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
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
• • 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
  • B60T13/741—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 an ultimate actuator
• • 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
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
• • 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
  • B60T8/52—Torque sensing, i.e. wherein the braking action is controlled by forces producing or tending to produce a twisting or rotating motion on a braked rotating member
• • 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
  • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
  • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2400/00—Special features of vehicle units
  • B60Y2400/81—Braking systems

Definitions

• the present invention concerns a braking system of a vehicle , and refers in particular to a control method for a braking system of a vehicle and to the relative system .
• Such comparison is performed not only in typical cases of a request for braking but also in those speci fic cases in which the BBW electronic braking system must respond to requests from additional electronic systems that the vehicle may be equipped with such as , for example , the wheels antilock braking system (ABS ) or the electronic stability control system (ESC ) or in which it must respond to conditions of low adhesion regarding the vehicle itsel f .
• ABS wheels antilock braking system
• ESC electronic stability control system
• Option 1 has some limitations in relation to feasibility, costs , resolution/accuracy, and reusability .
• feasibility With regard to feasibility, in some cases it is not possible to have a sensor that is capable of reading the entire operating range of the brake caliper in the small space available within the caliper itsel f .
• the sensor reading range In a sensor, the sensor reading range , accuracy and resolution are interrelated characteristics and may not be determined independently : an increase in the sensor reading range may result in a loss of accuracy and resolution .
• Option 2 has the limitation that an estimate is subj ect to many uncertainties and variability over the li fe of the components , for example due to variations in ef ficiency, pad wear, variations in actuator and caliper production parameters , thermal ef fects , variations in friction forces , etc . These aspects may lead to estimates with poor levels of accuracy, especially during the first part of a low force braking event and when the pad-disc contact point must instead be determined and detected with high accuracy .
• the obj ect of the present invention is to propose a control method and system for a braking system capable of overcoming, at least in part , the limitations and disadvantages of the solutions of the prior art .
• FIG. 1 shows , by means of a block diagram, an electronic control system for a braking system of a vehicle , according to an embodiment o f the invention
• FIG. 2 shows , by means of a block diagram, an electronic control system for a braking system of a vehicle , according to a further embodiment of the invention
• FIG. 3 is a sti f fness curve graph comparing force and movement , partly measured and partly estimated, obtained according to an embodiment of the control method according to the invention
• FIG. 4 and 4a are two sti f fness curves graphs comparing force and movement and force and time , respectively, which include the hysteresis characteristic of the caliper ;
• FIG. 5 is another sti f fness curve graph comparing force and movement with hysteresis , representing the phenomenon of transients between the rise curve and the fall curve of the clamping force ; and [0023] - Figure 6 is a flowchart of a control method for a braking system of a vehicle , according to an embodiment of the invention .
• 1 ; 100 is used to indicate as a whole and in schematic form an electronic control system for a braking system, in some embodiments of the invention .
• the control system finds application in a distributed architecture Brake-By-Wire braking system, wherein each corner of the vehicle is independently controlled, in closed loop mode , so as to minimi ze the error between the value of the target braking force , or reference ( FR) braking force , and the intensity of the braking force actually applied by the brake caliper .
• the value associated with the braking target and the intensity of the force applied by the caliper may depend on the control strategies adopted, the sensor used or the topology of the corner, and may be, for example, but not limited to, force, pressure or torque. These measurements are interrelated and may easily be converted into one another; therefore, in the description that follows, such interrelated quantities shall be generically referred to as "force” or "clamping force”.
• the term 'vehicle refers to any vehicle or motor vehicle, also of a commercial type, having two, three, four or more wheels.
• the term 'braking system refers to a set of all of the components (from mechanical and/or electrical or electronic components up to the braking fluid) that contribute to the generation of the service braking of a vehicle or to the generation of the parking braking of a vehicle .
• Figures 1 and 2 represent block diagrams of possible embodiments of the system 1.
• the control system comprises a vehicle control module 101.
