WO2024041807A1 - Procédé d'actionnement de système de freinage dans un véhicule - Google Patents

Procédé d'actionnement de système de freinage dans un véhicule Download PDF

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Publication number
WO2024041807A1
WO2024041807A1 PCT/EP2023/069600 EP2023069600W WO2024041807A1 WO 2024041807 A1 WO2024041807 A1 WO 2024041807A1 EP 2023069600 W EP2023069600 W EP 2023069600W WO 2024041807 A1 WO2024041807 A1 WO 2024041807A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
braking force
electromechanical
vehicle
electromechanical braking
Prior art date
Application number
PCT/EP2023/069600
Other languages
German (de)
English (en)
Inventor
Matthias Fischer
Frank Baehrle-Miller
Gilles Dubos
Laurent RENAULT
Otmar Bussmann
Tobias Putzer
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 WO2024041807A1 publication Critical patent/WO2024041807A1/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
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B60T13/667—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems and combined with electro-magnetic brakes
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • 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
    • B60T2270/40—Failsafe aspects of brake control 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry

Definitions

  • the invention relates to a method for actuating a braking system in a vehicle, wherein the braking system comprises a hydraulic vehicle brake that is equipped with a brake force boosting unit and at least one electromechanical braking device with an electric brake motor for generating an electromechanical braking force.
  • DE 10 2004004992 A1 describes a parking brake system in a vehicle in which a clamping force that fixes the vehicle when it is at a standstill is generated via an electric brake motor by the electric brake motor adjusting a brake piston against a brake disc.
  • the parking brake system is integrated into the hydraulic vehicle brake. During regular braking operation, the brake piston is pressed against the brake disc by the hydraulic brake fluid.
  • Braking system of a motor vehicle which is equipped with a hydraulic braking device, an electromechanical braking device and a brake pedal.
  • a hydraulic braking device In the event of a fault in the hydraulic braking device, an electromechanical braking force is exerted via the electromechanical braking device to decelerate the motor vehicle.
  • the method according to the invention relates to a vehicle with a hydraulic vehicle brake, via which the vehicle is braked in regular braking operation by applying hydraulic brake pressure to wheel brake devices of the hydraulic vehicle brake, whereby a brake piston in the wheel brake device is adjusted against a brake disc.
  • the hydraulic vehicle brake also has at least one brake booster unit to increase the brake pressure generated by the driver.
  • the brake booster unit is preferably electrically actuable, for example using an electrically controllable actuator, which is advantageously connected downstream of a master brake cylinder of the vehicle brake.
  • the electrically controllable actuator is, for example, a plunger that is driven by an electric motor. The plunger moves brake fluid into one or more brake circuits of the vehicle's hydraulic brake and builds up hydraulic brake pressure.
  • the brake booster unit can also be designed to be non-electrically actuated, for example hydraulically actuated.
  • the wheel braking devices of the hydraulic vehicle brake are each equipped with an electromechanical braking device with an electric brake motor, in particular the wheel braking devices on the left and right wheels of the rear axle of the vehicle.
  • the electromechanical braking device with the electric brake motor can be actuated when the vehicle is parked in order to achieve this To generate parking brake force that permanently sets the vehicle electromechanically.
  • the electric brake motor of the electromechanical braking device acts on the same brake piston as the hydraulic vehicle brake.
  • the electromechanical braking device in the event of a partial failure or a complete failure of the brake force boosting unit of the hydraulic vehicle brake, the electromechanical braking device is actuated during braking in addition to the hydraulic braking force. This is done in such a way that the increase in the electromechanical braking force is carried out in several stages, with the electromechanical braking force being kept constant or approximately constant at each stage.
  • the electromechanical braking force is therefore built up according to a step function. It has been shown that this approach significantly improves braking force control. Dead times that can affect braking force control are eliminated or at least reduced.
  • the brake force controllers used for the hydraulic vehicle brake and the electromechanical braking device can also continue to be used in the event of failure or partial failure of the brake force booster unit of the hydraulic vehicle brake.
  • a maximum electromechanical braking force support is determined, the levels of the electromechanical braking force each corresponding to a defined percentage of the maximum electromechanical braking force support.
