WO2005063539A1 - Procede pour reguler une pression de freinage - Google Patents

Procede pour reguler une pression de freinage Download PDF

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Publication number
WO2005063539A1
WO2005063539A1 PCT/EP2004/053569 EP2004053569W WO2005063539A1 WO 2005063539 A1 WO2005063539 A1 WO 2005063539A1 EP 2004053569 W EP2004053569 W EP 2004053569W WO 2005063539 A1 WO2005063539 A1 WO 2005063539A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
brake
hydraulic valve
valve
hydraulic
Prior art date
Application number
PCT/EP2004/053569
Other languages
German (de)
English (en)
Inventor
Tobias Scheller
Andreas Neu
Original Assignee
Continental Teves Ag & Co.Ohg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves Ag & Co.Ohg filed Critical Continental Teves Ag & Co.Ohg
Priority to DE112004002343.2T priority Critical patent/DE112004002343B4/de
Publication of WO2005063539A1 publication Critical patent/WO2005063539A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/441—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters
    • B60T8/442—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters the booster being a fluid return pump, e.g. in combination with a brake pedal force 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
    • 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
    • B60T13/146—Part of the system directly actuated by booster pressure
    • 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
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force

Definitions

  • the invention relates to methods for adjusting a brake pressure in the wheel brakes of a brake system, in which input variables determining the brake pressure in the individual wheel brakes are evaluated and manipulated variables of hydraulic valves are defined.
  • Vacuum brake boosters require a vacuum supply provided by the motor to support the pedal force to be applied by the driver.
  • a condition can be reached even with relatively low pedal forces, where a further increase in the force on the actuating unit is only possible by increasing the pedal force, since the vacuum brake booster has reached the maximum possible support force.
  • the state is called the modulation point of the amplifier.
  • Braking that takes place above the starting point of the vacuum brake booster places high demands on the driver with regard to the pedal force to be applied. For this reason, brake systems (OHB-V) are increasingly being used that support the driver through active hydraulic brake pressure build-up.
  • Brake systems of this type generally have a motor-pump unit and a hydraulic unit, which are regulated by electronic control, such as ESP, ABS, ASR and the like, in accordance with the desired braking force support.
  • the () isolation valves mostly analog solenoid valves, closed between the tandem master cylinder (THZ) and the wheel brakes.
  • the hydraulic pump then delivers brake fluid from the tandem master cylinder (THZ) into the wheel brakes, thus increasing the brake pressure.
  • the additional pressure generated via the isolating valves must be comfortably reduced in the tandem master cylinder in terms of pedal feel and braking effect. This usually requires two additional pressure sensors on the wheel brakes, one for each brake circuit, to determine the wheel pressure.
  • the invention has for its object to provide a method for adjusting a brake pressure in the wheel brakes of a brake system.
  • this object is achieved in that a volume flow characteristic curve is stored or determined, which correlates the value of the manipulated variable of the hydraulic valve with a volumetric flow through the hydraulic valve at an assumed constant differential pressure formed upstream and downstream of the hydraulic valve, and that the manipulated variable of the Hydraulic valve is determined in accordance with the volume flow characteristic.
  • a normally open, electromagnetically actuated valve is advantageously used as the isolation valve.
  • the method is advantageously carried out by a control program with the corresponding program steps in a controller.
  • the regulation according to the volume flow through the hydraulic valve with an assumed constant differential pressure formed upstream and downstream of the hydraulic valve is advantageously carried out for a program run or controller cycle (1 looop).
  • a map for different differential pressures is advantageously used in correlating the volume flow with the manipulated variable.
  • the method regulates the brake pressure in the wheel brakes with a volume flow of a pressure fluid (brake fluid) through the hydraulic valve in a range from 5 to 20 cm 3 / sec, preferably about 10 cm 3 / sec, he follows .
  • this object is also achieved in that at least two strategies for regulating the brake pressure are provided, wherein according to a first strategy the regulation takes place according to a volume flow through the hydraulic valve at an assumed constant differential pressure formed before and after the hydraulic valve, and after a second strategy, the regulation takes place in accordance with a differential pressure upstream and downstream of the hydraulic valve.
  • the brake pressure in the wheel brakes is adjusted according to the first strategy according to the method described above.
  • the brake pressure in the wheel brakes is adjusted with the second strategy with a volume flow of a pressure fluid (brake fluid) through the hydraulic valve in a range from less than 5 to 20 cm 3 / sec, preferably less than about 10 cm 3 / sec.
  • a pressure difference characteristic curve is stored or determined for adjusting the brake pressure according to the second strategy, which correlates the value of the manipulated variable of the hydraulic valve with a differential pressure formed upstream and downstream of the hydraulic valve, and that the manipulated variable of the Hydraulic valve is determined in accordance with the pressure difference characteristic.
  • the manipulated variable is advantageously determined from the pressure difference between the target pressure for the wheel brakes and the pressure of an actuating device (pressure difference of the hydraulic valve).
  • Actuating device is determined via the pressure sensor present in a brake circuit in an ESP control and the target pressure in a known model.
