WO2021037929A1 - Unité d'actionnement pour un système de freinage à actionnement hydraulique et système de freinage associé - Google Patents

Unité d'actionnement pour un système de freinage à actionnement hydraulique et système de freinage associé Download PDF

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Publication number
WO2021037929A1
WO2021037929A1 PCT/EP2020/073880 EP2020073880W WO2021037929A1 WO 2021037929 A1 WO2021037929 A1 WO 2021037929A1 EP 2020073880 W EP2020073880 W EP 2020073880W WO 2021037929 A1 WO2021037929 A1 WO 2021037929A1
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WO
WIPO (PCT)
Prior art keywords
force transmission
transmission element
unit
actuator
pedal
Prior art date
Application number
PCT/EP2020/073880
Other languages
German (de)
English (en)
Inventor
Stefan Drumm
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 CN202080057688.0A priority Critical patent/CN114222687B/zh
Publication of WO2021037929A1 publication Critical patent/WO2021037929A1/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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/18—Connection thereof to initiating means
    • 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

Definitions

  • the invention relates to an actuation unit for a hydraulic brake system with which the brakes of a motor vehicle can be actuated both with brake pedal and electronically controlled, the actuation unit comprising a brake pedal arrangement, a braking device and a master brake cylinder, the braking device comprising an actuating force module with a body that closes it off to the outside, Via which the braking device can be connected to the body of the motor vehicle and to which the master brake cylinder is attached and in which a pedal force transmission element, an actuator force transmission element, a sum force transmission element and an elastic element along the axis of the main bore, in particular directly or in a main bore inside the body, can be connected indirect, d. H.
  • the pedal force transmission element and the actuator force transmission element are arranged concentrically with respect to the main bore axis, and wherein the brake master cylinder can be acted upon by a sum of pedal force and actuator force by the elastic element on an input side of the pedal force transmission element and the actuator force transmission element and on an output side the total force on the total force transmission element for transmission to a primary piston of the master brake cylinder, the actuating unit further comprising means for detecting the travel path difference of the pedal force transmission element and the actuator force transmission element, the difference path detection means comprising cantilevers that contain the path information from the pedal force transmission element and actuator force transmission element mechanically offset radially to one with respect to the main bore axis nth place. It also concerns a corresponding brake system.
  • a brake system with a hydraulic drive stage and a path difference mechanically guided into an area next to the master brake cylinder for the purpose of detecting it by means of a sensor device is described in DE 102014207 219 A1 in connection with FIG. 3 described.
  • this path difference is a function of Actuator force and pedal force. If the actuator force is also known in addition to the path difference, the pedal force can be determined.
  • a pressure sensor can be used to generate a corresponding signal representing the actuator force.
  • a connection of a sensor element for detecting a path difference representing a force difference by means of a flexible electrical connection placed in a loop is known from DE 102016 111 869 A1.
  • the invention is therefore based on the object of improving a brake actuation unit in such a way that it enables space-saving installation - especially in the area of its flange for its connection to the vehicle body - and at the same time enables precise and robust detection of its actuation state. Furthermore, an advantageous braking system is to be provided.
  • the above-mentioned object is achieved in that a position transmitter element is fastened on one arm and a sensor element which detects the position of the position transmitter element relative to the sensor element is fastened on another arm.
  • the invention is based on the consideration that in modern brake systems the requirements for space saving and precision of the currently measured brake system state are very high.
  • the cantilevers transport the path information to be detected from the elastic element with its installation location, which is unfavorable for attaching sensors, to a path detection location or installation space where a sensor device can be arranged in a structurally favorable manner.
  • the two cantilevers together only take up insignificantly more space than a single cantilever, so that the corresponding cantilever arrangement can be accommodated even if the space available for the actuation unit is limited.
  • locations or positions outside the braking device body are assigned to the travel paths of the sensor element and position transmitter element with the aid of the boom.
  • the assigned travel distances of the sensor element and position transmitter element are preferably arranged parallel to the master cylinder and outside the master cylinder bore, in particular in a corresponding recess in a master cylinder body.