  • the maximum electromechanical brake force support is, for example, a deceleration of 4 m/s 2 .
  • the value of the maximum electromechanical brake force support can be set depending on the vehicle and/or currently determined from the driving situation, for example as a function of current driving status and operating variables such as the current vehicle speed or the load of the vehicle, etc.
  • the different levels that control the electromechanical braking force during construction can assume different percentage values of the maximum electromechanical brake force support, with both equidistant distances between the steps as well as different distances between the steps are possible.
  • stages can be considered for the electromechanical braking force during construction.
  • the minimum control period for each stage in order to change from one stage to the next is advantageously at least 20 ms, preferably at least 50 ms. This ensures that the levels can be set specifically.
  • the minimum control duration can be fixed or set variably, in particular depending on current driving status and operating variables such as the current vehicle speed or the load of the vehicle, etc.
  • the current activation duration of each individual stage can depend on the state or operating variables of the vehicle, for example on the electrical voltage in the vehicle electrical system or on the motor speed of the brake motor. All stages preferably have the same activation duration. Alternatively, it may also be expedient for different stages to have different activation durations.
  • the maximum electromechanical braking force support is set to a value that is smaller than the maximum possible mechanical braking force. This ensures that the maximum electromechanical brake force support reaches a level at which locking of the wheels is avoided.
  • the maximum electromechanical brake force support provides one The upper limit up to which a gradual build-up of electromechanical braking force is possible.
  • the electromechanical braking force depends on the level of brake pedal actuation, with the electromechanical braking force being limited to the maximum electromechanical brake force support when a brake pedal actuation limit value is reached.
  • a defined pedal force with which the brake pedal is actuated for example 200 N, is set as the brake pedal actuation limit value.
  • a defined pedal travel can also be set when the brake pedal is actuated.
  • the electromechanical braking force is only generated when the hydraulic brake pressure in the hydraulic vehicle brake reaches or exceeds a minimum pressure, which is, for example, five bar. Up to the minimum pressure, only the hydraulic vehicle brake is actuated, and the electromechanical braking force is only generated when the minimum pressure is exceeded.
  • a minimum pressure which is, for example, five bar.
  • the electric brake motor it is possible for the electric brake motor to be actuated even below the minimum hydraulic pressure without generating electromechanical braking force in order to reduce the free travel until the brake pads come into contact with the brake disc.
  • the free travel reduction can be coupled to the additional condition that the hydraulic brake pressure is greater than zero or that the brake pedal travel is greater than zero.
  • the electric brake motor it is also possible for the electric brake motor to remain inactive below the minimum hydraulic pressure.
  • the brake control mechanisms can be retained even when the hydraulic vehicle brake and the electromechanical braking device are actuated at the same time.
  • the electromechanical braking force acting on this wheel is first reduced and only in the event that a further reduction in braking force is required, the hydraulically generated braking force is then also reduced.
  • not only the build-up but also the reduction of the electromechanical braking force is carried out in several stages, for example at the end of a braking process or when reducing the braking force. Even when dismantling, the gradual reduction of the electromechanical braking force is advantageous with regard to braking force control. If necessary, however, it may be sufficient for the electromechanical braking force to be reduced in one step and without intermediate stages, especially in cases in which the driver completely reduces the brake pedal operation.
  • the invention also relates to a control device which contains means which are designed to carry out the method described above.
  • the means include at least one storage unit, at least one computing unit, a control device input and a control device output.
  • the control unit can be used to control the adjustable components of the hydraulic vehicle brake and/or the electromechanical braking device. If necessary, several control devices can be present, of which one control device is assigned to the hydraulic vehicle brake and another control device is assigned to the electromechanical braking device.
