WO2019206604A1 - Générateur de pression à deux circuits pour un système de freinage hydraulique à plusieurs circuits - Google Patents

Générateur de pression à deux circuits pour un système de freinage hydraulique à plusieurs circuits Download PDF

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Publication number
WO2019206604A1
WO2019206604A1 PCT/EP2019/058613 EP2019058613W WO2019206604A1 WO 2019206604 A1 WO2019206604 A1 WO 2019206604A1 EP 2019058613 W EP2019058613 W EP 2019058613W WO 2019206604 A1 WO2019206604 A1 WO 2019206604A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
brake
circuit
pressure generator
wheel
Prior art date
Application number
PCT/EP2019/058613
Other languages
German (de)
English (en)
Inventor
Thomas Friedrich
Dirk Drotleff
Ralf Kleemann
Bernd HIENZ
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 WO2019206604A1 publication Critical patent/WO2019206604A1/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
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic 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
    • 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
    • B60T8/4018—Pump units characterised by their drive mechanisms

Definitions

  • the invention is based on a dual-circuit pressure generator for a Caukrei siges hydraulic brake system according to the type of independent Pa tentencies 1.
  • the present invention is also a Geographic Vietnamese ges hydraulically open brake system, especially for a highly automated or autonomous vehicle, with such a dual-circuit pressure generator.
  • the master brake cylinder which is considered to be fail-safe, is replaced by another hydraulic system. ckup system added. This means that they are designed for control by a driver with a hydraulic penetration. This ensures that in case of failure of the brake system that the driver can still bring sufficient braking force to the wheels of the vehicle by pressing the brake pedal.
  • This design significantly influences the topology of today's brake systems.
  • the size of a tandem master brake cylinder can be justified by maintaining a good performance in the fallback level.
  • the brake systems can be designed as so-called coupled brake systems or auxiliary power brake systems. All recently, these systems are so implemented that as a fallback level still exists a hydraulic penetration by the driver.
  • Auxiliary brake systems are unsuitable for highly automated or autonomous vehicles, since there is no driver to amplify there during a highly automated or autonomous driving function and the braking system has to build up the braking energy completely independently.
  • a two-circuit pressure generator with a Zylin der-piston unit is used as the main pressure generator in such brake systems, this leads in the ABS case that the dual-circuit pressure generator must compensate for brake fluid loss by "pushing" or Nachschnüffeln. If the ABS control is too long, the existing volume of the cylinder-piston unit is exhausted by the cyclic discharge of brake fluid or hydraulic fluid through the outlet valves, so that no volume is available for a subsequent pressure build-up. In order to suck in new volume and to enable a renewed pressure build-up, the separating valves of the associated wheel brakes are closed and the two-circuit pressure generator with maximum speed chergli back to its zero position. After the after-loading process is completed, the isolation valves can be opened to the wheel brakes again and a new pressure build-up by moving the Wegniki- gene pressure generator and brake fluid or hydraulic fluid are introduced. This process of reloading can be repeated several times.
  • the hydraulic brake system comprises a master cylinder, we least one wheel brake cylinder, a first brake pressure generator and a second brake pressure generator.
  • the master cylinder is hydraulically connected via the two-th brake pressure generator with the at least one wheel brake cylinder.
  • the first brake pressure generator and the second brake pressure generator between the master cylinder and the at least one wheel brake cylinder may be hydraulically connected in parallel or in series.
  • a brake system for a vehicle with an actuator unit, which comprises a brake pedal, a pedal simulator and a brake booster, and a master cylinder, via which at least one wheel brake with a predeterminable brake pressure can be controlled, wherein the brake pedal or the brake booster act to build up or reduce a brake pressure on the master cylinder.
  • an actuator unit which comprises a brake pedal, a pedal simulator and a brake booster, and a master cylinder, via which at least one wheel brake with a predeterminable brake pressure can be controlled, wherein the brake pedal or the brake booster act to build up or reduce a brake pressure on the master cylinder.
  • the brake booster controlled by an evaluation and control unit, generates a foreign force acting on a piston of the master brake cylinder
