WO2013037568A1 - Système de freinage pour véhicules à moteur et procédé de fonctionnement associé - Google Patents

Système de freinage pour véhicules à moteur et procédé de fonctionnement associé Download PDF

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Publication number
WO2013037568A1
WO2013037568A1 PCT/EP2012/065455 EP2012065455W WO2013037568A1 WO 2013037568 A1 WO2013037568 A1 WO 2013037568A1 EP 2012065455 W EP2012065455 W EP 2012065455W WO 2013037568 A1 WO2013037568 A1 WO 2013037568A1
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WO
WIPO (PCT)
Prior art keywords
brake
master cylinder
pressure
line section
hydraulic line
Prior art date
Application number
PCT/EP2012/065455
Other languages
German (de)
English (en)
Inventor
Stefan A. Drumm
Steffen Linkenbach
Marco Besier
Johann Jungbecker
Lothar Schiel
Original Assignee
Continental Teves Ag & Co. Ohg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2013037568A1 publication Critical patent/WO2013037568A1/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
    • 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
    • B60T8/4081—Systems with stroke simulating devices for driver input

Definitions

  • the invention relates to a brake system for automotive vehicles including a brake operating member and at least one betae ⁇ actuating displacement sensor for detecting an accommodated by operating the brake operation element expressed desire to brake, a tandem master cylinder with a first and a second master cylinder chamber, a first and a second hydraulic line section, each with the first and second master cylinder chamber are connected, and wheel brakes, which are each associated with normally open valves by each of the wheel brakes with one of the hydraulic line sections is separately connectable or decoupled from him. It also relates to an associated operating method.
  • Such a brake system which is also referred to as Multiplexbrems- system is, for example, from
  • the wheel brakes respectively arrange ⁇ th normally open valves are also referred to as multi plexventile because they allow in a multiplex process Radbremstikmodulation.
  • a multiplexing process a time borrowed variable brake system pressure built up and the individual wheel brakes associated valves are operated sequentially, so that at a given time in each case the brake ⁇ pressure of the currently connected, ie not decoupled brake or brakes is controlled, the variation of the brake system pressure and the time window of the connection This wheel brake or wheel brakes are matched to the brake system pressure. Once this wheel brake pressure is adjusted, the corresponding multiplex valves are closed, and the brake pressure adjustment or modulation can be continued with other wheel brakes.
  • Such a multiplexing process a time borrowed variable brake system pressure built up and the individual wheel brakes associated valves are operated sequentially, so that at a given time in each case the brake ⁇ pressure of the currently connected, ie not decoupled brake or brakes is controlled, the variation of the brake system pressure and the time window of the connection
  • Multiplexing can be performed very quickly and repeatedly in rapid control operations, such as ABS.
  • Another multiplex brake system is known from DE 34 13 430.
  • a first technical disadvantage of the systems described in the abovementioned publications is that the pressure medium volume or brake fluid volume that can be supplied to the multiplex valves is supplied exclusively by the tandem master brake cylinder.
  • Such an embodiment leads to a conflict of objectives in the design of the Tandemhauptbrems- cylinder (THZ).
  • the held-up pressure medium volume should be dimensioned so large that a so-called fading, ie a decrease in the effect of the wheel brakes, by applying a larger pressure medium volume and the concomitant pressure increase can be compensated.
  • the pressure medium volume of each of the two master cylinder chambers should be dimensioned so small that due to a possible leakage loss path of the brake actuator, such as a brake pedal, due to the pressure medium loss of the affected main brake ⁇ cylinder chamber is minimized.
  • a second drawback of those described in the prior art Systems is the significant length, which is due to the coaxial sequential arrangement of actuator and tandem master brake cylinder.
  • an actuator for brake force boosting for example a brake booster
  • a brake booster is provided between the brake actuation element and the tandem master brake cylinder.
  • a modern car such a long arrangement is very difficult to install.
  • the invention is therefore based on the object in a brake system mentioned above to solve the conflict of objectives in the interpretation ⁇ tion of the tandem master cylinder in known systems and to increase the crash safety and comfort for the driver significantly. Furthermore, a corresponding operating method should be specified.
  • Master brake cylinder chamber and first and second hydraulic line section and connecting devices are provided for connecting the first and second hydraulic line section with the electronically controllable pressure source.
  • the invention is based on the consideration that the above design conflict for the size of the two chambers of the tandem master cylinder is not solvable as long as in a conventional braking and the occurrence of fading pressure medium volume exclusively from the chambers of the tandem master cylinder in the brakes is ge ⁇ directs.
  • Brake system pressures for by-wire operation Therefore, braking operations are provided without the involvement of pressure medium from the tandem master cylinder, so that the sizing of the tandem master cylinder can be fully optimized in favor of its function in the fallback level.
  • the goal inherent in the state of the art conflict of interest is repealed. This allows the selection of a smaller piston cross-section to produce high brake system pressure with moderate pedal force in the fallback level.