  • the invention further relates to a braking system in a vehicle, wherein the braking system is equipped with a hydraulic vehicle brake and an electromechanical braking device with an electric brake motor and also with at least one previously described control device for controlling the adjustable components of the braking system.
  • the invention also relates to a vehicle with a braking system as described above.
  • the vehicle is in particular a motor-driven, at least two-axle vehicle, for example a passenger car or a truck.
  • the invention also relates to a computer program product with a program code that is designed to carry out the method steps described above to carry out.
  • the computer program product runs in the control device described above.
  • FIG. 1 is a schematic representation of a hydraulic vehicle brake with a brake booster forming an actuator, the wheel brake devices of the vehicle brake on the vehicle rear axle also being designed as an electromechanical braking device with an electric brake motor,
  • FIG. 3 shows a flow chart with method steps for building up an additional electromechanical braking force in the event that a brake force boosting unit of the hydraulic vehicle brake has partially or completely failed
  • Fig. 4 is a flow chart following Fig. 3 with a control loop for limiting the electromechanical braking force.
  • the brake system shown in Fig. 1 in a vehicle comprises a hydraulic vehicle brake 1 with a front axle brake circuit 2 and a rear axle brake circuit 3 for supplying and controlling wheel brake devices 9 on each wheel of the vehicle with a brake fluid under hydraulic pressure.
  • the two brake circuits 2, 3 are connected to a common master brake cylinder 4, which is supplied with brake fluid via a brake fluid reservoir 5.
  • the master brake cylinder piston within the master brake cylinder 4 is actuated by the driver via the brake pedal 6, which is exerted by the driver Pedal travel is measured via a pedal travel sensor 7.
  • a brake booster 10 which includes, for example, an electric motor, which preferably actuates the master brake cylinder 4 via a gearbox (iBooster).
  • the brake booster 10 forms an electrically controllable actuator for influencing the brake pressure.
  • the iBooster 10 forms a brake booster unit.
  • the actuating movement of the brake pedal 6 measured by the pedal travel sensor 7 is transmitted as a sensor signal to a control device 11, in which actuating signals for controlling the brake booster 10 are generated.
  • the wheel brake devices 9 are supplied with brake fluid in each brake circuit 2, 3 via various switching valves, which are part of a brake hydraulic system 8.
  • the brake hydraulics 8 also includes a hydraulic pump, which is part of an electronic stability program (ESP).
  • ESP electronic stability program
  • the brake force boost can be carried out additionally or alternatively using an electrically controllable actuator, which is connected downstream of the master brake cylinder 4 of the vehicle brake 1.
  • the vehicle brake 1 is provided with an additional hydraulic supply line 24, which connects the brake fluid reservoir 5 to the outlet valves of wheel brake devices 9.
  • the wheel brake device 9 which is arranged on a wheel on the rear axle of the vehicle, is shown in detail.
  • the wheel brake device 9 is part of the hydraulic vehicle brake 1 and is supplied with brake fluid 22 from the rear axle brake circuit.
  • the wheel brake device 9 also has an electromechanical braking device, which, like the hydraulic vehicle brake 1, is part of the braking system in the vehicle and is preferably used to immobilize the vehicle when it is at a standstill, but can also be used to brake when the vehicle is moving.
  • the electromechanical braking device comprises a brake caliper 12 with pliers 19, which engages over a brake disc 20.
  • the braking device has a direct current electric motor as a brake motor 13, the rotor shaft of which rotates a spindle 14 on which a spindle nut 15 is mounted.
  • a brake motor 13 the rotor shaft of which rotates a spindle 14 on which a spindle nut 15 is mounted.
  • the spindle nut 15 is adjusted axially.
  • the spindle nut 15 moves within a brake piston 16, which is the carrier of a brake pad 17, which is pressed against the brake disc 20 by the brake piston 16.
  • the brake piston 16 is sealed on its outside in a flow-tight manner relative to the receiving housing via an encompassing sealing ring 23.
  • the spindle nut 15 can move axially forward towards the brake disc 20 when the spindle 14 rotates or, when the spindle 14 rotates in the opposite direction, it can move axially backwards until a stop 21 is reached.
  • the spindle nut 15 acts on the inner end face of the brake piston 16, whereby the brake piston 16, which is axially displaceably mounted in the braking device, is pressed with the brake pad 17 against the facing end face of the brake disc 20.
  • the hydraulic pressure of the brake fluid 22 from the hydraulic vehicle brake 1 acts on the brake piston 16.
  • the hydraulic pressure can also have a supporting effect when the vehicle is at a standstill when the electromechanical braking device is actuated, so that the total braking force is made up of the proportion provided by the electric motor and the hydraulic part. While the vehicle is moving, either only the hydraulic vehicle brake is active or both the hydraulic vehicle brake and the electromechanical braking device or only the electromechanical braking device is active to generate braking force.
