WO2015104122A1 - Système de freinage pour véhicules automobiles - Google Patents

Système de freinage pour véhicules automobiles Download PDF

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Publication number
WO2015104122A1
WO2015104122A1 PCT/EP2014/077211 EP2014077211W WO2015104122A1 WO 2015104122 A1 WO2015104122 A1 WO 2015104122A1 EP 2014077211 W EP2014077211 W EP 2014077211W WO 2015104122 A1 WO2015104122 A1 WO 2015104122A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
brake
piston
brake system
chamber
Prior art date
Application number
PCT/EP2014/077211
Other languages
German (de)
English (en)
Inventor
Hans-Jörg Feigel
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
Priority to KR1020167018526A priority Critical patent/KR20160106600A/ko
Priority to CN201480072538.1A priority patent/CN105899416B/zh
Publication of WO2015104122A1 publication Critical patent/WO2015104122A1/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
    • B60T8/40—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
    • B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
    • 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • 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
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the present invention relates to a brake system for
  • Such a brake system for motor vehicles is known for example from DE 102011081463 AI.
  • the known brake system comprises an actuatable by means of a brake pedal main ⁇ brake cylinder with two pressure chambers, wheel brakes, an electrically controllable pressure supply device, a pressure control valve assembly with two valves per wheel brake, two more isolation valves per brake circuit for decoupling the main ⁇ brake cylinder pressure chambers of the wheel brakes in Brake pedal travel simulation device, which is connected to the pressure chambers of the master cylinder and which can be switched on and off via a simulator release valve, in order to ensure a high availability of the brake system, also in the fallback mode, the brake system comprises a total of thirteen valves and the simulator release valve must be made normally closed, so that in case of failure of the electrical power supply to the brake system in the fallback mode, a shutdown of the brake pedal travel simulation be ensured direction and the possibility of a hydraulic pressure build-up on the wheel brakes by the driver.
  • a disadvantage of the known brake system is the large number of valve
  • Object of the present invention is therefore to provide a brake system that can be realized with reduced effort on valves and at the same time inexpensive to produce. This object is achieved by a brake system according to claim 1.
  • the invention is based on the idea that means are provided which make it possible during a pressure reduction in the
  • the means are formed by an electrically actuated, normally open 2/2-way valve in a connection between the pressure equalization port and the pressure medium reservoir and a hydraulic connection between the pressure equalization ⁇ connection and the pressure supply device.
  • a check valve opening towards the pressure supply device is inserted in the connection between the pressure equalization connection and the pressure supply device.
  • the invention has the advantage that can be dispensed with an additional isolation valve per brake circuit between the master cylinder and exhaust valve.
  • the second pressure chamber of the master cylinder is formed by two parallel partial pressure chambers, which are each bounded by a second piston and which are hydraulically connected to each other separable.
  • the first piston with the second piston in force-transmitting connection, for example, a mechanical Veitati, brought.
  • one of the partial pressure chambers is connected downstream of the first piston and the first pressure chamber coaxially.
  • the other partial pressure chamber with the associated second piston is arranged at a distance from the first pressure chamber.
  • the associated second piston can be acted upon via a hydraulic connecting line with the pressure introduced in the first pressure chamber.
  • the restoring spring biasing the first piston is disposed outside the first pressure chamber coaxially with the first piston.
  • the return spring is arranged in a coaxial with the first piston formed hydraulic annular chamber having a closable by the first piston connection to the first pressure chamber.
  • a hydraulic connection is provided between the annular chamber and the pressure medium reservoir, in which a parallel connection of an electrically actuated, normally open simulator valve is connected with a valve opening to the annular chamber between.
  • the brake pedal travel simulator is integrated in the first piston.
  • both the electrically actuated intake valves and the electrically actuated exhaust valves are designed as normally open 2/2-way valves.
  • the number of valves to be supplied for normal braking in the "brake-by-wire" mode is then particularly low.
  • the electrically actuated intake valves are designed as normally closed 2/2-way valves with electrical amplification of the closing force.
  • a check valve which closes in the direction of the pressure supply device is preferably arranged in each case.
  • a hydraulic connection is provided in which an electrically actuated, normally closed drain valve is connected between.
  • a hydraulic connection is provided with an electrically actuated valve, by means of which the pressure supply device is connected to the first pressure chamber separable.
