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WO2001014193A1 - Procede pour faire fonctionner un systeme de freinage de vehicule presentant une regulation antipatinage - Google Patents

Procede pour faire fonctionner un systeme de freinage de vehicule presentant une regulation antipatinage Download PDF

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Publication number
WO2001014193A1
WO2001014193A1 PCT/DE2000/001853 DE0001853W WO0114193A1 WO 2001014193 A1 WO2001014193 A1 WO 2001014193A1 DE 0001853 W DE0001853 W DE 0001853W WO 0114193 A1 WO0114193 A1 WO 0114193A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
brake cylinder
pressure
cylinder
master
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE2000/001853
Other languages
German (de)
English (en)
Inventor
Karl-Heinz Willman
Hanniel Schmidt
Herbert Vollert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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
Priority to EP00945602A priority Critical patent/EP1121281A1/fr
Priority to JP2001518305A priority patent/JP2003507258A/ja
Publication of WO2001014193A1 publication Critical patent/WO2001014193A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the invention relates to a method for operating a vehicle brake system having a slip control device with the features of the preamble of claim 1.
  • Such vehicle braking systems and methods for slip control are known per se.
  • a master brake cylinder of the known vehicle brake system can be actuated; an example of this is an anti-lock protection or brake slip control (ABS).
  • ABS anti-lock protection or brake slip control
  • the master brake cylinder cannot be actuated during a slip control and a brake pressure can only be built up with a pump.
  • a traction control system in which a driven, spinning vehicle wheel is braked in order to obtain a greater drive torque on another, non-spinning, driven vehicle wheel via a differential.
  • the master brake cylinder is not actuated.
  • driving dynamics control in which one or more vehicle wheels are braked selectively during cornering in order to prevent the vehicle from skidding.
  • the necessary brake pressure is built up with the pump.
  • the master brake cylinder may or may not be actuated during driving dynamics control.
  • a brake fluid to the vehicle brake system is set in "this case, only a portion of the volume by operating the brake master cylinder under pressure, the remaining volume of the brake fluid, which includes the wheel brake cylinder and the normally relatively long brake conduits to the wheel brake cylinders and therefore is relatively large, is already under pressure.
  • the known vehicle brake systems therefore have the disadvantage of a surprisingly steep increase in brake pressure for a vehicle driver when the master brake cylinder is actuated during a slip control.
  • the driver feels the steep increase in brake pressure in the master brake cylinder through the actuation force of the master brake cylinder required to build up the brake pressure.
  • the steep increase in brake pressure is surprising because the driver is used to a longer actuation path of the master brake cylinder to build up pressure when braking without slip control, which predominates in conventional ferry operation.
  • the inventive method with the features of claim 1 has the advantage that the actuating force of the master cylinder, depending on the actuation path of the master cylinder when the master cylinder is actuated during a slip control, increases exactly or approximately as when the master cylinder is actuated without slip control. For a vehicle driver, no or only a slight difference between an actuation of the main brake cylinder during a slip control and without a slip control can be determined.
  • the method according to the invention is particularly advantageous because it avoids an unusually steep increase in the actuating force of the master brake cylinder in extreme driving situations in which the vehicle driver should not be additionally disturbed by an unusual master cylinder behavior. Driving situations in which slip control takes place are common Driving the rare exception and therefore unusual for the normal driver.
  • a pressure reduction valve of one or more wheel brake cylinders is opened if the master brake cylinder is actuated during a slip control and the ratio between an actuating force of the master brake cylinder and an actuation path of the master brake cylinder is greater than without a slip control.
  • brake fluid is released from the wheel brake cylinder and flows from there into a reservoir.
  • a pump preferably simultaneously delivers exactly or approximately as much brake fluid volume from the master brake cylinder to the wheel brake cylinder. So much brake fluid volume is released through the pressure-lowering valve of the wheel brake cylinder that approximately the same actuation force / actuation travel ratio is established at the master brake cylinder as during braking without slip control.
