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WO2011063955A2 - Système de freinage avec un dispositif accumulateur à fonction multiple - Google Patents

Système de freinage avec un dispositif accumulateur à fonction multiple Download PDF

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Publication number
WO2011063955A2
WO2011063955A2 PCT/EP2010/007146 EP2010007146W WO2011063955A2 WO 2011063955 A2 WO2011063955 A2 WO 2011063955A2 EP 2010007146 W EP2010007146 W EP 2010007146W WO 2011063955 A2 WO2011063955 A2 WO 2011063955A2
Authority
WO
WIPO (PCT)
Prior art keywords
piston
brake
pressure
valve
fluid reservoir
Prior art date
Application number
PCT/EP2010/007146
Other languages
German (de)
English (en)
Other versions
WO2011063955A3 (fr
Inventor
Heinz Leiber
Valentin Unterfrauner
Christian KÖGLSPERGER
Original Assignee
Ipgate Ag
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 Ipgate Ag filed Critical Ipgate Ag
Priority to CN201080053839.1A priority Critical patent/CN102639370B/zh
Publication of WO2011063955A2 publication Critical patent/WO2011063955A2/fr
Publication of WO2011063955A3 publication Critical patent/WO2011063955A3/fr

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
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source

Definitions

  • the present invention relates to a brake system according to the preamble of claim 1.
  • CONFIRMATION COPY consists. In some systems, this free travel acts in case of failure of the brake booster or its drive as a significant pedal travel displacement, which the driver perceives as failure of the brake. This is described in WO2004 / 005095 AI.
  • the main task here is in brake-by-wire operation to decouple the pedal from the brake booster.
  • an additional means is proposed, which reduces the free travel in case of failure of the brake booster. This means does not work if the BKV failure already occurs during partial braking, since the agent can not be introduced into the smaller Leerwegspalt here. Extremely critical is the case with full modulation of the path simulator and simultaneous BKV failure, since the free travel is even greater here.
  • the normal driver can not produce sufficient braking effect due to excessive pedal travel or insufficient brake pressure, since the ergonomic limit is approximately 60% pedal stroke.
  • This object is achieved with a braking system with the features of claim 1 advantageous.
  • It is advantageous z. B a recuperative braking with unchanged pedal characteristics and reduction of the pedal reaction in pressure modulation of ABS possible.
  • the braking systems known from the prior art are relatively complex, especially in assembly, and require high investment at high production volume.
  • a Wegsimulator braking system which acts on a tandem master cylinder THZ in BKV failure, still requires additionally a lock of the WS housing.
  • a possible solution provides, in a multiplex brake system with travel simulator, in which simultaneously or successively the setting of a pressure in the individual wheel brakes, provided in the primary brake circuit between HZ and switching valves at least one fluid reservoir with an upstream solenoid valve. If this happens, especially in the case of small coefficients of friction, the pedal tappet strikes or threatens to hit the HZ piston or a connecting link during ABS pressure modulation. so pressure medium is introduced from the brake circuit or the brake circuits in the memory, so that the piston stroke lengthens, and a coincidence with the pedal plunger and thus the pedal reaction in ABS is prevented.
  • a small pedal reaction can act.
  • Good ABS pressure modulation requires large pressure gradients, especially in the multiplex system.
  • Another possibility is to continue to fill the fluid reservoir immediately after the pressure reduction in the fluid reservoir then by closing all Radbremsventile by the piston of the HZ. Again, the distance from piston to pedal ram is increased accordingly and can be variably controlled.
  • a specific pressure is regulated as a function of the generator braking effect by introduction of pressure medium into the fluid reservoir, so that no contact takes place between the HZ piston or connecting link to the pedal tappet.
  • the realization of the functions by the fluid reservoir SPK and the associated solenoid valve are similar to known valve blocks for known ABS systems and is made by minor modification of standard components such as solenoid valve and storage chamber. This results in only small investment costs and the assembly takes place on existing facilities of the ABS / ESP line.
  • a further solution of the problem arises when the already existing reservoir takes over the function of the above-described fluid reservoir.
  • An additional fluid reservoir is not needed in this case, at least for the function according to the invention.
  • the fluid can also be discharged via a switchable valve from the pressure line out into the reservoir or the return line or the pressure line is fed again.
  • the locking of the Wegsimulatorgeophuses via a small piston with cylinder with hydraulic line to the valve block with connection to a standard solenoid valve.
  • the solenoid valve is turned on, so that the hydraulic line to the valve block / reservoir is interrupted and the piston acting on the Wegsimulatorgeophuse prevents further movement of the Wegsimulatorgeophuses upon actuation of the pedal plunger.
  • the lock is switched off or the solenoid valve is not energized, so that the hydraulic line is released to the reservoir, and the piston of the locking device can retreat due to the force acting on him from Wegsimulatorgeophuse force.