  • the movable sensor element is advantageously electrically connected to non-movable electronic sensor connection components with the aid of a flexible electrical connection in order to both supply the sensor element with the electrical energy it requires and to receive the differential travel signals generated by the sensor element, in particular to receive these signals forward to a control and regulation unit.
  • the movable sensor element, the flexible electrical connection and the non-movable electronic sensor connection components are advantageously arranged within a common electronics housing, which is in particular dimensioned in such a way that it allows the required free travel path of the sensor element, in particular the space required by a loop of the flexible electrical connection , provides.
  • a control and regulating unit is advantageously provided which is accommodated in the electronics housing which accommodates the flexible electrical connection and the sensor element.
  • the non-movable electronic sensor connection components are electrically connected to the control and regulating unit or are structurally integrated into the control and regulating unit.
  • the actuators for providing the actuator force and the control and regulating unit are preferably arranged adjacent to one another so that the latter can provide the required electrical actuator currents via electrical connections that preferably do not leave the installation space shared by the actuator and the neighboring open and closed-loop control unit.
  • a configuration can be avoided in which an actuator power cable is required for the electrical connection of a control and regulating unit with an actuator system that is spatially separated therefrom, which would require complex measures for its electrical shielding and for its mechanical sealing.
  • the actuator system preferably comprises an electronically commutated electric motor with a 3-phase power supply.
  • the two arms preferably run parallel at least in sections.
  • the two arms are advantageously guided parallel to an edge region of the master brake cylinder.
  • One of the two cantilevers is preferably arranged radially, in particular with respect to the main cylinder bore axis, inside the other cantilever.
  • the relative position is preferably determined in a contactless manner, the contactless transmission of the path information using an electrical, magnetic or optical operating principle.
  • Both the sensor element and the position transmitter element are advantageously arranged in the axial actuation direction behind the braking device body.
  • other paths in particular that of the pedal force transmission element, are recorded, for which purpose appropriate means are provided.
  • These means preferably include a sensor for detecting the pedal force transmission element path. This further sensor preferably detects the position of the same position transmitter element via which the above-described differential travel detection takes place. Alternatively, an additional position encoder can be used. The detection range of the sensor preferably comprises the entire possible travel path of the pedal force transmission element.
  • the actuator force transmission element is preferably designed as a hydraulic piston, in particular as an annular piston.
  • the actuator system can comprise an electrically controllable pressure source.
  • the electrically controllable pressure source can comprise an electric motor, a transmission and a hydraulic cylinder-piston device - or a pump that can be driven by an electric motor.
  • the total force transmission element is advantageously set up to compensate for possible production-related small misalignments and misalignments between the preferably coinciding axes of the actuating unit and the master cylinder.
  • the claimed actuation unit preferably offers the operating mode of pedal-controlled braking even when the electronics are not ready for operation.
  • the claimed actuation unit preferably offers the operating mode of a purely electronically controlled braking, even when the brake pedal is not actuated.
  • the actuator force for example in the form of a pressure signal in the case of hydraulic actuator force transmission, is a suitable controlled variable.
  • the path difference on the elastic element can be used in the control algorithm to achieve the best possible control quality, but is not essential in this operating mode.
  • a pressure sensor for detecting a signal representing the actuator force can be connected to a hydraulic actuator system.
  • a pressure sensor is electrically connected to the electronics unit, which supplies the sensor with electrical energy and receives the signals generated by the sensor.
  • the pressure sensor is preferably arranged within the electronics housing. This has the The advantage is that no cable connection to the sensor that is resistant to environmental influences is required.
  • the claimed actuation unit preferably offers the operating mode of electronically amplified pedal-controlled braking.
  • the differential travel is recorded and regulated to zero.
  • the resulting equilibrium of forces on the elastic element (“reaction disk”) causes an actuator force proportional to the pedal force.
  • the path difference on the elastic element is a suitable control variable.
