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WO2018137848A1 - Procédé permettant de faire fonctionner un frein de stationnement électromécanique ainsi que dispositif de commande pour un frein de stationnement, frein de stationnement et véhicule automobile - Google Patents

Procédé permettant de faire fonctionner un frein de stationnement électromécanique ainsi que dispositif de commande pour un frein de stationnement, frein de stationnement et véhicule automobile Download PDF

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Publication number
WO2018137848A1
WO2018137848A1 PCT/EP2017/083147 EP2017083147W WO2018137848A1 WO 2018137848 A1 WO2018137848 A1 WO 2018137848A1 EP 2017083147 W EP2017083147 W EP 2017083147W WO 2018137848 A1 WO2018137848 A1 WO 2018137848A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
signal
friction
drive unit
motor vehicle
Prior art date
Application number
PCT/EP2017/083147
Other languages
German (de)
English (en)
Inventor
Tobias Wagner
Original Assignee
Volkswagen Aktiengesellschaft
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 Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Publication of WO2018137848A1 publication Critical patent/WO2018137848A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
    • 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
    • B60T13/741—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 an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up

Definitions

  • the invention relates to a method for operating an electromechanical parking brake (EPB) of a motor vehicle.
  • EPB electromechanical parking brake
  • a control device of the parking brake controls at least one friction brake of the motor vehicle, an electric drive unit of the parking brake to thereby move a brake element of the friction brake with respect to a friction unit of the friction brake.
  • the invention also includes the control device and a parking brake with the control device.
  • the invention relates to a friction brake, which is designed in particular as a caliper brake.
  • a friction brake which is designed in particular as a caliper brake.
  • the braking effect is achieved by pressing brake pads against a brake disc.
  • brake element here refers to a brake pad
  • vibration unit here refers to the brake disc.
  • a parking brake with drum brake is known, for example, from WO 2006/0131704 A1. This parking brake is also used when starting the motor vehicle to prevent this on a slope as long as rolling until a sufficient clutch torque is available via a clutch.
  • a hydraulic service brake can be provided in a motor vehicle via which the respective friction brake can be hydraulically actuated on wheels of the motor vehicle, thereby pressing the at least one brake element of the friction brake against the friction unit of the friction brake , This happens e.g. through a brake piston, via hydraulic
  • the hydraulic service brake is provided only for the braking of the motor vehicle while driving and sets in the unactuated state, a distance between the at least one brake element and the friction unit, namely the so-called clearance, which is greater than zero. If the motor vehicle is parked so that the driver can get off, a parking brake must therefore additionally be provided which permanently closes the friction brake provided on at least one wheel of the motor vehicle even without actuation of the hydraulic service brake, ie presses the brake element against the friction unit.
  • An electromechanical parking brake has for this purpose an electric drive unit which can be controlled by a control device of the parking brake such that the drive unit mechanically moves or moves the at least one brake element of the friction brake against the friction unit. By a self-locking due to a transmission with high gear ratio (i> 100), the brake element can then remain pressed after switching off the drive unit against the friction unit.
  • a hydraulic service brake in the unactuated state so if the driver does not operate the brake pedal and / or no driver assistance system generates hydraulic brake pressure between the brake element and the friction unit said clearance.
  • This clearance must be so large that the brake element and friction unit do not touch, otherwise a residual braking torque would act even with unoperated service brake, which would reduce the efficiency of the motor vehicle.
  • the invention is based on the object, a hydraulic service brake of a
  • the invention provides a method for operating an electromechanical parking brake or parking brake of a motor vehicle.
  • a hydraulic service brake of the motor vehicle can be supported by the parking brake during a drive of the motor vehicle.
  • the electromechanical parking brake can be constructed for this purpose in a conventional manner, ie by a control device of the parking brake is on at least one friction brake of the motor vehicle, for example, a respective caliper brake of the front wheels, at least one brake element of the friction brake (for example, at least one brake pad) with respect to a friction unit of the friction brake (for example, a brake disc) moves by an electric drive unit of the parking brake is controlled.
  • the moving of the at least one brake element is thereby effected independently of a brake pressure of the hydraulic service brake of the motor vehicle.
  • the friction brake can be adjusted or activated even when the service brake is not actuated.
  • the movement of the at least one brake element with respect to the friction unit thus takes place as a superimposed movement, which can take place a movement due to an actuation of the hydraulic service brake.