  • the fluid reservoir SPK used for the path adjustment can also be used for the functions known from WO2009 / 083216.
  • a specific volume of about 5 bar is stored in the storage chamber, which is the brake circuit at a certain way the HZ piston or pressure is fed or returned.
  • the advantage lies in particular in a brake system with displacement simulator in that a master cylinder can be used with a smaller diameter, whereby the required spindle forces and the required engine torque are smaller.
  • this storage chamber can be used in the brake system according to WO2009 / 083216 for setting the brake clearance to eliminate the residual friction of the brake lining, which makes up about 300 W.
  • the HZ piston is also controlled in a Wegsimulatorsystem according to WO2006 / 111392 and stored a small volume in the Speieherkarmmer. Subsequent retraction of the pistons creates a negative pressure, which is measured via the pressure transducer. When negative pressure is reached, the subsequent piston movement is related to the movement of the brake piston.
  • the individual brake pistons are set in succession to clearance.
  • the fluid reservoir SPK used for setting the idle travel can advantageously also be used.
  • the fluid reservoir with its associated 2/2-way solenoid valve can thus be used for the following additional functions. These are listed below: a) Nachtribu of volume from the fluid reservoir SPK in the brake circuit in vehicles with large volume intake according to DE 10 2007062839.2 with the advantage of using a small HZ piston diameter with small operating forces. For this purpose, the SPK is pre-filled with a small volume before braking and is then further filled for the Leerwegf action. b) For the brake clearance control, a small volume is stored in the fluid reservoir according to WO2009 / 083216, in which initially the 2/2-way solenoid valve of the fluid reservoir opens and closes later.
  • the storage chamber is also used.
  • a dependent of the generator braking torque brake pressure which is determined by the brake management according to the braking effect predetermined by the driver.
  • a pressure control in the brake circuit with the involvement of the storage chambers, so that no contact of pedal plunger to HZ piston or connecting means takes place - preferably with a small free travel.
  • the storage chamber thus has a multiple function for the aforementioned functions. It is sufficient in principle a fluid reservoir in the primary circuit of the push rod piston. However, it is also possible to arrange a fluid reservoir with associated storage valve in the secondary circuit of the floating piston.
  • the fluid reservoir used advantageously has a piston-cylinder system, wherein in particular a fluid storage actuator or at least one spring acts on the piston for its adjustment, wherein the spring pressurizes, in particular biases, the piston of the fluid reservoir.
  • the fluid in the brake line can only adjust the piston at a pressure which is greater than a preset or adjustable pressure and thus flow into the storage chamber of the fluid reservoir. At zero pressure in the brake circuit, the fluid reservoir can also be fully emptied via the storage valve.
  • the fluid reservoir can be completely or partially filled or emptied by means of adjusting the piston of the piston-cylinder system for the various aforementioned functions in cooperation with the pressure sensor and the valves and the piston drive with fluid.
  • the piston movement it is advantageous for the piston movement to use a switch which switches with the corresponding piston travel, or a displacement sensor for determining the piston position of the fluid reservoir. Also, a pressure sensor may be provided for determining the pressure in the fluid reservoir.
  • the size of the volume of Speieherhimmmer the fluid reservoir can be advantageously adapted to the required for a ⁇ -jump fluid volume.
  • brake booster used in connection with the brake system according to the invention is understood to mean that the control device of the brake system generates a required or required pressure change in the brake circuit or the wheel brakes by means of the drive of the master brake cylinder in cooperation with the wheel brake valves. An amplification of the foot force acting on the brake pedal does not take place, since, except in the normal case, a free travel between actuator and piston plunger is set / adjusted.
  • the control device of the brake system can also control the other brake assistance functions in addition to the ABS, ESP and recuperation functions.
  • Fig. 1 Structure of a first possible embodiment of the brake system according to the invention
  • Fig. La Structure of a second possible embodiment of the brake system according to the invention.
  • Fig. 2 Structure with extended functions
  • Fig. 3 time course of the various functions for the
  • 3a shows an alternative course of the various functions for the control of the fluid reservoir SPK
  • Fig. 4 time course for adaptive Leerweg horrung.
  • each wheel brake RB is assigned a respective wheel brake valve 7, so that the brake pressure in the wheel brakes sequentially, ie in multiplex mode, can be adjusted ,
  • the drive 2 also adjusts the piston 3 for ABS / ESP function.
  • To the electric motor 2 preferably with spindle drive 2a of the push rod piston 3 is preferably fixedly coupled, which acts in a tandem master cylinder 5 in a known manner hydraulically to the floating piston 4.
  • In the brake lines BL 2/2-way wheel brake valves 7 are arranged, which together with the Brake booster enable the multiplex operation described in WO2006 / 111393.