• the vehicle control module 101 for example a hardware module and/or software logic within a main hardware module , is configured, among the tasks for which it is intended, to receive a braking request RF ( deceleration request ) .
• This braking request RF may come from a brake pedal (not shown in the figures ) operable by the driver of the vehicle , and may be processed, for example , by an EBD logic (Electronic Brake- force Distribution, not shown in the figures ) implementable by the vehicle control module 101 or may come from an automatic vehicle driving assistance logic, for example an AEB logic (Autonomous Emergency Brake , also not shown in the figures ) .
• EBD logic Electronic Brake- force Distribution, not shown in the figures
• AEB logic Automatic Emergency Brake , also not shown in the figures
• the vehicle control module 101 may be configured to determine a reference force value ER based on the braking request RF and possibly other information coming from sensors associated with the braking system, or, in general , the vehicle .
• the vehicle control module 101 is external to the control system 1 ; 100 which is the obj ect of the present invention, and provides the control system 1 ; 100 with the value of the reference force FR .
• the system 1 ; 100 further comprises one or more corner detection devices 10 operatively associated with a corner of a vehicle .
• corner detection devices 10 are configured to detect corner information that is representative of the braking system at a corner of the vehicle .
• corner information representative of the braking system at a vehicle corner in fact refers to information relating to each braking device , even i f not necessarily physically located at the relative corner .
• the corner detection devices 10 comprise actuator sensors 102 that are suitable for acquiring information in relation to the status of the caliper actuator, for example an electro-mechanical or electro-hydraulic actuator, which is operable in order to command the clamping and release of the respective brake caliper .
• actuator sensors 102 that are suitable for acquiring information in relation to the status of the caliper actuator, for example an electro-mechanical or electro-hydraulic actuator, which is operable in order to command the clamping and release of the respective brake caliper .
• the actuator sensors 102 comprise position sensors , electrical voltage sensors , electrical current sensors , temperature sensors , and so on .
• the information acquired by the actuator sensors 102 is , for example :
• - quantities derived from the position of the electro-mechanical actuator of the brake caliper such as , for example : speed, acceleration or the derivative of the acceleration ( snatch or j erk) ;
• the corner detection devices 10 further comprise , for each corner, a force sensor 104 that is suitable for acquiring information in relation to the clamping force applied by the brake caliper on the brake disc .
• the force sensor 104 is suitable for measuring the clamping force exerted by the brake caliper, at least within a range limited to the first part of the operating range of the brake caliper, that is the first part of the electro-mechanical actuator piston stroke or, in the case of an electro-hydraulic actuator, the first part of the pump float stroke or of the caliper piston stroke .
• the force sensor 104 may have a lower force reading range than the operating range of the brake caliper .
• the force sensor 104 is , or is used to function as , a binary sensor, that is , a force switch, which is only suitable for detecting whether the clamping force exerted by the caliper exceeds a predetermined threshold value .
• the corner information comprises information representative of the start of the force phase by the electro-mechanical actuator, that is information ( for example a " flag" ) representative of the start of the loading phase , in which the piston of the electromechanical or electro-hydraulic actuator begins to exert force and passes from a no-load position to a position in which it begins to load on the brake caliper .
• the system 1 further comprises a force estimator module 110 configured to determine an estimated force value FS based on a clamp sti f fness model represented by a theoretical sti f fness curve Fx that relates the clamping force applied by the actuator with the position P of the piston of the electro-mechanical or electro- hydraulic actuator .
• the caliper sti f fness model is provided with a sti f fness modeling module 120 .
• the sti f fness modeling module 120 constructs the theoretical sti f fness curve Fx based on the information acquired from the force sensor and information regarding the caliper actuator status .
• some examples will be described of model building algorithms .
• the force estimator module 110 is configured to estimate the theoretical sti f fness curve within a clamping force range that is beyond the sensor reading range and up to the maximum clamping force value of the caliper, or in any case beyond a certain predetermined clamping force threshold value within the sensor reading range , for example , below which the measurement accuracy of the sensor is satis factory and above which the measurement accuracy of the sensor is not considered satis factory .