  • the valve is particularly preferably carried out normally closed.
  • the hydraulic connection is particularly preferred
  • the electrically controllable pressure supply device is preferably designed as a single-circuit electrohydraulic actuator.
  • the actuator of the pressure supply device is preferably formed by an electric motor and a cylinder-piston arrangement, which is connected downstream of the electric motor, wherein the piston is driven by the electric motor and wherein at least one of a state quantity of the electric motor detecting sensor is provided.
  • Fig. 1 is a hydraulic circuit diagram of a first embodiment of a brake system according to the invention.
  • Fig. 2 is a hydraulic circuit diagram of a second embodiment of a brake system according to the invention.
  • the brake system shown in Fig. 1 consists essentially of a by means of an actuating or not shown
  • Brake pedal operated hydraulic actuator 1 one of the hydraulic actuator 1 associated pressure fluid reservoir 2 with an electrical
  • Level warning device 3 a cooperating with the hydraulic actuator 1 brake pedal travel simulator 4, an electrically controllable pressure supply device 5, electrically controllable Druckmodulations- or intake and exhaust valves 6a-6d, 7a-7d, to the wheel brakes 8, 9, 10, 11th a motor vehicle, not shown, are connected.
  • controllable 2/2-way valves are shown are supplied by system pressure line sections 12a, 12b with a pressure which is referred to as system pressure.
  • system pressure a pressure which is referred to as system pressure.
  • the aforementioned components 6a - 6d, 7a - 7d, 12a, 12b, 57b, 57d can be combined to form an electrohydraulic module and thus form a pressure modulation unit, not designated in more detail.
  • the hydraulic actuation unit 1 of the brake system is embodied in an electrohydraulic control and regulation unit 31 and has hydraulic pistons 15, 16a, 16b, the hydraulic chambers or. Limit pressure chambers 17, 18a, 18b, which together with the pistons 15, 16a, 16b form a dual-circuit master cylinder.
  • the first piston 15 is also referred to as the primary piston and its associated pressure chamber 17 as a primary pressure chamber, while the primary pressure chamber 17 on the one hand and the second (secondary) eil horrit 18a, 18b limiting second piston 16a, 16b be referred to as a secondary piston.
  • the (secondary) eil horritit 18 a, 18 b with the associated secondary pistons 16 a, 16 b are adjacent in the embodiment shown next to each other (eg parallel).
  • the (secondary) partial pressure chambers 18a, 18b receive return springs 19a, 19b, which position the secondary pistons 16a, 16b in an initial position when the master brake cylinder is not actuated.
  • the primary piston 15 biasing return spring 25 is arranged coaxially to the primary piston 15 in a hydraulic annular chamber 24, which is in unconfirmed master cylinder 1 with the primary pressure chamber 17 in conjunction.
  • the return spring 25, which is supported on an unspecified stop in the electro-hydraulic control unit 31, can of course also be arranged in the primary pressure chamber 17.
  • the hydraulic annular chamber 24 communicates with the pressure medium reservoir 2 by means of a Pressure medium line 46 in conjunction, in which a normally open (SO) 2/2-way valve or simulator valve 47 is inserted.
  • the pressure chambers 17 and 18a, 18b are connected via the pressure medium lines 46 and 33 with the pressure medium reservoir 2 in connection, which can be shut off by a relative movement of the pistons 15 and 16a, 16b relative to the electro-hydraulic control and regulation unit 31.
  • the (secondary) eil horritopathy 18 a and 18 b are hydraulically connected to each other, wherein the connection by a relative movement of the piston 16 a, 16 b is shut off.
  • the first piston 15 and the second pistons 16a, 16b are arranged such that the first piston 15 can be brought into a force-transmitting (mechanical) connection with the second pistons 16a, 16b.
  • the first pressure chamber 17 is by means of a pressure medium tel réelle 58 with an advantageously energized ge ⁇ closed, drain valve 20 is connected separably to the pressure medium reservoir. 2
  • the pressure chamber 17 in the actuated state of the piston 15 "depressurized" are switched by pressure chamber 17 by opening the drain valve 20 with the
  • Pressure medium reservoir 2 is connected.
  • the secondary partial pressure chambers 18a, 18b by means of hydraulic lines 22a (brake circuit I), 22b (brake circuit II) with the exhaust valves 7a, 7b and 7c, 7d, and thus the wheel brakes 8-11, in conjunction.
  • a connected to the annular chamber 24 pressure sensor 56 detects the pressure built up in the annular chamber 24 by a displacement of the first piston 15.
  • a piston rod 23 couples the Pivoting movement of the brake pedal, not shown, due to a pedal operation with the translational movement of the first
  • the actuation path is detected by a preferably before ⁇ redundantly designed displacement sensor 30.
  • the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents a braking request of a driver.
  • the aforementioned brake pedal travel simulator 4 is hydraulically actuated and substantially from a connected to the hydraulic annular chamber 24 simulator chamber 26, a a
  • Elastomer simulator spring 29 receiving simulator spring chamber 27 and a two spaces 26, 27 separated from each other simulator piston 28 consists.
