WO2018091311A1 - Installation de freinage et procédé de fonctionnement d'une installation de freinage - Google Patents

Installation de freinage et procédé de fonctionnement d'une installation de freinage Download PDF

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Publication number
WO2018091311A1
WO2018091311A1 PCT/EP2017/078445 EP2017078445W WO2018091311A1 WO 2018091311 A1 WO2018091311 A1 WO 2018091311A1 EP 2017078445 W EP2017078445 W EP 2017078445W WO 2018091311 A1 WO2018091311 A1 WO 2018091311A1
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WO
WIPO (PCT)
Prior art keywords
simulator
pressure
piston
master
brake
Prior art date
Application number
PCT/EP2017/078445
Other languages
German (de)
English (en)
Inventor
Harald Biller
Stefan Drumm
Dominik DÜCHS
Roland Engelhardt
Boris Holzherr
Andreas Kohl
Ralf Schröder
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 WO2018091311A1 publication Critical patent/WO2018091311A1/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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems

Definitions

  • the invention relates to a brake system for motor vehicles, comprising hydraulically actuated wheel brakes, at least one electrically actuable wheel valve per wheel brake for setting wheel-individual brake pressures, an electrically controllable pressure supply device for the hydraulic actuation of the wheel brakes, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber, whose pressure piston is displaceable by an electromechanical actuator, an actuatable with a brake pedal actuation device, comprising a master cylinder with at least one pressure chamber into which a main ⁇ brake cylinder piston is displaced upon actuation of the brake pedal, a Weinbremszylin- derkolbenwegsensor whose signal represents the travel of the master cylinder piston, a master cylinder pressure sensor whose signal represents a hydraulic pressure in the master cylinder caused by a brake pedal operating force under atmospheric pressure pressure fluid reservoir, which is hydraulically connected in the unactuated state of the master cylinder with the pressure chamber of the master cylinder, a hydraulically designed simulator with a simulator piston
  • Such brake systems often include an electrically operable in addition to an operable by the driver master cylinder ("By-wire”) controllable pressure supply device, by means of which in the "brake-by-wire” a
  • the actual braking thus takes place by active pressure build-up in the brake circuits with the aid of a pressure-providing device, which is controlled by a control and regulation unit.
  • the hydraulic decoupling of Bremspedalbetä ⁇ actuation of the pressure build-up can be in such brake systems, many functions such as ABS, ESC, TCS, etc. Hanganfahr Anlagen in a technically efficient and the driver due to the pedal decoupling achieve particularly convenient manner.
  • a hydraulic fallback level in which the driver decelerates the vehicle by muscular force when the brake pedal is actuated or decelerates the vehicle. can come to a halt when the "by-wire" mode fails or is disturbed During normal operation by a Pedalent ⁇ coupling unit, the above-described hydraulic decoupling between brake pedal operation and brake pressure build-up, this decoupling is canceled in the fallback so that the driver can move pressure medium directly into the brake circuits.
  • the fallback level is switched when with the help of the pressure supply device no pressure build-up is possible. This is the case, inter alia, when the check valve, which connects the pressure supply device to the reservoir, no longer reliably locks, so that a pressure build-up is no longer reliably possible.
  • the pressure supply device in brake systems described above is also referred to as an actuator or electro-hydraulic actuator.
  • an electrohydraulic actuator ⁇ Lischer by an electromechanical linear actuator is formed, which shifts to the pressure build a piston axially in a hydraulic pressure chamber.
  • the electromechanical linear actuator is usually formed by the combination of an electric motor with a rotational-translation gear.
  • the master cylinder is usually designed as a tandem master cylinder (THZ) with a primary pressure chamber or primary chamber and a secondary pressure chamber or secondary chamber.
  • THZ tandem master cylinder
  • a primary piston is displaceable
  • a secondary piston is preferably floating, displaced.
  • a "brake-by-wire" -Bremsstrom for motor vehicles which a brake pedal operable tandem master cylinder whose pressure chambers are connected via an electrically actuated release valve separable with a brake circuit with two wheel brakes, a hydraulically connected to the master cylinder, on and off switchable simulation device, and an electrically controllable pressure supply device, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber whose piston is displaceable by an electromechanical linear actuator includes, wherein the Druckbe ⁇ provisioning device via two electrically operated Connecting valves can be connected to brake circuit supply lines.
