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WO2015022264A1 - Système de freinage d'un véhicule automobile et procédé permettant de faire fonctionner ledit système - Google Patents

Système de freinage d'un véhicule automobile et procédé permettant de faire fonctionner ledit système Download PDF

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Publication number
WO2015022264A1
WO2015022264A1 PCT/EP2014/067055 EP2014067055W WO2015022264A1 WO 2015022264 A1 WO2015022264 A1 WO 2015022264A1 EP 2014067055 W EP2014067055 W EP 2014067055W WO 2015022264 A1 WO2015022264 A1 WO 2015022264A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
pressure
valve
pedal
braking
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/EP2014/067055
Other languages
German (de)
English (en)
Inventor
Holger Kollmann
Christian Courth
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and 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 and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of WO2015022264A1 publication Critical patent/WO2015022264A1/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
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/348—4 Channel 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

Definitions

  • the invention relates to a brake system for motor vehicles, which is actuated in a "brake-by-wire" mode both by the driver and independently controllable by the driver and has a hydraulic fallback level in which it can only be operated by the driver, with two brake circuits, wherein each brake circuit are each associated with two wheel brakes, with a brake pedal for actuating a pedal decoupling unit, with a position detecting device which detects the actuation of the brake pedal or a piston connected to the brake pedal, with a simulator with a Simulatorsuzagebeventil, in the mode "Brake-by "The driver gives a brake ⁇ pedal feeling and is hydraulically separated in the fallback level, with an electro-hydraulic Druckbe ⁇ provisioning device, which can be controlled by a control and regulating unit to build up brake pressure, with a pressure modulation device for setting wheel-individual brake pressures for each wheel brake each having an inlet valve and an exhaust valve, wherein isolation valves are provided, through which the pressure chambers of the pedal de
  • the "brake-by-wire" mode of braking system results in a mechanical-hydraulic decoupling of the driver's brake pedal operation, whereby the driver operates a simulator or brake pedal feel simulator to give him a comfortable and familiar pedal feel
  • this operation does not directly displace brake fluid into the brake circuits, as in conventional hydraulic brake systems Simulators of the driver's braking request determined, which then enters into the determination of a desired braking torque or target brake pressure.
  • the actual braking is then carried out by active pressure build-up in the brake circuits by means of a Druckbe ⁇ riding position means which is actuated by a control and regulating unit. Due to the hydraulic decoupling of the brake pedal actuation from the pressure build-up, many functionalities such as ABS, ESC, TCS, hill-start assist etc. can be realized in such brake systems in a comfortable way.
  • a hydraulic fallback mode by which the driver can decelerate or stop the vehicle by muscular force upon actuation of the brake pedal when the "by-wire" mode fails or is disturbed
  • ⁇ decoupling unit is carried out the above-described hydraulic Ent ⁇ coupling between brake pedal and brake pressure build-up, in the fallback level, this decoupling is canceled, so that the driver can move directly braking means in the braking circuits.
  • the battery that supplies the electric motor with power during driving, charged by recuperative braking.
  • the electric motor acts as a generator and generates on the corresponding axis a recuperative braking ⁇ moment.
  • the invention is therefore based on the object of specifying a brake system in which precise pressure modulations, in particular during a recuperative braking process, are possible. Furthermore, a method for operating such a brake system is to be specified.
  • Aktuator Vietnamese-separating valve is designed as normally closed analog Aktuator Vietnamese-separating valve.
  • the invention is based on the consideration that a very precise pressure modulation is required for the necessary during recuperative braking admixtures of hydraulic braking torque.
  • the pressure reduction is preferably carried out via the control of the exhaust valves.
  • exactly one analogue outlet valve and exactly one analogue actuator circuit isolation valve are provided.
  • three of the four exhaust valves are digitally designed, and only one of them as an analog valve. This is based on the consideration that in vehicles with recuperative energy recovery recuperative braking usually takes place on an axis, in particular the rear axle, so that an analogue exhaust valve for the
  • Pressure reduction can be used for both rear brakes.
  • a first brake circuit, the two front brakes and a second brake circuit, the two rear brakes, the analog exhaust valve is assigned to a rear brake and wherein the analog Aktuator Vietnamese-separating valve to the second brake circuit to ⁇ ordered. If a braking torque is built up recuperatively on the rear axle, a hydraulic braking torque can be mixed very precisely and without undesired jumps by the targeted control of the analog exhaust valve on one of the wheel brakes on the rear axle and the analog Aktuator Vietnamese-separating valve, so that the target braking torque is achieved.
  • the pedal decoupling unit preferably comprises two