  • tandem master cylinder can be equipped in favor of optimal residual braking effect in fallback mode of operation in a circular failure with correspondingly shortened in terms of their axial length chambers.
  • volume of the master cylinder chamber concerned corresponding pedal lost to ⁇ additionally in the art of pedal travel which results from the quotient of the fading reserve volume of affected by the leakage circuit and the piston area.
  • the second above-mentioned disadvantage namely a long length, when the actuator and tandem master cylinder are arranged one behind the other, can be completely eliminated.
  • the actuator is wegluci or not in the immediate vicinity of the ⁇ Barer tandem master cylinder installed and in addition, this correspondingly short decor with dark ⁇ tet by the now smaller possible volume of the chambers of the tandem master brake cylinder. Since the braking takes place via an external pressure source, it can be coupled via hydraulic lines and valves, so that there is no longer any need to arrange the pressure source or the actuator and the tandem master cylinder in a row or in series.
  • the disadvantage of the pedal repercussions on the driver during the pressure modulation at the wheel brakes can be completely eliminated. Due to the decoupling of the tandem master cylinder according to the invention via electrohydraulic valves, pedal repercussions during multiplexing are excluded.
  • the brake system can be distorted to provide fading volume of brake fluid through the tandem master cylinder, thereby optimizing the tandem master cylinder with respect to providing a dual-circuit hydraulic fallback level.
  • Directional valves are formed, wherein in each case a separating device or a separating valve when energized, the master cylinder from Lei separating section and in each case a dacaseinrich ⁇ device or a Zuschaltventil when energized connects the pressure source with the line section.
  • pre ⁇ see a control and regulating unit which energizes the cutting and connecting means upon actuation of the brake operating element and as ⁇ uncouples by the master brake cylinder chambers of the respective hydraulic line section and connecting the pressure source to the respective line section.
  • a hydraulically actuated simulator with an elastic simulation element is provided for pedal travel simulation, is displaced in the actuation of the brake actuator from the main ⁇ brake cylinder chambers brake fluid, whereby the elastic simulation element is compressed.
  • a pedal travel can be simulated, which corresponds to ordinary hydraulic brake systems, in which the driver directly by pressing the brake pedal pushes pressure medium into the brakes and directly feels a pedal travel, which corresponds to the sum of the displaced from the tandem master cylinder in the wheel brakes fluid volumes ,
  • the inventive decoupling of the chambers of the tandem master cylinder of the line ⁇ sections and the connection of the simulator to the master cylinder chambers in the normal operating state a pedal travel is simulated without repercussions on the Pe ⁇ dal by braking pressure modulations, for example as a result of wheel brake pressure control processes occur.
  • control unit advantageously controls in dependence on the braking request the driver the pressure source to build up pressure in the wheel ⁇ brakes.
  • the brake system described above may be interpreted differently with respect to the Auftei ⁇ development of the wheel brakes to brake circuits.
  • the two front wheel brakes and the other brake circuit, the two rear wheel brakes are assigned to each brake circuit (axle brake circuit interpretation ⁇ tion).
  • a diagonal Bremsnik- interpretation may be provided, each of the brake circuits are each assigned a front and a rear brake.
  • the ge above ⁇ above object is inventively achieved in that an electronically controllable pressure source having a pressure chamber, is held ready in the pressure medium for actuating the wheel brakes, as well as separating means of the hydraulic for separating Connections between the first and second master cylinder chamber and the first and second hydraulic line section and connecting means for connecting the first and second hydraulic line section are provided with the electronically controllable pressure source, wherein during a braking operation, the master brake cylinder chambers are hydraulically decoupled from the respective line section and the electronically controlled Pressure source is switched on.
  • additional brake fluid volume is promoted by the pressure source from the pressure chamber in the individual wheel brakes when fading occurs, so that the desired or required braking effect is realized.
  • the pressures of the two hydraulic line sections are advantageously detected.
  • the pressure of at least one of the chambers of the tandem master cylinder is detected.
  • Braking operation can be designed by an addition to the tandem master cylinder provided pressure source, the chambers of Tan ⁇ demhauptbremszylinders for optimized provision of a dual-circuit hydraulic fallback level. Due to the hydraulic decoupling of the master cylinder chambers during a braking operation and by the brake pressure build-up by means of the pressure source pedal ⁇ repercussions are completely avoided. By using a simulator which takes on ⁇ during braking pressure medium from the two chambers of the tandem master cylinder, the driver is a realistic pedal feel Transfer on ⁇ telt.
  • FIG. 1 shows in a highly schematic representation of the figure, a brake system with a brake actuation unit, a tandem master cylinder and these separable hydraulically connected wheel brakes in a preferred embodiment.
  • the brake system 2 has a brake actuating element 8 designed as a brake pedal, which is coupled to a piston 10 of a tandem master cylinder (THZ) 14.
  • the THZ has a first master cylinder chamber 20 and a second master cylinder chamber 26.
