WO2009074309A1 - Aktuatoreinrichtung und verfahren zum ansteuern der aktuatoreinrichtung - Google Patents
Aktuatoreinrichtung und verfahren zum ansteuern der aktuatoreinrichtung Download PDFInfo
- Publication number
- WO2009074309A1 WO2009074309A1 PCT/EP2008/010484 EP2008010484W WO2009074309A1 WO 2009074309 A1 WO2009074309 A1 WO 2009074309A1 EP 2008010484 W EP2008010484 W EP 2008010484W WO 2009074309 A1 WO2009074309 A1 WO 2009074309A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- actuator
- actuator device
- signals
- unit
- processing unit
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
-
- 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
- B60T13/74—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 electrical assistance or drive
- B60T13/741—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 electrical assistance or drive acting on an ultimate actuator
-
- 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
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
-
- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/406—Test-mode; Self-diagnosis
Definitions
- an actuator device with a processing unit for use in a land vehicle wherein the actuator device is connected to a main control device included in the land vehicle.
- Actuator devices are often used in modern land vehicles.
- a processing unit is usually provided, which is subordinate to a main control device.
- the main control device is designed to transmit control commands, for example actuator control commands, to the processing unit.
- the processing unit receives the control commands from the main control device and is provided for controlling the actuator in accordance with the instructions transmitted by the main control device.
- the main controller acts as a master unit, and the processing unit serves as a slave unit.
- Such a concept makes it possible, for example, to arrange power electronics for actuation of the actuator spatially separated from the main control device.
- the communication between the main controller and the processing unit usually takes place over a data bus.
- a bus is often a UN bus, a CAN bus or a FlexRay bus.
- the control system has a fault-tolerant driver request module for detecting the driver's brake request and two brake circuit modules for controlling the wheel brakes.
- Each brake circuit module is associated with an electrically controllable brake actuator, which is structurally and logically associated with a local electronics unit for executing actuator-specific control and / or sensor-specific evaluation functions, which is connected via a local brake circuit data bus to the brake circuit module of the respective brake circuit.
- the sensor signals of the respective actuator and of the at least one wheel to which the actuator applies a braking force are detected by the local electronic unit and made available as digital signals to the brake module via the brake circuit data bus.
- the actuators of a brake circuit are electromechanical actuators with an electronically com- mutated motor, whereby the commutation of the motor is carried out in the local electronic unit.
- the local electronic units and the associated sensors are supplied with electrical energy via the brake circuit data bus or via its physical medium.
- the brake circuit modules are connected to one another via a fault-tolerant communication system with the driver request module and with an optionally available control module for calculating superordinate brake control functions.
- the control modules of the vehicle brake system are connected to control modules of further electronic control systems via a fault-tolerant communication system, which is designed as a vehicle data bus.
- the steering request module in addition to the operating or parking brake request, the steering request, the drive level selection, or the drive power request are detected and sent via the communication system to the corresponding control module for adjustment.
- the vehicle dynamics module is in driving dynamic critical situations, showing comfort features such.
- a wheel module for a vehicle with an electrically controllable braking system for controlling the braking force on at least one wheel of the vehicle is known to the wheel module is a desired target braking force for the wheel indicating braking value, a wheel-specific signal of the wheel and another radspezifisches signal of another wheel is supplied.
- the wheel module outputs an actuating signal calculated using the braking value and the wheel-specific signals to an actuator.
- the actuator is used to adjust the braking force on the wheel.
- the wheel is assigned a main control channel and an additional control channel. In both control channels, wheel-specific computation steps are executed in each case. In the main control channel, the control signal is calculated using calculation results of the additional control channel.
- the radspezifische signal of the wheel is supplied to the wheel module with a higher repetition rate than the other radspezifische signal of the other wheel.
- a wheel-specific signal a signal indicating the rotational speed of the wheel is used.
- the wheel-specific computation steps have arithmetic steps for anti-skid control of a wheel in which intermediate results are formed, and using the intermediate results, the control signal is calculated.
- a central module is used for centrally executing vehicle-wide brake control functions, the central module being connected to the wheel modules via one or more data bus systems for exchanging information.
- an electronic brake system for road vehicles with a serving for controlling brake pressure modulators electronics is known.
