WO2006084864A1 - Brake actuating unit for actuating an automotive braking system - Google Patents

Brake actuating unit for actuating an automotive braking system Download PDF

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Publication number
WO2006084864A1
WO2006084864A1 PCT/EP2006/050770 EP2006050770W WO2006084864A1 WO 2006084864 A1 WO2006084864 A1 WO 2006084864A1 EP 2006050770 W EP2006050770 W EP 2006050770W WO 2006084864 A1 WO2006084864 A1 WO 2006084864A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
brake pedal
part
pedal
brake booster
Prior art date
Application number
PCT/EP2006/050770
Other languages
German (de)
French (fr)
Inventor
Jürgen Schonlau
Manfred Rüffer
Holger Kranlich
Torsten Queisser
Holger Von Hayn
Wolfgang Ritter
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
Priority to DE102005005628 priority Critical
Priority to DE102005005628.8 priority
Priority to DE102005052310.2 priority
Priority to DE200510052310 priority patent/DE102005052310A1/en
Priority to DE200510059746 priority patent/DE102005059746A1/en
Priority to DE102005059746.7 priority
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2006084864A1 publication Critical patent/WO2006084864A1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/34Arrangements 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
    • B60T8/40Arrangements 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
    • B60T8/4072Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077Systems in which the booster is used as an auxiliary pressure source
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T17/00Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18Safety devices; Monitoring
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T7/00Brake-action initiating means
    • B60T7/02Brake-action initiating means for personal initiation
    • B60T7/04Brake-action initiating means for personal initiation foot actuated
    • B60T7/042Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors

Abstract

The invention relates to a brake actuating unit for actuating an automotive braking system of the brake-by-wire type. Said unit comprises a) a brake booster, which can be actuated according to the driver's wishes both by means of a brake pedal as well as by means of an electronic control unit, whereby means are provided for decoupling a force-transmitting connection between the brake pedal and the brake booster in the brake-by-wire operating mode; b) a master cylinder connected downstream from the brake booster; c) means for detecting the driver's wish to slow down, and; d) a pedal travel simulator, which interacts with the brake pedal and with which, in the brake-by-wire operating mode, a restoring force acting upon the brake pedal can be simulated independent of an actuation of the brake booster, and which, in the brake-by-wire operating mode, can be switched on when decoupling the force-transmitting connection between the brake pedal and the brake booster and can be switched off when the brake-by-wire operating mode is not active; whereby e) a mechanical connection between the brake booster and the brake pedal is provided and allows a transmission of the tensile force supplied by the brake booster to the brake pedal, and which is configured by two elements of an actuating rod actuating the control valve of the brake booster, which are capable of making a relative movement in relation to each other, whereby the first element is connected to the valve piston of the control valve and the second element is connected to the brake pedal in a force-transmitting manner. The aim of the invention is to eliminate the risk of injuries involved during inspection of a simulator shut-down and simultaneous maintenance work on the braking system. For this purpose, an elastic element (11) is interposed between the two elements (8, 9) and is compressed by the electronic control unit when the brake booster (1) is actuated independent of the driver's wish.

Description


  Brake actuation unit for actuating a motor vehicle brake system

The invention relates to a brake actuation unit for actuating a motor vehicle brake system of the type "brake-bywire", which consists of a) a both by means of a brake pedal and by means of an electronic control unit driver-dependent operable brake booster, means for decoupling a force-transmitting connection between the brake pedal and b) a master brake cylinder connected downstream of the brake booster, c) means for detecting a driver deceleration request, and d) a pedal travel simulator cooperating with the brake pedal,

   by which in the operating mode "brake-by-wire" acting on the brake pedal restoring force is independent of an operation of the brake booster simulated and in the mode "brake-by-wire" in the decoupling of the force-transmitting connection between the brake pedal and the brake booster switchable and outside the operating mode "brake-by-wire" can be switched off, wherein e) a mechanical connection between the

Brake booster and the brake pedal is provided, which allows the transmission of a force applied by the brake booster traction on the brake pedal and which is formed by two parts of a control valve of the brake booster actuating rod, which can perform a relative movement to each other,

   wherein the first part is connected to the valve piston of the control valve and the second part is in force-transmitting connection with the brake pedal and guided in the first part in a telescopic manner. Such an actuating unit is known from DE 10 2004 011 622 Al. In electrohydraulic brake systems of this type, there is a need to actively adjust wheel brake pressures, particularly during self-tests and system calibrations when the vehicle is stationary, without the driver pressing the brake pedal. Examples are the so-called. Pre-DriveCheck, which is activated before the start of the journey when activating the brake system (wake-up, for example).