• the electronic control system is configured to use the clamping force information coming from the force sensor i f the reference force value FR is below the threshold value established for the force sensor, and to use the estimated force value FS i f the reference force value FR is higher than the threshold value .
• the sti f fness model is used to estimate the force beyond the sensor reading range in order to provide closed-loop control feedback throughout the operating range of the corner .
• the comparison between the reference force value FR and the threshold value may be performed by the force estimator module 110 on the basis of information coming from the actuator sensor 102 , for example the position of the electro-mechanical actuator piston .
• the system 1 ; 100 also includes a brake control module 130 .
• the brake control module 130 for example a hardware module and/or software logic within a main hardware module , is configured to receive the signal that is representative of the estimated force value FS , coming from the estimator module , and the signal representative of the real force FA detected by the force sensor .
• the brake control module 130 is configured to compare one of these two signals (for example depending on whether the reference force value FR is below or above the predetermined threshold value ) with the reference force value ER and to generate a control signal SC for an electro-mechanical or electro-hydraulic actuator of a brake caliper of the braking system (which actuator is schematically represented outside the system 1 ; 100 and indicated by reference AE ) on the basis of that comparison .
• control signal SC is , for example , the reference value ( set point ) of an electrical current or electrical voltage ( PWM) to be supplied to the electro-mechanical actuator AE of the brake caliper .
• the system 1 also comprises an electronic drive module DR of the electro-mechanical actuator AE .
• the brake control module 130 may be configured to provide the control signal SC to the electro-mechanical actuator AE by means of the electronic drive module DR .
• the drive module DR is configured to receive the control signal SC, and therefore a braking demand level (percentage/PWM) , consequently generating a drive signal SC' to be provided to the electro-mechanical actuator AE , for example an lectric drive current to be provided to the electric motor that is suitable for moving the electro-mechanical actuator AE .
• the stiffness modeling module 120 is configured to model the theoretical stiffness curve with a parabolic, cubic or exponential curve, based on the characteristics of the caliper within the reading range of the force sensor.
• the stiffness modeling module 120 is configured to model the theoretical stiffness curve in one of the following two ways, depending on the characteristics of the caliper (for example, based on geometry, friction, etc. ) .
• the identified model for example the parabolic, cubic or exponential curve, correctly represents the entire operating range of the caliper
• the identified model may be constructed on the basis of information obtainable from the sensor within the reading range thereof, and the same curve may be used to estimate the force in the upper part of the operating range of the caliper, that is beyond the reading range of the sensor or in any case beyond the preset threshold value.
• the identi fied model is then used to carry out a linear extrapolation in order to extend the model in the upper part of the operating range of the caliper, that is outside the area covered by the sensor, in which the sti f fness of the caliper may be better identi fied as a linear curve instead of a parabolic, cubic or exponential curve .
• the sti f fness modeling module 120 may be configured to implement a model identi fication routine according to various strategies .
• a first strategy is to identi fy the model in real time at each new braking system control cycle , using new information coming from the force sensor .
• the identi fication of the model is performed only when predefined and intermediate force threshold values are reached (that is , below the sensor threshold value ) during a braking event .
• the intermediate force thresholds may be chosen at a constant interval (for example every 1000N) or they may be distributed by increas ing the number of samples within the area where there is the greatest non-linearity and reducing those samples where the curve is more linear or almost linear .
• the identi fication of the model is performed once per braking event , after collecting all of the data from the force sensor, and, for example , when the actuator is not braking .
• the caliper sti f fness modeling module may be configured to add, during the model fitting step, an obsolescence parameter associated with the data used .
• an obsolescence parameter associated with the data used .
• the data relating to high levels of force may therefore also be old, relating to braking events that occurred even much earlier than the braking event that the system is controlling .