  • the brake pedal 1 acts on the pedal plunger la on a Wegsimulatorfeder 16, which is mounted in the WS housing 15. This is preferably mounted in the center of the housing 33 in the middle of the axle.
  • the electric motor drive can also be replaced by a piezo element drive.
  • This pedal ram la acts in case of failure of the drive or brake booster BKV directly to the piston plunger 25 for actuating the HZ pistons 3, 4.
  • a coupling 26 Between spindle 2a and piston plunger 25 is a coupling 26 which connects the spindle 2a with the piston 3 with an intact motor to allow rapid pressure build-up at low pressure.
  • the Wegsimulatorfeder 16 is mounted in the Wegsimulatorgephaseuse 15. The spindle reset via the spring 31.
  • a damping element may be positioned 32 to a shock upon striking is reduced to the plunger 25th
  • this can also be reduced, since both positions on the pedal travel sensor 11 and the rotation angle sensor 14 of the motor 2 are known.
  • the pedal travel is detected by the sensor 11 and the motor rotation via the sensor 14.
  • the sensor 14 can be designed as an angle sensor, which also detects the piston travel.
  • the motor drive 2 acts in a known manner via the spindle 2a on the piston 3. Instead of the spindle and other drives are conceivable, as described by way of example in WO2006 / 111392.
  • the pedal travel sensor 11 is used for BKV amplification or for pressure build-up and pressure reduction and is preferably redundant.
  • the functions brake force boosting and pressure modulation are also described in detail in WO2006 / 111393 and WO2006 / 111392.
  • the fluid reservoir 20 comprising the piston 9 and the return spring 10 can be connected via the upstream solenoid valve 8 to the pressure line BL connecting the master cylinder 5 and the wheel brake valves 7.
  • the fluid reservoir 20 performs various functions.
  • a second optional fluid reservoir which is designated in Fig. 2 with 20 ', so that an emptying of both brake circuits in the fluid reservoir 20, 20 ⁇ is possible.
  • the spring 10 biases the piston 9 to a value between 2 to 4 bar, in particular 3 bar before.
  • the storage valve opens 8 and at the same time one or more Radbremsventile 7, and the volume flows into the storage chamber of the fluid reservoir 20, 20 ⁇ .
  • the chronological process will be explained in detail with reference to FIGS. 3 to 4.
  • the emptying can be defined - as explained later - done via the storage valve 8.
  • a central pressure transducer 12 is a ⁇ built.
  • the piston 27 is guided in the cylinder 28 and connected via a feed line 30 with a 2/2 solenoid valve 13. This is switched on at the beginning of braking and thus locks the Wegsimulatorgephaseuse. In case of failure of the motor 2, this is turned off, and the housing moves with the pedal ram la, which acts on the piston 3 to generate pressure.
  • the output line of the solenoid valve 13 is connected to the reservoir 6 via the master cylinder 5.
  • the cylinder 28 is small and simple and, together with the Wegsimulatorgephaseuse with spring and pedal plunger with storage the structure simple, inexpensive, easy and cheap for assembly.
  • the valve block contains the remaining components.
  • the brake system according to the invention advantageously has only six Solenoid valve 7, 8, 13 and a fluid reservoir 20. In comparison, a conventional ESP system requires twelve solenoid valves, two fluid reservoirs and a pump.
  • FIG. 2 shows the structure with two fluid reservoirs 20, 20 'and an additional valve 8 X for the additional functions.
  • shut-off valve 18, 19 is arranged in each case.
  • the shut-off occurs when the piston 3 for the brake clearance control generates a vacuum or a low pressure and thus a Nachschnüffeln from the reservoir is not possible.
  • this can be done by appropriate piston be avoided seals and the tandem master cylinder THZ, so that the shut-off valves are not necessary.
  • FIGS 3, 3a and 4 show the time course of vehicle speed v F and wheel speed v R , wheel pressure PR, piston s K and pedal travel s P with the various phases of brake pressure control and Leerweg horrung.
  • At (0) is the beginning of braking and at (1) begins the first control cycle with pressure reduction in the fluid reservoir with corresponding movement of the piston s K.
  • depressurization p a i n the fluid reservoir 20
  • the piston movement of the piston 3 is zero, the Pedalweg s P is delayed and later applies to the stationary piston 3.
  • the pedal stroke follows here delayed to piston stroke s K to Pe ⁇ dalst Congresselantsch PA, ie when the pedal ram la impinges on the locked path simulator housing 15.
  • the next pressure build-p to be made With a small delay t v, the piston 3 to the stepped pressure build up P on - In (6) of the next control cycle on the rapid piston movement starts without using the fluid reservoir 20.
  • the pressure reduction times t from or gradients are due to the large cross-sections of the solenoid valve 8, 8 "and the fast piston movement much faster than conventional systems, whereby the control deviation of Wheel speed is small, which is the goal of each scheme to achieve high stability and short braking distances.
  • FIG. 4 shows a further alternative to depressurization control p ab and idle travel control.
  • the adaptive Leerweg horrung is shown, which allows both the distance to Pedalstsammlungelantsch PA and the pedal feedback controlled as desired. If the Leerwegabstand a too large, there is the disadvantage that in case of failure of the drive of the master cylinder, a large Pedalwegverinrung arises. If, inter alia, during the ABS control, a small pedal effect desired, the free travel is a ge against zero ⁇ controls, so that the next pressure reduction, the piston 3 moves the pedal plunger la. The target distance a will directed off to the piston movement to reduce the pressure p.
