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WO2013030113A1 - Systèmes d'actionnement pour systèmes de freinage de véhicule à moteur et procédé de fonctionnement d'un système d'actionnement pour un frein de véhicule - Google Patents

Systèmes d'actionnement pour systèmes de freinage de véhicule à moteur et procédé de fonctionnement d'un système d'actionnement pour un frein de véhicule Download PDF

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Publication number
WO2013030113A1
WO2013030113A1 PCT/EP2012/066510 EP2012066510W WO2013030113A1 WO 2013030113 A1 WO2013030113 A1 WO 2013030113A1 EP 2012066510 W EP2012066510 W EP 2012066510W WO 2013030113 A1 WO2013030113 A1 WO 2013030113A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
actuating device
brake
cylinder unit
circuit
Prior art date
Application number
PCT/EP2012/066510
Other languages
German (de)
English (en)
Inventor
Heinz Leiber
Valentin Unterfrauner
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 DE112012003557.7T priority Critical patent/DE112012003557A5/de
Publication of WO2013030113A1 publication Critical patent/WO2013030113A1/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
    • 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
    • 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

Definitions

  • the invention relates to an actuating device for a motor vehicle brake system.
  • the main cylinder or THZ is designed for the fall-back level in case of failure of the brake system. This is done by appropriate dimensioning with a small diameter. This creates higher
  • the invention has for its object to provide an improved ⁇ te actuator for a motor driving convincing brake system, which in particular on einfa ⁇ che way an improvement in the fallback level at a relatively large piston of the piston-cylinder unit or main cylinder piston allows.
  • This object is achieved by the patent ⁇ claim 1 characterizing features.
  • the invention is in a surprisingly simple way created a solution with which in an operating condition, especially in case of failure of the brake booster, a change in the effective area of the piston-cylinder unit and the main cylinder is possible. This can, if necessary, the filling of the brake circuits only in extreme cases, z. As fading, while maintaining the possible high delay in the fallback level. In addition, a smaller dimensioning of the HZ is possible to achieve even higher vehicle deceleration greater than 0.64 g.
  • the solution according to the invention is possible for all brake booster genera, such as vacuum brake boosters, hydraulically and electrically driven
  • an additional piston (additional piston) is provided, which is connected to the drive of the BKV.
  • this may be the spindle of the ball screw transmission (KGT).
  • This additional piston can be arranged coaxially to the DK piston within this.
  • an additional piston can be provided for each brake circuit, which introduces the corresponding volume. It is by a plunger from the pedal to the DK piston, z. B. through a hole in the spindle, a
  • auxiliary pistons may alternatively be arranged parallel to the HZ pistons in the same housing.
  • the additional pistons do not have a separate sniffer bore. It can be dispensed with the additional effort, since the additional piston chamber is connected to the corresponding HZ-piston and thus uses its sniffing from the reservoir with. In addition, only one additional seal per piston is necessary.
  • the additional pistons lying parallel to the HZ piston are preferably actuated by a pressure plate from the spindle driven by an electric motor.
  • the Drehmo ⁇ ment of the spindle must be supported on the other.
  • the pressure plate offers, which additionally takes over the Drehmomentabstüt tion of the spindle.
  • the pressure plate is guided on a preferably designed as a square bolt. This also takes over the support of the additional piston force, which arises in brake circuit failure.
  • two additional pistons per brake circuit can also act symmetrically on the pressure plate.
  • the spindle reset can be made very simple by compression springs in HZ housing directly on the
  • the pressure plate for Drehmomentabstüt tion and spindle reset can be used.
  • the spindle acts here preferably on the DK piston.
  • additional pistons suffice.