  • the actuator force information can be used in the control algorithm to achieve the best possible control quality, but is not essential in this operating mode.
  • the claimed actuation unit offers easy switching between the above-mentioned operating modes. Mixed forms such as the superposition of an electronically controlled and a pedal-controlled braking can thus be displayed without any problems.
  • the above-mentioned object is achieved according to the invention with an actuation unit described above in combination with a pressure modulation device hydraulically connected to the main brake cylinder of the actuation unit and wheel brakes hydraulically connected to the pressure modulation device.
  • the advantages of the invention are, in particular, that by means of an electro-hydraulic actuator force supply (the actuator force can be an external force in the case of a purely electronically controlled braking and a boosting force in the case of a pedal-controlled braking) and the detection of a boosting force requirement via a differential travel detection, a precise master brake cylinder actuation detection is possible and at the same time a brewing space-saving actuation unit can be implemented.
  • a differential travel sensor By electrically connecting a differential travel sensor via a flexible electrical connection, it can be electronically connected to the control and regulation unit in a space-saving manner.
  • the area of the Mounting flange of the actuating unit can be kept structurally very compact because no sensor installation space is required in this area.
  • a common housing provides protection for sensors (differential travel sensor, pedal force transmission element travel sensor and pressure sensor), flexible electrical connection and electronic unit.
  • FIG. 1 shows an actuating unit in a preferred embodiment in an axial section
  • FIG. 2 a brake system with an actuating unit according to FIG. 1 .
  • FIG. 1 includes a brake pedal assembly 3, a braking device 5 and a main brake cylinder 10.
  • the braking device 5 comprises an actuating force module 6a with a body 6, which closes it off to the outside and via which the braking device 5 is connected to the body or pointed wall 12a of the motor vehicle can be and to which the main brake cylinder 10 is attached.
  • the main brake cylinder 10 embodied as a tandem master brake cylinder (TFIZ) comprises a main brake cylinder body 14 and at least one pressure piston which can be moved therein.
  • TFIZ tandem master brake cylinder
  • a primary piston 12 and a secondary piston are provided.
  • the two pressure pistons delimit a primary chamber and a secondary chamber.
  • a reservoir 18 for brake fluid is hydraulically connected to the two chambers in such a way that the respective chamber is hydraulically balanced with the reservoir 18 or brake fluid reservoir when the respective pressure piston is in its starting position.
  • the main brake cylinder 10 has two hydraulic connections 20, 22 which are hydraulically connected to the respective chamber, with connections 20, 22 and Chambers are each assigned to a brake circuit I, II of a brake system 200 (see FIG. 2).
  • the braking device body 6 has a first cavity 26 and a second cavity 28 which adjoins it as seen in the direction of the THZ and which are designed as a main bore 36. Both cavities 26, 28 are cylindrical, the radius of the second cavity 28 being larger than that of the first cavity 26.
  • the pedal force transmission element 32 is mechanically coupled to a brake pedal 7 via a pedal coupling rod 34 and two joints.
  • the brake pedal arrangement 3 comprises the brake pedal 7, the pedal coupling rod 34 and a pedal bracket 7a.
  • the pedal force transmission element 32 When the brake pedal 7 is actuated, the pedal force transmission element 32 is displaced axially in the direction of the master brake cylinder 10, exerting a pedal actuation force increased by the lever action of the pedal 7 on a first surface (inner annular surface) of the elastic element 44.
  • the actuator force transmission element 30 can exert an actuator force in the actuation direction on the elastic element 44 via a second surface of the elastic element 44.
  • the elastic element 44 is in mechanical contact with a pedal-side face of a total force transmission element 40, which at its other end in the actuation direction is in mechanical force-transmitting contact with the primary piston 12 of the master brake cylinder 10 stands.
  • the total force transmission element 40 is guided in sections both in the actuator force transmission element 30 and in the primary piston 12.
  • the total force transmission element comprises a coupling element 48, which is selected or set to a suitable length during assembly.
  • the total force transmission element 40 has a recess through which a section of a boom (see below) is guided, the recess so is dimensioned that the boom is freely movable relative to the total force transmission element 40.
  • the elastic element 44 has a function comparable to the so-called reaction disk in the vacuum brake booster.
  • the deformation state of such a reaction disk shows the relationship between the pedal force and the actuator force.
  • the elastic element 44 is designed as an elastically deformable but practically incompressible elastomer disk, so that material stresses in the elastomer can be described by the sum of an internal pressure and additional elastic stresses.