  • the manipulated variable is an electrical valve current, by means of which the hydraulic valve is controlled in an analog manner.
  • the manipulated variable preferably the valve current
  • the course of the pressure difference characteristic (opening point characteristic) for the purpose of setting a differential pressure.
  • This pressure difference characteristic describes the relationship between the manipulated variable, in particular the valve current (actuating current) and the maximum adjustable differential pressure at the valve.
  • a third strategy for adjusting the brake pressure is provided, in which the control is carried out according to a step function to the maximum value of the manipulated variable.
  • the third strategy regulates the brake pressure in the wheel brakes with a volume flow of a pressure fluid (brake fluid) through the hydraulic valve in a range of greater than 5 to 20 cm 3 / sec, preferably greater than approximately 10 cmVsec, he follows.
  • a predetermined variable brake pressure is adjusted, which brings about a hydraulic amplification of the brake pressure applied to the brake system.
  • a pressure reduction of the brake pressure in the wheel brakes is regulated particularly advantageously with the method according to the invention.
  • Wheel brakes can be applied according to the inventive method
  • Valve flow is determined and adjusted so that a certain wheel pressure is reached, which is not fallen below, without the need for additional pressure sensors that measure the wheel pressures.
  • a device for carrying out the method according to the invention is provided, with a hydraulic pump and a preferably similarly controllable hydraulic valve, which device is characterized in that a variable brake pressure is generated by activating the hydraulic pump by means of which a desired hydraulic amplification takes place in each brake circuit of a vehicle brake and that a change in the brake pressure takes place by means of a control of the hydraulic valve according to the inventive method described above.
  • Fig. 1 shows a brake system with two brake circuits
  • Fig. 2 shows a volume flow characteristic according to the invention in a schematic representation
  • Fig. 3 shows a pressure difference characteristic according to the second strategy according to the invention in a schematic representation
  • Fig. 4 is a schematic representation of the signal curve of the volume flow Q against the brake pressure for the three strategies according to the invention
  • the one brake circuit shown in FIG. 1 of a brake system for motor vehicles with two brake circuits consists of an actuating unit 1, for example a brake cylinder, with a brake booster 2 which is actuated by a brake pedal 3.
  • a storage container 4 is arranged on the actuation unit 1 and contains a pressure medium volume and is connected to the working chamber of the actuation unit in the brake release position.
  • the illustrated brake circuit has a brake line 5 connected to a working chamber of the actuation unit 1 with a isolating valve 6, which in its Rest position forms an open passage for the brake line 5.
  • the isolation valve 6 is usually actuated electromagnetically.
  • the brake line 5 branches into two brake lines 8, 9, each of which leads to a wheel brake 10, 11.
  • the brake lines 8, 9 each contain an electromagnetically actuated inlet valve 12, 19, which is open in its rest position and can be switched into a blocking position by energizing the actuating magnet.
  • a check valve 13, which opens in the direction of the brake cylinder 1, is connected in parallel to each inlet valve 12, 19.
  • a so-called return circuit is connected, which consists of return lines 15, 32, 33 with a pump 16.
  • the wheel brakes 10, 11 connect via an outlet valve 14, 17 via return lines 32, 33 to the return line 15 and thus to the suction side of the pump 16, the pressure side of which, with the brake pressure line 8, at an intersection point E between the isolating valve 6 and the inlet valves 12 , 19 is connected.
  • the pump 16 is designed as a reciprocating piston pump with a pressure valve (not shown) and a suction valve. On the suction side of the pump 16 there is a low-pressure accumulator 20, consisting of a housing 21 with a spring 22 and a piston 23.
  • the suction side of the pump 16 is also connected to the brake cylinder 1 via a suction line 30 with a low pressure damper 18 and a changeover valve 31.
  • the brake force transmission circuit has a device 28 for controlling the brake system.
  • the device is essentially an ESP control unit 45, which has a model 41 for determining the desired brake pressure and a desired volume flow through the isolating valve and a memory 42 for storing the valve characteristics (differential pressure characteristic and volume flow characteristic) for the purpose of controlling the Isolation valve 6 assigned.
  • the pressure sensor 40 which detects the pressure of the actuating unit 1, is arranged in the brake line 5 between the brake cylinder 1 and the changeover valve 31 or the isolating valve 6.
  • Speed sensors assigned to the wheels are denoted by 50, 51.
  • valve characteristics VK and DK (see FIGS. 2 and 3), which are stored in the non-volatile memory 42, can be determined by measuring the valves or by calibrating at the end of the strip. Calibration at the end of the production line of the brake system or the vehicle represents an advantageous variant, since here the complete chain of influencing factors (drivers, coils, valve, etc.) flow into the characteristic curve.
  • These characteristics make it possible to control the pressure generated by actuating the pump 16 in such a way that the desired hydraulic amplification with pressure build-up, pressure maintenance and pressure reduction phases can be set with sufficient accuracy without the driver being able to resolve the difference from the regulated system (with wheel pressure sensors) ,
  • the brake system works as follows: When braking, for example, the driver increases the brake pressure in the hydraulic unit 43 via the pedal 3 and the actuation unit 1 with the vacuum brake booster 2, without the vehicle being decelerated in accordance with the pedal force.
