotive Gmbh
Priority to AU2003240264A priority Critical patent/AU2003240264A1/en
Publication of WO2003099624A1 publication Critical patent/WO2003099624A1/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
    • 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
    • B60T11/232—Recuperation valves

Definitions

  • the invention relates to a master cylinder for a hydraulic vehicle brake system having a master cylinder housing which delimits a longitudinal bore in which a first piston is sealingly and axially guided to form a first pressure chamber, and a first valve which is axially displaceable between an open position and a closed position. in its open position enables a fluid connection between a fluid reservoir and the first pressure chamber and is held in its open position in a rest position of the first piston.
  • a master cylinder of the type mentioned is known from DE 196 10 834 Cl.
  • Such master cylinders are mainly used in vehicles together with brake pressure control systems, such as. B. an anti-lock braking system (ABS) or traction control (ASR) are used and usually have a central valve arranged in a pressure piston.
  • the central valve comprises a valve seat, a valve body which is resiliently biased towards the valve seat and a pin-shaped extension which extends through a bore formed in the pressure piston.
  • the pin-shaped extension when the pressure piston is in its rest position, the pin-shaped extension is supported on a system component connected to the central valve, whereby the central valve is held in its open position, in which it releases a fluid connection between a fluid reservoir and a pressure chamber.
  • the pressure piston is driven by an actuator of the vehicle brake system, e.g. B. a brake pedal, force introduced, so that the pin-shaped extension detaches from the system component and the central valve closes.
  • the fluid connection between the fluid reservoir and the pressure chamber is interrupted and a hydraulic pressure can be built up in the pressure chamber.
  • the central valve In such a master brake cylinder equipped with a central valve, the central valve must have a certain minimum flow cross-section, in particular for performing automatic braking functions, such as ESP or traction control.
  • master brake cylinders should be built as compactly as possible today, because less and less installation space is available in modern vehicles.
  • the invention has for its object to provide a compact brake master cylinder which is suitable for performing automatic braking functions.
  • a master brake cylinder which has a master cylinder housing which is cross-divided with respect to the longitudinal bore and has a first section and a second section, the first valve being arranged radially outside the longitudinal bore in the first section of the master cylinder housing.
  • the inventive design of the master cylinder allows the flow cross-section of the first valve and the diameter of the first piston to be selected as required and independently of one another.
  • the valve Since the first valve is no longer arranged in the first piston, but rather in the master cylinder housing radially outside the longitudinal bore, the valve, which can be assembled in the master cylinder housing in a simple manner due to the multi-part design of the master cylinder housing, can be easily and automatically, for example, for the execution Braking function, such as ESP or traction control flow cross section can be designed.
  • the execution Braking function such as ESP or traction control flow cross section
  • a large flow cross section for the hydraulic fluid flowing from the fluid reservoir into the first pressure chamber or from the first pressure chamber into the fluid reservoir is released even with a small valve lift.
  • the small valve lift enables the brake to respond quickly.
  • a compact piston with a small diameter can be used.
  • the master cylinder according to the invention is therefore characterized by simple assembly and a very compact design with high functionality.
  • the first valve arranged in the first housing section preferably closes a first trailing bore formed in the second section of the master cylinder housing.
  • a master cylinder is particularly simple and inexpensive to manufacture and assemble.
  • the first valve is preferably arranged axially displaceable in the first section of the master cylinder housing with respect to the longitudinal bore of the master cylinder.
  • the individual sections of the master cylinder housing can be clamped to one another by at least one fastening element passing through them in the longitudinal direction.
  • the fastening element can, for example, be a screw which is screwed into a thread which is in one or more section (s) of the Master cylinder housing is formed. Alternatively, however, a screw / nut arrangement or the like can also be used.
  • a shell of a brake booster housing is clamped between the first and the second section of the master cylinder housing. This creates a simple and secure connection of the master cylinder to the brake booster housing. Furthermore, the master cylinder with the shell of the amplifier housing can be preassembled into a separate assembly, which can then be combined with the other components of the in a simple and therefore inexpensive manner
  • Brake booster can be connected.
  • the first section of the master cylinder housing is then arranged in a space-saving manner inside the brake booster housing.
  • the thickness of the shell preferably defines an axial distance between the first and the second section of the master cylinder housing.
  • the axial distance between the first and the second section of the master cylinder housing can be sealed off from the environment by means of a first sealing element which is vulcanized onto an end face of the first or second section of the master cylinder housing in a cost-effective manner.
  • the sealing element can also be vulcanized onto an edge surface of the booster housing shell clamped between the first and the second section of the master cylinder housing.
  • the first piston is preferably hollow-cylindrical and, in the normal case, can only be actuated indirectly by a force output member of a brake booster upstream of the master brake cylinder.
  • an actuating piston can be guided axially displaceably in the first piston.
  • normal case is meant here that the first piston is actuated exclusively by the brake booster upstream of the master brake cylinder if the latter works properly and is not fully controlled during braking.
  • the master cylinder according to the invention is designed as a master cylinder with a purely hydraulic reaction, the actuation of which takes place without an interposed, rubber-elastic reaction disk.
  • an essentially hollow cylindrical sleeve is guided axially displaceably between the first piston and the actuating piston.
