WO2011116998A1 - Dispositif et procédé pour commander un système de freinage - Google Patents

Dispositif et procédé pour commander un système de freinage Download PDF

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Publication number
WO2011116998A1
WO2011116998A1 PCT/EP2011/051036 EP2011051036W WO2011116998A1 WO 2011116998 A1 WO2011116998 A1 WO 2011116998A1 EP 2011051036 W EP2011051036 W EP 2011051036W WO 2011116998 A1 WO2011116998 A1 WO 2011116998A1
Authority
WO
WIPO (PCT)
Prior art keywords
control medium
pressure
brake
brake cylinder
providing
Prior art date
Application number
PCT/EP2011/051036
Other languages
German (de)
English (en)
Inventor
Klaus Heyer
Urs Bauer
Willi Nagel
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 WO2011116998A1 publication Critical patent/WO2011116998A1/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
    • B60T8/42—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 having expanding chambers for controlling pressure, i.e. closed systems
    • 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
    • B60T13/745—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 a hydraulic system, e.g. a master cylinder
    • 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
    • B60T8/447—Reducing the boost of the power-assist booster means to reduce brake pressure

Definitions

  • the invention relates to a device for controlling a brake system in a vehicle and to a corresponding method.
  • a brake pedal is used to build up a brake pressure for a control medium in a master cylinder.
  • a brake circuit is connected, which is fluidly connected to a brake cylinder of the vehicle via a line and can be actuated by means of the control medium.
  • an intake valve for the brake cylinder is opened, and the pressure of the control medium built up in the master cylinder is transmitted to the brake cylinder via the pipe.
  • the brake cylinder is actuated and the wheel is braked or blocked.
  • said duct is additionally connected to an exhaust valve which is actuated in response to a wheel lock.
  • This allows the control medium to flow through the exhaust valve in a buffer and the pressure on the brake cylinder of the wheel is reduced, ie the brake cylinder is released again and the wheel is no longer blocked.
  • the exhaust valve is repeatedly opened for a short time in order to prevent the wheel from locking. So it flows more and more control medium in the cache.
  • it is fed back to the master cylinder via a return pump.
  • the device defined in claim 1 for controlling a brake system in a vehicle and the corresponding method according to claim 10 have the advantage that return pumps for reclaiming a control medium in a control circuit for at least one brake cylinder are no longer required and thus the cost of the Return pump in a vehicle omitted. On the other hand, weight is saved, which reduces overall fuel consumption for the vehicle. Another advantage is that further components or control devices such as a control technology of an anti-lock brake system can be used without changes, which is also inexpensive. Finally, the maximum time for a
  • the buffer comprises a means for quickly absorbing and dispensing volumes of the control medium, in particular a return spring, and / or the means for providing the control medium comprise a spring.
  • the cache and also the means for providing control medium so that control medium with high dynamics record and can deliver again.
  • the means for providing comprising in particular pistons, by means of pressure and / or tensile forces operable.
  • the advantage here is that the means for providing control medium so that in a simple manner indirectly, for example by means of a brake pedal, which is acted upon for braking with pressure of a foot controllable.
  • Another advantage is that upon actuation of the means for providing by means of tensile forces, a feedback of the control medium supporting control is enabled. If the means for providing are designed in the form of pistons, they can also be moved counter to a pressure direction of the piston by applying tensile forces, so that a negative pressure which supports a return of control medium can be generated by means of the pistons in the control medium reservoir.
  • an amplifier for amplifying and / or a limiter for limiting the strength of
  • Brake signal arranged.
  • the advantage here is that a brake signal, for example, manually generated by a pedal travel of a brake pedal, does not depend solely on the pressure or force on the brake pedal, that is, the driver requires less to achieve an equal braking effect
  • the dosage of the brake signal can also be adjusted by the amplifier, so that, for example, the driver is able to achieve easier metering of a braking force which he wishes to achieve.
  • the advantage of a limiter is that there is a limitation on the strength of the brake signal, in particular the tensile forces of the means for providing.
  • the brake signal is in particular manually generated by a pedal travel of a brake pedal. If an amplifier is also arranged, the limiter can cooperate with the amplifier to the effect that damage to the means for
  • the limiter may also include a decoupler.
  • a brake pedal and the means for providing the amplifier can be at least partially decoupled.
  • the limiter limits the amount of brake signal required by a driver for a desired braking force, since the failed amplifier is not additionally actuated by the pedal force.
  • the amplifier cooperates with a motor for amplifying the brake signal. The amplifier acts in particular with the engine in such a way that also pressure and / or tensile forces can be transmitted between the amplifier and the motor.
  • the limiter comprises a clutch.
  • the coupling can be integrated in a simple manner in the limiter. If the limiter interacts with an amplifier, this makes partial or complete decoupling of the amplifier on the one hand and means for providing and the brake pedal on the other possible, which increases the comfort for a driver.