  • the simulator advantageously has a pressure chamber into which brake fluid is displaced from at least one of the pressure chambers of the pedal decoupling unit in the "brake-by-wire" mode, ie the driver shifts brake means into the simulator and is decoupled from the direct actuation of the brakes.
  • This is important, for example, in recuperative braking, where the currently available maximum recuperative braking torque is to be used, and the hyd ⁇ raulische additional braking torque is just large enough that overall the desired braking torque is present.
  • recuperative braking where the currently available maximum recuperative braking torque is to be used, and the hyd ⁇ raulische additional braking torque is just large enough that overall the desired braking torque is present.
  • recuperative braking where the currently available maximum recuperative braking torque is to be used, and the hyd ⁇ raulische additional braking torque is just large enough that overall the desired braking torque is present.
  • the piston is preferably actuated by the pressure medium flowing in the pressure medium.
  • the simulator release valve is preferably a check ⁇ valve connected in parallel, which ensures an unthrottled in ⁇ flow of pressure medium in the pressure chamber.
  • the above object is achieved according to the invention by the analog exhaust valve is controlled during the pressure reduction in the rear brakes and the intake valves of the rear wheel brakes are opened.
  • Actuator circuit-separating valve controlled in particular fully ⁇ constantly closed to prevent an influx of brake fluid from the pressure supply device or a return to it. are preferred in a fallback the
  • Brake circuits can be moved.
  • a pressure difference between the two brake circuits can be set proportionally to a current specification according to a pressure ⁇ minderventil function. This is also infinitely possible, so that a continuously decreasing braking torque from the electric recuperation can be fully compensated by correspondingly increasing hydraulic braking torque on the rear axle.
  • a continuously decreasing braking torque from the electric recuperation can be fully compensated by correspondingly increasing hydraulic braking torque on the rear axle.
  • the analog outlet on a rear-circle as rising and falling off brake force distribution can be continuously re ⁇ ALISE in any form.
  • FIG. 1 the exemplary time course of braking torques during a recuperative braking process
  • FIG. 2 to FIG. 1 associated course of brake pressures
  • FIG. FIG. 3 shows the flow of flows in the analog exhaust valve and the analog actuator circuit intake valve, and a brake system in a preferred embodiment.
  • the total braking torque 14 during a braking operation of a motor vehicle (to ⁇ particular passenger cars) with an electric motor, which is used for recuperative braking, is composed of a recuperative braking torque 20 on the rear axle, a hyd ⁇ raulischen braking torque 26 on the front axle and a hyd ⁇ Raulischen braking torque 32 at the rear axle.
  • the braking torques 20, 26, 32 add up the total braking torque 14 (the drawing is not to scale).
  • the total braking torque 14 increases linearly in order to then be substantially constant between the time t 2 and a time t 3 . Between the time te and a time t 7 , it then decreases linearly again.
  • the hydraulic braking torque 26 on the front axle runs between t 2 and te also constant.
  • the regenerative braking torque 20 initially runs between t 2 and t 3 constant, then rises linearly between t 3 and t 4 in order then to extend constant between t 4 and t s and fall between ts and te linear.
  • Such a chronological course of the recuperative braking torque corresponds, for example, to a braking from high speed to a standstill, in which, as a result of the characteristic of the electric machine, the recuperatively usable torque is first with decreasing speed.
  • FIG. 2 the time is shown again on the x-axis 2, while the brake pressure is now plotted on the y-axis 8.
  • a braking pressure 40 on the front axle runs linearly after a linear increase between the times ti and t 2 , in order then to become linearly smaller again between te and t 7 .
  • a brake pressure 46, however, at the front axle runs between the times t 2 and te not constant, since the brake pressure on the rear axle in each case depends on the instantaneous recuperative braking torque 20.
  • FIG. 3 current profiles of an outlet ⁇ valve on the rear axle and an actuator circuit-separating valve, which are provided in a brake system according to the invention, will be described below in connection with a in FIG. 4 illustrated embodiment of a brake system 50 discussed.
  • An in FIG. 4 illustrated braking system 50 of the invention in a preferred embodiment comprises an operable by a brake pedal 56 hydraulic cylinder-piston-An ⁇ proper 62, a hydraulically cooperating with the cylinder-piston assembly 62, simulator 68, a cylinder-piston arrangement associated with their hydraulically connectable pressure fluid reservoir 74, an electronically controllable by an electronic control and regulation unit 80 pressure supply device 86 and a hydraulic pressure modulation device 92.
  • This comprises each of a wheel brake 98, 100, 102, 104 associated intake valves 110, 112, 114, 116 and exhaust valves 120, 122, 124, 126.
  • the brakes 98, 100 are designed as front brakes and connected to a first brake circuit 94, the brakes 102, 104 are formed as rear brakes and a second brake circuit 96th connected.
  • the brake circuit distribution is thus "black and white”.
  • the brake brakes 98, 100, 102, 104 are supplied with brake means via supply lines 132, 134, 136, 138, into which the inlet valves 110, 112, 114, 116 are connected.