  • the device 28 evaluates the pressure of the actuating unit 1 determined by the pressure sensor 40 or the brake pressure input into the brake line 5. If the pressure reaches a limit value that describes the actuation pressure of the actuating unit or the actuation point of the vacuum brake booster 2, the transfer takes place from the pneumatic brake force assistance by the vacuum brake booster 2 to the active brake force boosting by the pump 16, in particular according to the relationship
  • the (analogized) isolating valves 6 are closed when the changeover valve 31 is open and the hydraulic pump 16 delivers brake fluid from the brake cylinder 1, for example a tandem master cylinder (THZ), into the wheel brakes 10, 11.
  • the inlet valves 12 and 19 are open, respectively Exhaust valves 14 and 17 closed.
  • the additionally generated pressure is comfortably reduced in the brake cylinder 1 via the analogized isolation valves 6 with regard to pedal feel and braking effect according to the method according to the invention.
  • 2 shows a volume flow characteristic curve KV according to the invention.
  • the volume flow characteristic curve KV shows the value of the volume flow through the hydraulic valve (isolating valve) at a constant differential pressure formed upstream and downstream of the hydraulic valve, the pressure difference ⁇ P 0 , depending on the manipulated variable, the actuating current I regulated at the hydraulic valve.
  • the isolating valve could be opened completely for a certain time.
  • a differential pressure of 100 bar and a volume flow of 50 cm 3 / sec are then typically established. In the area of normal braking, this would lead to an uncomfortable pedal feel (pedal stroke).
  • a defined, constant volume flow which is less than the maximum possible, is regulated. This is achieved by deliberately opening the valve only partially.
  • an electromagnetic valve is controlled in a quasi “analog” manner by targeted energization below the opening current, which matches a current differential pressure.
  • the isolating valve 6 in a range from 5 to 20 cm 3 / sec, preferably about 10 cm 3 / sec, whereby a new set pressure can be set faster than with strategy 2, discontinuities or Jumps in the pressure reduction can be avoided.
  • the pressure difference characteristic curve KP represents the valve current I and the corresponding pressure difference ⁇ P.
  • volume flow characteristic curve KV (see dashed lines Vi and KV 2 in FIG. 2).
  • the value of the flow rate Q by the hydraulic valve (release valve) at different is assumed to be constant, formed before and behind the hydraulic valve differential pressure .DELTA.P 0, ⁇ and .DELTA.P 0, 2, depending on the manipulated variable, 'which is regulated on the hydraulic valve control current I o , ⁇ and Io, 2 f shown.
  • the pressure difference characteristic curve KD shown in FIG. 3 is also used in accordance with the second strategy according to the invention, wherein adjusting the brake pressure in the wheel brakes with a volume flow of a pressure fluid (brake fluid) through the hydraulic valve in a range from less than 5 to 20 cm 3 / sec, preferably less than about 10 cm 3 / sec.
  • the valve flow I can be modified according to the volume flow characteristic curve VK according to the first strategy (see FIG. 2).
  • a larger volume flow compared to the second strategy is generated by the isolating valve 6. This means that a rapid opening of the isolation valve 6 is used to respond to rapid pressure reduction requests. Since the print model is no longer based directly on the opening point characteristic KP according to the first strategy, the model errors also become smaller with a longer, slow pressure reduction.
  • the third strategy for large volume flows is provided.
  • a maximum volume flow is realized by a jump function to the maximum control current or a "digital control" of the isolating valve 6, with only an "open” or “closed” position without intermediate positions and pressure setting over the duration of the valve energization.
  • Fig. 4 shows the volume flow Q versus the pressure difference for the three strategies according to the invention.
  • strategy 3 upper curve in FIG. 4
  • the maximum volume flow Q max is set by a "jump" to a maximum control current. This will advantageously only increase to a certain, maximum value, because a pressure limiting function is preferably provided for the isolating valve, which limits the brake pressure to a maximum possible brake pressure. This ensures that the hydraulic system of the vehicle brake system is not overloaded.
  • the desired volume flow Q CO ns t is set according to strategy 1 (middle curve in FIG. 4). This volume flow Q CO nst is constant even with increasing pressure difference before and after the isolating valve. This is because, according to the invention, the control flow for the isolating valve is regulated according to the characteristic curve KV (FIG. 2).
  • all braking processes can be divided into the sections pressure build-up, pressure maintenance and pressure reduction.
  • the three strategies according to the invention for regulating the brake pressure are provided for each of these three braking cycles.
  • the most suitable strategy is selected for each brake circuit. This is particularly intended for brake systems with vehicle dynamics control (ESP), traction control (TCS), active speed and distance control (ACC) or a brake system with active brake boosting by means of a hydraulic pump to increase the brake pressure beyond the control point of a vacuum brake booster or in the event too low a vacuum
  • Vacuum brake booster (e.g. during a "cold start” of the vehicle).
  • the strategy with which the isolation valve is to be kept closed in the best possible way is essentially used for closing the isolation valve. This means that the (de-energized open) valve is energized so that it remains securely closed. The effect of a leak is less in this area (the high current supply).
  • Strategy 1 and 2 offer the advantage that errors in the characteristic curves do not make themselves felt as a blow to the pedal, but are reduced by slow, imperceptible transition processes. The noise level is also greatly reduced.
  • strategy 1 a relatively large volume flow Q through the isolating valve and thus a relatively rapid change in the wheel brake pressures can also advantageously take place.
  • a desired target pressure in the wheel brakes is thus set in a relatively short time and is nevertheless comfortable and easily controllable.