  • the piston travel s k is greater than the pedal travel s p , ie an idle travel a is predetermined.
  • a sufficient free travel exists, so that the control of the fluid reservoir is not necessary, except for a ⁇ -jump, in which a large pressure change is necessary.
  • the use of the fluid reservoir for pressure reduction or pressure build-up is mainly suitable for larger pressure changes in the ABS control and in particular at low friction coefficient, in which the distance from the piston to the pedal plunger is small.
  • the solenoid valve should be designed with a large cross-section and with short switching times, in particular short closing time. At high flow rates, however, this leads to strong pressure oscillations. It is advantageous here, the solenoid valve 8 with a stroke control over z. B. PM, so here the closing operation is controlled by a corresponding change in cross section.
  • the fluid reservoir can be diagnosed on the volume displacement of the HZ-piston and the pressure transducer in both the opening pressure as well as on ⁇ acquisition volume or in the stored volume for the Nachêt in the brake circuit. The same applies to the tightness and the valve cross-section of the switching valve 8. In this context, reference is made to the disclosure of DE 10 2007062839.
  • Figures 1 to 4 describe a hydraulic Leerwegf- reisciens in which the free travel a, ie the distance from the piston to the pedal plunger is changed in dynamic operation by volume from one or both brake circuits via a 2/2 solenoid valve in a storage chamber 20, 20th 'is controlled. This is necessary with ABS function on low ⁇ or recuperation, if the driver pushes the pedal plunger far and the piston 3 has to go back far enough for a low pressure level to be achieved. Changes z. B. the coefficient of friction from low to high, so this volume can advantageously be recycled back into the brake circuit. Must z. B.
  • This chronological course of the pressure reduction is, especially with respect to costs and volume of the storage chamber 20, 20 'not always meet all requirements It may therefore be useful in certain applications, the necessary volume for Leerweg horrung via a 2/3 solenoid valve directly in the fluid storage reservoir. 6 respectively.
  • the missing volume can be sucked in and compensated for a positive ⁇ -jump by appropriate piston and valve control, ie opening of the solenoid valve 8 in return movement of the DK piston and closed switching valves 7 to the wheel.
  • the ability to aspirate additional volume can also be used to downsize the THZ.
  • the solenoid valve 8 is not connected here with the Spe icherhimmmer, but with the return RL to the reservoir 6.
  • a possible leakage of the solenoid valve 8 is at each braking by comparing pressure and piston position, d. H. Pressure volume curve, performed. The probability of failure of such a normally closed valve 8 is extremely rare.
  • the solenoid valve 8 is designed with a large cross section, so that the sucked volume per unit time is as high as possible. This dimensioning is easily possible because the valve only has to switch at lower pressures, which are relevant for the Leerwegkescados.
  • additional volume can also be used to dimension the THZ preferably stroke smaller. If this volume is required for high pressures, it can be sucked in for a short time.
  • this additional volume can be replaced by appropriate Control of the solenoid valve 8 are returned to the reservoir. By allocating pressure and piston travel, this return of the volume can be monitored and, if necessary, corrected.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un système de freinage pour un véhicule automobile, présentant un maître-cylindre de frein (4, 5) qui est entraîné par un entraînement électrique, un poussoir de piston (25) et/ou une tige filetée (2a) étant en liaison fonctionnelle avec un piston (3) du maître-cylindre de frein (4, 5). Le système de freinage présente également des vannes de freins de roue (7) pour l'ouverture et la fermeture au choix des conduites de pression (BL) reliant les freins de roue (RB) au maître-cylindre de frein (4, 5), un dispositif d'actionnement (1), en particulier sous la forme d'une pédale de frein, lequel agit sur un simulateur de course (W). Dans le cas d'un dysfonctionnement, en particulier en cas de panne de l'entraînement (2), le dispositif d'actionnement (1) agit mécaniquement, en particulier avec le poussoir de la pédale (1a), sur le poussoir du piston (25) pour établir une pression dans au moins un frein de roue. En service normal, une garde (a0), en particulier petite, existe entre le poussoir du piston (25) et le dispositif d'actionnement, en particulier entre le poussoir du piston (25) et le poussoir de la pédale (1a), présentant un dispositif de commande à fonction « Brake by Wire », qui commande l'entraînement (2) avec le piston (3) ainsi que les vannes de frein de roues (7), en particulier pour - au choix - établir et annuler de manière simultanée ou successive la pression dans les freins de roues (RB) pour les fonctions ABS, ESP ou de récupération. Le réservoir de stockage (6) ou un accumulateur de fluide (20, 20') servent dans ce cas au réglage de la grandeur de la garde (a).
PCT/EP2010/007146 2009-11-26 2010-11-25 Système de freinage avec un dispositif accumulateur à fonction multiple WO2011063955A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201080053839.1A CN102639370B (zh) 2009-11-26 2010-11-25 具有多功能的存储装置的制动系统