  • additional solenoid valves can be used for the reservoir, which are used for Nachförde ⁇ tion in the border region according to DE 102011009059 the applicant or even hydraulic Leerwegkesciens according to DE 102009055721 of the applicant.
  • these solenoid valves can also be used for pressure reduction with clamping spindle. A diagnosis of all piston movements is provided.
  • an actuating device for motor vehicle brakes with an ner (not shown) electronic control and regulating device (ECU) is created in which sufficient volume is available, with a rapid Nachêt with small piston movements is possible and where there are practically no restrictions with regard to the control. Feeding may, if desired or required, take place in one or more than one brake circuit. A change of the THZ springs is not required.
  • FIG. 1 shows a first embodiment of the invention with a coaxial auxiliary piston
  • Figure 2 shows a second embodiment of the invention with parallel additional piston
  • FIG. 3 shows a third embodiment of the invention with parallel additional pistons; 3a shows a fourth embodiment with two
  • Figures 4 to 4f show the procedures of Leerwegkeschal- and Nach constructed.
  • the brake pedal 10 acts on the pedal plunger 5 on an auxiliary piston 6, wherein the displaced volume of this passes through a through-opening in the cylinder and the surrounding housing 41, and a line 29 to the mechanical hydraulic displacement simulator 8.
  • auxiliary piston 6 redundant pedal travel sensors 11 are coupled, which drive the motor 1 via a not shown here ECU and at the same time the normally open 2/2
  • the path simulator 8 generates the desired reaction to the pedal force.
  • the auxiliary piston 6 is placed in an intermediate position With approximately 40% of the total piston stroke S H K blocked, when the Wegsimulatorkolben 8a comes to a stop.
  • the solenoid valve 18 has a pressure control function for safety reasons.
  • Corresponding to the travel simulator spring 8b, a pedal travel-dependent pressure is created on the auxiliary piston 6.
  • Solenoid valve 18 which is then opened by the ECU (not shown here), flows pressure medium via line 29a (illustrated here via the THZ) to reservoir 40.
  • a throttle 19 is installed in the line to the way simulator 8 and for the fast return ⁇ a check valve 17.
  • the auxiliary piston 6 is reset by a return spring 20.
  • the auxiliary piston 6 with seals is guided in a corresponding housing 41 and stored.
  • This housing 41 may preferably via a multi-part intermediate housing
  • Plastic be connected to the engine 1. Housing 41 and intermediate housing can also be in one piece.
  • the auxiliary piston 6 can continue to be used in case of failure of the BKV to optimize the braking effect.
  • BKV the pedal force should be as small as possible, which requires small main cylinder piston diameter. If these are used, large pedals in the small pressure range ne necessary due to the flat course of the pressure-volume characteristic.
  • a normally closed 2/2-way solenoid valve or feed valve 30 (S E ) can be promoted in the lower pressure range from the auxiliary piston 6 pressure fluid to the pressure build-up in the DK circuit 28.
  • pressure builds up the pressure medium can be controlled by the auxiliary piston 12 via the pressure transducer.
  • a critical case is when the BKV fails during ABS operation on ice and then a positive ⁇ jump occurs during braking. In this case is in the
  • solenoid valve 27 can also be used for simplicity only a 2/2-way solenoid valve 27 a, which serves for Leerweg horrung, d. H. if the distance from the auxiliary piston 6 or pole piece to the transfer ram becomes too small. This is in the DE
  • This 2/2-way solenoid valve il can also be used for the same function in the SK circuit, instead of storage chamber 24 and upstream 2/2-way solenoid valve 27th
  • valves may be used for an additional function of tracing volume by appropriate piston control from the reservoir 40.
  • an additional feed valve for the SK-circuit can be used to promote the limiting case described in the fallback level and volume of the auxiliary piston in the SK district in order to achieve a higher pressure level or soon ⁇ ren pedal travel.
  • the volume stored in the travel simulator 8 can also be utilized or isolated via an isolation valve 22.
  • the system has two or at least one, in particular force-locking coupling.