  • the consequence of the actuator force transmission element 30 and the total force transmission element 40 is that its deformation state is essentially described by the difference in the travel paths of the pedal force transmission element and the actuator force transmission element 30.
  • An amount of elastomer material that is displaced by the approach of the elastomer contact surfaces of the pedal force transmission element and the total force transmission element leads to a thickening of the elastomer disk in the area between the elastomer contact surfaces of the actuator force transmission element 30 and the total force transmission element 40 and vice versa. If the difference is zero, there is no deformation and the internal pressure in the elastic element is the same at every point. In particular, applies in this equilibrium state
  • the actuator force is varied in such a way that the equilibrium specified in the equation is maintained.
  • a control device adjusts the actuator force in such a way that the differential travel is kept at zero.
  • FS (1 + AA / AP) ⁇ FP, which means that the total force FS is equal to the pedal force increased by a factor of 1 + AA / AP.
  • a pneumatic valve device is used in a vacuum brake booster as a control device that responds to the differential travel and adjusts the actuator force
  • an electronic control device is provided here that detects the differential travel with a sensor and provides the actuator force in an electronically controlled manner.
  • Such an electronic control device has the advantage that its function can be varied using software.
  • a so-called active braking can be superimposed on the boost function, or a so-called brake assistant function can be implemented via software, which generates an actuation process that is optimized with regard to the vehicle deceleration effect from an actuation of the brake pedal that is recognized as an initiation of emergency braking due to its acceleration dynamics, but is subsequently powerless.
  • the actuation unit 2 allows a build-up of brake pressure both through muscle power and an electronically controlled active build-up of pressure.
  • signal-controlled braking interventions, pedal-controlled reinforced braking interventions, pedal-controlled non-amplified braking interventions and mixed forms of these braking interventions can be carried out by means of the actuation unit 2.
  • a pressure supply device 50 is provided, which is designed or functions as an electrohydraulic pressure source. It comprises a hydraulic pressure chamber 52 into which a pressure piston 58 can be moved.
  • the rotor of an electric motor 54 is connected to the pressure piston 58 via a rotation-translation gear 56, whereby an axial movement of the pressure piston 58 is carried out by means of a rotation of the motor.
  • the Rotation-translation gear 56 preferably comprises a ball screw drive (KGT) with a spindle 60 and a nut 62.
  • the nut 62 is rotatably mounted with the help of a rotation lock 54a, so that a rotation of the spindle 60 to an axial movement of the nut 62 and thus at least in axial direction coupled pressure piston 58 leads.
  • the pressure supply device 50, the pedal force transmission element 32, the actuator force transmission element 30 and the total force transmission element 40 are components of the actuation force module 6a.
  • the pressure chamber 52 is connected to a reservoir through hydraulic openings, which prevents an unintentional pressure build-up due to a possible heating of the pressure medium in the pressure chamber 52 - for example as a result of an increase in the ambient temperature - as a result of temperature expansion.
  • the pressure equalization connections are first closed, so that a pressure build-up is possible.
  • the pressure medium reservoir of the pressure supply device can form a structural unit with the pressure medium reservoir 18 of the master brake cylinder 10. In this case it is advisable to use a uniform pressure medium.
  • the pressure medium used in the brake device can also be, for example, a hydraulic oil, that is to say chemically different from the brake fluid that usually circulates in the brake circuits.
  • the pressure chamber 52 is hydraulically connected by a pressure line 70 to a boosting pressure chamber 72, which is arranged in an inner region of the body 6 between a surface closing off a main bore section and the actuator force transmission element 30.
  • the pressure supply device 50 is activated by an electronic control and regulation unit 80. To actively build up pressure, the pressure piston 58 is moved into the pressure chamber 52, so that pressure medium is conveyed through the pressure line 70 into the booster pressure chamber 72, so that the
  • Actuator force transmission element 30 is displaced axially in the direction of the master brake cylinder 10.
  • the brake pedal 7 can be operated, whereby the pedal force transmission element 32 is displaced axially in the direction of the master brake cylinder 10.
  • the forces transmitted by the two transmission elements 30, 32 are transmitted to the primary piston 12 by the total force transmission element 40 and the coupling element 48 connected to it.
  • the total force transmission element 40 and the coupling element 48 are rigidly connected to one another in the embodiment shown. They can also be designed in one piece.