  • the pressure in the wheel brake cylinder remains at least approximately unchanged.
  • the exhaust valve can be opened in a modulated manner in order to control the actuation force / actuation travel ratio on the master brake cylinder in the desired manner.
  • the accumulator, into which the brake fluid discharged through the outlet valve flows, can be an already existing hydraulic accumulator, which is arranged on a suction side of the pump.
  • the reservoir into which the brake fluid is discharged through the outlet valve can also be a reservoir of the master brake cylinder.
  • FIG. 1 shows a hydraulic circuit diagram of a vehicle brake system having a slip control device for carrying out the method according to the invention
  • Figure 2 shows a detail of a modified embodiment of the
  • FIG. 3 shows a hydraulic circuit diagram of a vehicle brake system modified compared to FIGS. 1 and 2 for carrying out the method according to the invention.
  • the hydraulic vehicle brake system 10 shown in FIG. 1, which has a slip control device, has a dual-circuit master brake cylinder 12 which can be actuated by means of a foot brake pedal 14.
  • Two independent brake circuits I, II are connected to the master brake cylinder 12, which are constructed in accordance and function in the same way. In the drawing, only the brake circuit I is shown and is described below.
  • a main brake line 16 leads from the master brake cylinder 12 to a branching point 18, at which it branches into wheel brake lines 20, which lead to wheel brake cylinders 22 connected to the brake circuit I.
  • the vehicle brake system 10 has two wheel brake cylinders 22 per brake circuit I, II.
  • a switch valve 24 is arranged in the main brake line 16 between the master brake cylinder 12 and the branching point 18, and a check valve 26 through which the flow can flow through the wheel brake cylinders 22 is connected in parallel.
  • the changeover valve 24 is designed as a 2/2-way solenoid valve which is open in its basic position; it has an integrated differential pressure valve 28 which limits the pressure on the wheel brake cylinder side of the changeover valve 24.
  • a pressure build-up valve 30 is arranged in each wheel brake line 20 between the branching point 18 and the wheel brake cylinder 22, and a non-return valve 32 through which flow can flow in the direction of the main brake cylinder 12 is connected in parallel.
  • the pressure build-up valve 30 is designed as a 2/2-way solenoid valve which is open in its basic position.
  • a pressure reduction valve 34 is connected to each wheel brake cylinder 22, from which a common return line 36 leads to a suction side of a pump 38.
  • the pressure reduction valve 34 is designed as a closed 2/2-way continuous solenoid valve in its basic position.
  • the pressure build-up valve 30 and the pressure reduction valve 34 of each wheel brake cylinder 22 together form a wheel brake pressure modulation valve arrangement 30, 34, with which the wheel brake pressure in the associated wheel brake cylinder 22 can be controlled in a manner known per se.
  • a common 3/3-way valve (not shown) which replaces the pressure build-up valve 30 and the pressure reduction valve 34 and which forms the wheel brake pressure modulation valve arrangement.
  • a hydraulic accumulator 40 is connected to the return line 36 from the outlet valves 34 to the suction side of the pump 38 and a check valve 42 through which the hydraulic pump 38 can flow is arranged in the return line 36 between the hydraulic accumulator 40 and the hydraulic pump 38.
  • a pressure side of the pump 38 is connected to the main brake line 16 with the interposition of a damper chamber 44 and a throttle 46 between the switching valve 24 and the branch point 18.
  • the damper chamber 44 and the throttle 46 may also be omitted.
  • the pump 38 is driven by means of an electric motor 48 common to both brake circuits I, II. From the master brake cylinder 12, an intake line 50, into which an intake valve 52 is switched on, leads to the suction side of the pump 38 is opened so that the pump 38 sucks brake fluid directly from the master cylinder 12 to achieve a rapid pressure build-up.
  • an electromagnetically controllable, continuous pressure relief valve 54 can be used as the pressure reduction valve of the wheel brake cylinder 22.
  • the vehicle brake system 10 has an electronic control unit 56 which receives signals from, among other things, wheel rotation sensors 58, from a pressure sensor 60 and from a pedal travel sensor 62.
  • the pressure sensor 60 is connected to the main brake line 16 directly behind the master brake cylinder 12, it measures the brake pressure in the master brake cylinder 12.