  • the actuator unit comprising a first transmission device, controlled by the evaluation and control unit, the brake pedal mechanically decoupled depending on predetermined criteria during the first mode of the piston of the master cylinder or the brake pedal so coupled to the piston of the master cylinder, that the pedal force generated at the brake pedal at least partially in addition acts on the piston of the master cylinder.
  • the dual-circuit pressure generator for a multi-circuit hydraulic Bremssys system with the features of independent claim 1 and the multi-circuit hydraulic open brake system with the features of independent Pa tent fries 9 have the advantage that a simple, robust and hereby güns term braking system architecture without mechanical and / or Hydraulic handle can be provided by the driver available, in which for a dual-circuit pressure generator with a cylinder-piston unit refilling or reloading or Nachschnüffeln brake fluid or hydraulic fluid made light.
  • Embodiments of the present invention provide a dual-circuit pressure generator for a multi-circuit hydraulic brake system, with an on drive and a cylinder-piston unit available, which comprises two pistons and two chambers.
  • a first piston is fixedly coupled to a drive rod of the drive, which moves the first piston to build up pressure in the Ers th chamber against the force of a corresponding first return spring be.
  • the pressure built up in the first chamber causes via a floating second piston against the force of a corresponding second return spring a pressure buildup in a second chamber, wherein a coupling unit forcibly couples the second piston in the return direction in the transition to a zero position with the first piston, so that the two pistons assume a defined position in the zero position.
  • a multi-circuit hydraulic open brake system in particular for a highly automated or autonomous vehicle, with at least two wheel brakes, which are each a brake circuit with a pressure relief path zugeord net, and proposed such a two-circuit pressure generator, wel cher between at least one fluid container and the at least two Wheel brakes is arranged.
  • Embodiments of the inventive two-circuit pressure generator he possible faster and safe retraction and put a defined position and retraction speed of the two pistons to.
  • the refilling or reloading or Nachschnüffeln brake fluid or Hyd raulikfluid be ensured in both chambers.
  • the return springs can be additionally designed with a larger spring force.
  • the start of the zero position in the piston may be required in long ABS phases, so after repeated reloading to bring the second piston or the floating piston whose ak tuelle position is not known in a known position.
  • the zero position does not have to be approached with every reload, but instead Alternatively, it can be driven only every second or third reload.
  • a displacement sensor can determine a current position of the second piston or of the floating piston.
  • Embodiments of the dual-circuit pressure generator according to the invention it possible to design the cylinder-piston unit to smaller volumes, since the refilling or reloading or Nachschnüffeln brake fluid or hydraulic fluid in the cylinder-piston unit is possible.
  • the cylinder-piston unit of the dual-circuit pressure generator can be optimally designed for main applications cases, and it is by the Nachlade Anlagenkeit no Automatdi mensioning required to cover even little-started special situations from where more volume is needed. This results in front of advantageous manner lower integration costs and a smaller size and a lower weight. This also allows greater flexibility in the construction space choice and more space for other components of the braking system.
  • a vehicle Under a highly automated or autonomous vehicle, a vehicle is understood below, which has at least one highly automated or au tonome driving function, which can at least partially take over an actual driving task. About this at least one highly automated or autonomous driving function recognizes the vehicle, for example, the road course, other road users or obstacles independently and calculates the corresponding control commands, which are forwarded to the actuators in the vehicle, so that the driving course of the vehicle is affected correctly.
  • the driver is generally not involved in the driving event. Nevertheless measures and means, for example in the form of electrical or electronic actuators, can be provided, which enable the driver to be able to intervene even in the driving at present.
  • the braking request generated by the driver with means of the actuators is then forwarded via electrical signals to the brake system. A mechanical and / or hydraulic's penetration by the driver is not present.
  • the at least one driving function evaluates vehicle data recorded for trajectory planning by internal sensor units, such as ABS interventions, steering angle, position, Direction, speed, acceleration, etc. and / or vehicle environment data, which are detected, for example, via camera, radar, lidar and / or ultrasonic sound sensor units, and controls the evaluation and control units of the main system and the secondary system accordingly to a to produce desired brake pressure and / or to realize stabilization operations in the longitudinal and / or transverse direction by individual brake pressure modulation in the wheel brakes.