   B. by remote control of the central locking or door contact), or rinsing and calibration routines which take place after switching off the ignition.

The active pressure build-up at standstill without pedal operation, which is performed for example for the purpose of checking the simulator shutdown, represents a potential hazard, if at the same time maintenance work on the brake system are made (pinching). Although the legal aspect (product liability) can be replaced by warnings z.

   B. in the vehicle manual and in the workshop instructions, nevertheless, it is desirable that the system has intrinsic intelligence to exclude at least serious injuries to the workshop personnel.

It is therefore an object of the present invention to propose an operating unit of the type mentioned, in which the risk of injury can be eliminated.

This object is achieved according to the invention that between the two parts, an elastic element is arranged, which is compressed by the electronic control unit in an independent of the driver's will actuation of the brake booster.

   To concretize the inventive concept, an advantageous development of the invention provides that the elastic element is designed as a compression spring, which radially surrounds the first part.

In an advantageous development of the solution proposed in claim 1 or 2, the second part has a stop, which allows for the compression of the compression spring entrainment of the second part of the first part.

Another particularly advantageous embodiment of the subject invention according to claim 4 is that the first part is guided in the second part telescopically and that the elastic element by at least two, preferably arranged opposite,

   resiliently biased locking elements of a locking mechanism provided between the two parts is formed.

In another advantageous development of the proposed solution in claim 4, the two parts are separated when crossing a counter to the actuation direction of the brake booster acting, predetermined force from each other.

Another advantageous development of the invention is that the locking mechanism is arranged on the end facing away from the brake pedal of the second part.

In another advantageous embodiment of the aforementioned invention, the locking elements act in the sense of unlocking the locking mechanism with a trained on the first part slope together.

   An economically producible and very reliable working variant of the subject invention is characterized by the fact that the resiliently biased locking elements are formed as balls.

Another advantageous development of the subject invention is that software technical means are provided, which assign a smaller vehicle deceleration to a certain actuation path of the brake pedal when a safety-critical error occurs.

Another useful embodiment of the invention finally provides that when a safety-critical error of the simulator is switched off for a short time.

Further features and advantages of the invention will be explained in more detail in the following description with reference to the accompanying drawings of two embodiments.

   In the drawing show:

FIG. 1 shows a first embodiment of the brake actuation unit according to the invention in a partial sectional view, in which the activation and deactivation of the pedal travel simulator take place by hydraulic means;

FIG. 2a, b and 3a, b are diagrams of characteristic quantities of the actuating unit according to the invention for explaining the function of the invention;

FIG. 4 shows a second embodiment of the brake actuation unit according to the invention in a FIG. 1 corresponding partial sectional view;

   and FIG. 5a, b show further diagrams of characteristic variables of the actuating unit according to the invention for explaining the function of the invention.

The construction of the above-mentioned brake actuation unit for actuating a motor vehicle brake system of the "brake-by-wire" type is known from DE 10 2004 011 622 A1 mentioned in the introduction to the description. Therefore, in the drawing, a brake booster, preferably a vacuum brake booster 1, indicated only in a partial sectional view, the control valve 2 on the one hand by means of a brake pedal 3 by the driver and on the other hand independently of the driver will be operated by means of an electromagnet 10.

   The path of a movable wall of the brake booster 1 is sensed by means of a displacement sensor (ESPE), while the driver deceleration request is detected by means of a sensor device (PAS). Since both the displacement sensor and the sensor device in the aforementioned publication are sufficiently disclosed, are not shown in the accompanying drawings. A pedal travel simulator 4 cooperating with the brake pedal 3, in particular in the "brake-by-wire" operating mode, which gives the driver the usual brake pedal feel, interacts with an electro-hydraulic shut-off device 5 which operates the pedal travel simulator 4 outside the "brake-by-wire" mode. turns off.