  • This coupling is also appropriate to enhance the coupling force by in particular ⁇ sondere at low pressures, the piston is returned via the spindle.
  • the spindle 2 is retracted with the clutch 14, until the full clutch force acts at zero travel.
  • This is the DK piston preferably on stop 43.
  • the valve 18 is open. In a second movement, the valve 18 is closed, the movement of the auxiliary piston is stopped via 17 and measured by sensor 11.
  • the system according to the invention is compared to
  • the DK piston 103 is connected to a piston plunger 105b, on which via a free travel 7, a transfer plunger 5a acts, which is actuated by the actuator or by the brake pedal 110 via a pedal plunger 105.
  • the pedal travel acts on a pedal travel sensor 111, which operates the BKV as a consequence ⁇ amplifier via an ECU, not shown here, in which the pedal force with to Dru- is used.
  • a travel simulator 108 which is constructed in such a way that the pedal force acts on the HZ piston only in the event of a failure BKV.
  • the relievekol- ben are arranged in bores which are through-holes ⁇ with the corresponding working chambers of the THZ compound in order to promote additional volume in the brake circuits 226 and 228th
  • both pistons can be used to support the DK circuit similar to Fig. 1.
  • the DK piston is in the initial position to stop 243. Again, in the DK piston with respect to FIG. 1 and DE
  • auxiliary pistons 206 and 206 ' are not connected to one another via a line coaxial, but parallel to the axis as described in principle in DE 102011017436.
  • the auxiliary pistons are connected to a carrier 239 via plungers 206a.
  • the plungers 206a are expediently embedded in the yoke of the motor stator in order to realize a small outer diameter in this area.
  • the plunger with respect to the piston radially offset slightly outwards (ie eccentric ⁇ risch) may be arranged.
  • the carrier is mounted axially fixed to guide bolts arranged on housing fixed 238.
  • a pedal plate 245 is mounted, on which a prestressed spring 246 acts.
  • the sensor 239 and the pedal plate 245 are acted on by sensor actuating elements 247, which are connected to the two pedal travel sensors 211.
  • the pedal force generated by the pedal plunger 205 is measured. Further details of this are described in DE 102010050132 of the Applicant, to which reference is made in this regard.
  • the diagnosis of the piston plunger 205b corresponds in principle to Fig. 1. Notwithstanding, the piston plunger 205b is pressed against the pedal plate with a spring which is eg mounted in a central bore at the end of the piston plunger and is supported on the intermediate bottom of the DK piston. The free travel is seen between piston plunger and DK piston before ⁇ .
  • the valve circuit corresponds to FIG. 1.
  • the idle travel circuit can be carried out via a storage chamber with a solenoid valve (24, 27 in FIG. 1) in one or both brake circuits. It is too possible, for example, in the SK circuit the Leerwegsciens eg partially with a (not shown in Fig. 3) storage chamber (24 in Fig.
  • a corresponding suction stroke of the piston is necessary.
  • low ⁇ and pedal plunger with path simulator fully out ⁇ controls the distance between DK and SK pistons low at correspondingly low pressure level.
  • a corresponding suction stroke of the DK piston can be achieved by striking the SK piston and building up pressure in the SK brake circuit. In this case, no pressure build-up in the DC circuit is possible.
  • the closing stroke on ⁇ means suction and can be adjusted in the stroke to a corresponding volume.
  • the Leerweg horrinung and the corresponding Nachellen only via the DK-piston, which has the advantage that the brake circuit of the SK-piston has no additional valve and thus is safer. If the Fa ⁇ ding area missing volume, it can be replenished in DK district as described and in SK-circle at ge ⁇ closed switching valves 228 on the cuff of the SK-piston.
  • the effective area of the HZ piston in conjunction with the feed valve 230 can be made particularly small and thus effective.
  • the volume intake is relatively large at low pressures. This can be solved with the feed valve as a pre ⁇ filling (Prefill-) function.
  • the auxiliary piston 206 is provided here with a seal. For even greater leakage safety, two seals can be used. In addition, the
  • DK pressure circuit
  • FIG. 3 shows an embodiment which is largely the of