  • the sleeve supports against the actuating direction on the actuating piston when the pressure in the first pressure chamber exceeds a predetermined value. It is thereby achieved that the pressure building up in the first pressure chamber as a result of the displacement of the first piston reacts on the actuating member via the actuating piston at the beginning of the braking process.
  • the hydraulic reaction force to be perceived by the driver on the brake pedal thus essentially depends on the hydraulically effective diameter of the actuating piston in this braking phase, so that the hydraulic pressure in the first pressure chamber can be increased rapidly. Only when the pressure in the first pressure chamber exceeds the predetermined value does the sleeve support itself against the direction of actuation
  • Actuating piston which creates a mechanical coupling between the sleeve and the actuating piston. After the mechanical coupling between the actuating piston and the sleeve has been established, the sleeve moves together with the actuating piston in its actuating direction. The hydraulic reaction force now felt by the driver on the brake pedal therefore settles in this
  • Phase of the braking process essentially from the sum of the force acting on the hydraulic active surface of the actuating piston and the force acting on the hydraulic active surface of the sleeve.
  • the driver thus receives stronger feedback about the pressure actually prevailing in the first pressure chamber.
  • the sleeve can be resiliently biased in the actuating direction and, after having overcome a predetermined distance in the opposite actuating direction, can be supported on the actuating piston if the pressure in the pressure chamber exceeds the predetermined value. In this arrangement, the sleeve shifts as a result of
  • the resilient bias of the sleeve determines the predetermined value of the pressure in the first pressure chamber, at which the sleeve can move against its resilient bias and can produce the mechanical coupling with the actuating piston.
  • the sleeve on its side facing the actuating element of the vehicle brake system has a flange which extends radially outward.
  • the flange of the sleeve In a rest position of the master cylinder at the beginning of braking, the flange of the sleeve is supported in the actuating direction on a step formed in the first piston from, so that a mechanical coupling between the sleeve and the first piston is produced.
  • the radially outwardly extending flange of the sleeve detaches from the step and, after having overcome the predetermined distance, abuts a projection formed on the actuating piston, as a result of which the mechanical coupling between the sleeve and the actuating piston is established.
  • a first radially outwardly extending stop element is axially resiliently biased in the direction of a stop present on the actuating piston and, in a rest position of the actuating piston, interacts with a second stop element arranged on the first valve and extending radially inward.
  • the first valve is held in its open position by the interaction of the first and second stop elements.
  • the first and the second stop element initially move together to the left until the closing path of the first valve has been overcome.
  • the first stop element then releases from the second stop element of the first valve and the first valve, which can be resiliently biased, for example, into its closed position, is closed.
  • the rest position of the actuating piston is defined by a shoulder formed in the longitudinal bore, which cooperates with the first stop element in the rest position of the actuating piston. If the master cylinder designed in this way is connected in the usual way to a brake booster, the rest position of a control valve housing of the brake booster functionally connected upstream of the master cylinder is also defined by the determination of the rest position of the actuating piston. By suitably positioning the projection formed on the master cylinder housing, the control valve housing can be in its
  • the design of the master cylinder according to the invention thus makes it possible to dispense with a previously used cross bar, which was used to set the “lost travel free” position of the control valve housing, and was arranged on the control valve housing and cooperated with a stop formed on a wall of a brake booster housing.
  • the use of such a crossbar had the disadvantage that the shells of the brake booster housing had to be positioned very precisely, since the positioning of the shells due to the stop formed on them for determining the "lost travel free” position of the control valve housing and thus for the proper function of the brake booster was crucial.
  • two-part brake booster housings it was therefore imperative to staple the housing shells together in a complex manner in order to ensure the correct positioning of the housing.
  • this complex and costly assembly step can be dispensed with and the housing shells of the brake booster can instead be connected to one another, for example, by means of a pull bolt.
  • a hydraulic fluid passage is preferably formed in the first stop element.
  • the passage can be formed, for example, by a radially extending first groove and an axially extending second groove in fluid communication with the first groove.
  • a substantially hollow cylindrical extension of the main cylinder housing which extends the longitudinal bore in the direction of its free end, can axially guide the first piston according to one embodiment.
  • the master cylinder according to the invention is mounted with a brake booster to form a master cylinder / brake booster unit
  • the hollow cylindrical extension is preferably arranged completely inside the brake booster housing and provides a guide for the first piston, the first piston in turn possibly providing a guide function for the Actuating piston and the sleeve takes over. In this way, the guidance of all pistons required for the actuation of the master cylinder is ensured in a structurally simple manner.
  • a second piston acting on a second pressure chamber is preferably guided in a sealing and axially displaceable manner, while a second valve is axially displaceable between an open position and a closed position, in its open position enables a fluid connection between the fluid reservoir and the second pressure chamber and in a rest position of the second piston is held in its open position.
  • the master cylinder housing is then divided into two cross sections with respect to the longitudinal bore and comprises three sections, the second valve being arranged radially outside the longitudinal bore in the second section of the master cylinder housing.