  • the two chambers 20, 26 are hydraulically connected to a brake fluid reservoir 32.
  • the braking request of the driver upon actuation of the brake actuation element 8 is determined by a redundant ⁇ guided actuation travel sensor 38, 44.
  • the first master cylinder chamber 20 is hydraulically connected to a first hydraulic line section I, to which the wheel brakes 56, 64 are connected.
  • the second main ⁇ brake cylinder chamber 26 is hydraulically connected to a second line section II, to which the wheel brakes 70, 76 are connected.
  • the pressure in the first line section I is from a
  • Pressure sensor 114 and the pressure in the second line section II detected by a pressure sensor 118 and forwarded to an electronic unit or control unit 170.
  • the brake system 2 is designed as a multiplex brake system.
  • the wheel brake 56 is associated with a valve 90 and the wheel brake 64 with a valve 96.
  • the valves 90, 96 are de-energized open and lock during energizing the respective connection between the wheel and the respective line section in ⁇ the directions.
  • valves 102, 108 have a normally open design.
  • the valves 90, 96, 102, 108 which are configured as 2/2-valves, form a Ven ⁇ tilzan that a multiplex process, that enable SEQUENTIEL ⁇ les individual adjustment of brake pressure in the wheel brakes 56, 64, 70, 76 , That is, it is only one of these valves open until the desired brake ⁇ pressure is set.
  • one of the other three valves is opened, which during a braking operation, in particular with rapid brake pressure ⁇ modulations, such as ABS regulations, often can be done one behind the other. If the same pressure is required in two or more wheel brakes, it makes sense to open the respective multiplex valves no longer sequentially, but together and adjust the pressure at the same time. Even if a wheel brake pressure with higher priority is to be changed than the others, the purely sequential procedure is deviated from and the wheel brake with higher priority is served first.
  • the brake system 2 allows individual Radbremstikeinstel ⁇ lungs due to the multiplex valve group 90, 96, 102, 108 and at the same time allows an optimized design of the size and geometry of the master cylinder chambers 20, 26 with respect to a two-circuit fallback or there occurs leakage of one of the two chambers.
  • Separate valves 160, 168 are provided for by-wire normal operation, during which the two master brake cylinders are actuated during braking. derclon 20, 26 are hydraulically separated or disconnected from the line sections I, II.
  • the two normally open isolation valves 160, 168 will be supported by the electronic control unit (ECU) 170 angesteu ⁇ ert.
  • ECU electronice control unit
  • connection valves or Zuschaltven ⁇ tile acting normally closed valves 130 see 142 pre ⁇ which are energized during normal operation whereby the pressure chamber 192 is hydraulically connected to the line sections I, II.
  • a simulator 174 is provided with a resilient simulation element 180, in which upon actuation of the brake pedal pressure medium from the Hauptbremszylinderkam ⁇ chambers 20, 26 is conveyed.
  • a simulator piston is pressed against the simulation element 180, whereby a reproducible coupling of pedal force and pedal travel, and thus the pedal ⁇ feeling is generated.
  • a simulator release valve 182 which releases flow of pressure medium from a simulator spring chamber when energized or alternatively two (not shown), the hydraulic connections from the master brake cylinder chambers 20, 26 to the simulator shut off without power and when energizing free-giving Simulatorfeigabe ⁇ valves.
  • the simulator release valve 182 is a check ⁇ valve 184 connected in parallel, whereby a substantially undamped pedal return is possible.
  • a pressure source 186 with a pressure chamber 192 is provided according to the invention, which is triggered by the control and regulation unit 170 when a braking operation is initiated.
  • the valves 130, 142 are switched to open, so that from the Pressure chamber 192, in the Druckstoffante a Druckkol ⁇ ben 198 is moved, pressure medium in the line ⁇ sections I, II and further in the wheel brakes 56, 64, 70, 76 can be transported.
  • the multiplex valves 90, 96, 102, 108 are each opened or closed sequentially, in groups or according to a prioritization scheme, in order to set the desired brake pressure.
  • the pressure chamber 192 of the actuator or the pressure source 186 is not connected to the brake fluid reservoir 32 in contrast to the master cylinder chambers 20, 26 in the unactuated state of the brake actuator 8 and brake pedal. No transverse bores are provided in the piston or pressure piston 198 of the actuator.
  • This has the advantage that, for a possible leakage of the (Boost) Venti ⁇ le 130, 142 or one of the parallel-connected (non-return or blocking) valves 136, 148 is not to Le ⁇ ckage from the concerned line section I , II via the actuator comes to the container.
  • a temperature compensation is only necessary for the tandem master cylinder 14.
  • expanding pressure medium would result in a Radbremstik admitted ten ⁇ ren.
  • An appropriate temperature-related pressure buildup in the actuator is via the check valves 136, 148 verhin ⁇ changed.
  • a provided with a check valve 172 Nachsaugpfad is provided, via which the actuator can supplement its pressure medium volume from the container.
  • an electrically controllable, normally closed drain valve ⁇ 176 is provided.
  • the required pressure medium volume is not promoted in normal operation from the master cylinder chambers 20, 26, but from the electronically controlled pressure source 186, on the one hand the chambers 20, 26 the THZ are designed for a fallback level in an optimized manner, on the other hand, a compact design of the brake system 2 is possible because a series arrangement of pressure source 186 and THZ 14 is not necessary, but they can in almost any geometric arrangement to each other by hydraulic lines with each other get connected.