  • the actuation unit 2 is designed to transmit the travel information from the pedal force transmission element 32 and actuator force transmission element 30 to a location next to the master brake cylinder 10 and to determine at least one differential travel measurement value of the two transmission elements 30, 32.
  • a first arm 100 is provided, which is preferably rigidly connected to the pedal force transmission element 32 and at the end of which a position transmitter element 102 is arranged.
  • a second arm 110 is provided, which is connected, preferably rigidly, to the actuator force transmission element 30 and at the end of which a sensor element 112 is arranged.
  • the differential value of the travel paths of sensor element 112 and position transmitter element 102 is continuously recorded.
  • the position transmitter element 102 can be arranged on the second arm 110 and the sensor element 112 on the first arm 100.
  • So-called contactless measuring principles are preferably used, which in this context means that measuring principles with possible wear and tear of electrical contacts generating measuring signals - i. H. the use of potentiometric sensors - because of their mechanically conditioned susceptibility to failure, should not be used.
  • the preferred measuring principles are those based on magnetic, electromagnetic or optical effects and known to allow signal generation that is not affected by mechanical wear.
  • the two arms 100, 110 are designed as webs that run in a first area within the body 6 and run in an end area along the master cylinder 10 or the master cylinder housing 14, the arm 110 seen radially with respect to the main bore axis within the Radius of the boom 100 runs. This arrangement can save installation space.
  • the sensor element 112 is connected to the control and regulating unit 80 by means of a flexible electrical connection 148.
  • the actuation unit 2 furthermore has an electronics housing 150, which is preferably arranged directly next to the brake master cylinder housing 14 and in which the flexible electrical connection 148 and non-movable components 250 are arranged for the mechanical and electrical connection of the flexible electrical connection 148.
  • control and regulating unit 80 is also accommodated in the electronics housing 150 that accommodates the flexible electrical connection 148 and the sensor, thereby avoiding the need for a separate electronics housing for the control and regulating unit 80.
  • the electrical connection from the aforementioned non-movable components 250 to the control and regulating unit 80 can be designed as an electrical connection within the electronics housing and is thus protected against environmental influences by the electronics housing. If two separate electronics housings were used, a comparatively complex cable connection would be necessary.
  • control and regulation unit 80 An essential component of the control and regulation unit 80 is an electronic circuit board 80a, which produces the electrical connections in the form of conductor tracks between its electronic components (integrated electronic circuits, diodes, transistors, coils, capacitors, connection elements, etc.).
  • a control and regulating unit 80 typically comprises a circuit board, the components on the circuit board, electrical connections in the form of cable connections, contact springs, plugs and an electronics housing with electrical and mechanical connections to the outside.
  • a contact surface 260 is preferably provided for the flexible electrical connection.
  • the path of the pedal force transmission element can also be detected.
  • a sensor 100a is preferably used to detect the
  • This further sensor 100a preferably detects the position of the same position transmitter element via which the above-described differential travel detection takes place.
  • a additional position encoder can be used.
  • the detection range of the sensor preferably comprises the entire possible travel path of the pedal force transmission element.
  • a pressure sensor 52a or 52b can be connected to hydraulic actuators in order to detect a signal representing the actuator force.
  • a pressure sensor 52a, 52b is electrically connected to the electronic unit, which supplies the sensor 52a, 52b with electrical energy and receives the signals generated by the sensor.
  • the pressure sensor 52b is preferably arranged within the electronics housing. This has the advantage that no cable connection that is resistant to environmental influences is required between the electronics unit and the sensor.
  • a brake system 200 is shown, which the actuation unit 2 according to FIG. 1 includes.
  • the brake system 200 furthermore comprises a pressure modulation device 210, which in the present case is designed as an ESC module and has wheel-specific inlet and outlet valves for setting wheel-specific wheel brake pressures.
  • the brake system 200 has four hydraulically actuatable wheel brakes 220, 222, 224, 226, two of the wheel brakes 220, 222 being assigned to a first brake circuit I and two of the wheel brakes to a second brake circuit II.
  • the first brake circuit I comprises a first hydraulic brake circuit line 230 which connects the hydraulic connection 20 to the primary chamber of the tandem master brake cylinder 10.
  • the second brake circuit II comprises a second hydraulic brake circuit line 232 which connects the hydraulic connection 22 to the secondary chamber of the tandem master brake cylinder 10.

