WO2006061279A1 - Systeme de freinage pour vehicule, actionnable par fluide hydraulique et procede de commande d'un systeme de freinage pour vehicule, actionnable par fluide hydraulique - Google Patents

Systeme de freinage pour vehicule, actionnable par fluide hydraulique et procede de commande d'un systeme de freinage pour vehicule, actionnable par fluide hydraulique Download PDF

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Publication number
WO2006061279A1
WO2006061279A1 PCT/EP2005/055311 EP2005055311W WO2006061279A1 WO 2006061279 A1 WO2006061279 A1 WO 2006061279A1 EP 2005055311 W EP2005055311 W EP 2005055311W WO 2006061279 A1 WO2006061279 A1 WO 2006061279A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
pressure
brake system
cylinder
vehicle brake
Prior art date
Application number
PCT/EP2005/055311
Other languages
German (de)
English (en)
Inventor
Tobias Fluck
Original Assignee
Robert Bosch 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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2006061279A1 publication Critical patent/WO2006061279A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • 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
    • B60T7/06—Disposition of pedal
    • B60T7/065—Disposition of pedal with means to prevent injuries in case of collision
    • 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
    • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • 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 is based on a fluid pressure actuated vehicle brake system according to the features of claim 1 and a method for controlling a pressure medium actuated vehicle brake system according to the features of claim 8.
  • Figure 1 shows the hydraulic circuit diagram of a known druckstoffbetätigbaren
  • Vehicle brake system 10 with a foreign-actuated service brake and a muscle-operated auxiliary brake whose master cylinder 12 is connected with the interposition of a so-called hydraulic unit 14 via brake lines with wheel brakes 18a - d.
  • the master cylinder 12 is actuated by the driver via a pedal-operated brake booster 20 by muscle power and supplies two brake circuits 16 with pressure medium.
  • These brake circuits 16 are symmetrical in their construction, so that the following explanations have been limited to one of the brake circuits 16.
  • Each brake circuit 16 branches within the hydraulic unit 14 in two brake circuit branches 16a and 16b, to each of which a wheel brake 18a and 18b is connected. In each brake circuit branch 16a, 16b is a
  • Pressure build-up valve 22a, 22b which is the hydraulic brake 18a, 18b upstream.
  • pressure build-up valve 22a, 22b is an electromagnetically actuated 2/2-way proportional valve, which is held by a return spring in its normally open basic position.
  • the pressure build-up valve 22a, 22b is actuated in the direction of its blocking position.
  • Each pressure build-up valve 22a, 22b is a
  • Check valve 24a, 24b connected in parallel, which blocks in the direction of the master cylinder 12 to a wheel brake 18a, 18b and opens in the opposite direction to allow a rapid pressure reduction in the wheel brake 18a, 18b.
  • One of the wheel brake 18a, 18b downstream pressure-reducing valve 26a, 26b is in a
  • Return line 28 arranged. It is an electronically controllable 2/2-way switching valve, which is held by a return spring in its blocking position and can be switched by driving in its passage position.
  • the return line 28 leads to the suction connection of a three individual pump pressure generator unit 30.
  • a spring-loaded piston accumulator 32 which provides the pressure generator unit 30 when starting pressure medium available.
  • the suction side of the pressure generator unit 30 is secured by a check valve 34, which prevents a return of pressure medium from the pressure generator unit 30 back into the wheel brakes 18a, 18b.
  • the high pressure side of the pressure generator unit 30 is connected via a hydraulic damping volume 36 and a downstream throttle 38 to the brake circuit 16 and that upstream of the pressure build-up valves 22a, 22b. Downstream of this junction is a switching valve 40, which is similar to the pressure build-up valves 22a, 22b executed.
  • Vehicle brake system causes an electronic control of this change-over valve 40, that a pressure medium connection from the master cylinder 12 to the wheel brake 18a, 18b is interrupted, so that a brake pressure can be built by the mentioned pressure generator unit 30 alone.
  • one intake line 42 is still present per brake circuit 16, which connects the master cylinder 12 directly to the suction side of the pressure generator unit 30.
  • the suction line 42 is controlled by a suction valve 44, which is designed as a normally closed, electromagnetically controllable 2/2-way switching valve.
  • the pressure generator unit 30 sucks pressure fluid from a reservoir 46 coupled to the master brake cylinder 12 indirectly on account of the intake valve 44, which is then in its throughput position.
  • the electronic control of these housed in the hydraulic unit 14 components is performed by an electronic control unit 48, which u.a. from
  • the described vehicle brake system 10 knows various operating states.