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

Abstract

L'invention concerne un système de freinage (2) pour des véhicules à moteur, comprenant un élément d'actionnement de frein (8) et au moins un capteur de course d'actionnement (38, 44) servant à détecter une volonté de freinage exprimée par l'actionnement de l'élément d'actionnement de frein (8), un maître-cylindre tandem (14) comportant une première chambre de maître-cylindre (20) et une deuxième chambre de maître-cylindre (26), un premier segment (I) et un deuxième segment (II) de conduite hydraulique qui sont respectivement raccordés à la première chambre de maître-cylindre (20) et à la deuxième chambre de maître-cylindre (26), des freins de roue (56, 64, 70, 76) auxquels sont associées respectivement des soupapes (90, 96, 102, 108) ouvertes sans courant, permettant de raccorder séparément chacun des freins de roue (56, 64, 70, 76) à respectivement l'un des segments (I, II) de conduite hydraulique ou de les désaccoupler de ces derniers. Le but de l'invention est de résoudre le problème des objectifs contradictoires lors de la conception du maître-cylindre tandem dans les systèmes connus, et d'accroître nettement la sécurité en cas de collision ainsi que le confort pour le conducteur. À cet effet, le système de freinage selon l'invention comprend une source de pression (186) pouvant être commandée électriquement et comportant une chambre de pression (192), dans laquelle est maintenu à disposition le fluide hydraulique servant à actionner les freins de roue (56, 64, 65,76), ainsi que des dispositifs de séparation (160, 168) servant à supprimer les liaisons hydrauliques entre respectivement la première chambre de maître-cylindre (20) et la deuxième chambre de maître-cylindre et respectivement le premier segment (I) et le deuxième segment (II) de conduite hydraulique ainsi que des dispositifs de raccordement (130, 142) servant à raccorder le premier segment (I) et le deuxième segment (II) de conduite hydraulique à la source de pression (186) pouvant être commandée électroniquement.
PCT/EP2012/065455 2011-09-12 2012-08-07 Système de freinage pour véhicules à moteur et procédé de fonctionnement associé WO2013037568A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011082492.8 2011-09-12
DE102011082492A DE102011082492A1 (de) 2011-09-12 2011-09-12 Bremsanlage für Kraftfahrzeuge und zugehöriges Betriebsverfahren

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WO2013037568A1 true WO2013037568A1 (fr) 2013-03-21

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WO (1) WO2013037568A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020165259A1 (fr) * 2019-02-12 2020-08-20 Ipgate Ag Système hydraulique muni d'au moins deux circuits hydrauliques et d'au moins deux dispositifs d'alimentation en pression

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012221346A1 (de) * 2012-11-22 2014-06-05 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE102013223672A1 (de) 2013-11-20 2015-05-21 Continental Teves Ag & Co. Ohg Schlupfgeregelte hydraulische Bremsanlage
DE102015103859A1 (de) 2015-03-16 2016-09-22 Ipgate Ag Hydraulische Einrichtung, insbesondere Bremseinrichtung für Kraftfahrzeuge
DE102017219598A1 (de) * 2017-01-11 2018-07-12 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE102021206182A1 (de) * 2021-06-17 2022-12-22 Continental Automotive Technologies GmbH Verfahren zum Sichern der Bremsflüssigkeit