   The pedal travel simulator 4 is located in the embodiment shown outside the power flow between the brake pedal 3 and the brake booster. 1

The transmission of the brake pedal 3 initiated actuating force to a control piston 6 of the control valve 2 is a coupled to the brake pedal 3 piston rod 7, which is formed in two parts and connected to a valve piston 6 the first part 8 and one connected to the brake pedal 3 second part 9 consists.

   Between the two parts 8, 9, an axial gap "a" is provided, which ensures a decoupling of the force-transmitting connection between the brake pedal 3 and the brake booster 1 in the "brake-by-wire" mode.

As the drawing continues to show, the brake pedal 3 associated portion of the first part 8 is provided with a stepped bore 13 which receives the second part 9 partially and its leadership is used. In this case, an elastic element 11 is effectively arranged between the two parts 8, 9 in such a way that, in the case of a relative movement of the parts 8, 9 relative to one another or to each other. a movement of the first part 8 is compressed in the drawing to the left.

   The elastic element 11 is preferably formed as a compression spring 12, which surrounds the second part 9 radially.

The previously mentioned shutdown device 5 is essentially formed by a piston-cylinder assembly 51, the piston 52 is in force-transmitting connection with the pedal travel 4 and limits a pressure chamber 57, which is connected by a hydraulic connection 53 to a low pressure hydraulic accumulator 54 is. In the hydraulic connection, an electromagnetically actuated valve 55 is inserted, which allows a shut-off of said connection.

   Moreover, it is conceivable for a sensor device, not shown, to detect the movement of the piston 52, which, however, is only possible if the valve 55 releases the hydraulic connection between the pressure chamber 57 and the low-pressure accumulator 54.

In a review of the mobility of the hydraulic piston 52 and. the function of the shut-off valve 55, the previously mentioned solenoid 10 is driven. As a result, the control group moves including the first part 8 of the piston rod 7 in the drawing to the left, the first part 8 after a defined path "b" via a stop 13, the second, rear part 9 and thus the brake pedal 3 with. The signals of the displacement sensor BWS are compared with the signals of the sensor device PAS.

   The faultless function is shown in FIG. 2a, b, FIG. 2a shows the output signals of BWS and PAS, while FIG. 2b depicts the dependency of the hydraulic pressure P (THZ) connected downstream of the brake booster 1, not shown, and the actuating force FBet acting on the brake pedal 3 from the actuating travel s. At the beginning of the test procedure, the tension of the ESPE and the master cylinder pressure increase. the output power of the

[0023] Brake booster.

   Staggered the signal sets PAS, while the brake pedal 3 moves with little effort.

Occurs in the review of the previously explained shutdown device 5 an error (clamping piston 52, clogged valve 55, blocked brake pedal 3, etc ..) On, the prestressed compression spring 12 is compressed in the control of the electromagnet 10. The corresponding characteristic curves are shown in FIG. 3a, b shown.

In the case of FIG. 4 illustrated second embodiment of the subject invention, the brake pedal 3 associated second part 90 is provided with a bore 130 which receives the first part 80 partially and its leadership is used.

   In this case, a locking mechanism 110 is provided on the brake pedal 3 remote from the end of the second part 90, which limits the relative movement of the first part 80 relative to the second part 90. The mentioned locking mechanism is formed in the example shown by at least two offset arranged in the second part 90 radially guided locking elements 130 and formed on the first part 80 bevel 140, wherein the locking elements are designed as biased by means of non-designated springs balls.

The review of the mobility of the hydraulic piston 52, 60 and. The function of the shut - off valve 55 is either at each brake or only during certain braking operations or. performed before commissioning the vehicle.

   In this case, the control valve 6 of the brake booster 1 is actuated by means of the previously mentioned electromagnet 10, so that the first part 80 of the actuating rod 7 initially moves in the drawing to the left. After the first part 80 had laid the path "b" back, the second part 90 and thus the brake pedal 3 is taken over the locking mechanism 110.

   After a slight increase in a force acting on the brake pedal 3 against the actuation direction, the first part 80 is decoupled from the second part 90, so that there is no danger of entrapment by the co-moving brake pedal 3.