  • the limiter can be actuated mechanically or electromechanically.
  • mechanical actuation is simple and inexpensive, whereas electromechanical actuation allows controllable control of the limiter and thus increases the flexibility of the limiter.
  • the device comprises at least one pressure sensor and / or at least one displacement sensor, which cooperates in particular with a device for transmitting a brake signal.
  • the advantage here is that the pressure of the control medium, for example, in the master cylinder can be measured simply and reliably by means of the pressure sensor.
  • the advantage of the displacement sensor is that a state change of the device for transmitting a brake signal can be detected. If the device comprises both a pressure sensor and a displacement sensor, in this way the volume of control medium in the control medium reservoir can be determined in particular continuously.
  • the pressure sensor can also cooperate with an electromagnetic limiter for regulating or limiting the strength of the brake signal.
  • a decoupler is arranged between a pedal and the device for transmitting a brake signal.
  • the advantage of this is that it enables decoupling of the pedal and control medium reservoir. This increases the comfort for the driver since For example, pedal movements are minimized by interfering with the brake system by means of an anti-lock braking system. In addition, it is thus prevented that a pedal shifts due to a back flow of brake fluid in the control medium reservoir back towards the driver. Finally, it is also possible to transmit a brake signal between the pedal and the control medium reservoir, if an amplifier for amplifying the brake signal is arranged and this fails.
  • the return of the control medium by means of pressure and / or tensile forces is also possible.
  • the control medium on the one hand can be pressurized to return this in the control medium reservoir
  • tensile forces for example on a piston of the control medium reservoir.
  • a negative pressure is created which facilitates the return of the control medium.
  • a correspondingly formed spring in the buffer which cooperates with a piston, at the same time act on a piston in the control medium reservoir with tensile forces, so that this volume releases for the attributable control medium.
  • a negative pressure is generated, which considerably facilitates the return of the control medium into the control medium reservoir.
  • 1 shows a device for controlling a brake system in a vehicle according to a first embodiment of the present invention.
  • 2 shows a device for controlling a brake system in a vehicle and connection to a control circuit for at least one brake cylinder. Description of exemplary embodiments
  • FIG. 1 shows an apparatus for controlling a brake system in a vehicle according to a first embodiment of the present invention.
  • reference numeral 1 denotes an apparatus for controlling a brake system in a vehicle according to the first embodiment of the present invention.
  • This comprises a control medium reservoir in the form of a master cylinder 2, in which again a floating piston 2a and a further piston 2b are arranged.
  • Springs 2c, 2d are arranged on the pistons 2a, 2b, the springs 2c being in operative connection with the housing 2 of the master cylinder 2, and the springs 2d being in operative connection with the piston 2a.
  • a storage tank V is arranged, which via lines with the
  • Master cylinder 2 is in fluid communication.
  • the one line is arranged such that in the interior of the master cylinder 2 a region between the housing of the master cylinder and the piston 2 a can be acted upon with control medium, the other line is arranged in such a way that inside the main cylinder 2 a region between the pistons 2 a, 2 b can be acted upon with control medium.
  • the master cylinder 2 is thus formed substantially as a tandem master cylinder.
  • a device 3 for transmitting a brake signal for the master cylinder 2 is arranged.
  • the device 3 for transmitting a brake signal essentially comprises a plunger 3a, 3b, which is divided into two parts. In this case, the two parts 3a, 3b of the plunger 3 via a pedal decoupling unit 9 in operative connection.
  • the right-hand plunger 3b in FIG. 1 is connected at one end to the pedal decoupling unit 9 and at the other end to a pedal 8 for transmitting a brake signal from the pedal 8. connected directly to the master cylinder 2.
  • the part 3a is connected at one end to the pedal decoupling 9, with its other end to the piston 2b of the master cylinder 2 so that both pressure and tensile forces between the master cylinder 2 and ram 3 can be transmitted via this connection 4a.
  • a first displacement sensor 7a On the part 3a of the plunger 3 is a first displacement sensor 7a, on the part 3b of the plunger 3, a second displacement sensor 7b is arranged, each measuring a displacement of the parts 3a, 3b of the plunger 3. Act the two displacement sensors 7a, 7b together, the relative distance between the two parts 3a, 3b of the plunger 3 can be measured. Act these in addition to a pressure sensor 7 together, so that a detection of the volume in the master cylinder 2 located control medium is possible.
  • an amplifier 5 is arranged, which amplifies the braking signal generated by the pedal 8 by being in operative connection with the part 3a of the plunger 3, in order to be able to transmit corresponding forces for amplification.
  • the amplifier 5 is driven by a motor 6, wherein amplifier 5 and motor 6 are designed so that also a transmission of compressive and / or tensile forces is made possible.
  • a limiter 4b serves to limit the forces transmitted between part 3a of the plunger 3, amplifier 5 and / or motor 6, in particular the tensile forces. This limitation, in particular of the tensile forces, by means of the limiter 4b can be effected mechanically, for example by a coupling (not shown) or else electromechanically by means of a coupling element (not shown).