  • the flow cross-section of the second valve can be selected independently of the diameter of the second piston due to its arrangement in the master cylinder housing radially outside the longitudinal bore.
  • a compact second piston with a small diameter can be used, so that the further development according to the invention provides a simple and inexpensive to assemble, compact tandem master cylinder with high functionality.
  • the second valve In its closed position, the second valve can close a second trailing bore formed in a third section of the master cylinder housing.
  • a radially outwardly projecting flange can be formed on the second piston, which in a rest position of the second piston interacts with a third stop element arranged on the second valve and extending radially inward.
  • the interaction of the radially outwardly projecting flange with the third stop element keeps the second valve in its open position.
  • a master cylinder 10 for a hydraulic vehicle brake system is shown in its rest position.
  • the master cylinder 10 is functionally connected upstream of a vacuum brake booster 12 of a known type which is therefore not explained in detail here.
  • the brake booster 12 has a housing, in the interior of which a movable wall 14 separates a vacuum chamber 16 from a working chamber 18.
  • the vacuum chamber 16 is constantly connected to a vacuum source, for example to the intake tract of an internal combustion engine or to a vacuum pump.
  • a control valve is provided to selectively establish a connection between the working chamber 18 and the vacuum chamber 16 so that the working chamber 18 is also evacuated, or to establish a connection between the evacuated working chamber 18 and the ambient atmosphere, ie the ambient pressure, in order to be able to then to provide a support force on the movable wall resulting differential pressure.
  • the master cylinder 10 and the brake booster 12 are actuated by means of a rod-shaped input member 22 projecting into a housing 20 of the control valve.
  • the input member 22 is fastened with its spherical end 24 in an actuating piston 26.
  • the input member 22 is connected to an actuator, not shown, of the vehicle brake system, for example to a brake pedal, so that an axial force can be exerted on the input member 22 via the actuator, not shown, which is indicated in the figure by an arrow F.
  • the master cylinder 10 which is functionally connected to the brake booster 12, has a housing 28 with a longitudinal bore 30, in which a hollow cylindrical first piston 32 is guided axially displaceably and is sealed by means of a first seal 34.
  • the first piston 32 acts on a first pressure chamber 36, which is also referred to as the primary pressure chamber and is delimited axially in the bore 30 of the master cylinder housing 28 axially between the first piston 32 and a second piston 38 floating in the bore 30.
  • the second piston 38 is sealed off from the master cylinder housing 28 by means of a second and a third seal 40, 42 and acts on a second pressure chamber 46, also referred to as a secondary pressure chamber, which is limited between the second piston 38 and an end wall 44 of the master cylinder housing 28
  • a second pressure chamber 46 also referred to as a secondary pressure chamber
  • the first pressure chamber 36 is connected to a first brake circuit of the vehicle brake system
  • the second pressure chamber 46 is connected to a second brake circuit of the vehicle brake system.
  • the actuating piston 26 passes through the first piston 32 and is axially displaceably guided in the first piston 32 by means of a radially outwardly extending annular collar 48.
  • the actuating piston 26 has a rod-shaped extension 50 of reduced diameter that projects into the first pressure chamber 36.
  • a hollow cylindrical sleeve 52 is arranged axially displaceably, which has a radially outwardly projecting flange 54 at its end facing the input member 22, which is on the right in the figure.
  • the sleeve 52 is sealed from the actuating piston 26 by means of a first O-ring seal 56 and from the first piston 32 by means of a second O-ring seal 58.
  • the flange 54 formed on the sleeve 52 is pressed by a first helical spring 60, the ends of which are supported on the flange 54 or on the annular collar 48 of the actuating piston 26, against an end face 62 of a step 64 facing the input member 22 and shown on the right in the figure. which is formed in the first piston 32 and extends into a central bore 66.
  • An annular stop disk 68 is fastened in the first pressure chamber 36 on the rod-shaped extension 50 of the actuating piston 26 projecting into the first pressure chamber 36.
  • An annular first stop element 72 which is arranged on the rod-shaped extension 50 of the actuating piston 26 by means of a hollow cylindrical extension 70, is supported by a second coil spring 74, the ends of which are supported on the first stop element 72 or a support disk 76 fastened on the rod-shaped extension 50 of the actuating piston 26 , pressed against the stop disk 68.
  • the second piston 38 is biased into its rest position by a third helical spring 78, the ends of which are supported on the end wall 44 of the master cylinder housing or on a piston head 80. At its end facing away from the input member 22 and on the left in the figure, the second piston 38 has a radially outwardly projecting flange 82.
  • the main cylinder housing 38 is divided with respect to the longitudinal bore 30 into three sections 84, 86, 88, which are clamped together by two screws passing through them in the longitudinal direction, not shown in the figure, between the first section 84 shown on the right in the figure and the a shell 90 of a brake booster housing is clamped to the second section 86 adjacent to the first section 84 of the master cylinder housing 28.
  • the thickness of the shell 90 sets an axial distance between the first portion 84 and the second portion 86 of the master cylinder housing 28.
  • a hollow cylindrical extension 92 protruding into the brake booster 12 for guiding the first piston 32 in the master cylinder housing 28 is formed on the first section 84.
  • a first valve 94 with a valve body 96 and a pin-shaped extension 98 is arranged in the first section 84 of the master cylinder housing 28 radially outside the longitudinal bore 30, a second stop element 100 projecting radially inwards being formed on the pin-shaped extension 98.
  • the second stop element 100 interacts with the first stop element 72, which is arranged on the rod-shaped extension 50 of the actuating piston 26, in order to hold the first valve 94, which is biased into its closed position by a fourth spring 102, in its open position ,
  • the first stop element 72 arranged on the rod-shaped extension 50 of the actuating piston 26 also rests in the rest position of the master brake cylinder 10 against a step-shaped shoulder 104 which is formed on the first section 84 of the master cylinder housing 28.