  • the sealing of the simulator piston 28 is only a schematically indicated sealing ring 55th
  • Simulator valve 47 switchable. Parallel to the simulator valve 47, a check valve 21 is arranged, which allows a largely unge ⁇ hindered backflow of the pressure medium from the Druckmit ⁇ telvorrats constituer 2 to the annular chamber 24, regardless of the switching state of the simulator 47.
  • the previously mentioned electrohydraulic pressure supply device 5 consists essentially of a hydraulic cylinder-piston arrangement 34 and an electromechanical drive unit 35, for example, by an electric motor _
  • y is formed with a downstream mechanical transmission, which converts a rotational movement of the electric motor into a translational movement of a hydraulic piston 36, so that in a pressure chamber 37 of the hydraulic cylinder-piston assembly 34, a hydraulic pressure is built up.
  • Drive unit 35 is powered by an electrical energy storage, not shown, with energy.
  • the characteristic operating variables of the electric motor 35 detecting sensors in particular Stromsen ⁇ sensors 40 provided for the phase currents.
  • one of the detection of the rotor position of the electric motor 35 serving, only schematically indicated rotor position sensor is designated by the reference numeral 41.
  • a temperature sensor 42 for detecting the temperature of the motor winding may also be used.
  • the piston stroke is in this case preferably detected indirectly before ⁇ on the rotational angle of the electric motor 35th This is particularly advantageous if an electronically commutated electric motor is used with a rotor position sensor which is already present anyway.
  • the detection of the hydraulic pressure or system pressure generated by the electrohydraulic pressure supply device 5 is a pressure sensor, which is provided with the reference numeral 45.
  • a system pressure line 54 is connected, which connects the pressure chamber 37 via a respective line section 54a, 54b with the above-mentioned system pressure line sections 12a, 12b.
  • the line sections 54a and 54b in each case one of the wheel brakes 8, 9 and 10, 11 opening check valve 51a, 51b is inserted.
  • the pressure medium supply line 44 is a for
  • a line section 50 is provided in which a non-return valve 51c opening to the pressure chamber 37 of the electrohydraulic pressure supply device 5 is inserted.
  • a normally closed (SG) 2/2-way switching valve 52 is inserted in a line section 53 between the pressure medium supply line 44 and the above-mentioned pressure medium line 58.
  • Fig. 2 shows a hydraulic circuit diagram of a second guide from ⁇ a brake system according to the invention, which is particularly space-saving.
  • the aforementioned brake pedal travel simulator 4 is arranged in the primary piston 150, in particular in its central region.
  • the normally closed (SG) 2/2-way switching valve 52 is inserted according to the example in a line section 53 between the pressure medium supply line 44 and the pressure medium line 46.
  • Brake system may be executed, which otherwise corresponds to the exemplary embodiment of FIG. 1 ⁇ . Accordingly, in a brake system, which otherwise corresponds to the second embodiment, the line section 53 with
  • Switching valve 52 between pressure medium supply line 44 and pressure medium line 58 may be arranged (as in Fig. 1).
  • the second differs from the first exemplary embodiment in that the first secondary partial pressure space 180a bounded by a first secondary piston 160a is "free" in the second exemplary embodiment in the electrohydraulic control and regulation unit 31 (eg spaced apart from the primary pressure chamber 170, secondary piston 160b and secondary Teellingraum 180b), preferably parallel, to the second secondary partial pressure space 180b is arranged such that the first secondary piston 160a with the in the first (primary) pressure chamber 170 controlled pressure
  • Primary pressure chamber 170 is limited, for example, by the primary piston 150 and the second secondary piston 160b (and the control unit 31). Furthermore, primary pressure space is 170 connected via an unspecified hydraulic connection ⁇ line with an unspecified hydraulic pressure chamber, which is bounded by the first secondary piston 160 a and the control unit 31.
  • the second secondary partial pressure space 180b is connected downstream of the primary piston 150 coaxially therewith so that mechanical transmission of power from the primary piston 150 to the second secondary piston 160b is possible in the event of failure of the pressure introduced in the primary pressure chamber 170. A mechanical power transmission from the primary piston 150 to the first secondary piston 160a is not possible due to the objected arrangement.
  • the inlet valves 106a-106d are designed as normally closed (SG), analogously controllable 2/2 directional control valves. Such can also be used in the first embodiment.
  • valves 38, 20, 47 and 106a-106d are to be activated, i.e. energized.
  • each wheel brake 8-11 is associated with only one, preferably normally open (SO), analogously controllable 2/2-way valve.
  • SO normally open
  • Pressure supply device 5 a simple (pulsation low) pump or a reversing pump can be used.
  • a simple (pulsation low) pump or a reversing pump can be used.
  • a real, wheel individual Multiplexing also be implemented as desired for the pressure reduction with the Druckrstel ⁇ treatment device.