  • the parking brake moves the at least one brake element eg mechanically, eg by means of a spindle, and not hydraulically.
  • the electromechanical parking brake is used according to the invention. For this purpose, this is also operated during a journey of the motor vehicle. During travel, a distance between the brake element and the friction unit is changed by the parking brake by the driving of the drive unit. This variation or adjustment of the distance takes place as a function of at least one brake actuation signal, which depends on an actuation of the service brake. Thus, if the service brake is applied, this also controls or operates the parking brake.
  • the actuation of the hydraulic service brake may be e.g. done in two different ways. On the one hand, a driver can actuate a brake pedal of the hydraulic service brake. On the other hand, a driver assistance system can actuate the hydraulic service brake. Such a driver assistance system, for example, be an electronic stability control (ESC - Electronic Stability Control) or an electric brake booster.
  • Parking brake while driving the clearance i. the distance between the brake element and the friction brake
  • the clearance for efficient operation of the hydraulic service brake while driving can be varied or adjusted.
  • the invention also includes developments, the characteristics of which provide additional advantages.
  • a conventional parking brake the problem may be that it provides only two positions or states, namely an open position and a
  • the drive unit is actuated by the control device as a function of a path signal which the
  • Control device receives from a displacement sensor.
  • This displacement sensor signals a relative change in position of a component of the drive unit or a transmission which couples the drive unit to the brake element.
  • the displacement sensor may be e.g. signal a rotational position of a gear of the transmission or a rotational position change of the gear.
  • a displacement sensor can be provided for example by a Hall sensor or Hall sensor. Based on the path signal can thus be detected and an intermediate position between the open position and the closed position
  • Drive unit can be stopped even in the intermediate position, for example, to selectively set a predetermined distance between the brake element (brake pad) and friction unit (brake disc). It can therefore be detected or monitored a continuous change in distance between the brake element and friction unit and thus set a predetermined distance.
  • an absolute position of the component of the drive unit or of the transmission can also be signaled or detected on the basis of the path signal.
  • the monitoring of the relative change in position has the advantage that no calibration is necessary and wear of the brake element has no influence on the path signal.
  • One way to support the hydraulic service brake by means of the parking brake is to increase the clearance after a braking operation, thereby reducing the residual braking torque of the friction brake. It can therefore specifically targeted, for example, a brake piston of a caliper brake by means of the parking brake are moved back (increase the distance). For this purpose, it is preferred in the case that said
  • Brake element and friction unit is thus increased by means of the electric drive unit by moving away the at least one braking element of the friction unit by the offset value.
  • the clearance is reduced by means of the parking brake before or at the beginning of a braking operation, which is to be effected by the hydraulic service brake, whereby the friction brake has a more favorable response to the operation of a brake pedal or activation of a driver assistance system.
  • the brake element can thus be moved in response to the actuation signal at the beginning of an actuation of the hydraulic service brake by means of the parking brake to the friction unit zoom.
  • the actuation signal signals an actuation of the service brake, set by the driving of the drive unit of the parking brake of said distance between the brake element and friction unit to a predetermined distance value.
  • the described offset value can be compensated or reversed and / or a so-called knockback (repelling) of the braking element can be compensated.
  • a knockback may be caused by a lateral impact of the friction unit or by a driving style of the motor vehicle.
  • brake pads can then be set or returned to a predetermined normal value (i.e., the predetermined distance value).
  • actuation of a brake pedal this shortens the pedal travel, by which the driver must move the brake pedal in order to effect a first-time contact of the brake element with the friction unit.
  • the said actuation signal can also predictively signal an imminent actuation of the service brake. If the actuation of the service brake then actually occurs, the preset distance value has already been set by then.
  • Signaling of an impending actuation can be generated, for example, as a function of a release of an accelerator pedal of the motor vehicle and / or an environment detection of the motor vehicle, which recognizes objects in a driver's path of the motor vehicle.
  • Service brake is adjusted by means of the parking brake is preferably selected by the user.
  • the distance value is determined as a function of a driving mode signal of an operating device of the motor vehicle.
  • Motor vehicle provides a driving mode selection over which a brake pedal characteristic is available with respect to the clearance. For example, between one Comfort clearance and a sports clearance are selected, the comfort clearance is greater than the sports clearance. Thus, the response of the
  • the method assumes that an actuation of the service brake and thus the beginning and / or the end of the actuation is signaled by the said actuation signal, in order then to actuate the drive unit of the parking brake.