- the electronics is divided into a plurality of the wheels associated, provided with at least one microcomputer wheel modules with their own intelligence, which are spatially angeord ⁇ net in the vicinity of the wheels.
- a provided with a microcomputer higher-level central module has its own intelligence and is located at a central location of the vehicle.
- the central module receives the values of an operating brake and a parking brake.
- the wheel modules receive a brake pressure setpoint from the central module.
- the wheel modules receive measured values for the wheel speed and the brake pressure from sensors on the associated wheel or brake cylinder or brake pressure modulator.
- the wheel modules transmit at least one of the measured values received from them or information derived therefrom to the central module.
- the wheel modules generate electrical output signals for controlling an associated, preferably structurally combined with the wheel modules brake pressure modulator.
- a brake pressure modification or division is performed in the central modules according to load criteria and / or brake pad wear criteria.
- the wheel modules contain an anti-lock and / or anti-skid function.
- a vehicle reference speed for blocking protection is formed in the central module.
- the power supply of the wheel modules can be switched off in the event of a fault by means of electronic switches or relays through the central module.
- the data buses are designed as optical fibers.
- the wheel modules receive information about brake pad thickness and temperatures via additional input lines. Two wheel modules can be combined to form an axis module.
- DE 43 39 570 A1 shows an electronic brake system in which an intelligent central module and the wheels or wheel groups associated intelligent brake modules are provided hen hen.
- the brake modules are connected to the central module via a communication system and send sensor signals to the central module and receive brake pressure setpoints from the central module.
- the brake modules control the desired brake pressures as a function of the specification of the brake pedal on the wheels by means of the wheels assigned to electrically actuatable actuators.
- the brake pedal is additionally designed as a pressure generator and connectable to the brakes of a brake circuit via a switching unit.
- the brake pedal sensor is connected to a brake module for forwarding the sensor value to the central module and, in the event of a failure of the central module, calculating the desired brake pressures for all wheels and forwarding them to the corresponding brake modules via the communication system. If the brake module fails, this connection is established.
- the brake module connected to the pedal sensor is assigned to the brake circuit which can be connected to the pressure generator actuated by the brake pedal.
- the one with the brake pedal dal operable pressure generator connectable brake circuit is the Vorderachsbremsnik.
- the brake circuit is connected to the brake pedal operable pressure generator when faulty pedal sensor signals occur.
- a brake system for a motor vehicle with an actuating device which is designed as a mounted on the caliper of a wheel electromechanical wheel brake actuator containing a driven by an electric motor in the axial direction spindle.
- the electric motor has a rotor which is formed as a spindle nut of a rotary movement converting it into a linear movement of the spindle spindle gear.
- the axial force of the spindle is multiplied by a mechanical translation and transmitted to a piston of a wheel brake cylinder to press brake pads to a brake disc.
- On the spindle nut rotor magnets of the electric motor are mounted.
- the wheel brake actuator with spindle gear is used as a parking brake.
- An electronic control system is integrated in the housing of the Radbremsaktors.
- Such actuators can be used in land vehicles, in particular for safety-relevant systems, such as electronically controllable parking brake systems.
- safety-relevant systems such as electronically controllable parking brake systems.
- problems can occur if wrong signals are transmitted via the bus.
- safety-relevant systems are affected by such an error, significant consequences for vehicle safety can result.
- the parking brake uncontrollably solve on a slope or lead while driving to an unexpected and unwanted braking. Both can significantly affect the safety of the driver and passengers of a vehicle as well as other road users.
- An actuator device for use in a land vehicle may include an actuator that can actuate a wheel brake of the land vehicle, a drive unit that can drive the actuator, and a processing unit that may be in communication with the drive unit and an external main controller.
- the processing unit can be used for forwarding signals, such as actuator setting commands, for example. be designed by the main controller to the drive unit.
- the actuator device may include a memory for storing actuator-specific information. This may be connected to a monitoring unit, wherein the monitoring unit may be in communication with the processing unit and the drive unit.
- Actuator-specific information for securing system reliability can now be used with this proposed actuator device. This was not yet possible because actuator-specific information could not yet be stored in the form that it could be assigned to a specific actuator.