• the fitting algorithm may therefore provide for the introduction, during the modeling step, of an obsolescence parameter associated with the available data so that the most recent data have greater weight than the older data .
• This allows the model estimation process to use available information on the entire operating range of the sensor, but to be more responsive to the change in stiffness, for example, due to wear of the pads or the thermal effect on the disc and caliper.
• the stiffness model 120 is obtained during an electronic control system configuration step, that is, in "offline" mode.
• measurements of the position of the caliper actuator piston and the caliper clamping force may be performed by means of an external sensor during a force ramp and collected data are used to determine the parameters of the stiffness model.
• the binary force sensor 104 senses whether or not there is clamping force.
• the perceived force may be the pad-disc contact force.
• the sensor detects the presence of a force, for example, when the force exceeds a certain predetermined threshold. When this threshold is exceeded, the estimator module applies the model provided by the stiffness modeling module 120 (which in Figure 2 is represented outside the control system) so as to obtain the estimated force value FS as a function of information received from the actuator sensor 102.
• control system 100 may comprise a storage module 122 in which the stiffness model obtained "offline" from the stiffness modeling module 120 is stored.
• the storage module 122 is accessible by the force estimator module 110.
• the stiffness modeling module is configured to account for the hysteresis effect present on the caliper so that the curve of the increase of clamping force does not coincide with the curve of the decrease of the force when the required force is reduced. [0078] In more detail, in one embodiment, the stiffness modeling module is configured to implement this hysteresis effect by identifying the stiffness model only for the phase of increasing the force and deriving the decreasing phase of the curve by means of translating the model by a predefined amount.
• Figure 4 shows a stiffness curve Fx as a function of the position of the piston, which includes the hysteresis effect of the caliper. A decreasing phase of the clamping force is noted, which is substantially a translation of the ascending phase .
• Figure 4a shows the same sti f fness curve , but as a function of time .
• two models are instead identi fied using information coming from the force sensor, both during the application phase and during the release phase of the braking event .
• the modeling module is configured to implement such a mechanism to connect the two curves when a certain force modulation is required and the actuator changes direction from a force-increasing phase to a forcedecreasing phase , or vice versa .
• the modeling algorithm implements some additional transition curves that may be identi fied and modeled as a linear behavior, a parabolic curve , a cubic curve , an exponential curve or a filter based on the actual behavior of the caliper .
• the modeling module may receive from the sensor that detects the position of the piston of the electro-mechanical or electro-hydraulic actuator AE ( or other related information) , information concerning the direction of movement of the actuator ( during appl ication or release ) .
• the force sensor 104 is mechanically integrated into the electro-mechanical or electro-hydraulic actuator . Such integration might be implemented according to alternative embodiments .
• the force sensor is always subj ected to the applied force , also above the clamping force threshold value .
• the sensor must be mechanically designed to withstand the entire range of caliper forces without permanent deformation or damage .
• it may be designed to provide a measurement only up to the threshold value reaching the full scale of the interface ( a solution that of fers maximum resolution) .
• the sensor may have a wider interface scale but provide a measurement with less accuracy above the threshold value .
• the senor is integrated with a mechanical design that allows the sensitive section of the sensor to be stressed only up to the clamping force threshold value .
• This solution allows the sensitive section of the sensor to be designed to withstand only one force , up to the threshold value , without the need for a mechanical structure that is capable of withstanding the entire force range o f the caliper .
• the method 500 comprises a symbolic start step STR.
• the method involves predetermining (502) a clamping force threshold value FT that detectable by the caliper sensor, such threshold value FT being lower than the maximum clamping force value that executable by the caliper .
• the clamping force threshold value FT may be the maximum value of the sensor reading range, or a threshold value chosen as a function of the accuracy of the caliper sensor.
• the method 500 comprises a step for receiving (506) a value of a reference force (FR) .
• the value of the reference force (FR) is received (504) by a vehicle control module 101 that, based on a braking request (RF) , generates (502) the value of the reference force (FR) .