  • the control signals for controlling both the adjustable components of the hydraulic vehicle brake 1 and the electromechanical wheel brake device 9 are generated in the control unit 11. Fig.
  • FIG. 3 shows a flow chart with method steps for building up an additional electromechanical braking force in the event that a brake booster unit of a hydraulic vehicle brake has failed.
  • Fig. 3 thus relates to a braking case with actuation of the hydraulic vehicle brake, but with a complete failure or at least a partial failure of a brake booster unit such as the iBooster 10 or a plunger.
  • the braking force initiated by the driver by pressing the brake pedal is not or only insufficiently amplified, so that the driver has to press the brake pedal significantly harder in order to achieve the same deceleration values compared to the intact hydraulic vehicle brake.
  • step 31 the query is made as to whether the hydraulic vehicle brake is being actuated, in particular by actuating the brake pedal. If this is not the case, the no branch (“N”) is followed by returning to the first method step 30 and checking again at cyclical intervals whether the brake pedal is being actuated. On the other hand, if the query in step 31 shows that the brake pedal is actually being pressed by the driver, the yes branch (“Y”) is followed by the next method step 32.
  • step 31 as an alternative to actuating the brake pedal, it can also be queried whether a braking force request is made in some other way, in particular via an automatically operating driver assistance system.
  • step 32 a query is made as to whether the hydraulic brake pressure exceeds a first, lower threshold value. If this is not the case, the No branch returns to the start of the procedure. However, if the current hydraulic brake pressure exceeds the lower threshold, a minimum requirement must be assumed that triggers the subsequent actions. In this case, the yes branch is followed by the next procedural step
  • the reduction in the free travel can, if necessary, also take place below the lower limit value, which represents a minimum pressure. This has the advantage that as the braking requirement increases, dead times when switching on the electromechanical braking force are reduced.
  • step 34 the further query as to whether a second brake pressure limit value that is higher than the first, lower brake pressure limit value according to method step 32 is exceeded. If this is not the case, the no branch is followed by returning to method step 32. However, if the current brake pressure exceeds the limit value according to method step 34, the yes branch is followed by the next step 35, in which the electromechanical braking device is actuated by controlling the electric brake motor 13 and an electromechanical braking force is generated in addition to the hydraulic braking force. This makes it possible to compensate for the partial or complete failure of the brake booster unit in the hydraulic vehicle brake.
  • Fig. 4 shows the activation of the electromechanical braking device in method step 35 with a control loop for limiting the maximum electromechanical braking force generated.
  • the next step 36 asks whether the wheel slip on the relevant vehicle wheel on which the electromechanical braking force is generated exceeds a threshold value. If this is the case, the yes branch is followed by an advance to step 37, according to which the electromechanical braking force is automatically reduced in the electromechanical braking device. The system then returns to step 36 and asks again at cyclic intervals whether the wheel slip on the wheel in question is exceeded.
  • step 36 If, on the other hand, the query in step 36 shows that the wheel slip is still below the threshold value, the no branch is followed by an advance to step 38, in which a query is made as to whether the current braking request, i.e. the braking force requested by the driver, is greater than that electromechanical braking device - taking into account the hydraulic braking force - is provided. If this is the case, the yes branch is followed by returning to step 35 and the electromechanical braking device is set accordingly to implement the braking request. If, on the other hand, the braking request is below the current electromechanical braking force, the no branch can be followed to step 37 to reduce the electromechanical braking force. However, it is also possible to return to step 35.
  • the current braking request i.e. the braking force requested by the driver
  • the increase occurs in several stages, with the electromechanical braking force being kept constant or at least approximately constant during each stage.
  • the minimum control time for changing to a higher or lower level is, for example, 50 ms.
  • Several levels can be specified, for example three, four, five or even more levels, with the electromechanical braking force being increased step by step from level to level.
  • the reduction of the electromechanical braking force can also be carried out in stages.