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

Abstract

L'invention concerne un système de freinage, destiné à des véhicules automobiles à plusieurs modes de propulsion, qui peut être commandé, dans un mode de fonctionnement électrique (« brake-by-wire ») préférentiel, soit par le conducteur soit indépendamment du conducteur et qui ne peut être commandé, dans un mode de fonctionnement de secours, que directement par le conducteur. Selon l'invention, pour réduire le nombre de vannes excitées en permanence, nécessaires en mode de fonctionnement normal à la commande de pression de freinage, des moyens (38, 50, 51) permettent, pendant la réduction de la pression dans le mode de fonctionnement électrique (« brake-by-wire »), de maintenir la pression d'un raccord de compensation de pression (49) de la seconde chambre de pression (18a, 18b) au niveau de celle du moyen d'alimentation en pression (5) et d'amener le débit volumétrique de la réduction de pression de l'orifice de compensation de pression (49) jusque dans le dispositif d'alimentation en pression (5).
PCT/EP2014/077211 2014-01-10 2014-12-10 Système de freinage pour véhicules automobiles WO2015104122A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020167018526A KR20160106600A (ko) 2014-01-10 2014-12-10 모터 차량들에 대한 브레이크 시스템
CN201480072538.1A CN105899416B (zh) 2014-01-10 2014-12-10 用于机动车的制动系统

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014200269.9A DE102014200269A1 (de) 2014-01-10 2014-01-10 Bremsanlage für Kraftfahrzeuge
DE102014200269.9 2014-01-10

Publications (1)

Publication Number Publication Date
WO2015104122A1 true WO2015104122A1 (fr) 2015-07-16

Family

ID=52016098

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/077211 WO2015104122A1 (fr) 2014-01-10 2014-12-10 Système de freinage pour véhicules automobiles

Country Status (4)