  • internal sensor units such as ABS interventions, steering angle, position, Direction, speed, acceleration, etc.
  • vehicle environment data which are detected, for example, via camera, radar, lidar and / or ultrasonic sound sensor units
  • the coupling unit may comprise a coupling element which is connected at a first end fixed to the second piston.
  • the coupling element may have at a second end a head which is axially movably guided inside a hat-shaped sleeve of the first piston.
  • the coupling unit comprise a coupling element, wel ches at the first end has a head which is axially movably guided inside a hat-shaped sleeve of the second piston, wherein the coupling element is fixedly connected to the first piston at the second end.
  • the coupling element can pass through a guide opening in the hat-shaped sleeve, which rest at the head of the coupling element in the transition to the zero position at one edge of the guide opening and the second piston in the return Rich direction forcibly coupled to the first piston.
  • the chambers each ter via a first fluid opening with at least one Fluidbenzol and a second fluid opening with at least one wheel brake are the.
  • the chambers can each hydraulically via a suction path with return valve in addition to the at least one fluid container. to be bound.
  • the suction paths can each open into a drive rod opposite end of the chambers. This allows an undamped filling of the chambers of the cylinder-piston unit regardless of the position of the piston.
  • a modulation unit hydrau lic connect the dual-circuit pressure generator with the at least two wheel brakes and perform an individual brake pressure modulation in the at least two wheel brakes.
  • the modulation unit for each wheel brake for individual Bremstikmodula tion each comprise an inlet valve and an outlet valve.
  • the inlet valves can be performed, for example, as a controllable normally open solenoid valves.
  • the exhaust valves can be performed, for example, as electromagnetically cal normally closed switching valves.
  • the exhaust valves can be designed as controllable normally closed solenoid valves.
  • the modulation unit it is advantageously possible to use intake valves and / or exhaust valves of already known ESP systems and already existing economies of scale (ESP millions of times built) to achieve very low overall system costs.
  • a first wheel brake and a second wheel brake can be assigned to the first brake circuit and a third wheel brake and a fourth wheel brake to the second brake circuit.
  • both an X-division ie the wheel brake of the left front wheel and the wheel brake of the right rear wheel are the first brake circuit and the wheel brake of the right front wheel and the wheel brake of the left rear wheel are associated with the second brake circuit
  • a Il-division of the brake circuits possible ie the wheel brake of the left Front wheel and the wheel brake of the right front wheel are the first brake circuit and the wheel brake of the left rear wheel and the wheel brake of the right rear wheel are associated with the second brake circuit.
  • Fig. 1 shows a schematic hydraulic circuit diagram of awhosbei game of a multi-circuit hydraulic brake system according to the invention open Bremssys, in particular for a highly automated or autonomous vehicle.
  • Fig. 2 shows a schematic representation of an embodiment of he inventive two-circuit pressure generator of the brake system according to the invention of FIG. 1.
  • a multi-circuit hydraulic open brake system 1 in particular for a highly automated or autonomous vehicle, at least two wheel brakes RB1, RB2, RB3, RB4, each having a brake circuit BK1, BK2 with a pressure relief path 7.1, 7.2 are assigned, and a dual-circuit pressure generator 10, which is arranged between at least one fluid container 5 and the at least two wheel brakes RB1, RB2, RB3, RB4.
  • a drive 11 and a cylinder-piston unit 14 which comprises two pistons 17 A, 17 B and two chambers 18.1, 18.2.
  • a first piston 17A is coupled via a fixed connection 12.1 with egg ner drive rod 12 of the drive 11, which the first piston 17A to build up pressure in the first chamber 18.1 against the force of a korrespondie-generating first return spring 19.1.
  • the built-up pressure in the first chamber 18.1 causes via a floating second piston 17B against the force of a corresponding second return spring 19.2 a pressure build-up in a second chamber 18.2.
  • a coupling unit 20 forcibly couples the second piston 17B in the return direction during the transition to a zero position with the first piston 17A, so that the two pistons 17A, 17B assume a defined position in the zero position.
  • the coupling unit 20 comprises in dargestell exemplary embodiment, designed as a pin or pin coupling element 22 which is fixedly connected at a first end via a fixed connection 24 with the second piston 17B.
  • the Koppelele element 22 has a head 26 which is guided axially movable inside a hat-shaped sleeve 17.1 of the first piston 17A.