  • a service braking state the pressure medium connection from the master cylinder 12 to the wheel brakes 18a, 18b of a brake circuit 16 is interrupted by the switching device 40 controlled by the control unit 48 and accordingly occupying its blocking position.
  • the brake pressure is provided by the pressure generator unit 30, which for this purpose via the open intake valve 44 pressure fluid from the reservoir
  • a modulation of the brake pressure is effected by electronic control of the pressure build-up valves 22a, 22b, the pressure reduction valves 26a, 26b and the drive of the pressure generator unit 30th
  • the valves are in their illustrated basic position.
  • the switching valve 40 is opened, so that a hydraulic connection from the master cylinder 12 to the wheel brakes 18a, 18b of the brake circuit 16 is made.
  • a brake pressure is built up by muscle power in the wheel brakes 18a, 18b.
  • Pressure generator unit 30 is therefore not necessary for brake pressure generation during the auxiliary brake operation; the intake valve 44 accordingly assumes its blocking position. - A -
  • Ambient temperature has high viscosity values.
  • FIG. 2 A known solution of this problem illustrated in FIG. 2 is the use of a high-pressure accumulator 50 which can be preloaded by the pressure generator unit 30, but which additionally has to be integrated into the brake system 10 '.
  • a high-pressure accumulator 50 which can be preloaded by the pressure generator unit 30, but which additionally has to be integrated into the brake system 10 '.
  • the shown in Figure 2 is the use of a high-pressure accumulator 50 which can be preloaded by the pressure generator unit 30, but which additionally has to be integrated into the brake system 10 '.
  • Vehicle brake system 10 Corresponds with the exception of what is described below in its construction of the vehicle brake system of Figure 1. So that a single high-pressure accumulator 50 is sufficient for both brake circuits 16', this is arranged in a pressure medium connection 52, the two brake circuits 16 'together. A connection of the brake circuits 16 'should be avoided for safety reasons as possible. In the deactivated state, the pressure medium connection 52 is therefore shut off by two additional solenoid valves 54 relative to the brake circuits 16 '. In addition to the additional need for solenoid valves 54, this arrangement has the further disadvantage that the summons of the high pressure accumulator 50 must be electronically monitored and this requires an additional pressure sensor 56 is required. To pressure medium under high
  • the pressure generator unit 30 To store pressure permanently, a particularly effective sealing of the high-pressure accumulator 50 from the environment is required.
  • the pressure generator unit 30 ' must be designed constructively for a high-pressure construction. Since the pressure generating unit 30 'is an interface to the environment, it can be contaminated by gas stored in the high-pressure accumulator 50 pressure medium.
  • Activation of the high-pressure accumulator 50 can thus be contaminated with gas, the entire connected brake circuit 16 '.
  • an object with the features of claim 1 has the advantage that by means of a relatively small additional construction effort an emergency brake can be displayed, which avoids the disadvantages explained above.
  • An emergency brake designed according to the invention realizes high brake pressures in neglected short pressure buildup time and at the same time avoids a hydraulic connection between the two
  • the proposed emergency brake requires no effort to monitor their summons and does not involve the risk of continuous gas entry into the pressure medium outside its activation.
  • the emergency brake is activated electronically and does not require additional control elements, such as electromagnetic valves.
  • a pressure generator is particularly suitable a pyrotechnic gas generator, as he is now installed, for example, for airbag filling in vehicle now in large quantities.
  • a pyrotechnic gas generator as he is now installed, for example, for airbag filling in vehicle now in large quantities.
  • This end stop can be formed by a holding element for the pyrotechnic gas generator, so that there is no additional space required for this purpose.
  • a guided in a cylinder piston can be radially sealed well, so that even when an activation of the emergency brake, a gas input into the vehicle brake system can be avoided. Is the
  • Vehicle brake system provided with a slip control, it has for this purpose a switched between the master cylinder and wheel brake hydraulic unit with a housing block which controls the brake pressure via an electronic control of solenoid valves and a drive of a pressure generator unit.
  • a switched between the master cylinder and wheel brake hydraulic unit with a housing block which controls the brake pressure via an electronic control of solenoid valves and a drive of a pressure generator unit.
  • Particularly space-saving can be the cylinder that form the cylinder / piston unit as a blind hole open to the outside in this hydraulic unit.
  • FIG. 1 and 2 show hydraulic circuit diagrams of known from the prior art fluid-actuated vehicle brake systems 10, 10 ', as they were already explained above.