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

Abstract

Dans un procédé d'actionnement d'un système de freinage dans un véhicule dans lequel le système de freinage présente un frein de véhicule hydraulique et un dispositif de freinage électromécanique, la force de freinage électromécanique est actionnée lorsqu'une unité d'asservissement de frein du frein de véhicule hydraulique se rompt partiellement ou entièrement, la force de freinage électromécanique étant augmentée dans de multiples étages.
PCT/EP2023/069600 2022-08-24 2023-07-14 Procédé d'actionnement de système de freinage dans un véhicule WO2024041807A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022208761.5A DE102022208761A1 (de) 2022-08-24 2022-08-24 Verfahren zur Betätigung eines Bremssystems in einem Fahrzeug
DE102022208761.5 2022-08-24

Publications (1)

Publication Number Publication Date
WO2024041807A1 true WO2024041807A1 (fr) 2024-02-29

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Application Number Title Priority Date Filing Date
PCT/EP2023/069600 WO2024041807A1 (fr) 2022-08-24 2023-07-14 Procédé d'actionnement de système de freinage dans un véhicule

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WO (1) WO2024041807A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004004992A1 (de) 2004-01-30 2005-09-08 Lucas Automotive Gmbh Verfahren zum Betreiben der Bremsausrüstung eines Fahrzeugs
US20170341633A1 (en) * 2016-05-24 2017-11-30 Robert Bosch Gmbh Method for Braking a Vehicle with a Hydraulic Vehicle Brake and an Electromechanical Braking Device
US20190375388A1 (en) * 2018-06-06 2019-12-12 Robert Bosch Gmbh Method for Operating a Brake System of a Motor Vehicle, and Control Unit and Brake System
DE102018210021A1 (de) 2018-06-20 2019-12-24 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Kraftfahrzeugs, sowie Steuergerät und Bremssystem
CN110920590A (zh) * 2019-12-12 2020-03-27 苏州萨克汽车科技有限公司 行车辅助方法、行车辅助装置和电子驻车系统
DE102019123343A1 (de) * 2019-08-30 2021-03-04 Ipgate Ag Bremsvorrichtung, insbesondere für elektrisch angetriebene Kraftfahrzeuge

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004004992A1 (de) 2004-01-30 2005-09-08 Lucas Automotive Gmbh Verfahren zum Betreiben der Bremsausrüstung eines Fahrzeugs
US20170341633A1 (en) * 2016-05-24 2017-11-30 Robert Bosch Gmbh Method for Braking a Vehicle with a Hydraulic Vehicle Brake and an Electromechanical Braking Device
US20190375388A1 (en) * 2018-06-06 2019-12-12 Robert Bosch Gmbh Method for Operating a Brake System of a Motor Vehicle, and Control Unit and Brake System
DE102018208877A1 (de) 2018-06-06 2019-12-12 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Kraftfahrzeugs, sowie Steuergerät und Bremssystem
DE102018210021A1 (de) 2018-06-20 2019-12-24 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Kraftfahrzeugs, sowie Steuergerät und Bremssystem
US20190389480A1 (en) * 2018-06-20 2019-12-26 Robert Bosch Gmbh Method for Operating a Brake System of a Motor Vehicle, and Control Device and Brake System
DE102019123343A1 (de) * 2019-08-30 2021-03-04 Ipgate Ag Bremsvorrichtung, insbesondere für elektrisch angetriebene Kraftfahrzeuge
CN110920590A (zh) * 2019-12-12 2020-03-27 苏州萨克汽车科技有限公司 行车辅助方法、行车辅助装置和电子驻车系统

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