- the actuator-specific information can now be stored directly in the actuator device, it is possible to resort to this immediately if necessary.
- the functionality of safety-relevant systems such as electronic parking brake systems, can be improved and the high system reliability can be ensured.
- the stored information can be used not only for "defect" detection, e.g., no-load current with simultaneous temperature deviation in the actuator, but also, for example, for narrowing the tolerance of the application force in each individual actuator.
- the compounds of the claimed actuator device can be used to transmit
- the included monitoring unit may be configured to match the actuator-specific information stored in the memory with signals that the processing unit may receive from the main controller.
- the monitoring unit can ensure a control of the actuator according to this adjustment.
- the monitoring unit can therefore be set up to prevent the processing unit from forwarding the signals of the main control device to the drive unit of the actuator, if the adjustment requires it.
- the monitoring unit can be designed to transmit control signals generated by it to the drive unit of the actuator.
- at least one sensor may be included in the actuator device, which may be arranged on the actuator in order to carry out measurements, for example with regard to clamping force and actuator torque.
- At least one processor may be included in the actuator device. This can make it possible to evaluate data, such as measured values of the at least one sensor, directly in the actuator device, without transmitting them via cables to external control devices. This can eliminate inaccuracies due to additional plug contacts and leads outside of the actuator. Therefore, a very accurate sensor value can be used to power off.
- the at least one processor included may be in communication with the at least one sensor in order, as already indicated, to be able to evaluate measured values of the at least one sensor directly in the actuator device.
- the at least one processor included may also be in communication with the memory to pass on these evaluations.
- the evaluations can be stored in memory as it can be calibrated specifically. If, for example, the actuator torque and / or the application force are measured by a sensor, the evaluations of these measurements can be used to narrow the tolerance of the application force. For this purpose, e.g. a correction factor for the application current can be stored. Therefore, for example, a known clamping force reduction can be compensated for by loss of efficiency for each actuator and, when the actuator is replaced, the application current can be selected in accordance with the new actuator.
- external information can be supplied to the memory via at least one connection and stored therein. Via this connection, information stored in the memory, such as evaluations of the at least one sensor included, can be queried from the outside. Furthermore, e.g. Information from an EOL audit is stored for quality and calibration purposes and retrieved when needed.
- the actuator device may be in communication with an energy source.
- the main control device can be supplied with energy via another energy source.
- the connections of the actuator device can be designed to transmit energy in addition to data and signals.
- a connection can therefore comprise, in addition to a data bus, one or more electrical lines.
- the wheel brake which the actuator can actuate can be a parking brake.
- an actuator system may include a main controller and at least one claimed actuator device, and an electronic parking brake that may include one or more of the claimed actuator devices and a main controller.
- a method for driving a claimed actuator device involves four steps.
- the processing unit may receive signals that may be transmitted by the main controller.
- the signals transmitted to the processing unit can be calibrated with actuator-specific information, wherein the actuator-specific information can be stored in the memory and the adjustment can take place in the monitoring unit.
- Step three may include transmitting drive signals to the drive unit.
- control signals can be transmitted from the processing unit to the control unit and correspond to the signals of the main control device, or the monitoring unit can transmit control signals to the control unit, the control signals in this case can be generated by the monitoring unit itself signals .
- the actuation of the actuator by the drive unit on the basis of the drive signals received by the drive unit, take place.
- Fig. 1 shows a schematic view of an embodiment of an actuator device.
- FIG. 2 shows a flow chart of an exemplary embodiment of a method for controlling the actuator device from FIG. 1. Detailed description of the figures
- connection is designed for signal transmission and transmission of electrical voltage or current.
- a connection is designed for signal transmission and transmission of electrical voltage or current.
- such a compound besides e.g. a data bus, one or more electrical lines.
- FIG. 1 shows a schematic view of an actuator device 10.
- the actuator device 10 has a processing unit 14, a drive unit 12 and an actuator 11.
- the drive unit 12 is formed as a unit with the actuator 11 to control this.
- the actuator 11 may include a motor to release or apply a parking brake.
- the processing unit 14 is in communication with the drive unit 12.