  • FIG. 3 also illustrates a vehicle brake system 10 "according to the invention on the basis of a hydraulic circuit diagram, while FIG. 4 shows the structure of a cylinder / piston unit with inserted pyrotechnic gas generator on the basis of a longitudinal section.
  • the vehicle brake system 10 "according to FIG. 3, with the exception of two differences, has the same structure as the motor vehicle brake system 10 according to FIG. 1 already described and known from the prior art.
  • the first difference is that only one individual pressure generator is present per brake circuit, while FIG This difference is irrelevant with regard to the function of the vehicle brake system, in other words, individual pressure generators or multiple pressure generators may alternatively be provided.
  • the emergency brake 60 comprises a pyrotechnic gas generator 62, as used for example in large-scale airbag systems.
  • This gas generator 62 which can trigger single-stage or multi-stage, can be activated by electronic control. The contacting can be done via cable, via a plug connection or via a direct contact.
  • the gas generator 62 generates almost instantaneously after his electronic control a high-pressure gas volume.
  • This gas volume acts on a piston 64 of a cylinder / piston unit 66, which in turn is in operative connection with a brake circuit 16 "of the vehicle brake system 10".
  • the piston 64 converts the pneumatic pressure generated by the gas generator 62 into a hydraulic pressure within the vehicle brake system 10 "
  • Piston 64 is radially sealed within a cylinder 68 so that gas can not enter the conduit system of vehicle brake system 10 "by activation of gas generator 62. Sealing of piston 64 can be accomplished by one or more circumferential seals 69, or can be seal-free In the present embodiment, the emergency brake 60 between the switching valve 40 "and the pressure build-up valves 22a", 22b "connected to the vehicle brake system 10". By electronic control of the switching valve 40 ", connected to its switching to its blocking position, thus can be repercussions on the brake master cylinder 12" operatively connected brake pedal avoided due to a sudden pressure increase.
  • the emergency brake 60 could also be connected further downstream between the pressure increase valve 22a “, 22b” and the wheel brake 18a “, 18b” to the vehicle brake system 10 "or further upstream in the region between the master brake cylinder 12" and the changeover valve 40 ", However, as mentioned reactions to the brake pedal would bring with it.
  • the cylinder / piston unit 66 shown in Figure 4 can be designed to save space in the housing block of a hydraulic unit 14 ( Figure 1).
  • the cylinder 68 is formed by an open to the outside blind hole 71 which is sealed by a holding member 72. This holding element 72 is as in his
  • Outer diameter graduated plug formed, which is screwed to the blind hole 71, caulked, riveted, crimped, glued or the like.
  • the holding member 72 forms a receptacle 74, in which the gas generator 62 is installed.
  • the gas generator 62 is screwed to the holding element 72, however, anchoring can also take place in one of the abovementioned types of fastening.
  • a piston 64 is guided axially movable.
  • This piston 64 which may be made of plastic or metal divides the cylinder space in two mutually sealed pressure chambers 76, 78.
  • the first pressure chamber 78 is connected to the installation space of the gas generator 62, while the second pressure chamber 76 has a connecting channel 84 connection to a pressure-carrying line 82 of the vehicle brake system 10 "in this second pressure chamber 76, a spring element 86 is arranged, which is located at the bottom of
  • the spring element 86 pushes the piston 64 against a housing-fixed mechanical stop 88 on block. This unwanted mechanical elasticity due to the installation of the emergency brake 60 in an existing Vehicle stop system 10 "avoided
  • the stop 88 is formed in front of the protruding into the interior of the blind hole 71 end face of the holding member 72.
  • the pressure chamber 78 is quasi-free filled with high-pressure gas.
  • the pressurized by the gas pressure piston 64 moves against the restoring force of the spring element 86 and displaces hydraulic pressure fluid from the second pressure chamber 76.
  • a correspondingly high pressure level builds up in the vehicle brake system 10 " Vehicle wheels necessary
  • Locking pressure level When designing the gas generator 62, the tolerances, the mechanical elasticities and the maximum state of wear of the vehicle brake system 10 "are to be taken into account so that the blocking pressure level is reliably exceeded under all operating conditions of the vehicle and thus the maximum possible deceleration of the vehicle can be achieved an activation of the emergency brake 60 are ensured that then a modulation of the brake pressure is overridden by the controller 48.
  • the proposed cylinder / piston unit 66 is to be arranged within a housing block of a hydraulic unit 14 (FIG. 1) in such a way that in the installed position this
  • Hydraulic unit 14 is a self-venting of the hydraulic pressure chamber 76 takes place. According to FIG. 4, which shows this installation situation, the connecting channel 84 is placed at the highest possible location of the pressure chamber 76 for this purpose.