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

Abstract

La présente invention concerne un procédé pour réguler une pression de freinage dans les freins de roue d'un système de freinage, des grandeurs initiales déterminant la pression de freinage dans les freins de roue individuels, étant évaluées, et des grandeurs de réglage de soupapes hydrauliques, étant établies. L'invention se caractérise en ce qu'une ligne caractéristique de débit volumique (KV) est enregistrée ou déterminée, ladite ligne caractéristique mettant en corrélation la valeur de la grandeur de réglage de la soupape hydraulique (6) avec le débit volumique (Q) qui traverse la soupape hydraulique (6), pour une pression différentielle constante entre l'amont et l'aval de la soupape hydraulique (6), et en ce que la grandeur de réglage de la soupape hydraulique (6) est déterminée sur la base de la ligne caractéristique de débit volumique (KV). Ou bien l'invention se caractérise en ce qu'au moins deux stratégies de réglage de la pression de freinage existent, une première stratégie consistant à effectuer le réglage sur la base d'un débit volumique à travers la soupape hydraulique (6), pour une pression différentielle supposée constante entre l'amont et l'aval de la soupape hydraulique (6), et une seconde stratégie consistant à effectuer le réglage sur la base d'une pression différentielle entre l'amont et l'aval de la soupape hydraulique (6).
PCT/EP2004/053569 2003-12-24 2004-12-17 Procede pour reguler une pression de freinage WO2005063539A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112004002343.2T DE112004002343B4 (de) 2003-12-24 2004-12-17 Verfahren zum Einregeln eines Bremsdruckes

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10361179 2003-12-24
DE10361179.7 2003-12-24

Publications (1)

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WO2005063539A1 true WO2005063539A1 (fr) 2005-07-14