- the actuator device 10 comprises a monitoring unit 30, a memory 26, a processor 24 and sensors 18, 20, 22. Between the monitoring unit 30 and the drive unit 12, a connection is provided. The processing unit 14 and the monitoring unit 30 are also in communication with each other.
- the sensors 18, 20, 22 in the actuator device 10 serve to acquire measured values, such as e.g. Actuator torque and clamping force. They are directly connected to the actuator 11 in connection and also between the sensors 18, 20, 22 and the processor 24 connections are provided. About this connection, the measurements of the sensors 18, 20, 22 are transmitted to the processor 24 and evaluated directly in this. Via a further connection in the actuator device 10, which is formed between the processor 24 and the memory 26, the evaluations of the processor 24 are transmitted to the memory 26 in order to be stored therein.
- the memory 26 is also connected to the monitoring unit 30 in addition to the connection to the processor 24.
- a voltage source 32a is provided to supply the actuator device 10 with operating voltage.
- the voltage source 32a directly feeds the drive unit 12 and the applied supply voltage passes via the electrical lines in the connections of the actuator device 10 to the components included, such as the actuator 11, the processing unit 14, the monitoring unit 30, the sensors 18, 20, 22, the processor 24 and the memory 26.
- a vehicle battery (not shown) can serve as the voltage source 32a.
- the actuator device 10 is connected to a main control device 16 in connec ⁇ tion.
- the main controller 16 may include, for example, a microprocessor of an on-board computer of a land vehicle. It is directly connected to the processing unit 14.
- the main control device 16 receives, for example, a driver (park) request for braking and sends corresponding to this Aktuatorstellbedecke to the processing unit 14th
- the actuation of the actuator 11 by the drive unit 12 in accordance with the Aktuatorstellbetatione the main controller 16 takes place only if an adjustment of Aktora- torstellbetatione that receives the processing unit 14 from the main controller 16, with actuator-specific, stored in the memory 26 data within the monitoring unit 30 ".
- the adjustment in the monitoring unit 30 is "positive” if and only if the monitoring unit 30 does not prevent the processing unit 14 from forwarding the actuator setting commands received from the main control unit 16.
- the processing unit 14 is prevented from forwarding the actuator setting commands of the main control unit 16 due to the adjustment in the monitoring unit 30, the adjustment is "negative.”
- the monitoring unit 30 transmits drive signals generated by it directly to the drive unit 12, in accordance with an actuator drive
- the main control device delivers an actuator setting command with a specific application force
- it is adjusted in the monitoring unit 30 to determine whether this application force is sufficient to achieve the desired braking effect 18, 20, 22. It can be seen from these evaluations whether the determined clamping force of the actuating actuator command is sufficient or must be adjusted, eg because of reduced clamping force due to loss of efficiency over the service life of the actuator 1 1.
- a necessary adaptation, such as an increase in the clamping force then takes place by the activation of the actuator 11 according to the signals generated in the monitoring unit 30 itself.
- a second voltage source 32b is shown in FIG.
- This second voltage source 32b supplies the main control device 16 with supply voltage.
- the second voltage source 32b may, as in FIG. 1, be formed separately from the first voltage source 32a, or the two voltage sources 32a and 32b may be identical (not shown).
- the actuator device 10 comprises a connection 28 for information and data transmission between the actuator device 10 and the environment, which is connected in the Aktuatorein ⁇ direction 10 to the memory 26. Via this connection 28 may be playing as requested by a service engineer from the outside from the memory 26 data at ⁇ , or it can quality-related data, for example, are fed through the delivery state of the Akutator worn 10 to be then stored in memory 26th
- a first step VS1 the main control device transmits actuator setting commands to the processing device in accordance with a driver (park) brake request.
- step two VS2 these actuator command commands are now aligned with stored data from memory. The next question is whether this comparison was "positive".
- the Aktuatorstellbetatione received from the processing unit of the main controller and the drive unit of the actuator are forwarded to trigger in the final step VS5, the actuator corresponding to the Aktuatorstellbetatione the main controller.