  • a pressure sensor 60 on one of the two brake circuits I is sufficient. Since the brake pressure in the master brake cylinder 12 is a force with which the foot brake pedal 14 is depressed If, therefore, an actuating force of the main brake cylinder 12 is proportional, a quantity proportional to the actuating force of the main brake cylinder 12 is measured with the brake pressure sensor 60.
  • the brake pressure in the master cylinder 12 "can also Betrelinskräft of Hauptbremszyiinders be measured 12 with a force sensor for example on a pedal rod (not shown).
  • the pedal travel sensor (62) measures the distance by which the foot brake pedal 14 is depressed, that is to say an actuation travel of the main brake cylinder 12.
  • Brake and traction control as well as driving dynamics control is carried out in a manner known to the person skilled in the art by modulating the wheel brake pressure in the wheel brake cylinder 22 with the aid of the pressure build-up and pressure reduction valves 30, 34, the pump 38 being started and the intake valve 52 being opened to build up the brake pressure.
  • the master brake cylinder 12 can be separated from the pressure side of the pump 38 and from the wheel brake cylinders 22.
  • brake fluid released from the wheel brake cylinders 22 can be returned to the master brake cylinder 12 by the pressure reduction valves 34. Since the slip and driving dynamics control is known per se and is not actually the subject of the method according to the invention, this will not be discussed further.
  • the method according to the invention for operating the vehicle brake system 10 runs as follows: Is this during a slip or driving dynamics control
  • Vehicle brake system 10 includes a small volume of brake fluid. If the foot brake pedal 14 is depressed in this situation, i. H. the
  • the actuation path of the main brake cylinder 12 is considerably shorter than at Actuation of the main brake cylinder 12 during braking without slip control, ie with the changeover valve 24 open, the pressure build-up valve 30 open and the pressure reduction valve 34 closed and the pump 38 at a standstill.
  • at least one pressure reduction valve 34 is now opened so that brake fluid from the wheel brake cylinder 22 into the hydraulic accumulator 40 flows out on the suction side of the pump 38.
  • the wheel brake pressure in the wheel brake cylinder 22 remains constant or is still determined by the slip control device.
  • the method according to the invention makes no difference ascertainable for a vehicle driver between braking which he begins during a slip or driving dynamics control and braking without slip or driving dynamics control.
  • the control of the brake fluid volume to be discharged from the wheel brake cylinder 22 as a function of the ratio of the actuating force of the master brake cylinder 12 to the brake pressure in the master brake cylinder 12 can be controlled by modulated control of the pressure reduction valve 34, by partial opening of the pressure reduction valve 34 designed as a continuous valve, by control of the wheel brake pressure in the wheel brake cylinder 22 by means of the pressure limiting valve 54 to a target value, which in turn is dependent on the ratio of the actuation path of the master brake cylinder 12 to the brake pressure in the master brake cylinder 12, or by controlling the pump 38. Since at the beginning of the actuation of the main brake cylinder 12 during a
  • the pressure on the wheel brake cylinder side of the changeover valve 24 is higher than on the master brake cylinder side, as already mentioned, with the pump 38, which is normally switched on anyway during a slip or driving dynamics control, through the opened intake valve 52 brake fluid from the Brake master cylinder 12 in
  • Pressure build-up valve 30 is preferably opened so that the pump 38 brake fluid through the pressure build-up valve 30 and
  • Brake pressure reduction valve 34 promotes in the hydraulic accumulator 40.
  • the volume of the brake fluid delivered by the pump 38 is particularly related to the
  • Brake pressure reduction valve 34 controlled so that the braking without
  • Master brake cylinder 12 also adjusts when the master brake cylinder 12 is actuated during a slip or driving dynamics control.
  • FIG. 3 shows a modified embodiment of the vehicle brake system 10.
  • the return line 36 does not lead from the pressure reduction valves 34 to the hydraulic accumulator 40 and to the suction side of the pump 38, but to a brake fluid reservoir 64 of the main brake cylinder 12, which replaces the hydraulic accumulator 40 occurs.
  • the suction side of the pump 38 is connected directly to the master brake cylinder 12 in this vehicle brake system 10 without an intake valve via the intake line 50, but there is no connection between the Pressure reduction valves 34 and the suction side of the pump 38.
  • the method according to the invention takes place in the vehicle brake system 10 shown in FIG. 3 as well as described above in the vehicle brake system 10 shown in FIG. 1. Reference is made to the above description of the method according to the invention.