  • Figure 3 corresponds, wherein in the figure 3a except the feed valve 230 for the pressure circuit another Einspei ⁇ seventil 230a between the pressure circuit 226 and the
  • the feed valves 230, 230a are switched relatively sel ⁇ ge.
  • sealed solenoid valves remain tight when not switched. A diagnosis can therefore be made appropriately after a circuit when the vehicle is stationary and then after every 1000 brakes.
  • the different pressure levels in the circuits and the associated piston movements can be suitably used for the diagnosis.
  • valve circuit can advantageously between the DK circuit and the SK-circuit means for monitoring the feed valves 230, 230a to be connected.
  • Insbeson ⁇ particular when only one feed valve 230 is provided, a plunger 219 may act between the circuits, as is known from the prior art in and of itself.
  • Two Einspeiseventilen 230, 230a it is advantageous to employ a further feed valve 230b for additional Absi ⁇ assurance against leakage of the feeding between the two brake circuits.
  • Between the feed valves valves 230a, 230b is then expediently a small (about 0.5 cm 3 ), provided with about 5 bar preloaded memory.
  • the further supply valve forms a redundancy with regard to the tightness of the valves between the two brake circuits. If one of the valves should be leaking, this can be determined via the reservoir and a corresponding diagnostic circuit in the additional volume intake via the DK piston. In this way, the tightness of the valves can be checked and the Kreissennung be
  • Fig. 4 to 4f show the procedures of LeerwegLiescaria with Nachêt.
  • Fig. 4 shows the initial position of the piston DK 3 and SK 21 with the known return springs, which are not described here and on the following pictures in addition.
  • the additional piston 5 c, piston plunger 205 b or 2 spindle act.
  • Fig. 4a shows the pistons 3, 21 at full control.
  • the additional piston 5c / piston plunger 205 is here in a position WS, which corresponds to the stop or control of WS, ie the DK piston is no longer in contact.
  • Fig. 4b shows the position of the piston for the descriptions ⁇ ne Leerwegokosciens to low ⁇ .
  • the DK piston 3 is through the valve circuit described below with a small free travel in the limit case 0 to 5c / 205.
  • About the 2/2-solenoid valve 27a il pressure medium is discharged as needed, the ABS control in the reservoir. Accordingly, the switching valves 13 / 13a of the SK circuit and the DK circuit are open or partially closed.
  • the SK piston 21 comes to a small distance a to the DK piston 3. This is in both circles that for the
  • ABS control required pressure level also achieved with additional individual control of the individual switching valves.
  • Fig. 4c shows the subsequent piston movement to build up pressure. This can with appropriate volume to
  • Fig. 4d shows the return movement of the DK piston 3.
  • the switching valves are in this case closed, the 2/2 solenoid ⁇ valve 27 a open to suction.
  • the piston 3 is in turn controlled to almost free travel 0 to 5c / 205b.
  • Fig. 4 c shows the further pressure build-up for the DC circuit with opened switching valves, the switching valves 13/13 a of the SK circuit are closed.
  • the DK piston 3 impinges on the SK piston 21 again, the procedure described in FIG. 4a is repeated.
  • Fig. 4b shows the position of the piston for the described Leerwegokosciens to low ⁇ .
  • the DK piston 3 befin ⁇ det by the valve circuit described below with a small free travel in the limit case 0 to 5c / 205.
  • the 2/2-solenoid valve 27a pressure fluid is discharged as needed, the ABS control in the reservoir.
  • the switching valves 13 / 13a of the SK circuit and the DK circuit are open or partially closed.
  • the SK piston 21 comes to a small distance a to the DK piston 3.
  • Fig. 4c shows the subsequent piston movement to build up pressure. This can with appropriate volume to
  • Fig. 4d shows the return movement of the DK-piston 3.
  • the switching valves are in this case closed, the 2/2 solenoid valve 27a opened to suction.
  • the piston 3 is in turn controlled to almost free travel 0 to 5c / 205b.
  • Fig. 4 e shows the further pressure build-up for the DC circuit with open switching valves, the switching valves 13/13 a of the SK circuit are closed.
  • the DK piston 3 impinges on the SK piston 21 again, the procedure described in FIG. 4a is repeated.