  • the first valve 94 closes a first trailing bore 106 which is formed in the second section 86 of the master cylinder housing 28 and is connected in a fluid-conducting manner to a hydraulic fluid container, not shown.
  • the distance defined by the thickness of the amplifier housing shell 90 between the first and second sections 84, 86 of the master cylinder housing 28 is sealed by means of a first sealing element 110 vulcanized onto an end face 109 of the first housing section 84.
  • a hydraulic fluid passage 112 is formed in the first stop element 72.
  • a second valve 94 ′′ which is biased into its firing position by means of a fifth spring 102 ′, with a valve body 96 ′, a pin-shaped extension 98 ′ and a pin 98-shaped extension 98 ′ third stop element 100 'projecting in the rest position of the master brake cylinder 10, the third stop element 100' cooperates with the radially outwardly projecting flange 82 of the second piston 38 in order to hold the second valve 94 'in its open position
  • the second valve 94 ' closes a second follow-up bore 106' formed in the third section 88 of the master cylinder housing 28, which, like the first follow-up bore 106, is fluid-conducting with the not shown hydraulic fluid tank is connected.
  • a second sealing element 110 ' is vulcanized onto an end face 111 of the third housing section 88.
  • the function of the master brake cylinder 10 is explained in more detail below.
  • a force F is applied to the input member 22 via the actuator, not shown, of the vehicle brake system, the input member 22 transmits this force to the actuating piston 26, whereby the latter acts against the force of the first coil spring 60 relative to the first piston 32 and the sleeve 52 in FIG Figure moves to the left.
  • the rod-shaped extension 50 of the actuating piston 26 is immersed in the first pressure chamber 36.
  • the displacement of the actuating piston 26 to the left leads to the control valve of the brake booster 12 releasing a connection between the working chamber 18 and the ambient atmosphere.
  • a pressure difference then arises on the movable wall 14, which causes the movable wall 14 to shift to the left, so that the control valve housing 20, which is firmly connected to the movable wall 14 via a diaphragm plate 114, also shifts to the left.
  • the additional force generated by the brake booster 12 is transmitted via a force output surface 116 formed on the diaphragm plate 114 to an opposite end surface 118 of a flange 120 formed on the first piston 32 and projecting radially outward, so that the first piston 32 begins to follow to the left and thus into the first pressure chamber 36.
  • the first valve 94 By moving the actuating piston 26 to the left, the first valve 94 is moved into its closed position due to its resilient bias, in which it closes the first trailing bore 106.
  • the first and the second stop element 72, 100 initially shift to the left together until the closing path of the first valve 94 has been overcome, whereupon the first stop element 72 separates from the second stop element 100 of the first valve 94.
  • a hydraulic pressure builds up in the first pressure chamber 36. Due to the pressure building up in the first pressure chamber 36, the second piston 38 also shifts to the left, as a result of which the second valve 94 'is displaced into its closed position due to its resilient bias.
  • the hydraulic pressure building up in the course of the displacement of the actuating piston 26 and the first piston 36 to the left in the first pressure chamber 36 acts both on the hydraulically effective surface of the actuating piston 26 and on the hydraulically active surface of the sleeve 52
  • Piston 32 acting reaction force via the diaphragm plate 114 and the control valve housing 20 is introduced into the brake booster 12 and is therefore not noticeable on the brake pedal, are for feedback of the hydraulic pressure building up in the first pressure chamber 36 to the brake pedal and thus to the vehicle driver hydraulically effective surfaces of the actuating piston 26 and the sleeve 52 are decisive.
  • Several phases can be distinguished with regard to the reaction force felt by the driver when the brake is actuated on the brake pedal.
  • the fluid connection between the first pressure chamber 36 and the hydraulic fluid container is still open, so that the reaction force corresponds to the spring force of the first coil spring 60 (phase 1).
  • the response behavior of the brake system can therefore be adjusted in the desired manner by a suitable choice of the spring stiffness of the spring 60.
  • the sleeve 52 is displaced relative to the first piston 32 and the actuating piston 26 against the force of the first spring 60 to the right until the flange 54 of the sleeve 52 after covering a distance S comes into contact with a projection 122 formed on the actuating piston 26.
  • This creates a mechanical coupling between the sleeve 52 and the actuating piston 26, so that the sleeve 52 is displaced to the left together with the actuating piston 26 when the actuating piston 26 is moved further to the left.
  • the sum of the hydraulically effective surfaces of the actuating piston 26 and the sleeve 52 is then decisive for the hydraulic portion of the reaction force felt on the brake pedal (phase 3).
  • the ratio in which a vehicle driver feels the increase in hydraulic pressure in the first pressure chamber 36 as an increase in the counterforce to be overcome on the brake pedal is referred to as the transmission ratio.
  • the actuating piston 26 can shift further to the left relative to the control valve housing 20 with the same actuation force F than with a smaller transmission ratio.
  • a larger transmission ratio leads to a larger opening stroke of the control valve of the brake booster 12 and thus to a stronger response of the brake booster 12.
  • the phases described above are carried out in reverse order.
  • the flange 82 formed on the second piston 38 again comes into contact with the third stop element 100 'formed on the pin-shaped extension 98' of the second valve 94 ', so that the second valve 94' establishes the fluid connection between the second pressure chamber 46 and the second trailing bore 106 'releases.
  • the first valve 94 is also opened again when the first stop element 72 abuts the second stop element 100 formed on the pin-shaped extension 98 of the first valve 94 as a result of the actuation piston 26 being moved back to the right.
  • Paragraph 104 defines the rest position of the actuating piston 26 and thus the rest position of the control valve housing 20 of the brake booster 12 upstream of the master cylinder 10 in a so-called “lost travel free” position, which enables the brake booster 12 to be activated almost without loss from its release position.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