  • both the mechanical and the electromechanical decoupling can be reversible, that is, the limiter 4b allows for a falling below a certain predetermined force turn a frictional connection at least indirectly between the part 3a of the plunger 3 and the amplifier 5, so again forces between the part 3a of the plunger 3 and the amplifier 5 can be transmitted.
  • the amplifier 5 may comprise the limiter 4b, so that the amplifier 5 and the limiter 4b essentially form a structural unit.
  • the limiter 4b may also be arranged separately from the amplifier 5 and be in operative connection therewith for limiting the forces transmitted between part 3a of the plunger 3, amplifier 5 and / or motor 6.
  • FIG. 2 shows a device for controlling a brake system in a vehicle with a connected control circuit for at least one brake cylinder.
  • a device 1 for controlling a brake system in a vehicle comprises a master cylinder 2, to which two control circuits Si, S 2 are connected by means of lines Li, L 2 .
  • the line L- ⁇ and (corresponding to line L 2 ) leads from the master cylinder 2 via a first branch, the line Li is fluidically connected via the first branch with a line Lf, via each inlet valve 9 'to a respective brake cylinder 10 for a left or right wheel.
  • a second branch is arranged, to which a further line L a is connected, which leads to a respective outlet valve 1 1.
  • the two exhaust valves 1 1 for each left and right wheel are connected via lines L b , L c with a common line L- ⁇ ', connected to the fluidically connected in parallel a latch 12 is arranged.
  • a check valve 13 is arranged, wherein the line Li' is finally fluidly connected to the line Li via the first branch.
  • the check valve 13 opens in the direction of the first branch and locks in the direction of the buffer 12 and the exhaust valves 1 1.
  • a brake signal is transmitted via a pedal decoupling unit 9 and an electronic brake booster 5 to the master cylinder 2 by displacing a plunger
  • the master cylinder 2 then acts accordingly by shifting its pistons 2a, 2b a located in the lines L- ⁇ , L 2 control medium with pressure.
  • the inlet valves 9 ' are already opened without current, at the same time the exhaust valves 1 1 closed normally, so that at the brake cylinders 10, the control medium with the pressure of the master cylinder 2 beauf- is struck.
  • the brake cylinder 10 is actuated and initiated a braking of the vehicle.
  • the corresponding outlet valve 1 1 is opened, so that no or no longer completely the control medium is subjected to the pressure of the master cylinder 2.
  • the brake cylinder 10 is thereby released, and the corresponding wheel is no longer blocked.
  • the control medium flowing via the line L a , the outlet valve 1 1 and the line L b is received by the buffer 12, which is designed as a low-pressure accumulator, and buffered therein. Since during braking the pressure in the line L- ⁇ is greater than the pressure between the outlet valve 1 1 and check valve 13 in the lines L b , L c , is or remains the check valve 13 initially closed.
  • Whether there is sufficient control medium in the master cylinder 2 can be checked, for example, by means of a pressure sensor 7 connected to the master cylinder 2 and displacement sensors 7a, 7b which detect a displacement of at least the part 3a of the plunger 3.
  • the check valve 13 is thereby automatically closed and the braking can be continued.
  • the intake valves 9 ' can be switched pressure balanced so that they are opened after returning the control medium into the master cylinder 2 when the brake booster 5 has reached a same or higher pressure as in the line Li between intake valve 9' and brake cylinder 10th
  • the buffer 12 is designed so that only a small volume of the control medium are cached and this can be dispensed quickly again. The earlier or faster the control medium can be made available again to the master cylinder 2, the faster a corresponding pressure can be made available again by the control medium on the brake cylinder 10.
  • a correspondingly small intermediate memory 12 also influences a possible pedal travel of the pedal 8. If the volume of the intermediate memory 12 is small, the pedal travel is also corresponding - - Small, ie in total so that the pedal travel of the pedal 8 indirectly dependent on the volume of the latch 12.
  • the latch 12 comprises a return spring, which provided the corresponding pressure for flowing back the control medium into the master cylinder 2 or the line L-1.
  • the return of the control medium to the master cylinder 2 takes place at a longer braking signal in particular short time intervals or pulses.
  • the duration of such an interval depends in particular on the duration and strength of the brake signal, as well as on the strength of the return spring in the buffer 12 or the springs 2c, 2d of the pistons 2a, 2b in the master cylinder. 2
  • the decoupler 9 in the form of the pedal decoupling unit serves on the one hand to at least partially decouple the movement of the piston 2a, 2b of the master cylinder 2 from the pedal 8. If the pedal 8 were not decoupled, a driver would feel a pressure drop in the control medium and the repressurization in the control medium, etc. indirectly through the master cylinder 2 by a pedal 8 moving in the respective direction; This is at least partially suppressed by the pedal decoupling unit 9. Furthermore, if the control medium flows through the exhaust valves 11 from the brake cylinder 10 into the buffer 12, the pedal 8 would yield, that is, the pedal travel would be correspondingly longer. Finally, the pedal decoupling 9 is designed so that in case of failure of the amplifier 5, an at least indirect mechanical connection between the pedal 8 and master cylinder 2 is provided, in particular so that an extended pedal travel of the pedal 8 is avoided as possible. - -
  • a brake signal not only by means of a pedal available, but it is also possible, a brake signal by a device that monitors the driving condition of a vehicle, such as an electronic stability program, short ESP, traction control, short ASR or the like to provide.