- step VS4 follows In this step VS4, the monitoring unit itself generates signals which are transmitted instead of the actuator control commands of the main control device to the control unit of the actuator and according to which the actuator is activated in the final step VS5.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/747,255 US8452507B2 (en) | 2007-12-12 | 2008-12-10 | Actuator device and method for controlling the actuator device |
DE112008003119T DE112008003119A5 (de) | 2007-12-12 | 2008-12-10 | Aktuatoreinrichtung und Verfahren zum Ansteuern der Aktuatoreinrichtung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007059688A DE102007059688A1 (de) | 2007-12-12 | 2007-12-12 | Aktuatoreinrichtung und Verfahren zum Ansteuern der Aktuatoreinrichtung |
DE102007059688.1 | 2007-12-12 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2009074309A1 true WO2009074309A1 (de) | 2009-06-18 |
Family
ID=40428131
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2008/010484 WO2009074309A1 (de) | 2007-12-12 | 2008-12-10 | Aktuatoreinrichtung und verfahren zum ansteuern der aktuatoreinrichtung |
Country Status (4)
Country | Link |
---|---|
US (1) | US8452507B2 (de) |
KR (1) | KR20100095461A (de) |
DE (2) | DE102007059688A1 (de) |
WO (1) | WO2009074309A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8287055B2 (en) | 2010-09-28 | 2012-10-16 | Robert Bosch Gmbh | Brake control of a vehicle based on driver behavior |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2011108044A (ja) * | 2009-11-18 | 2011-06-02 | Fanuc Ltd | N個のロボットを同時に制御するロボット制御装置 |
WO2011086693A1 (ja) * | 2010-01-15 | 2011-07-21 | トヨタ自動車 株式会社 | バルブ作用角可変システム |
DE102010002626A1 (de) * | 2010-03-05 | 2011-09-08 | Continental Teves Ag & Co. Ohg | Betriebsverfahren für ein Kraftfahrzeug insbesondere umfassend ein elektronisch gesteuertes und/oder geregeltes Parkbremssystem |
US9187070B2 (en) | 2013-03-14 | 2015-11-17 | Autoliv Asp, Inc. | System and method for maintaining operational states of vehicle remote actuators during failure conditions |
DE102017001657A1 (de) | 2017-02-21 | 2018-08-23 | Lucas Automotive Gmbh | Zugriffsgeschützte Ansteuerung eines Aktuators einer elektrischen Parkbremse |
DE102017204178A1 (de) * | 2017-03-14 | 2018-09-20 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Absicherung der Funktionsfähigkeit eines Bedienelements einer Parkbremse |
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2007
- 2007-12-12 DE DE102007059688A patent/DE102007059688A1/de not_active Withdrawn
-
2008
- 2008-12-10 DE DE112008003119T patent/DE112008003119A5/de active Pending
- 2008-12-10 US US12/747,255 patent/US8452507B2/en not_active Expired - Fee Related
- 2008-12-10 WO PCT/EP2008/010484 patent/WO2009074309A1/de active Application Filing
- 2008-12-10 KR KR1020107015438A patent/KR20100095461A/ko not_active Application Discontinuation
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DE4022671A1 (de) * | 1990-07-17 | 1992-01-23 | Wabco Westinghouse Fahrzeug | Elektronisches bremssystem fuer stassenfahrzeuge |
DE19832167A1 (de) * | 1997-11-22 | 1999-05-27 | Itt Mfg Enterprises Inc | Elektromechanisches Bremssystem |
DE19854788A1 (de) * | 1998-11-27 | 2000-05-31 | Wabco Gmbh & Co Ohg | Radmodul für ein Fahrzeug |
DE19954284A1 (de) * | 1999-11-11 | 2001-05-17 | Bosch Gmbh Robert | Elektrisch gesteuertes Bremssystem für ein Fahrzeug |
US20040162650A1 (en) * | 2003-02-19 | 2004-08-19 | Stefan Kueperkoch | Fault-tolerant vehicle stability control |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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US8287055B2 (en) | 2010-09-28 | 2012-10-16 | Robert Bosch Gmbh | Brake control of a vehicle based on driver behavior |
Also Published As
Publication number | Publication date |
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KR20100095461A (ko) | 2010-08-30 |
US20100314207A1 (en) | 2010-12-16 |
DE112008003119A5 (de) | 2011-01-20 |
DE102007059688A1 (de) | 2009-06-25 |
US8452507B2 (en) | 2013-05-28 |
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