  • actuation signal can be used. It can be an activity signal of a brake light of the motor vehicle as
  • Actuating signal are received.
  • Such an activity signal has the advantage that upon actuation of the brake pedal, it is already signaled before a significant pressure change for the braking operation in the master cylinder of the service brake is effected.
  • the activity signal is present at an early stage when the brake pedal is actuated.
  • a sensor signal of a brake pedal travel sensor can be evaluated as an actuation signal, ie the movement of the brake pedal can be detected directly.
  • Trigger signal of a predictive braking request recognition are received.
  • Braking request for example, predictively based on a Pedalweg selectedung a
  • Accelerators are detected, for example by means of an accelerator pedal sensor.
  • a trigger signal can be generated for example by an electromechanical brake booster.
  • a control signal of a driver assistance system and / or a recuperation control can be received as the actuation signal.
  • Such a control signal has the advantage that it can be generated before the actual actuation of the service brake by the driver assistance system or the recuperation control takes place.
  • the use of a control signal has the advantage that the parking brake can be combined or coordinated with a recuperation of an electric drive and / or a blending (transition from recuperation to friction braking).
  • a hydraulic service brake usually has more than one hydraulic brake circuit. If one of these brake circuits fails, pressing the
  • Service brake brake d the vehicle asymmetrically.
  • skewing provides a development, after receiving a failure signal that a brake circuit failure of a hydraulic brake circuit of Operational brake signals, in the event that the actuation signal is a driver-side actuation of the service brake, so for example, an actuation of the brake pedal signals, then the failed brake circuit is at least partially compensated by driving the drive unit of the parking brake. In other words, therefore, that friction brake, which remains unactuated due to the failed brake circuit, actuated or closed by the parking brake.
  • Another development uses the parking brake to hear a braking performance, if they can not be done by a brake booster of the service brake itself.
  • the actuation signal signals the driver-side actuation of the service brake generates an additional braking force by driving the drive unit of the parking brake. That the distance between the brake element and friction unit of the friction brake is set by the parking brake to 0 and then additionally applied a braking force by means of the drive unit via the brake element on the friction unit.
  • the failure of the primary brake booster and / or the pump of the service brake can be compensated.
  • Another advantage of this is that a diameter of the master cylinder can be made larger than in the event that the parking brake is not used to compensate for a failed brake booster. As a result, nevertheless, the pedal force required at failed brake booster on
  • the parking brake can be used as a redundancy or as a replacement for the pump by the control device of the parking brake the
  • the motor vehicle can e.g. without an ESC pump (ESC - Electronic Stability Control) provided or at least a failure of the ESC pump can be compensated.
  • ESC pump ESC - Electronic Stability Control
  • the invention also provides a control device for an electromechanical parking brake
  • Such a control device can be configured as a control device of the parking brake.
  • the control device has a processor device which is set up to carry out an embodiment of the method according to the invention.
  • the processor device may have a microcontroller for this purpose.
  • a program code may be provided for the processor device which is set up when executed by the processor device, perform the embodiment of the method.
  • the program code may be stored in a data memory of the processor device.
  • a parking brake according to the invention for a motor vehicle.
  • This has in a known manner at least one drive unit which is adapted to at least one brake element (ie, for example, a brake pad) of a respective brake element (ie, for example, a brake pad) of a respective brake element (ie, for example, a brake pad) of a respective brake element (ie, for example, a brake pad) of a respective brake element (ie, for example, a brake pad) of a respective
  • the parking brake can each provide a drive unit for one or more than one friction brake.
  • a friction brake can be configured for example as a caliper brake.
  • a drive unit may be provided based on an electric motor.
  • the parking brake according to the invention on a displacement sensor, which is adapted to a relative change in position and / or an absolute position of a component of the drive unit itself or one the drive unit with the
  • Such a displacement sensor may for example be adapted to signal a position of a gear of the transmission or a change in position of the gear.
  • a displacement sensor for example, a Hall sensor or Hall sensor can be provided.
  • FIG. Shows a schematic representation of an embodiment of the motor vehicle according to the invention.
  • the exemplary embodiment explained below is a preferred embodiment of the invention.
  • the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also each independently further develop the invention and thus also individually or in a different combination than the one shown as part of the invention.
  • the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also each independently further develop the invention and thus also individually or in a different combination than the one shown as part of the invention.
  • the figure shows a motor vehicle 10, which may be, for example, a motor vehicle, in particular a passenger car or truck.