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

Abstract

L'invention concerne une unité d'actionnement (2) pour un système de freinage hydraulique (200), comprenant un arrangement de pédale de frein (3), une unité de freinage (5) et un cylindre de frein principal (10), l'unité de freinage (5) comprenant un module de force d'actionnement (6a) doté d'un corps (6) qui la ferme vers l'extérieur et dans lequel, dans un alésage principal (36) à l'intérieur du corps (6), un élément de transmission de force de pédale (32), un élément de transmission de force d'actionneur (30), un élément de transmission de force totale (40) et un élément élastique (44) sont guidés avec mobilité linéaire le long de l'axe d'alésage principal. L'unité d'actionnement (2) comprend en outre des moyens destinés à détecter la différence de trajet de déplacement de l'élément de transmission de force de pédale (32) et de l'élément de transmission de force d'actionneur (30), les moyens de détection de trajet différentiel (100, 110) comprennent des bras qui transmettent mécaniquement les informations de trajet de l'élément de transmission de force de pédale (32) et de l'élément de transmission de force d'actionneur (30) à un emplacement décalé radialement par rapport à l'alésage principal, un élément transmetteur de position (102) est fixé à un bras (110), et un élément capteur (112) qui détecte la position relative de l'élément émetteur de position (102) par rapport à l'élément capteur (112), est fixé à un autre bras (100).
PCT/EP2020/073880 2019-08-29 2020-08-26 Unité d'actionnement pour un système de freinage à actionnement hydraulique et système de freinage associé WO2021037929A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202080057688.0A CN114222687B (zh) 2019-08-29 2020-08-26 用于可液压操作的制动设备的操作单元和相应的制动设备

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019213058.5A DE102019213058A1 (de) 2019-08-29 2019-08-29 Betätigungseinheit für eine hydraulisch betätigbare Bremsanlage und zugehörige Bremsanlage
DE102019213058.5 2019-08-29

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WO2021037929A1 true WO2021037929A1 (fr) 2021-03-04

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DE102021208845A1 (de) 2021-08-12 2023-02-16 Continental Automotive Technologies GmbH Betätigungseinrichtung für eine Bremsanlage eines Kraftfahrzeugs und ein Verfahren zum Betreiben einer Betätigungseinrichtung

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