Landscapes

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

Abstract

L'invention concerne un dispositif pour commander un système de freinage sur un véhicule, comprenant un réservoir de fluide de commande (2) pour un fluide de commande, en particulier un maître-cylindre, pour l'actionnement au moins indirect d'un cylindre de frein (10), des moyens pour la mise à disposition (2a, 2b, 2c, 2d, 9', L1, L2) du fluide de commande sur le cylindre de frein (10) avec une première pression à l'aide d'un signal de freinage, des moyens pour recycler (La, Lb, Lc, L11, L'1) au moins une première partie du fluide de commande alimentant le cylindre de frein (10) vers le réservoir de fluide de commande (2) dans le cas d'une seconde pression, et un réservoir intermédiaire (12), en particulier un réservoir intermédiaire basse pression, les moyens pour le recyclage (La, Lb, Lc, L11, L'1) coopérant avec le réservoir intermédiaire (12) lors du recyclage du fluide de commande vers le réservoir de fluide de commande (2), de telle sorte que la première partie du fluide de commande pour le réglage du cylindre de frein (10) est stockée provisoirement dans le réservoir intermédiaire (12) avec la seconde pression et est recyclée, et les moyens pour la mise à disposition (2a, 2b, 2c, 2d, 9', L1, L2) mettent à disposition le fluide de commande dans le réservoir de fluide de commande (2) avec une pression inférieure à la seconde pression et les moyens pour la mise à disposition (2a, 2b, 2c, 2d, 9', L1, L2) mettent à disposition le fluide de commande sur le cylindre de frein (10) avec au moins la seconde pression. L'invention concerne également un procédé correspondant.
PCT/EP2011/051036 2010-03-25 2011-01-26 Dispositif et procédé pour commander un système de freinage WO2011116998A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010003290 DE102010003290A1 (de) 2010-03-25 2010-03-25 Vorrichtung und Verfahren zum Steuern eines Bremssystems
DE102010003290.5 2010-03-25