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1787881A2 (fr) 2005-11-18 2007-05-23 Toyota Jidosha Kabushiki Kaisha Dispositif de commande des freins et sa méthode de commande
WO2013131889A1 (fr) * 2012-03-06 2013-09-12 Continental Teves Ag & Co. Ohg Procédé de fonctionnement d'un système de freinage et appareil de freinage correspondant
WO2013131805A3 (fr) * 2012-03-06 2013-10-31 Continental Teves Ag & Co. Ohg Procédé de détermination d'une courbe caractéristique pression-volume d'un frein sur roue
DE102006058996B4 (de) * 2006-05-19 2015-10-01 Continental Teves Ag & Co. Ohg Verfahren zur Ansteuerung von analog angesteuerten hydraulischen Einlassventilen
DE102008013043B4 (de) * 2007-03-09 2020-08-20 Continental Teves Ag & Co. Ohg Verfahren zum Ansteuern von Ventilen einer Bremsanlage
CN114674525A (zh) * 2022-03-09 2022-06-28 广西防城港核电有限公司 管道流量特性验证装置及其验证方法

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WO2001098124A1 (fr) * 2000-06-20 2001-12-27 Continental Teves Ag & Co. Ohg Procede et systeme asservi de commande d'un systeme de freinage a regulation electronique
DE10104497A1 (de) * 2000-02-02 2002-08-08 Continental Teves Ag & Co Ohg Verfahren zur Steuerung des Druckes in den Radbremsen eines elektronisch geregelten Bremsensystems
WO2003068574A1 (fr) * 2002-02-14 2003-08-21 Continental Teves Ag & Co. Ohg Procede pour regler une pression de freinage donnee variable

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DE10106464A1 (de) 2000-06-20 2002-01-03 Continental Teves Ag & Co Ohg Verfahren und Regelsystem zur Ansteuerung eines elektronisch regelbaren Bremsbetätigungssystems
JP4611634B2 (ja) 2002-02-07 2011-01-12 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト ブレーキシステムの動作の改善方法
DE10224059A1 (de) 2002-02-14 2003-08-28 Continental Teves Ag & Co Ohg Verfahren zum Einregeln eines vorgegebenen veränderlichen Bremsdruckes

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10104497A1 (de) * 2000-02-02 2002-08-08 Continental Teves Ag & Co Ohg Verfahren zur Steuerung des Druckes in den Radbremsen eines elektronisch geregelten Bremsensystems
WO2001098124A1 (fr) * 2000-06-20 2001-12-27 Continental Teves Ag & Co. Ohg Procede et systeme asservi de commande d'un systeme de freinage a regulation electronique
WO2003068574A1 (fr) * 2002-02-14 2003-08-21 Continental Teves Ag & Co. Ohg Procede pour regler une pression de freinage donnee variable

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1787881A2 (fr) 2005-11-18 2007-05-23 Toyota Jidosha Kabushiki Kaisha Dispositif de commande des freins et sa méthode de commande
EP1787881A3 (fr) * 2005-11-18 2008-07-30 Toyota Jidosha Kabushiki Kaisha Dispositif de commande des freins et sa méthode de commande
US7708354B2 (en) 2005-11-18 2010-05-04 Toyota Jidosha Kabushiki Kaisha Brake control apparatus and control method thereof
CN1966321B (zh) * 2005-11-18 2011-04-13 丰田自动车株式会社 制动控制装置及其控制方法
DE102006058996B4 (de) * 2006-05-19 2015-10-01 Continental Teves Ag & Co. Ohg Verfahren zur Ansteuerung von analog angesteuerten hydraulischen Einlassventilen
DE102008013043B4 (de) * 2007-03-09 2020-08-20 Continental Teves Ag & Co. Ohg Verfahren zum Ansteuern von Ventilen einer Bremsanlage
WO2013131889A1 (fr) * 2012-03-06 2013-09-12 Continental Teves Ag & Co. Ohg Procédé de fonctionnement d'un système de freinage et appareil de freinage correspondant
WO2013131805A3 (fr) * 2012-03-06 2013-10-31 Continental Teves Ag & Co. Ohg Procédé de détermination d'une courbe caractéristique pression-volume d'un frein sur roue
US9604614B2 (en) 2012-03-06 2017-03-28 Continental Teves Ag & Co. Ohg Method for operating a brake system, and brake system
US10173653B2 (en) 2012-03-06 2019-01-08 Continental Teves Ag & Co. Ohg Method for determining a pressure/volume characteristic curve of a wheel brake
CN114674525A (zh) * 2022-03-09 2022-06-28 广西防城港核电有限公司 管道流量特性验证装置及其验证方法

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