Landscapes

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

Abstract

L'invention concerne un procédé pour faire fonctionner un système de freinage de véhicule (10) présentant une régulation antipatinage. L'invention vise à éviter une augmentation de force d'actionnement anormalement rapide au niveau du maître-cylindre de frein (12) lors de l'actionnement de ce dernier pendant une régulation antipatinage à la suite d'une augmentation de pression déjà effectuée par une pompe (38). A cet effet, une soupape de réduction de pression (34, 54) d'au moins un cylindre de frein de roue (22) est ouverte de façon à provoquer une augmentation de la force d'actionnement au niveau du maître-cylindre de frein (12) similaire à celle qui se produit lors du freinage sans régulation antipatinage.
PCT/DE2000/001853 1999-08-25 2000-06-07 Procede pour faire fonctionner un systeme de freinage de vehicule presentant une regulation antipatinage Ceased WO2001014193A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP00945602A EP1121281A1 (fr) 1999-08-25 2000-06-07 Procede pour faire fonctionner un systeme de freinage de vehicule presentant une regulation antipatinage
JP2001518305A JP2003507258A (ja) 1999-08-25 2000-06-07 スリップコントロール装置を備えている車両ブレーキ装置を作動する方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19940263.9 1999-08-25
DE1999140263 DE19940263A1 (de) 1999-08-25 1999-08-25 Verfahren zum Betrieb einer eine Schlupfregeleinrichtung aufweisenden Fahrzeugbremsanlage

Publications (1)

Publication Number Publication Date
WO2001014193A1 true WO2001014193A1 (fr) 2001-03-01

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2000/001853 Ceased WO2001014193A1 (fr) 1999-08-25 2000-06-07 Procede pour faire fonctionner un systeme de freinage de vehicule presentant une regulation antipatinage

Country Status (4)

Country Link
EP (1) EP1121281A1 (fr)
JP (1) JP2003507258A (fr)
DE (1) DE19940263A1 (fr)
WO (1) WO2001014193A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2874881A1 (fr) * 2004-09-08 2006-03-10 Bosch Gmbh Robert Dispositif de freinage pour vehicule automobile
FR2874880A1 (fr) * 2004-09-08 2006-03-10 Bosch Gmbh Robert Dispositif de freinage pour vehicule automobile
WO2006131366A1 (fr) * 2005-06-09 2006-12-14 Lucas Automotive Gmbh Dispositifs et procedes pour systemes de freinage hydrauliques de vehicules terrestres
EP2265479A1 (fr) * 2008-03-28 2010-12-29 Robert Bosch GmbH Procédé de commande d'un système de freinage de véhicule avec antipatinage électronique

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5074877B2 (ja) 2007-10-12 2012-11-14 日立オートモティブシステムズ株式会社 ブレーキ倍力制御装置
DE102014211582A1 (de) 2014-06-17 2015-12-17 Robert Bosch Gmbh Elektronisch schlupfregelbare Fahrzeugbremsanlage
DE102016007397A1 (de) 2016-06-14 2017-12-14 Technische Universität Ilmenau Betätigungseinrichtung für eine Einheit zur Steuerung der Fahrzeugverzögerung und Verfahren zur Ermittlung eines Sollwertes für die Fahrzeugverzögerung
DE102020210047A1 (de) 2020-08-07 2022-02-10 Volkswagen Aktiengesellschaft Bremssystem, Fahrzeug und Verfahren zum Einstellen eines Bremssystems
US12115960B2 (en) * 2021-12-15 2024-10-15 ZF Active Safety US Inc. Apparatus and method for a hydraulic brake system including manual push-through