  • THZ primary piston travel signal and a secondary chamber pressure signal This is to ensure that in case of failure of the displacement sensor signal, the pedal operation can be detected by means of the pressure ⁇ sensor signal that in case of failure of the pressure sensor signal, the pedal operation can be detected by means of the Wegs- sensor signal that a falsely closed simulator valve can be detected in that the path signal is too small in comparison with the pressure signal, and that a hydraulic leak can be detected by the pressure signal being too small compared to the path signal.
  • a piston travel sensor which supplies a precise absolute signal immediately after the application of a supply voltage.
  • the pressure sensor delivers a signal which is shifted by an initially unknown offset.
  • This offset must first be determined before the offset-adjusted pressure signal can be used.
  • the offset is determined by averaging the pressure sensor signal over a period during which it is ensured that the Se ⁇ kundärhunt is connected to the pressure fluid reservoir and therefore has the atmospheric pressure.
  • the characteristic of the simulator spring is also usually non-linear. In the area of small paths, path changes only result in very small pressure changes. In addition, the detected pressures depend not only on the Pedaltbetuschistsweg, but also on the pedal speed. This is primarily an effect of the hydraulic flow resistance of the open Simula ⁇ gate valve. It has been found that a detection of hydraulic-mechanical errors by means of an adjustment of path and pressure signal can lead to false triggering.
  • the invention is therefore based on the object to improve the above brake system to the effect that it allows reliable and accurate detection of the pedal operation and the simulator state during operation. Furthermore, a particularly reliable method for operating a brake system should be specified.
  • this object is achieved by a simulator piston stroke sensor, whose signal represents the displacement of the simulator piston.
  • the invention is based on the consideration that for a reliable and safe operation of a by-wire braking system the exact knowledge of the driver's brake request is of the utmost importance.
  • electro-mechanical actuator referred to in the context of the application of an electric motor whose rotor or motor shaft is coupled to a rotation-translation gear which converts the rotation of the rotor or of the motor shaft into a translatory ⁇ toric movement of the pressure piston of the pressure provisioning ⁇ device.
  • the brake system has an electronic control and Re ⁇ gelaji or electronic unit, which in an electronically performed / controlled or
  • By-wire braking if necessary, controls the pressure supply device and activates the valves.
  • the brake system on a simulator valve which in its inactive, d. H. de-energized state locks a hydraulic connection from the pressure chamber to the simulator and in its activated, i. energized, state this connection establishes.
  • the Simulatorkolbenwegsensor is redundant. In this way, a monitoring of this sensor by the electronic unit is enabled, which evaluates the two signals and compared with each other.
  • Simulator piston is detected by means of a Simulatorkolbenwegsensors.
  • the brake system has a simulator valve that blocks a hydraulic connection from the pressure chamber to the simulator in its inactive or de-energized state and establishes this connection in its activated or energized state, wherein for performing an electronically controlled braking the simulator valve is opened to hydraulically couple the Hauptzylin ⁇ the primary piston movement with the Simulatorkolbenterrorism, and wherein the at least one isolating valve is closed to prevent pressure medium exchange between the master cylinder and the wheel brakes, wherein a driver brake request from the signals of Hauptbremszylinder- piston stroke sensor and Master cylinder pressure sensor is formed, and is monitored by means of the Simulatorkolbenwegsensorsignals whether a hydraulic coupling of master cylinder and simulator with simultaneous decoupling of master cylinder and wheel brakes vorl ying.
  • the master cylinder has a donor chamber, wherein a Simulator valve is provided which produces a hydraulic connection from the master chamber or a hydraulically connected to the transmitter chamber simulator chamber to the container in its de-energized state and locks in its activated state, wherein for carrying out an electronically controlled braking the simulator valve is closed to the main ⁇ cylinder Primary piston movement hydraulically coupled to the Simulatorkolbenterrorism and a primary piston relief valve is opened to produce a hydraulic connection of Mannzy- primary cylinder with the container, and wherein the at least one isolation valve is closed to prevent a pressure ⁇ medium exchange between the master cylinder and the wheel brakes, and wherein a driver's brake request from the signals of the master brake cylinder piston stroke sensor and master cylinder pressure sensor is formed, and is monitored by means of the Simulatorkolbenwegsensorsignals whether a hyd ⁇ rauli Coupling of master cylinder and simulator with simultaneous decoupling of master cylinder and wheel brakes is present.
  • a Simulator valve is provided which produces a