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

Abstract

L'invention concerne un système d'actionnement pour un frein de véhicule, qui comprend un dispositif d'actionnement (10, 110, 2b), en particulier une pédale de frein, au moins une première unité piston-cylindre (4) reliée (circuit de freinage) au frein de véhicule par l'intermédiaire d'une conduite hydraulique (28, 226), pour alimenter le circuit de freinage en fluide hydraulique et solliciter le frein de véhicule en pression, ainsi qu'un servofrein. Selon l'invention, il est prévu au moins un autre piston (5c; 132, 133; 232, 233) pour modifier la surface active par l'intermédiaire de laquelle le fluide hydraulique est acheminé jusqu'au circuit de freinage. Selon une seconde invention, il est prévu au moins une autre unité piston-cylindre (132, 133; 232, 233) qui est reliée au dispositif d'actionnement (110, 210) afin de pouvoir être actionnée par ce dernier et est raccordée à la première unité piston-cylindre (104, 204) par l'intermédiaire d'une conduite hydraulique. Une troisième invention concerne un procédé permettant de faire fonctionner un dispositif d'actionnement pour un frein de véhicule, selon lequel, dans un mode de fonctionnement, un fluide hydraulique supplémentaire est acheminé au moins jusqu'à un circuit de freinage.
PCT/EP2012/066510 2011-08-29 2012-08-24 Systèmes d'actionnement pour systèmes de freinage de véhicule à moteur et procédé de fonctionnement d'un système d'actionnement pour un frein de véhicule WO2013030113A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112012003557.7T DE112012003557A5 (de) 2011-08-29 2012-08-24 Betätigungsvorrichtung für eine Kraftfahrzeug-Bremsanlage

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102011111369.3 2011-08-29
DE102011111369 2011-08-29
DE102011112515A DE102011112515A1 (de) 2011-08-29 2011-09-07 Betätigungsvorrichtung für eine Kraftfahrzeug-Bremsanlage
DE102011112515.2 2011-09-07

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WO2013030113A1 true WO2013030113A1 (fr) 2013-03-07

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WO (1) WO2013030113A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013018072A1 (de) * 2013-11-28 2015-06-11 Lucas Automotive Gmbh Elektrohydraulische Kraftfahrzeug-Bremsanlage
CN105636842A (zh) * 2013-09-16 2016-06-01 爱皮加特股份公司 制动设备和用于制动设备的运行的方法
US10421447B2 (en) 2013-09-16 2019-09-24 Ipgate Ag Electrically-driven pressure regulator and volume-delivery unit

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DE102011118365A1 (de) 2011-11-14 2013-05-16 Ipgate Ag Elektronisch regelbares Bremsbestätigungssystem
DE102012002117A1 (de) 2012-02-06 2013-08-08 Ipgate Ag Bremsvorrichtung für Kraftfahrzeuge
DE102013100741A1 (de) * 2013-01-25 2014-07-31 Ipgate Ag Antriebseinrichtung, insbesondere Motor mit Kugel-Gewinde-Getriebe
KR102020530B1 (ko) 2012-04-20 2019-09-10 이페게이트 아게 축방향 구동부의 베어링 배열
DE102012221992B4 (de) * 2012-11-30 2023-06-15 August Steinmeyer Gmbh & Co. Kg Antriebseinrichtung, insbesondere Motor mit Kugel-Gewindetrieb
DE102013105377A1 (de) 2013-05-24 2014-11-27 Ipgate Ag Betätigungsvorrichtung für eine Fahrzeug-Bremsanlage
DE102014109628A1 (de) 2014-07-04 2016-01-07 Ipgate Ag Betätigungssystem für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems
DE102014107112A1 (de) 2014-05-20 2015-11-26 Ipgate Ag Betätigungssystem für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems
DE102014214095A1 (de) * 2014-07-21 2016-01-21 Continental Teves Ag & Co. Ohg Aktuator für eine elektrohydraulische Bremsanlage
DE102014111594A1 (de) 2014-08-13 2016-02-18 Ipgate Ag Betätigungssystem, insbesondere für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems
DE102015211630A1 (de) * 2015-06-23 2016-12-29 Volkswagen Aktiengesellschaft Elektromechanischer Linearaktuator für ein Kraftfahrzeugfahrwerk
DE102016112971A1 (de) * 2016-07-14 2018-01-18 Ipgate Ag Diagnoseverfahren für mindestens eine Komponente eines Kraftfahrzeugs
FR3072348B1 (fr) 2017-10-18 2019-11-08 Robert Bosch Gmbh Module hydraulique de servofrein electrohydraulique integre
JP7227058B2 (ja) * 2019-04-01 2023-02-21 株式会社アクティオ 軌陸車に用いるブレーキ制御装置