L'invention concerne un maître-cylindre (10) pour un système de freinage hydraulique de véhicule. Ce maître-cylindre comprend un corps de maître-cylindre (28) délimitant un alésage longitudinal (30), dans lequel un premier piston (32) est guidé de façon étanche et axialement déplaçable pour la formation d'une première chambre de pression (36) et une première soupape (94), qui peut être déplacée axialement entre une position ouverte et une position fermée, permet une liaison fluidique entre un réservoir à fluide et la première chambre de pression (36) lorsqu'elle se trouve en position ouverte et cette soupape est maintenue dans sa position ouverte lorsque le premier piston (32) est en position de repos. Ce corps de maître-cylindre (28) est divisé transversalement par rapport à l'alésage longitudinal (30) et présente une première section (84) ainsi qu'une deuxième section (86), ladite première soupape (94) étant placée radialement en dehors de cet alésage longitudinal (30) dans la première section (84) du corps de maître-cylindre (28).
PCT/EP2003/005193 2002-05-23 2003-05-16 Maitre-cylindre WO2003099624A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003240264A AU2003240264A1 (en) 2002-05-23 2003-05-16 Master cylinder

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10222865.5 2002-05-23
DE2002122865 DE10222865B4 (de) 2002-05-23 2002-05-23 Hauptzylinder