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

Abstract

L'invention concerne un système de freinage pour véhicule (10), actionnable par fluide hydraulique, ainsi qu'un procédé permettant d'assurer la commande d'un système freinage pour véhicule, actionnable par fluide hydraulique. Les systèmes de freinage pour véhicule, actionnables par fluide hydraulique présentent, pour être actionnés, un maître-cylindre de frein (12) auquel est raccordé un frein sur roue (18a, 18b). La technologie des capteurs la plus récente en matière d'automobiles permet de prévoir une collision imminente entre un véhicule et un obstacle. Afin de minimiser l'énergie de la collision, pour protéger le conducteur et les passagers, le système de freinage pour véhicule (10) est équipé selon l'invention, d'un frein de secours (60), qui peut être activé de manière électronique, indépendamment du conducteur et induit, immédiatement après avoir été activé, une pression de freinage qui suffit à solliciter les freins sur roue (18a, 18b) par application d'un niveau de pression de blocage de frein dans toutes les conditions de fonctionnement du véhicule.
PCT/EP2005/055311 2004-12-10 2005-10-17 Systeme de freinage pour vehicule, actionnable par fluide hydraulique et procede de commande d'un systeme de freinage pour vehicule, actionnable par fluide hydraulique WO2006061279A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004059649.2 2004-12-10
DE102004059649A DE102004059649A1 (de) 2004-12-10 2004-12-10 Druckmittelbetätigbare Fahrzeugbremsanlage und Verfahren zur Ansteuerung einer druckmittelbetätigbaren Fahrzeugbremsanlage

Publications (1)

Publication Number Publication Date
WO2006061279A1 true WO2006061279A1 (fr) 2006-06-15

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PCT/EP2005/055311 WO2006061279A1 (fr) 2004-12-10 2005-10-17 Systeme de freinage pour vehicule, actionnable par fluide hydraulique et procede de commande d'un systeme de freinage pour vehicule, actionnable par fluide hydraulique

Country Status (2)

Country Link
DE (1) DE102004059649A1 (fr)
WO (1) WO2006061279A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008040720A1 (fr) * 2006-10-06 2008-04-10 Robert Bosch Gmbh Installation de freinage de véhicule comprenant un dispositif de freinage d'urgence
DE102007059374A1 (de) 2007-12-10 2009-06-18 Volkswagen Ag Fahrzeugbremsanlage mit pyrotechnischem Druckgenerator