Publications (1)

Publication Number Publication Date
WO2011116998A1 true WO2011116998A1 (fr) 2011-09-29

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PCT/EP2011/051036 WO2011116998A1 (fr) 2010-03-25 2011-01-26 Dispositif et procédé pour commander un système de freinage

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WO (1) WO2011116998A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3056398A1 (fr) * 2015-02-13 2016-08-17 Autoliv Nissin Brake Systems Japan Co., Ltd. Système de freinage

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012002117A1 (de) * 2012-02-06 2013-08-08 Ipgate Ag Bremsvorrichtung für Kraftfahrzeuge

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3425751A (en) * 1965-05-14 1969-02-04 Heinz Wehde Hydraulic brake-operation device for vehicles of all types with skidding prevention means
US3521934A (en) * 1967-04-08 1970-07-28 Teldix Gmbh Apparatus for preventing loss of braking force in a hydraulic brake system having a brake control system for preventing wheel locking
US4395883A (en) * 1980-12-22 1983-08-02 General Motors Corporation Electric brake booster
EP0436926A2 (fr) * 1990-01-08 1991-07-17 Bayerische Motoren Werke Aktiengesellschaft Système de freinage pour véhicules automobiles
EP0485367A2 (fr) * 1988-08-26 1992-05-13 ITT Automotive Europe GmbH Procédé de surveillance d'un système de freinage et système de freinage pour sa mise en oeuvre
DE19616495A1 (de) * 1995-05-05 1996-11-07 Volkswagen Ag Druckmittelbetätigte Bremsanlage für Kraftfahrzeuge
DE102005033868A1 (de) 2005-07-20 2007-01-25 Robert Bosch Gmbh Vorrichtung zum Aufbau von Bremskraft in einem Bremssystem eines Fahrzeugs
WO2008122469A1 (fr) * 2007-04-10 2008-10-16 Robert Bosch Gmbh Système de freinage
EP2103493A1 (fr) * 2008-03-20 2009-09-23 Peugeot Citroën Automobiles S.A. Système de contrôle de stabilité et de trajectoire d'un véhicule automobile utilisant un servofrein actif

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3425751A (en) * 1965-05-14 1969-02-04 Heinz Wehde Hydraulic brake-operation device for vehicles of all types with skidding prevention means
US3521934A (en) * 1967-04-08 1970-07-28 Teldix Gmbh Apparatus for preventing loss of braking force in a hydraulic brake system having a brake control system for preventing wheel locking
US4395883A (en) * 1980-12-22 1983-08-02 General Motors Corporation Electric brake booster
EP0485367A2 (fr) * 1988-08-26 1992-05-13 ITT Automotive Europe GmbH Procédé de surveillance d'un système de freinage et système de freinage pour sa mise en oeuvre
EP0436926A2 (fr) * 1990-01-08 1991-07-17 Bayerische Motoren Werke Aktiengesellschaft Système de freinage pour véhicules automobiles
DE19616495A1 (de) * 1995-05-05 1996-11-07 Volkswagen Ag Druckmittelbetätigte Bremsanlage für Kraftfahrzeuge
DE102005033868A1 (de) 2005-07-20 2007-01-25 Robert Bosch Gmbh Vorrichtung zum Aufbau von Bremskraft in einem Bremssystem eines Fahrzeugs
WO2008122469A1 (fr) * 2007-04-10 2008-10-16 Robert Bosch Gmbh Système de freinage
EP2103493A1 (fr) * 2008-03-20 2009-09-23 Peugeot Citroën Automobiles S.A. Système de contrôle de stabilité et de trajectoire d'un véhicule automobile utilisant un servofrein actif

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3056398A1 (fr) * 2015-02-13 2016-08-17 Autoliv Nissin Brake Systems Japan Co., Ltd. Système de freinage
US10017168B2 (en) 2015-02-13 2018-07-10 Autoliv Nissin Brake Systems Japan Co., Ltd. Brake system
US10106138B2 (en) 2015-02-13 2018-10-23 Autoliv Nissin Brake Systems Japan Co., Ltd. Brake system

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