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DE102007062839A1 (de) 2007-12-21 2009-06-25 Ipgate Ag Bremsanlage mit mindestens einer Fördereinrichtung zum Nachfördern von Bremsflüssigkeit in die Arbeitsräume eines Bremskraftverstärkers
DE102009055721A1 (de) 2009-11-26 2011-06-01 Ipgate Ag Bremssystem mit Speichereinrichtung mit Mehrfachfunktion
DE102010045617A1 (de) 2010-09-17 2012-03-22 Ipgate Ag Betätigungsvorrichtung für eine Kraftfahrzeug-Bremsanlage
DE102010050132A1 (de) 2010-11-03 2012-05-03 Ipgate Ag Betätigungsvorrichtung mit Wegsimulator
DE102010050133A1 (de) 2010-11-03 2012-05-03 Ipgate Ag Betätigungsvorrichtung für eine Fahrzeug-Bremsanlage
DE102011009059A1 (de) 2011-01-20 2012-07-26 Ipgate Ag Betätigungseinrichtung, insbesondere für Fahrzeugbremsen

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US4576417A (en) * 1985-02-04 1986-03-18 General Motors Corporation Power assisted braking system with wheel lock control
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EP2019010A2 (fr) * 2007-07-27 2009-01-28 Hitachi Ltd. Dispositif de freinage hydraulique
DE102007062839A1 (de) 2007-12-21 2009-06-25 Ipgate Ag Bremsanlage mit mindestens einer Fördereinrichtung zum Nachfördern von Bremsflüssigkeit in die Arbeitsräume eines Bremskraftverstärkers
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DE102010050132A1 (de) 2010-11-03 2012-05-03 Ipgate Ag Betätigungsvorrichtung mit Wegsimulator
DE102010050133A1 (de) 2010-11-03 2012-05-03 Ipgate Ag Betätigungsvorrichtung für eine Fahrzeug-Bremsanlage
DE102011009059A1 (de) 2011-01-20 2012-07-26 Ipgate Ag Betätigungseinrichtung, insbesondere für Fahrzeugbremsen

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CN105636842A (zh) * 2013-09-16 2016-06-01 爱皮加特股份公司 制动设备和用于制动设备的运行的方法
US10112592B2 (en) 2013-09-16 2018-10-30 Ipgate Ag Braking device and method for operating a breaking device
US10421447B2 (en) 2013-09-16 2019-09-24 Ipgate Ag Electrically-driven pressure regulator and volume-delivery unit
US11104317B2 (en) 2013-09-16 2021-08-31 Ipgate Ag Brake device and method for operating a brake device
DE102013018072A1 (de) * 2013-11-28 2015-06-11 Lucas Automotive Gmbh Elektrohydraulische Kraftfahrzeug-Bremsanlage
US9956943B2 (en) 2013-11-28 2018-05-01 Lucas Automotive Gmbh Electrohydraulic motor vehicle brake system and method for ventilation of the simulator circuit thereof; method for testing the functionality of a further electrohydraulic motor vehicle brake system, and computer program products for the methods

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