  • the Koppelele element 22 engages through a guide opening 17.2 in the hat-shaped sleeve 17.1, so that the head 26 of the coupling element 22 at the transition to the zero position at an edge of the guide hole 17.2 and at the bottom of the hat-shaped sleeve 17.1 is located on the second piston 17B in Retraction direction forcibly coupled to the first piston 17A.
  • Fig. 2 shows the two pistons 17.1, 17.2 in their final position in pressure build-up direction.
  • the coupling unit 20 allows a quick and se res res retraction of the pistons 17.1, 17.2 tion via the drive rod 12.1 with a de-defined retraction speed in the return direction in the defined Nullposi.
  • the withdrawal direction runs from left to right.
  • an additional displacement sensor can detect a current position of the second piston 17B.
  • the Koppe latti 20 may alternatively include a coupling element 22, which at the first end a head which is axially movably guided inside a hat-shaped sleeve of the second piston 17B.
  • the coupling element 22 is fixedly connected to the first piston 17A at the second end.
  • the two pistons 17. 1, 17. 2 are each sealed by way of two circumferential seals 15 against a wall of the cylinder piston unit 14.
  • the seals 15 are inserted in corresponding grooves in the wall of the cylinder-piston unit 14.
  • the chambers 18.1, 18.2 can each be connected via a first fluid opening 14.1, 14.3 to at least one fluid container 5 and via a second fluid opening 14.2, 14.4 to at least one wheel brake RB1, RB2, RB3, RB4.
  • the first fluid openings 14.1, 14.3 of the two chambers 18.1, 18.2 each between tween associated seals 15 are arranged.
  • the two chambers 18.1, 18.2 each hydraulically connected via a suction path 16.1, 16.2 with check valve in addition to the at least one fluid container 5.
  • a suction path 16.1, 16.2 with check valve in addition to the at least one fluid container 5.
  • the suction paths open 16.1, 16.2 in each case in a lower portion of the Kam numbers 18.1, 18.2.
  • the brake system 1 shown comprises two brake circuits BK1, BK2, each having a pressure release path 7.1, 7.2 and four wheel brakes RB1, RB2, RB3, RB4, wherein a first wheel brake RB1 and a second wheel brake RB2 and a first Pressure discharge path 7.1 a first brake circuit BK1 and a third wheel brake RB3 and a fourth wheel brake RB4 and a second pressure relief path 7.2 are assigned to a second brake circuit.
  • an X-division of the wheel brakes RB1, RB2, RB3, RB4 on the brake circuits BK1, BK2 possible ie, the first wheel RB1 is on the left front wheel and the second wheel RB2 is on the right rear wheel and the third wheel RB2 is on right front wheel and the fourth wheel brake RB4 is arranged on the left rear wheel.
  • an Il-split the Radbrem sen RB1, RB2, RB3, RB4 on the two brake circuits BK1, BK2 possible ie the first wheel RB1 is on the left front wheel and the second wheel RB2 is on the right front wheel and the third wheel RB3 on the left rear wheel and the fourth wheel brake RB4 is arranged on the right rear wheel.
  • the first brake circuit BK1 via a first shut-off valve VI with a first Kam mer 18.1 of the dual-circuit pressure generator 10 is connected, which in turn with a first fluid chamber 5.1 of the fluid container 5 is connected.
  • the second brake circuit BK2 is connected via a second shut-off valve V2 to a second chamber 18.2 of the two-circuit pressure generator 10, which in turn is connected to egg ner second fluid chamber 5.2 of the fluid container 5.
  • the two shut-off valves VI, V2 are each designed as normally open solenoid valves, so that the wheel brakes RB1, RB2, RB3, RB4 are connected in the de-energized state with the fluid container 5 in the stromlo sen or passive state to be able to compensate for a temperature-induced expansion of Bremsflu ids by so-called "breathing".
  • the brake system 1 comprises a modulation unit 3, which in the illustrated embodiment for each wheel RB1, RB2, RB3, RB4 respectively an inlet valve I VI, IV2, IV3, IV4, which as re gelbare normally open Solenoid valves are executed, and in each case an outlet valve OV1, OV2, OV3, OV4 comprises, which are designed as electromagnetic electromagnetically closed-circuit switching valves.
  • a first inlet valve IV1 and a first outlet valve OV1 are assigned to the first wheel brake RB1.
  • a second inlet valve IV2 and a second outlet valve OV2 are associated with the second wheel brake RB2.
  • a third intake valve IV3 and a third exhaust valve OV3 are associated with the third wheel brake RB3, and a fourth intake valve IV4 and a fourth exhaust valve OV4 are assigned to the fourth wheel brake RB4.
  • a fourth intake valve IV4 and a fourth exhaust valve OV4 are assigned to the fourth wheel brake RB4.
  • an associated off laßventil OV1, OV2, OV3, OV4 deflated brake fluid from the at least one wheel RB1, RB2, RB3, RB4 via the pressure relief paths 7.1, 7.2 returned to the fluid container 5.
  • the brake fluid or hydraulic fluid from the wheel brakes RB1, RB2 of Ers th brake circuit BK1 is guided back into the first fluid chamber 5.1 of the fluid container 5, and the brake fluid or hydraulic fluid from the wheel brakes RB3, RB4 of the second brake circuit BK2 we in second fluid chamber 5.2 of the fluid container 5 returned.