Country Link
KR (1) KR20160106600A (fr)
CN (1) CN105899416B (fr)
DE (1) DE102014200269A1 (fr)
WO (1) WO2015104122A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3168096A1 (fr) * 2015-11-12 2017-05-17 Robert Bosch Gmbh Système de freinage et son procédé de fonctionnement
WO2017167495A1 (fr) * 2016-04-01 2017-10-05 Robert Bosch Gmbh Simulateur de force de freinage pour véhicule automobile
WO2018130393A1 (fr) * 2017-01-11 2018-07-19 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules automobiles et procédé pour faire fonctionner un système de freinage
WO2019081413A1 (fr) * 2017-10-24 2019-05-02 Continental Teves Ag & Co. Ohg Système de freinage et procédé pour faire fonctionner un tel système de freinage

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170031397A (ko) 2015-09-11 2017-03-21 주식회사 만도 전자식 브레이크 시스템
IT201600130805A1 (it) * 2016-12-23 2018-06-23 Freni Brembo Spa Impianto frenante a controllo automatico di tipo brake-by-wire per veicoli
DE102018202287A1 (de) * 2018-02-15 2019-08-22 Robert Bosch Gmbh Elektrohydraulische Fremdkraft-Fahrzeugbremsanlage für ein autonom fahrendes Landfahrzeug
KR102096090B1 (ko) * 2018-07-11 2020-04-01 현대모비스 주식회사 차량의 제동 장치
DE102021210317A1 (de) 2021-09-17 2023-03-23 Continental Automotive Technologies GmbH Bremssystem für ein Kraftfahrzeug

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006014836A1 (de) * 2006-03-30 2007-10-04 Lucas Automotive Gmbh Elektrohydraulische Bremsanlage
DE102011081463A1 (de) * 2010-08-30 2012-03-01 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
WO2013139825A2 (fr) * 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Procédé de communication d'informations haptiques au conducteur d'un véhicule automobile

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS49146395U (fr) * 1973-04-16 1974-12-17
KR100946187B1 (ko) * 2005-06-17 2010-03-09 주식회사 만도 전자제어식 브레이크 시스템
DE102008039306A1 (de) * 2007-11-21 2009-05-28 Continental Teves Ag & Co. Ohg Bremsbetätigungseinheit
DE102008002348A1 (de) * 2008-06-11 2009-12-17 Robert Bosch Gmbh Bremseinrichtung für ein Kraftfahrzeug mit einem Druckspeicher
DE102009033499A1 (de) * 2008-07-18 2010-01-21 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006014836A1 (de) * 2006-03-30 2007-10-04 Lucas Automotive Gmbh Elektrohydraulische Bremsanlage
DE102011081463A1 (de) * 2010-08-30 2012-03-01 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
WO2013139825A2 (fr) * 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Procédé de communication d'informations haptiques au conducteur d'un véhicule automobile

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3168096A1 (fr) * 2015-11-12 2017-05-17 Robert Bosch Gmbh Système de freinage et son procédé de fonctionnement
US9937910B2 (en) 2015-11-12 2018-04-10 Robert Bosch Gmbh Braking system and method of operating the same
WO2017167495A1 (fr) * 2016-04-01 2017-10-05 Robert Bosch Gmbh Simulateur de force de freinage pour véhicule automobile
US11192534B2 (en) 2016-04-01 2021-12-07 Robert Bosch Gmbh Brake-force simulator for a motor vehicle
WO2018130393A1 (fr) * 2017-01-11 2018-07-19 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules automobiles et procédé pour faire fonctionner un système de freinage
US11091138B2 (en) 2017-01-11 2021-08-17 Continental Teves Ag & Co. Ohg Brake system for motor vehicles and method for operating a brake system
WO2019081413A1 (fr) * 2017-10-24 2019-05-02 Continental Teves Ag & Co. Ohg Système de freinage et procédé pour faire fonctionner un tel système de freinage
US11472387B2 (en) 2017-10-24 2022-10-18 Continental Teves Ag & Co., Ohg Brake system and method for operating a brake system of this kind

Also Published As

Publication number Publication date
CN105899416A (zh) 2016-08-24
KR20160106600A (ko) 2016-09-12
DE102014200269A1 (de) 2015-07-16
CN105899416B (zh) 2018-08-07

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