  • the pressure reduction in the wheel brakes 98, 100, 102, 104 takes place through discharge lines 140, 142, 144, 146 into which the outlet valves 120, 122, 124, 126 are connected.
  • the hydraulic cylinder-piston assembly 62 which effectively acts as a pedal decoupling unit for the brake system 50, has two successively arranged pressure piston 150, 152, the hydraulic chambers or pressure chambers 154, 156 limit, which together with the pressure piston 150, 152 a two-circuit Tandem master cylinder 160 form.
  • the two pressure chambers 154, 156 are in the pressure piston 150, 152 formed radial bores 162, 164 with the pressure medium ⁇ reservoir 74 in conjunction.
  • the bores 162, 164 can be shut off by relative movements of the respective pressure piston 150, 152.
  • brake fluid Via hydraulic lines 168, 170, brake fluid can be conveyed from the pressure chambers 156, 156 into the supply lines 130, 132, 134, 136. In the supply lines 130, 136, normally closed isolation valves 172, 174 are connected.
  • the simulator 68 is hydraulically designed with a simulator chamber 176 and a pressure chamber, a piston 178, which is movable in a Simulatorfederhunt 180, and arranged in the simulator chamber 180 spring element 182. Die
  • Simulator chamber 172 is hydraulically connected via a hydraulic line 186 to the pressure chamber 154 of the tandem master cylinder 160.
  • the "brake-by-wire" mode upon actuation of the brake pedal 56 by the driver from the pressure chamber 154 braking means via the line 186 pushed into simulator chamber 176, whereby the piston 178 against the spring element 182 in the simulator spring chamber 180 is pressed, thereby giving the driver as familiar and comfortable a brake pedal feel as possible.
  • the pressure supply device 86 is designed as a single-cylinder hydraulic cylinder-piston arrangement with a hydraulic pressure chamber 190, in which, if necessary, for active pressure build-up in the "brake-by-wire" mode when controlling an electric motor 192 by the control and regulating unit 80, a piston 196, whereby pressure medium can be passed through a line 200 in the brakes 98, 100, 102, 104.
  • the pressure chamber 190 Via a line 204, the pressure chamber 190 is connected to the pressure medium reservoir 74 with the interposition of a check valve 206 which opens when the pressure in the brake fluid reservoir 74 is higher than in the pressure chamber 190, ie negative pressure in the pressure chamber 190 prevails.
  • Two normally closed actuator circuit isolation valves 210, 212 are connected in two lines 216, 218 outgoing from a common node 214 in line 200.
  • the path of the brake pedal is measured by a redundant displacement sensor 220 (alternatively or in combination with this, for example, an angle sensor may also be provided).
  • the displacement sensor 220 is connected on the input side to the control and regulation unit 80. From the signal of the travel sensor 220 of the driver's braking request is determined and thus a target braking torque. To realize this target brake torque, the brake pressure build ⁇ from the control unit 80, the Druckbe ⁇ riding provision means 86 is driven. By one each - each redundantly executed -
  • Pressure sensor 226, 228, the pressure in the line 170 and the line 200 is measured and regulated by the Druckrstel ⁇ treatment device 86.
  • the hydraulic fallback mode is activated automatically, for example, in the event of a power supply or the vehicle electrical system failure, since then the closed-circuit actuator circuit isolation valves 210, 212 close, so that none
  • Brake fluid can flow back into the pressure chamber 190 and the normally open release valves 172, 174 open, so that the driver by muscle power brake fluid from the pressure chambers 154, 156 in the wheel brakes 98, 100, 102, 104 can pump.
  • the brake system 50 is capable of allowing a precise pressure reduction at the rear axle, in particular
  • the outlet valve 124 and the Aktuator Vietnamese-separating valve 212 as normally closed analog valves out ⁇ forms.
  • the discrete switching states “on” or “open” and “off” or “closed” are provided. In the “closed” state completely blocks the valve the hyd ⁇ raulischen flow while the valve is in “open” state sets the hydraulic flow at a predetermined level. In between there are no states of the valve.
  • An analogous valve allows the hydraulic flow to be controlled substantially continuously between full flow and no flow at all, this being preferably controlled by the magnitude of the current with which the analogue valve is operated.
  • the exhaust valve 124 is de-energized (current 242 is zero), so that pressure builds up in the wheel brakes 102 and 104 can be.
  • the actuator-isolation valve 212 is energized (current 240), whereby it is opened and from the pressure chamber 190 active brake fluid in the wheel brakes 102, 104 can be promoted.
  • the brake pressure 46 is kept constant until time t 3 .
  • the two valves 124 and 212 are de-energized switched, so that the flow of brake fluid is prevented by ver ⁇ and the pressure can be maintained.
  • the exhaust valve 124 therefore remains closed.
  • the Aktuator Vietnamese-isolation valve 212 is energized with a linearly increasing current 240, which increases linearly from a first value at ts to a second value te.
  • the hydraulic brake pressure 46 is linearly reduced until it reaches zero at time t 7 ; the braking process is at this time from ⁇ closed.
  • the exhaust valve 124 is energized during this time ⁇ interval with a linearly increasing current 242, which increases linearly between a first value te and a second value at t 7 .
  • the Aktuator Vietnamese-isolation valve 212 is de-energized. 1