Publications (1)

Publication Number Publication Date
WO2003099624A1 true WO2003099624A1 (fr) 2003-12-04

Family

ID=29414074

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2003/005193 WO2003099624A1 (fr) 2002-05-23 2003-05-16 Maitre-cylindre

Country Status (3)

Country Link
AU (1) AU2003240264A1 (fr)
DE (1) DE10222865B4 (fr)
WO (1) WO2003099624A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2925441B1 (fr) * 2007-12-21 2010-04-23 Bosch Gmbh Robert Maitre cylindre de frein a coupelles statiques.

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2186648A (en) * 1986-02-18 1987-08-19 Automotive Products Plc A hydraulic cylinder
US4688382A (en) * 1984-10-04 1987-08-25 Lucas Industries Public Limited Company Hydraulic master cylinder
DE19610834C1 (de) 1996-03-19 1997-06-19 Lucas Ind Plc Hauptzylinder
US5647213A (en) * 1994-07-05 1997-07-15 Lucas Industries Public Limited Company Master cylinder with quickfill stage

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA1066329A (fr) * 1976-03-16 1979-11-13 Edward J. Falk Maitre-cylindre tandem de frein
DE3401402C2 (de) * 1984-01-17 1993-09-30 Teves Gmbh Alfred Vakuumbremskraftverstärker
GB2266752A (en) * 1992-05-08 1993-11-10 Lucas Ind Plc Master cylinder

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4688382A (en) * 1984-10-04 1987-08-25 Lucas Industries Public Limited Company Hydraulic master cylinder
GB2186648A (en) * 1986-02-18 1987-08-19 Automotive Products Plc A hydraulic cylinder
US5647213A (en) * 1994-07-05 1997-07-15 Lucas Industries Public Limited Company Master cylinder with quickfill stage
DE19610834C1 (de) 1996-03-19 1997-06-19 Lucas Ind Plc Hauptzylinder

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Publication number Publication date
DE10222865B4 (de) 2004-04-15
DE10222865A1 (de) 2003-12-04
AU2003240264A1 (en) 2003-12-12

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