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0509240A2 (fr) * 1991-04-19 1992-10-21 Robert Bosch Gmbh Système régulateur de la pression des freins
JPH06329007A (ja) * 1993-05-20 1994-11-29 Nippondenso Co Ltd 車両用ブレーキ圧力制御装置
DE19548944A1 (de) * 1994-12-28 1996-07-04 Nippon Denso Co Bremsfluid-Druckregelungseinrichtung
DE19501760A1 (de) 1995-01-21 1996-07-25 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines ABS/ASR-Systems
WO1996028325A1 (fr) * 1995-03-09 1996-09-19 Itt Automotive Europe Gmbh Systeme de regulation de la pression de freinage
JPH10181575A (ja) * 1996-12-27 1998-07-07 Denso Corp 車両用ブレーキ装置
JPH1148935A (ja) * 1997-08-07 1999-02-23 Toyota Motor Corp 車輌のブレーキ装置
EP0897843A1 (fr) * 1996-04-30 1999-02-24 Toyota Jidosha Kabushiki Kaisha Unite de commande de la force de freinage

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0509240A2 (fr) * 1991-04-19 1992-10-21 Robert Bosch Gmbh Système régulateur de la pression des freins
JPH06329007A (ja) * 1993-05-20 1994-11-29 Nippondenso Co Ltd 車両用ブレーキ圧力制御装置
DE19548944A1 (de) * 1994-12-28 1996-07-04 Nippon Denso Co Bremsfluid-Druckregelungseinrichtung
DE19501760A1 (de) 1995-01-21 1996-07-25 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines ABS/ASR-Systems
WO1996028325A1 (fr) * 1995-03-09 1996-09-19 Itt Automotive Europe Gmbh Systeme de regulation de la pression de freinage
EP0897843A1 (fr) * 1996-04-30 1999-02-24 Toyota Jidosha Kabushiki Kaisha Unite de commande de la force de freinage
JPH10181575A (ja) * 1996-12-27 1998-07-07 Denso Corp 車両用ブレーキ装置
JPH1148935A (ja) * 1997-08-07 1999-02-23 Toyota Motor Corp 車輌のブレーキ装置

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1995, no. 02 31 March 1995 (1995-03-31) *
PATENT ABSTRACTS OF JAPAN vol. 1998, no. 12 31 October 1998 (1998-10-31) *
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 05 31 May 1999 (1999-05-31) *

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2874881A1 (fr) * 2004-09-08 2006-03-10 Bosch Gmbh Robert Dispositif de freinage pour vehicule automobile
FR2874880A1 (fr) * 2004-09-08 2006-03-10 Bosch Gmbh Robert Dispositif de freinage pour vehicule automobile
EP1634787A1 (fr) * 2004-09-08 2006-03-15 ROBERT BOSCH GmbH Dispositif de freinage pour véhicule automobile
WO2006131366A1 (fr) * 2005-06-09 2006-12-14 Lucas Automotive Gmbh Dispositifs et procedes pour systemes de freinage hydrauliques de vehicules terrestres
CN101208227B (zh) * 2005-06-09 2010-05-19 卢卡斯汽车股份有限公司 用于陆地车辆的液压制动系统、及其制动回路和控制方法
US8668280B2 (en) 2005-06-09 2014-03-11 Lucas Automotive Gmbh Devices and methods for hydraulic brake systems for land craft
EP2265479A1 (fr) * 2008-03-28 2010-12-29 Robert Bosch GmbH Procédé de commande d'un système de freinage de véhicule avec antipatinage électronique

Also Published As

Publication number Publication date
DE19940263A1 (de) 2001-03-08
EP1121281A1 (fr) 2001-08-08
JP2003507258A (ja) 2003-02-25

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