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

Abstract

L'invention concerne un système de freinage (50) d'un véhicule automobile qui peut être à la fois actionné dans un mode « brake-by-wire » par le conducteur du véhicule et activé indépendamment du conducteur du véhicule, et qui présente un étage de réactivation hydraulique dans lequel il ne peut être actionné que par le conducteur, et qui comprend deux circuits de freinage (94, 96), deux freins de roue (98, 100, 102, 104) étant associés respectivement à chaque circuit de freinage (94, 96), une pédale de frein (56) qui sert à actionner une unité d'accouplement de la pédale (62), un dispositif de détection de course (220) qui détecte la course d'actionnement de la pédale de frein (56) ou d'un piston associé à la pédale de frein, un simulateur (68) muni d'une soupape d'ouverture de simulateur (222) qui procure au conducteur une sensation au niveau de la pédale de frein en mode « brake-by-wire » et qui est séparé hydrauliquement dans l'étage de réactivation, un dispositif électrohydraulique de production de pression (86) qui peut être activé par une unité de commande et de régulation (80) pour établir la pression de freinage, un dispositif de modulation de la pression (92) qui présente respectivement une soupape d'entrée (110, 112, 114, 116) et une soupape de sortie (120, 122, 124, 126) assurant un ajustement individuel de la pression pour chaque frein de roue (98, 10, 102, 104), deux soupapes de séparation (120, 212) de circuit d'actionnement fermées sans courant permettant de connecter hydrauliquement le dispositif de production de pression (86) aux deux circuits de freinage (94, 96). L'invention vise à ce que le système de freinage permette des modulations de pression précises, en particulier pendant une opération de freinage de récupération. A cet effet, une soupape de sortie (124) d'un frein de roue arrière (102) est réalisée sous la forme d'une soupape de sortie fermée sans courant analogue et une soupape de séparation de circuit d'actionnement (212) est réalisée sous la forme d'une soupape de séparation de circuit d'actionnement fermée sans courant analogue.
PCT/EP2014/067055 2013-08-16 2014-08-08 Système de freinage d'un véhicule automobile et procédé permettant de faire fonctionner ledit système Ceased WO2015022264A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013216314.2A DE102013216314A1 (de) 2013-08-16 2013-08-16 Bremsanlage für Kraftfahrzeuge und zugehöriges Betriebsverfahren
DE102013216314.2 2013-08-16

Publications (1)

Publication Number Publication Date
WO2015022264A1 true WO2015022264A1 (fr) 2015-02-19

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PCT/EP2014/067055 Ceased WO2015022264A1 (fr) 2013-08-16 2014-08-08 Système de freinage d'un véhicule automobile et procédé permettant de faire fonctionner ledit système