  • a master brake cylinder volume value is preferably calculated by multiplication with the master brake cylinder piston cross-sectional area and from the simulator piston travel signal by multiplication with the simulator piston cross-sectional area
  • Preferably is closed at a decreasing over time the main brake cylinder actuating ⁇ total volume of leakage.
  • a leaking separating valve is closed, via which pressure is wrongly set by the pressure supply device
  • Pressure fluid flows to the brake master cylinder and simulator.
  • the signals of the simulator piston path and the master brake cylinder piston travel are related to the
  • a limit value of the pressure signal is preferably assigned to each of the two path signals. If the value of the pressure signal is less than the respective limit, an incorrectly closed
  • Simulator valve closed or recognized the closed state of the simulator valve.
  • a replacement master brake cylinder piston travel signal which is formed from the simulator piston travel signal, is advantageously used.
  • a failure of the Hauptbremszylinderkolbenwegsignals is advantageously recognized as follows: First, the electronic unit checks whether the sensor correctly supplies the two signals of its redundant sub-sensors. On the other hand, the electronic unit compares the two signals of the redundant units with each other and closes at a match of the two signals with very high
  • Probability of a fully functional sensor in the case of a detected failure of the
  • Driver brake request can be detected reliably and precisely by forming a suitable substitute signal. Even in normal operation, false signals or leaks in the brake system can be detected with the aid of this additional signal.
  • FIG. 1 shows a brake system in a first preferred embodiment
  • FIG. 2 shows a brake system in a second preferred embodiment. Identical parts are provided in both figures with the same reference numerals.
  • FIG. 1 shows an exemplary embodiment of a brake system 2 according to the invention.
  • the brake system 2 or the brake system comprises an actuatable by means of an actuating or brake pedal 6 master cylinder 10, cooperating with the master cylinder 10 simulation device 14, the master cylinder 10 associated, under atmospheric pressure pressure medium reservoir 18, an electrically controllable pressure supply device 20, which by a cylinder-piston arrangement with a hydraulic
  • the unspecified pressure modulation device comprises, for example, hydraulically actuated wheel brakes 42, 44, 46, 48 and each operable wheel brake 42 to 48, an inlet valve 50, 52, 54, 56 and an outlet valve 60, 62, 64, 66, which are hydraulically interconnected in pairs via center ports and to the
  • Wheel brakes 42 to 48 are connected.
  • the input terminals of the intake valves 50 to 56 are supplied by means of Bremsnikver ⁇ supply lines 70 72 at pressures, which are derived in a 'brake-by-wire' mode of a system pressure in a line connected to the pressure chamber 26 of the pressure supply device 20 system pressure line 80
  • the brakes 42, 44 are connected to a first brake circuit 84, the brakes 46, 48 to a second brake circuit 88 hydraulically connected.
  • the inlet valves 50 to 56 is in each case an opening to the brake ⁇ circular supply lines 70, 72 through check valve 90, 92, 94, 96 connected in parallel.
  • the brake circuit supply lines 70, 72 are acted upon by hydraulic lines 100, 102 with the pressures of the brake means from pressure chambers 120, 122 of the master cylinder 10.
  • the output ports of the exhaust valves 60 to 66 are connected via a return line 130 to the pressure fluid reservoir 18.
  • the master cylinder 10 includes a housing 136 in two successively arranged pistons 140, 142 which limit the hyd ⁇ raulischen pressure chambers 120, 122nd
  • the pressure chambers 120, 122 are on the one hand via formed in the piston 140, 142 radial bores and corresponding pressure equalization lines 150, 152 with the pressure medium reservoir 18 in connection, the compounds by a relative movement of the pistons 140, 42 in the housing 136 can be shut off.
  • the pressure chambers 120, 122 communicate with the already mentioned brake circuit supply lines 70, 72 by means of the hydraulic lines 100, 102.
  • a normally open valve 160 is included in the pressure equalization line 150.
  • the pressure chambers 120, 122 receive unspecified return springs which position the pistons 140, 142 in an initial position when the master brake cylinder 10 is not actuated.
  • a piston rod 166 couples the pivoting movement of the brake pedal 6 due to a pedal operation with the
  • the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents a braking request of the driver.
  • an isolation valve 180, 182 is arranged, which is designed as an electrically actuated, preferably normally open, 2/2-way valve.
  • Brake circuit supply lines 70, 72 are shut off.
  • a pressure sensor 188 connected to the line section 102 detects the pressure built up in the pressure chamber 122 by displacing the second piston 142.
  • the simulation device 14 can be coupled hydraulically to the master brake cylinder 10 and, according to the example, essentially comprises a simulator chamber 190, a simulator spring chamber 194 and a simulator piston 198 separating the two chambers 190, 194.