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DE3317629A1 (de) 1983-05-14 1984-11-15 Alfred Teves Gmbh, 6000 Frankfurt Verfahren zur steuerung einer schlupfgeregelten bremsanlage und vorrichtung zur durchfuehrung des verfahrens
DE3413430A1 (de) 1984-04-10 1985-10-17 Robert Bosch Gmbh, 7000 Stuttgart Fahrzeugbremsanlage mit blockierschutzeinrichtung
WO1995005299A1 (fr) * 1993-08-13 1995-02-23 Itt Automotive Europe Gmbh Systeme de freinage antiblocage pour vehicules automobiles a entrainement electrique
DE4445975A1 (de) * 1994-12-22 1996-06-27 Bosch Gmbh Robert Bremsanlage für Kraftfahrzeuge
DE19538794A1 (de) * 1995-10-18 1997-04-24 Teves Gmbh Alfred Elektronisch regelbares Bremsbetätigungssystem
WO2002030723A1 (fr) * 2000-10-12 2002-04-18 Daimlerchrysler Ag Procede et systeme de freinage pour le reglage modulable de la force de freinage d'un vehicule
WO2011029812A1 (fr) * 2009-09-11 2011-03-17 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour son fonctionnement
WO2011104056A1 (fr) * 2010-02-26 2011-09-01 Robert Bosch Gmbh Système de frein hydraulique et procédé et appareil de commande pour le fonctionnement dudit système
WO2011141158A2 (fr) * 2010-05-10 2011-11-17 Lucas Automotive Gmbh Module hydraulique pour système de freinage de véhicule

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DE102009033499A1 (de) * 2008-07-18 2010-01-21 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE102009024035A1 (de) * 2009-02-05 2010-08-12 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben einer Bremsanlage
DE102011076952A1 (de) * 2010-06-10 2011-12-29 Continental Teves Ag & Co. Ohg Verfahren und Regelschaltung zur Regelung eines Bremssystems für Kraftfahrzeuge
DE102011081463A1 (de) * 2010-08-30 2012-03-01 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE102010040078A1 (de) * 2010-09-01 2012-03-01 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE102010040720A1 (de) * 2010-09-14 2012-03-15 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE102011087182A1 (de) * 2010-12-10 2012-06-14 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge und Verfahren zu deren Überwachung

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3317629A1 (de) 1983-05-14 1984-11-15 Alfred Teves Gmbh, 6000 Frankfurt Verfahren zur steuerung einer schlupfgeregelten bremsanlage und vorrichtung zur durchfuehrung des verfahrens
DE3413430A1 (de) 1984-04-10 1985-10-17 Robert Bosch Gmbh, 7000 Stuttgart Fahrzeugbremsanlage mit blockierschutzeinrichtung
WO1995005299A1 (fr) * 1993-08-13 1995-02-23 Itt Automotive Europe Gmbh Systeme de freinage antiblocage pour vehicules automobiles a entrainement electrique
DE4445975A1 (de) * 1994-12-22 1996-06-27 Bosch Gmbh Robert Bremsanlage für Kraftfahrzeuge
DE19538794A1 (de) * 1995-10-18 1997-04-24 Teves Gmbh Alfred Elektronisch regelbares Bremsbetätigungssystem
WO2002030723A1 (fr) * 2000-10-12 2002-04-18 Daimlerchrysler Ag Procede et systeme de freinage pour le reglage modulable de la force de freinage d'un vehicule
WO2011029812A1 (fr) * 2009-09-11 2011-03-17 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour son fonctionnement
WO2011104056A1 (fr) * 2010-02-26 2011-09-01 Robert Bosch Gmbh Système de frein hydraulique et procédé et appareil de commande pour le fonctionnement dudit système
WO2011141158A2 (fr) * 2010-05-10 2011-11-17 Lucas Automotive Gmbh Module hydraulique pour système de freinage de véhicule

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020165259A1 (fr) * 2019-02-12 2020-08-20 Ipgate Ag Système hydraulique muni d'au moins deux circuits hydrauliques et d'au moins deux dispositifs d'alimentation en pression
WO2020165266A1 (fr) * 2019-02-12 2020-08-20 Ipgate Ag Système de freinage comprenant au moins deux circuits de freinage

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