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DE (1) DE102013216314A1 (fr)
WO (1) WO2015022264A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111071225A (zh) * 2018-10-22 2020-04-28 现代摩比斯株式会社 车辆的制动控制设备和方法
WO2021144049A1 (fr) * 2020-01-18 2021-07-22 Robert Bosch Gmbh Clapet de non-retour pour un système de frein de véhicule à alimentation externe hydraulique, et système de frein de véhicule à alimentation externe hydraulique
CN113479179A (zh) * 2021-07-28 2021-10-08 中国第一汽车股份有限公司 一种集成式液压制动系统及集成式液压制动系统控制方法
CN114667245A (zh) * 2019-11-26 2022-06-24 大陆-特韦斯贸易合伙股份公司及两合公司 阀装置
CN115003570A (zh) * 2019-12-23 2022-09-02 乐姆宝公开有限公司 用于车辆的具有可折叠致动踏板的制动系统以及在发生撞击时制动系统的致动方法

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DE102014220627A1 (de) * 2014-10-10 2016-04-14 Continental Teves Ag & Co. Ohg Hydraulische Baugruppe und Bremsanlage
DE102017203952A1 (de) 2017-03-10 2018-09-13 Continental Teves Ag & Co. Ohg Fahrzeugbremsanlage mit einem pedalbetätigten Hauptbremszylinder
DE102018212905A1 (de) * 2018-08-02 2020-02-06 Continental Teves Ag & Co. Ohg Wenigstens einen Bremskreis aufweisende Brake-by-Wire-Bremsanlage, Verfahren zum Betreiben der Bremsanlage und Diagnoseventil für eine solche Bremsanlage
DE102019209270A1 (de) * 2019-06-26 2020-12-31 Continental Teves Ag & Co. Ohg Ventilanordnung
DE102020209563A1 (de) 2020-07-29 2022-02-03 Continental Teves Ag & Co. Ohg Kraftfahrzeugbremsanlage
DE102020211275A1 (de) 2020-09-08 2022-03-10 Continental Teves Ag & Co. Ohg Hydraulikaggregat
DE102020213269A1 (de) 2020-10-21 2022-04-21 Continental Teves Ag & Co. Ohg Elektrohydraulische Bremsanlage für Kraftfahrzeuge
DE102020213284A1 (de) 2020-10-21 2022-04-21 Continental Teves Ag & Co. Ohg Ventilanordnung
DE102020213996A1 (de) 2020-11-06 2022-05-12 Continental Teves Ag & Co. Ohg Elektrohydraulische Bremsanlage für Kraftfahrzeuge
DE102021202948A1 (de) 2021-03-25 2022-09-29 Continental Teves Ag & Co. Ohg Elektrohydraulische Bremsanlage für Kraftfahrzeuge
DE102021203715A1 (de) 2021-04-15 2022-10-20 Continental Automotive Technologies GmbH Kraftfahrzeugbremsanlage
DE102021214849B4 (de) 2021-12-21 2025-11-27 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Bremssystems eines Kraftfahrzeugs, Steuereinrichtung sowie Kraftfahrzeug
DE102024206048A1 (de) * 2024-06-28 2025-12-31 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Ermittlung elektrischer Sollströme in einem Fahrzeug

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DE19543582A1 (de) * 1995-11-22 1997-06-05 Daimler Benz Ag Elektrohydraulische Mehrkreis-Bremsanlage für ein Straßenfahrzeug
WO2012150108A1 (fr) * 2011-05-02 2012-11-08 Continental Teves Ag & Co. Ohg Simulateur de course de pédale, unité d'actionnement pour un système de freinage hydraulique et système de freinage

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DE10147181A1 (de) * 2001-05-30 2002-12-05 Continental Teves Ag & Co Ohg Elektrohydraulische Bremsanlage
DE102010040097A1 (de) 2009-09-11 2011-03-31 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge

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Publication number Priority date Publication date Assignee Title
DE4029793A1 (de) * 1990-09-20 1992-03-26 Bosch Gmbh Robert Hydraulische fahrzeugbremsanlage
DE19543582A1 (de) * 1995-11-22 1997-06-05 Daimler Benz Ag Elektrohydraulische Mehrkreis-Bremsanlage für ein Straßenfahrzeug
WO2012150108A1 (fr) * 2011-05-02 2012-11-08 Continental Teves Ag & Co. Ohg Simulateur de course de pédale, unité d'actionnement pour un système de freinage hydraulique et système de freinage

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111071225A (zh) * 2018-10-22 2020-04-28 现代摩比斯株式会社 车辆的制动控制设备和方法
CN111071225B (zh) * 2018-10-22 2022-05-27 现代摩比斯株式会社 车辆的制动控制设备和方法
US12344204B2 (en) 2019-11-26 2025-07-01 Continental Teves Ag & Co. Ohg Valve arrangement
CN114667245B (zh) * 2019-11-26 2023-07-14 大陆汽车科技有限公司 阀装置
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