  • the simulator piston 198 is supported by an elastic element (shown in the simulator spring chamber 194) (FIG. For example, a spring), which is vorteilhaf ⁇ tgue biased on the housing 136 from.
  • the simulator chamber 190 can be connected by means of an electrically operable simulator valve 200 to the first pressure chamber 120 of the master cylinder 10.
  • the electrically controllable pressure supply device 20 is designed as a hydraulic cylinder-piston arrangement or a single-circuit electrohydraulic actuator whose / which pressure piston 32, which limits the pressure chamber 26, by a schematically indicated electric motor 220 with the interposition of a likewise schematically shown Rota- Translationsgetriebes, which is preferably designed as a ball screw (KGT), can be actuated.
  • a schematically indicated electric motor 220 with the interposition of a likewise schematically shown Rota- Translationsgetriebes, which is preferably designed as a ball screw (KGT)
  • GKT ball screw
  • One of the detection of the rotor position of the electric motor 220 serving, le ⁇ diglich schematically indicated rotor position sensor is designated by the reference numeral 226.
  • a temperature sensor 228 may be used to sense the temperature of the motor winding.
  • the actuator pressure generated by the force action of the piston 32 on the pressure medium enclosed in the pressure chamber 26 pressure actuator is fed into the system pressure line 80 and detected with a preferably redundant pressure sensor 230.
  • the pressure medium With open pressure switching valves 240, 242, the pressure medium enters the wheel brakes 42 to 48 for their actuation.
  • open pressure switching valves 240, 242 By pushing back and forth of the piston 32 takes place with open pressure switching valves 240, 242 in a normal braking in the "brake-by-wire" mode a Radbremstikied and degradation for all wheel brakes 42 to 48.
  • the path of the simulator piston is measured by means of a simulator ⁇ piston displacement sensor 206th
  • the signal of the Simulatorkol ⁇ benwegsensors 206 may be used to ensure safe operation of the braking system 2 and reliably detect various malfunctions.
  • the simulator valve 200 When braking in brake-by-wire mode of the brake system 2, the simulator valve 200 is opened, whereby the movement of the master cylinder primary piston 140 is hydraulically coupled with the movement of the simulator piston, and the isolation valves 180, 182 are closed to a pressure medium exchange between the master cylinder 10 and the wheel brakes 42, 44, 46, 48 to prevent.
  • a driver brake request is formed from the signals of master brake cylinder piston travel sensor 170 and master brake cylinder pressure sensor 188, during the electronically controlled braking using the Simulatorkolbenwegsensor- signal monitors whether a hydraulic coupling of master cylinder 10 and simulator 14 with simultaneous decoupling of master cylinder 10 and wheel brakes 43, 44, 46, 48 is present. By the simultaneous monitoring of the skin ⁇ brake cylinder travel and pressure signals, the described hydraulic switching can be verified.
  • the in FIG. 2 brake system 2 differs from that shown in FIG. 1 illustrated brake system by the hydraulic connection of the simulator 14.
  • the master cylinder 10 has a donor chamber 202, in which upon actuation of the brake pedal 6, an annular region of the primary piston 140 is moved. As a result, brake fluid is displaced from the master chamber 202. In the fallback plane mode the displaced pressure medium ⁇ volume via the hydraulically open simulator valve 160 into the container 18 and when releasing the pedal the same route flows back.
  • the simulator valve 160 is ak ⁇ tivated, thus hydraulically closed, whereby the from the ring portion of the primary piston 140, ie, the timer chamber thereby the simulator piston is displaced 198 is passed 202 displaced pressure medium in the simulator chamber 190, whose path is measured by the simulator piston stroke sensor 206.
  • the normally closed valve 204 is activated, whereby the valve 204 opens and establishes a hydraulic connection from the skin brake cylinder chamber 120 to the container 18. This allows the movement of the master cylinder piston 140 in the closed separation ⁇ valves 180., 182
  • a normally open open simulator activated and thus hydraulically closed, whereby the pressure medium volume displaced from the master chamber 202 is passed into the simulatory chamber 190 hydraulically connected to the master chamber 202.
  • a primary piston relief valve 204 is opened to establish a hydraulic connection of the master cylinder primary chamber 120 to the pressure medium reservoir 18.
  • the isolation valves 180, 182 are closed to inhibit fluid exchange between the master cylinder 10 and the wheel brakes 42, 44, 46, 48.
  • the signal of the simulator path sensor can be seen in both in FIG. 1 and FIG. 2 shown embodiments of the brake system 2 are used to form a substitute signal, which in case of failure of the signals of Hauptbremszylinderkolbenweges and / or the
  • Driver brake request can be used. In this way, the brake system 2 can still be operated even if one of the two signals associated with the master cylinder is no longer reliable or no longer available.
  • the substitute signal is preferably formed by the