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009012951A1 (de) * 2009-03-12 2010-09-16 Continental Teves Ag & Co. Ohg Bremsanlage
US20110060510A1 (en) * 2009-09-10 2011-03-10 Jaguar Cars, Limited Systems and Methods for Increasing Brake Pressure
DE102013218120A1 (de) * 2013-09-11 2015-03-12 Continental Teves Ag & Co. Ohg Hydraulische Bremsanlage
DE102014208599B4 (de) 2014-05-08 2023-02-02 Robert Bosch Gmbh Bremsgerät für ein Bremssystem eines Fahrzeugs und Bremssystem für ein Fahrzeug
DE102016007503B4 (de) * 2016-06-18 2018-05-03 Audi Ag Bremssystem für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Bremssystems
DE102017205945A1 (de) 2017-04-07 2018-10-11 Robert Bosch Gmbh Verfahren zur Einstellung eines Kreisdrucks in einem Druckmittelkreis, insbesondere in einem Bremskreis einer elektronisch schlupfregelbaren Fahrzeugbremsanlage
DE102018209486A1 (de) 2018-06-14 2019-12-19 Robert Bosch Gmbh Hydraulische Fahrzeugbremsanlage
DE102021205608A1 (de) 2021-06-02 2022-12-08 Robert Bosch Gesellschaft mit beschränkter Haftung Notbremsvorrichtung für ein Bremssystem eines Fahrzeugs sowie Bremssystem für ein Fahrzeug

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2674852A (en) * 1947-09-30 1954-04-13 Olman Peter Michael Emergency pressure applicator
DE1067697B (de) * 1956-07-19 1959-10-22 Talco Engineering Company Not-Betaetigungsvorrichtung fuer Fahrzeug-, insbesondere Kraftfahrzeug-Reibungsbremsen
US2977156A (en) * 1957-06-27 1961-03-28 Gioia John Di Emergency brake control
DE3019364A1 (de) * 1980-05-21 1981-11-26 Alfred Teves Gmbh, 6000 Frankfurt Anordnung zur druckversorgung einer bremsschlupfregelanlage
EP0436926A2 (fr) * 1990-01-08 1991-07-17 Bayerische Motoren Werke Aktiengesellschaft Système de freinage pour véhicules automobiles
DE4102497C1 (fr) * 1991-01-29 1992-05-07 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De
WO1997013669A1 (fr) * 1995-10-12 1997-04-17 Itt Automotive Europe Gmbh Procede permettant de faire fonctionner un systeme de freinage hydraulique
US6386842B1 (en) * 2001-01-26 2002-05-14 Delphi Technologies, Inc. Low cost, single stroke, electromagnetic pre-charge pump for controlled brake systems

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2674852A (en) * 1947-09-30 1954-04-13 Olman Peter Michael Emergency pressure applicator
DE1067697B (de) * 1956-07-19 1959-10-22 Talco Engineering Company Not-Betaetigungsvorrichtung fuer Fahrzeug-, insbesondere Kraftfahrzeug-Reibungsbremsen
US2977156A (en) * 1957-06-27 1961-03-28 Gioia John Di Emergency brake control
DE3019364A1 (de) * 1980-05-21 1981-11-26 Alfred Teves Gmbh, 6000 Frankfurt Anordnung zur druckversorgung einer bremsschlupfregelanlage
EP0436926A2 (fr) * 1990-01-08 1991-07-17 Bayerische Motoren Werke Aktiengesellschaft Système de freinage pour véhicules automobiles
DE4102497C1 (fr) * 1991-01-29 1992-05-07 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De
WO1997013669A1 (fr) * 1995-10-12 1997-04-17 Itt Automotive Europe Gmbh Procede permettant de faire fonctionner un systeme de freinage hydraulique
US6386842B1 (en) * 2001-01-26 2002-05-14 Delphi Technologies, Inc. Low cost, single stroke, electromagnetic pre-charge pump for controlled brake systems

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008040720A1 (fr) * 2006-10-06 2008-04-10 Robert Bosch Gmbh Installation de freinage de véhicule comprenant un dispositif de freinage d'urgence
DE102007059374A1 (de) 2007-12-10 2009-06-18 Volkswagen Ag Fahrzeugbremsanlage mit pyrotechnischem Druckgenerator

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Publication number Publication date
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