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

Abstract

L'invention concerne un générateur de pression (10) à deux circuits pour un système de freinage hydraulique à plusieurs circuits, pourvu d'un entraînement et d'une unité de pistons cylindriques (14), laquelle comprend deux pistons (17A, 17B) et deux chambres (18.1, 18.2), un premier piston (17A) étant couplé solidement avec une tringle (12) d'entraînement de l'entraînement, laquelle déplace le premier piston (17A) pour l'accumulation de pression dans la première chambre (18.1) contre la force d'un premier ressort de réaction (19.1) correspondant, la pression accumulée dans la première chambre (18.1) exerçant par le biais d'un deuxième piston (17B) flottant une accumulation de pression dans une deuxième chambre (18.2) contre la force d'un deuxième ressort de réaction (19.2) correspondant, une unité de couplage (20) forçant le couplage du deuxième piston (17B) avec le premier piston (17A) dans la direction de retour lors du passage dans une position nulle, de sorte que les deux pistons (17A, 17B) occupent une place définie à la position nulle. L'invention concerne également un système de freinage ouvert hydraulique à plusieurs circuits, en particulier pour un véhicule hautement automatisé ou autonome, pourvu d'un tel générateur de pression (10) à deux circuits.
PCT/EP2019/058613 2018-04-27 2019-04-05 Générateur de pression à deux circuits pour un système de freinage hydraulique à plusieurs circuits WO2019206604A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018206613.2A DE102018206613A1 (de) 2018-04-27 2018-04-27 Zweikreisiger Druckerzeuger für ein mehrkreisiges hydraulisches Bremssystem
DE102018206613.2 2018-04-27

Publications (1)

Publication Number Publication Date
WO2019206604A1 true WO2019206604A1 (fr) 2019-10-31

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Application Number Title Priority Date Filing Date
PCT/EP2019/058613 WO2019206604A1 (fr) 2018-04-27 2019-04-05 Générateur de pression à deux circuits pour un système de freinage hydraulique à plusieurs circuits

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DE (1) DE102018206613A1 (fr)
WO (1) WO2019206604A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020201083A1 (de) 2020-01-30 2021-08-05 Robert Bosch Gesellschaft mit beschränkter Haftung Druckerzeuger für ein hydraulisches Bremssystem

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030201669A1 (en) * 2002-04-24 2003-10-30 Takahisa Yokoyama Vehicular motor-driven brake device
EP1932736A1 (fr) * 2006-12-12 2008-06-18 HONDA MOTOR CO., Ltd. Système de freinage
DE102007016864A1 (de) 2007-04-10 2008-10-16 Robert Bosch Gmbh Bremssystem für ein Fahrzeug
WO2014067874A1 (fr) * 2012-11-01 2014-05-08 Continental Teves Ag & Co. Ohg Dispositif et procédé de transmission numérique d'un signal
DE102013220151A1 (de) * 2013-10-04 2015-04-23 Robert Bosch Gmbh Druckmittelzylinder und Verfahren zum Herstellen eines Druckmittelzylinders
DE102013227065A1 (de) 2013-12-23 2015-06-25 Robert Bosch Gmbh Bremssystem mit erstem und zweitem Bremsdruckerzeuger sowie Verfahren zum Betreiben eines solchen Bremssystems
EP3002171A1 (fr) * 2014-09-30 2016-04-06 Autoliv Nissin Brake Systems Japan Co., Ltd. Dispositif de cylindre et système de freinage de véhicule
DE102016217274A1 (de) * 2015-09-11 2017-03-16 Mando Corporation Elektrisches bremssystem

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030201669A1 (en) * 2002-04-24 2003-10-30 Takahisa Yokoyama Vehicular motor-driven brake device
US20050029860A1 (en) * 2002-04-24 2005-02-10 Takahisa Yokoyama Vehicular motor-driven brake device
EP1932736A1 (fr) * 2006-12-12 2008-06-18 HONDA MOTOR CO., Ltd. Système de freinage
DE102007016864A1 (de) 2007-04-10 2008-10-16 Robert Bosch Gmbh Bremssystem für ein Fahrzeug
WO2014067874A1 (fr) * 2012-11-01 2014-05-08 Continental Teves Ag & Co. Ohg Dispositif et procédé de transmission numérique d'un signal
DE102013220151A1 (de) * 2013-10-04 2015-04-23 Robert Bosch Gmbh Druckmittelzylinder und Verfahren zum Herstellen eines Druckmittelzylinders
DE102013227065A1 (de) 2013-12-23 2015-06-25 Robert Bosch Gmbh Bremssystem mit erstem und zweitem Bremsdruckerzeuger sowie Verfahren zum Betreiben eines solchen Bremssystems
EP3002171A1 (fr) * 2014-09-30 2016-04-06 Autoliv Nissin Brake Systems Japan Co., Ltd. Dispositif de cylindre et système de freinage de véhicule
DE102016217274A1 (de) * 2015-09-11 2017-03-16 Mando Corporation Elektrisches bremssystem

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