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne une installation de freinage (2) pour véhicules à moteur, comprenant : des freins de roues (42, 44, 46, 48), à actionnement hydraulique ; au moins une soupape de roue (50, 52, 54, 56 ; 60, 62, 64, 66), à commande électrique, pour frein de roue (42, 44, 46, 48) respectif ; un dispositif d'alimentation en pression (20), pouvant être commandé électriquement, lequel est formé par un dispositif cylindre-piston à une chambre de pression hydraulique (26) ; un maître-cylindre de frein (10), doté d'au moins une chambre de pression (120, 122) ; un capteur de trajectoire de piston du maître-cylindre de frein (170) ; un capteur de pression du maître-cylindre de frein (188) ; un réservoir de fluide sous pression (18), sous la pression atmosphérique ; un simulateur à entraînement hydraulique (14), comportant un piston simulateur (198) et un ressort du simulateur (196) ; au moins une soupape de séparation (180, 182), à commande électrique, laquelle bloque une connexion hydraulique de la chambre de pression (120, 122) vers les freins de roue ; au moins une soupape de mise en circuit (240, 242), laquelle, dans son état d'ouverture, établie une liaison hydraulique du dispositif d'alimentation en pression (20) vers les freins de roue (42, 44, 46, 48) et vers les soupapes de roue (50, 52, 54, 56 ; 60, 62 , 64, 66) ; et un capteur de trajectoire de piston du simulateur (206), dont le signal représente la trajectoire de déplacement du piston du simulateur (196).
PCT/EP2017/078445 2016-11-16 2017-11-07 Installation de freinage et procédé de fonctionnement d'une installation de freinage WO2018091311A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016222578.2A DE102016222578A1 (de) 2016-11-16 2016-11-16 Bremsanlage und Verfahren zum Betreiben einer Bremsanlage
DE102016222578.2 2016-11-16