• the method also comprises a step of identifying (508) , by means of a caliper stiffness modeling module, a caliper stiffness model defined by a theoretical stiffness curve that relates the clamping force applied by the caliper with the position of the caliper actuator. [0093] If the value of the reference force FR is higher than the threshold value FT, the method comprises the step of estimating (510) , by means of a force estimator module 120, an estimated clamping force value FS using the caliper stiffness model and information correlated to the position of the electro-mechanical actuator.
• the method also comprises the step of generating (512) , by means of a brake control module 130, an actuator control signal based on the estimated clamping force value FS and the reference force value FR.
• the method comprises a step of generating (512' ) , by means of the brake control module, an actuator control signal SC based on the actual clamping force value FA measured by the caliper sensor.
• the step of identifying 508 is performed based on clamping force information detected by the caliper sensor as a function of caliper actuator status information.
• the step of identifying 508 comprises generating a theoretical stiffness curve of a parabolic, cubic or exponential type over the entire operating range of the caliper.
• the step of identifying 508 comprises generating a theoretical stiffness curve having, in the range of forces up to the threshold value , a first parabolic , cubic or exponential section, and a second linear section, beyond the threshold value , obtained by linear extrapolation starting from the slope of the final portion of the first curve section .
• the step of identi fying 508 is performed in real time at each new cycle of acquiring information provided by the caliper sensor .
• the step of identi fying 508 is performed at the end of a braking event using a plurality of information provided by the caliper sensor during the braking event .
• the step of identi fying 508 is performed during a braking event each time the predetermined force sub-thresholds are exceeded within the range of forces up to the threshold value .
• the step of identi fying 508 comprises a step of assigning, by means of the force estimator module , greater weights to the most recent clamping force information provided by the caliper sensor .
• a binary caliper sensor is used that is suitable for providing clamping force presence information when the clamping force reaches a predetermined threshold value .
• the step of identi fying 508 further comprises a step of estimating the caliper hysteresis ef fect , said step of estimating comprising a translation of a predetermined amount of the theoretical sti f fness curve that represents the phase of the force application .
• the step of estimating the hysteresis ef fect is based on a detection of the clamping force of the caliper by the caliper sensor during the braking event release phase .
• a sensor with a limited range allows for the optimi zation of accuracy and resolution in the most critical area, at low levels of force , where a " small" error becomes more relevant when compared to the actual force required .
• a sensor with a limited reading range may be designed to withstand contained forces , and therefore with reduced packaging that is better suited to a BBW system actuator, with optimi zations also in terms of production costs .
• the proposed solution allows to adopt an easily scalable force sensor for di f ferent applications with di f ferent ranges of force : the same physical sensor will always measure and be subj ected to the same clamping force threshold value , while only the algorithm for estimating the force above the threshold value may require customi zation in order to extend and adapt the scale to the entire operating range .
• a person skilled in the art may, in order to meet contingent needs , make changes , adaptations , and replacements of elements with functionally equivalent ones , without departing from the scope of the following claims .
• Each of the features described as belonging to a possible embodiment may be obtained independently of the other described embodiments .

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Braking Arrangements (AREA)
• Regulating Braking Force (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)
• Braking Systems And Boosters (AREA)

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• 2021
  • 2021-09-21 IT IT102021000024236A patent/IT202100024236A1/it unknown
• 2022
  • 2022-09-20 WO PCT/IB2022/058871 patent/WO2023047275A1/en not_active Ceased
  • 2022-09-20 US US18/693,288 patent/US20250121807A1/en active Pending
  • 2022-09-20 CN CN202280076874.8A patent/CN118302340A/zh active Pending
  • 2022-09-20 EP EP22789299.9A patent/EP4405218A1/en active Pending
  • 2022-09-20 KR KR1020247013004A patent/KR20240067939A/ko active Pending
  • 2022-09-20 JP JP2024517581A patent/JP2024535890A/ja active Pending

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