During operation of the inventive brake system must be ensured that the above-mentioned safety distance "b" in the case of advancing the movable wall of the brake booster 1 at a desired partial or full braking beyond the intended way out - ie in the case of air in the system or another leak in the hydraulic system - not used up.

   In this case, it would no longer be possible to make this driver's request plausible by releasing the brake pedal 3, since upon release of the brake pedal 3, this would remain in the current position; this means that the brakes could not be released from the present position and the brake pedal travel sensing device (PAS) does not detect brake pedal return motion, so that the vehicle would remain permanently braked.

   Despite removal of the driver's foot from the brake pedal 3, the brake pedal 3 would not return automatically because the brake pedal 3 would be held by the brake booster 1 in the current position.

As already mentioned above, in particular in connection with FIG. 3a, b), a plausibility check is carried out between the signals of the sensor device (PAS) detecting the driver's request and the travel sensor (BWS) detecting the travel of the movable wall of the brake booster 1. If the values assigned to each other deviate greatly during the plausibility check If a defined threshold value is exceeded, software-technical measures are carried out whose effect is shown in FIG. 5a, which shows the dependency of the vehicle deceleration V on the actuation travel s of the brake pedal 3.

   Here, Vi denotes the characteristic of a fault-free system, while V2 denotes the characteristic of a system in which one of the aforementioned errors has occurred. As the diagrammatic representation in FIG. 5a, it is ensured by suitable software means that the characteristic is "stretched", i. h, that a longer brake pedal travel s is assigned to the same deceleration value. For example, to achieve a deceleration value of, for example, 40%, for the intact brake system a pedal travel s of approx. 25 mm is required, with the faulty system a pedal travel s of approx. 55 mm back.

   The measures described are applicable in particular when safety-critical errors occur.

Occur in the system safety-critical error, the pedal travel simulator 4 is switched off for a short time or. the previously mentioned valve 55 is opened, so that the achieved thereby longer actuating travel of the brake pedal 3 is accompanied by no increase in force of the actuating force. The behavior of the system is shown in FIG. 5b.

   In this case, Fi denotes the characteristic of a fault-free system, while F2 denotes the characteristic of a system in which one of the aforementioned errors has occurred.

Upon occurrence of such phenomena, an audible or audible warning signal is generated to indicate to the driver that the braking function is in a non-typical condition, which may mean that there is either too much air in the system or leakage there Condition has led.