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009055721A DE102009055721A1 (de) 2009-11-26 2009-11-26 Bremssystem mit Speichereinrichtung mit Mehrfachfunktion
DE102009055721.0 2009-11-26

Publications (2)

Publication Number Publication Date
WO2011063955A2 true WO2011063955A2 (fr) 2011-06-03
WO2011063955A3 WO2011063955A3 (fr) 2011-10-27

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Country Status (3)

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CN (1) CN102639370B (fr)
DE (1) DE102009055721A1 (fr)
WO (1) WO2011063955A2 (fr)

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CN103895631A (zh) * 2012-12-26 2014-07-02 现代摩比斯株式会社 再生制动协调控制方法及混合动力汽车
US20140197680A1 (en) * 2011-05-10 2014-07-17 Lucas Automotive Gmbh Hydraulic Vehicle Braking System with Electromechanical Actuator, and Method for Operating Such a Hydraulic Vehicle Braking System
CN112896121A (zh) * 2021-01-28 2021-06-04 中汽创智科技有限公司 一种制动系统及制动方法
US11958451B2 (en) 2020-11-23 2024-04-16 Bwi (Shanghai) Co., Ltd. Electro-hydraulic brake assembly

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DE102011009059A1 (de) 2011-01-20 2012-07-26 Ipgate Ag Betätigungseinrichtung, insbesondere für Fahrzeugbremsen
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DE102012025249A1 (de) * 2012-12-21 2014-07-10 Lucas Automotive Gmbh Elektrohydraulische Fahrzeug-Bremsanlage und Verfahren zum Betreiben derselben
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