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Publication Number Publication Date
WO2018091311A1 true WO2018091311A1 (fr) 2018-05-24

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DE (1) DE102016222578A1 (fr)
WO (1) WO2018091311A1 (fr)

Cited By (5)

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Publication number Priority date Publication date Assignee Title
CN110116718A (zh) * 2019-04-24 2019-08-13 芜湖伯特利电子控制系统有限公司 线控液压制动系统
CN112424035A (zh) * 2018-07-24 2021-02-26 罗伯特·博世有限公司 用于运行制动系统的方法以及制动系统
CN114684093A (zh) * 2022-02-17 2022-07-01 北京英创汇智科技有限公司 一种面向高级别自动驾驶的线控冗余制动系统
CN115402281A (zh) * 2022-09-09 2022-11-29 东风柳州汽车有限公司 一种电子液压制动系统及方法
CN116039591A (zh) * 2023-02-06 2023-05-02 清华大学 制动系统

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DE102018218693A1 (de) * 2018-06-25 2020-01-02 Continental Teves Ag & Co. Ohg Verfahren zum Überwachen eines hydraulischen Bremssystems für ein Kraftfahrzeug und Bremssystem
DE102018010170A1 (de) * 2018-12-28 2020-07-02 Zf Active Safety Gmbh Technik zur Bestimmung eines Bremskraftverlusts einer Fahrzeugbremse
DE102019206668A1 (de) * 2019-05-09 2020-11-12 Robert Bosch Gmbh Bremssystem für ein Fahrzeug und Verfahren zum Bremsen eines Fahrzeugs
DE102021206182A1 (de) * 2021-06-17 2022-12-22 Continental Automotive Technologies GmbH Verfahren zum Sichern der Bremsflüssigkeit
DE102021214028A1 (de) 2021-12-09 2023-06-15 Continental Automotive Technologies GmbH Verfahren zur Ermittlung eines Druckmittelverlustes in einer hydraulischen Bremsanlage eines Kraftfahrzeuges und eine Bremsanlage

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DE102014224205A1 (de) * 2014-11-27 2016-06-02 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer Bremsanlage sowie Bremsanlage

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Cited By (8)

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Publication number Priority date Publication date Assignee Title
CN112424035A (zh) * 2018-07-24 2021-02-26 罗伯特·博世有限公司 用于运行制动系统的方法以及制动系统
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CN110116718A (zh) * 2019-04-24 2019-08-13 芜湖伯特利电子控制系统有限公司 线控液压制动系统
CN114684093A (zh) * 2022-02-17 2022-07-01 北京英创汇智科技有限公司 一种面向高级别自动驾驶的线控冗余制动系统
CN115402281A (zh) * 2022-09-09 2022-11-29 东风柳州汽车有限公司 一种电子液压制动系统及方法
CN115402281B (zh) * 2022-09-09 2023-06-16 东风柳州汽车有限公司 一种电子液压制动系统及方法
CN116039591A (zh) * 2023-02-06 2023-05-02 清华大学 制动系统
CN116039591B (zh) * 2023-02-06 2024-05-31 清华大学 制动系统

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