Claims

Claims:
1. brake actuation unit for actuating a
Motor vehicle brake system of the type "brake-by-wire", the
a) a both by means of a brake pedal and by means of an electronic control unit driver-dependent operable brake booster, wherein means are provided for decoupling a force-transmitting connection between the brake pedal and the brake booster in the mode "brake-by-wire"
b) a brake booster downstream master cylinder,
c) means for detecting a driver delay request, and
d) a cooperating with the brake pedal pedal travel, by which in the operating mode "brake-by-wire" acting on the brake pedal restoring force is independent of an operation of the brake booster simulated and in the "brake-by-wire" in the Decoupling of the force-transmitting connection between the brake pedal and the brake booster switchable and outside the operating mode "brake-by-wire" can be switched off, wherein
e) a mechanical connection between the brake booster and the brake pedal is provided, which allows the transmission of a force applied by the brake booster tensile force on the brake pedal and which is formed by two parts of the control valve of the brake booster operating rod, which can perform a relative movement to each other, the first part is connected to the valve piston of the control valve and the second part is in force-transmitting connection with the brake pedal, characterized in that between the two parts (8, 9) an elastic element (11) is arranged, which is independent of the driver's will actuation of the brake booster (1) is compressed by the electronic control unit.
2. Brake actuation unit according to claim 1, characterized in that the elastic element (11) is designed as a compression spring (12).
3. brake actuating unit according to claim 1 or 2, characterized in that the second part (9) in the first part
(8) is guided telescopically and that the compression spring (12) radially surrounds the second part (9).
4. brake actuating unit according to claim 3, characterized in that the second part (9) has a stop
(14), which after compression of the compression spring (12) allows a take away of the second part (9) from the first part (8).
5. Brake actuation unit according to claim 1, characterized in that the first part (80) in the second part
(90) is guided telescopically and that the elastic element is formed by at least two, preferably oppositely disposed locking elements (130) of a between the two parts (80, 90) provided locking mechanism (110).
6. Actuator according to claim 5, characterized in that the two parts (80, 90) when crossing a counter to the actuating direction of the brake booster (1) acting, predetermined force are separable from each other.
7. Actuator according to claim 5 or 6, characterized in that the locking mechanism (110) on the brake pedal (3) facing away from the end of the second part (90) is arranged.
8. Actuator according to one of claims 5 to 7, characterized in that the latching elements (130) in the sense of unlocking the locking mechanism
(110) having a bevel formed on the first part (80)
(140) work together.
9. Actuator according to one of claims 5 to 8, characterized in that the latching elements (130) are designed as biased by means of springs balls.
10. Actuator according to one of claims 1 to 9, characterized in that software technical means are provided, which assign a longer actuation path (s) of the brake pedal (3) when a safety-critical error of a certain vehicle deceleration (V) occurs.
11. Actuator according to one of claims 1 to 9, characterized in that when a safety-critical error of the pedal travel simulator (4) is switched off for a short time. 12. Actuator according to claims 10 or 11, characterized in that means are provided which generate an optical or audible warning signal when an error occurs.
PCT/EP2006/050770 2004-11-03 2006-02-08 Brake actuating unit for actuating an automotive braking system WO2006084864A1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE102005005628 2005-02-08
DE102005005628.8 2005-02-08
DE102005052310.2 2005-11-01
DE200510052310 DE102005052310A1 (en) 2004-11-03 2005-11-01 Brake operating unit for brake-by-wire system has operating rod in two parts, one fitting in other telescopically
DE102005059746.7 2005-12-14
DE200510059746 DE102005059746A1 (en) 2005-02-08 2005-12-14 Brake activating unit for brake-by-wire braking system has elastic element between two parts of piston rod

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP20060708116 EP1851096A1 (en) 2005-02-08 2006-02-08 Brake actuating unit for actuating an automotive braking system
JP2007553623A JP2008535711A (en) 2005-02-08 2006-02-08 Brake control device for controlling automobile brake device

Publications (1)

Publication Number Publication Date
WO2006084864A1 true WO2006084864A1 (en) 2006-08-17

Family

ID=36181181

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2006/050770 WO2006084864A1 (en) 2004-11-03 2006-02-08 Brake actuating unit for actuating an automotive braking system

Country Status (4)

Country Link
EP (1) EP1851096A1 (en)
JP (1) JP2008535711A (en)
KR (1) KR20070102604A (en)
WO (1) WO2006084864A1 (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007096284A1 (en) * 2006-02-23 2007-08-30 Continental Teves Ag & Co. Ohg Method for operating a motor vehicle brake system
DE102007010513A1 (en) * 2006-05-19 2007-11-22 Continental Teves Ag & Co. Ohg Braking system for vehicle with brake reaction simulator having a flexible thrust connection
DE102007016754A1 (en) 2006-11-29 2008-08-21 Continental Teves Ag & Co. Ohg Method for checking functionality of brake actuating device for actuating vehicle brake unit by brake-by-wire mode involves actuating brake booster by brake pedal and by electronic control unit according to driver's wishes
WO2008107023A1 (en) 2007-03-05 2008-09-12 Continental Teves Ag & Co. Ohg Actuating unit for a motor vehicle brake system
DE102010025252A1 (en) 2010-06-22 2011-12-22 Technische Universität Ilmenau Device for simulating pedal characteristic of decoupled motor vehicle brake assembly, has active self-locking element and passive elastic element characterized by pre-defined connection between pedal path and pedal pressure
US8607660B2 (en) 2009-12-02 2013-12-17 Ford Global Technologies, Llc Vehicle braking assembly
US8646357B2 (en) 2009-12-02 2014-02-11 Ford Global Technologies, Llc Vehicle braking assembly with gap management system
US9132839B1 (en) 2014-10-28 2015-09-15 Nissan North America, Inc. Method and system of adjusting performance characteristic of vehicle control system
US9248819B1 (en) 2014-10-28 2016-02-02 Nissan North America, Inc. Method of customizing vehicle control system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004005095A1 (en) * 2002-07-09 2004-01-15 Continental Teves Ag & Co. Ohg Brake by-wire actuator
DE10230865A1 (en) * 2002-07-09 2004-02-05 Continental Teves Ag & Co. Ohg Brake-by-wire actuator for automobile braking system has brake pedal decoupled from force reactions in braking system during brake-by-wire operating mode
DE10358321A1 (en) * 2002-12-13 2004-06-24 Lucas Automotive Gmbh Hydraulic pedal simulation device for simulating reaction effect of brake pedal for operating vehicle brake system has hydraulic system that is hydraulically decoupled from brake system
DE102004011622A1 (en) * 2003-08-06 2005-03-31 Continental Teves Ag & Co. Ohg Brake actuation unit for actuating a motor vehicle brake system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004005095A1 (en) * 2002-07-09 2004-01-15 Continental Teves Ag & Co. Ohg Brake by-wire actuator
DE10230865A1 (en) * 2002-07-09 2004-02-05 Continental Teves Ag & Co. Ohg Brake-by-wire actuator for automobile braking system has brake pedal decoupled from force reactions in braking system during brake-by-wire operating mode
DE10358321A1 (en) * 2002-12-13 2004-06-24 Lucas Automotive Gmbh Hydraulic pedal simulation device for simulating reaction effect of brake pedal for operating vehicle brake system has hydraulic system that is hydraulically decoupled from brake system
DE102004011622A1 (en) * 2003-08-06 2005-03-31 Continental Teves Ag & Co. Ohg Brake actuation unit for actuating a motor vehicle brake system

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007096284A1 (en) * 2006-02-23 2007-08-30 Continental Teves Ag & Co. Ohg Method for operating a motor vehicle brake system
US8695478B2 (en) 2006-02-23 2014-04-15 Continental Teves Ag & Co. Ohg Method of operating a motor vehicle brake system
DE102007010513A1 (en) * 2006-05-19 2007-11-22 Continental Teves Ag & Co. Ohg Braking system for vehicle with brake reaction simulator having a flexible thrust connection
DE102007016754A1 (en) 2006-11-29 2008-08-21 Continental Teves Ag & Co. Ohg Method for checking functionality of brake actuating device for actuating vehicle brake unit by brake-by-wire mode involves actuating brake booster by brake pedal and by electronic control unit according to driver's wishes
WO2008107023A1 (en) 2007-03-05 2008-09-12 Continental Teves Ag & Co. Ohg Actuating unit for a motor vehicle brake system
JP2010520106A (en) * 2007-03-05 2010-06-10 コンチネンタル・テベス・アーゲー・ウント・コンパニー・オーハーゲー Drive unit for vehicle braking system
US8500222B2 (en) 2007-03-05 2013-08-06 Continental Teves Ag & Co. Ohg Actuating unit for a motor vehicle brake system
US8646357B2 (en) 2009-12-02 2014-02-11 Ford Global Technologies, Llc Vehicle braking assembly with gap management system
US8607660B2 (en) 2009-12-02 2013-12-17 Ford Global Technologies, Llc Vehicle braking assembly
DE102010025252B4 (en) * 2010-06-22 2013-01-24 Technische Universität Ilmenau Device and method for simulating the pedal characteristics of a decoupled motor vehicle brake system
DE102010025252A1 (en) 2010-06-22 2011-12-22 Technische Universität Ilmenau Device for simulating pedal characteristic of decoupled motor vehicle brake assembly, has active self-locking element and passive elastic element characterized by pre-defined connection between pedal path and pedal pressure
US9132839B1 (en) 2014-10-28 2015-09-15 Nissan North America, Inc. Method and system of adjusting performance characteristic of vehicle control system
US9248819B1 (en) 2014-10-28 2016-02-02 Nissan North America, Inc. Method of customizing vehicle control system

Also Published As

Publication number Publication date
KR20070102604A (en) 2007-10-18
JP2008535711A (en) 2008-09-04
EP1851096A1 (en) 2007-11-07

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