  • a wheel 1 1 which may be a front wheel or a rear wheel, by means of which the motor vehicle 10 can roll over a ground.
  • a friction brake 12 may be provided, which may be configured for example as a caliper brake with a brake caliper 13 and a brake disc.
  • the brake disk generally represents a friction unit 14 in the following.
  • the brake caliper 13 can have brake linings, which in the following generally represent a brake element 15 in each case.
  • both a service brake 10 for braking the motor vehicle 10 during a journey and a parking brake 17 can be realized in order to block a rolling movement of the motor vehicle 10 in the switched-off state.
  • the service brake 16 may additionally include at least one hydraulic brake circuit 18, in which in a known manner, for example by a master cylinder 19, a brake pressure P can be adjusted. Depending on the brake pressure P, a brake piston 20 of the friction brake 12 can be moved hydraulically. The brake piston 20 can press in a known manner, the brake elements 15 against the friction unit 14 and thereby cause a friction braking of the wheel 1 1. In the unactuated state of the service brake 16, while the brake elements 15 to the brake disc 14 each have a distance 21 greater than 0 on. The distance 21 represents the clearance of the friction brake 13.
  • the parking brake 17 can act on the brake piston 20 mechanically.
  • an electric drive unit 22 may be provided, which can also move the brake piston 20 via a gear 23 and a spindle 23 '.
  • the drive unit 22 may be an electric motor for this purpose.
  • the drive unit 22 can by a control device 24 of
  • the controller 24 may be configured as a controller.
  • the example of the friction brake 12 shown for the wheel 1 1 can also be on another wheel of the motor vehicle 10 or on both front wheels and rear wheels of the
  • Motor vehicle 10 may be provided or provided.
  • the master cylinder 19 can be adjusted or operated by a brake booster BKV in a known manner.
  • the brake booster BKV can be actuated, for example, on the driver side by a brake pedal BP.
  • a driver assistance system 25 can control a pump (not shown), to set by means of this pump, the brake pressure P without any action by the driver.
  • An example of such a pump is an ESC pump.
  • a brake light 26 When operating the service brake 16, a brake light 26 can be activated in a conventional manner.
  • An activity signal 27, which signals a state of the brake light 16, may be provided to the control device 24.
  • a brake pedal travel sensor 28 may signal a sensor signal 29 regarding a position of the brake pedal BP to the control device 24.
  • the driver assistance system 25 can provide a control signal 30 to the control device 24, via which the control device 24 controls the actuation of the
  • Service brake 16 is signaled by the driver assistance system 25.
  • Driver assistance system 25 may provide, for example, cruise control.
  • the signals 27, 29, 30 each provide an actuation signal for signaling a
  • the control device 24 may further receive from a travel sensor 31 of the parking brake 17 a travel signal 32 which indicates a change in position or position, e.g. a component of the transmission 23 is signaled or correlated with this.
  • the control device 24 in a parking operation of the motor vehicle 10, when it is parked off or turned off, by activating or operating the drive unit 22, the brake elements 15 move against the friction unit 14 or press, where they then, for example, by self-locking of Gearbox 23 remain and a rolling motion of the wheel 1 1 is blocked.
  • the drive unit 22 can be operated in the reverse direction and thereby the brake element 15 can be moved away from the friction unit 14 again, so that the wheel 1 1 can roll unrestrained.
  • Brake elements 15 are also adjusted by means of the parking brake 14, so that in this way the value of the distance 21 can be adjusted.
  • the brake piston 20 of the friction brake 13 for example, while driving for a braking operation, ie after completion of a Operation of the service brake 16, be moved back so that the residual braking torque, caused by insufficient clearance between the brake element 15 and friction unit 14 can be reduced to 0 Nm. This contributes to the reduction of the CO 2 emission of the motor vehicle 10.
  • Control device 24 by means of the drive unit 22, the brake elements 15 closer zoom closer to the friction unit 14, so that only a lesser hydraulic free travel in the brake pedal BP is felt as without the operation of the drive unit 22.
  • the brake elements 15 after a so-called knockback by side impact the brake disc closer to the friction unit 14 are reset.
  • the pushing back of the brake piston 20 caused by the knockback can be detected, for example, by means of a sensor and before the next braking as a function of one of the
  • coupling by means of the control device 24 is likewise possible.
  • it can be braked with hydraulic assistance or hydraulically.
  • the clearance can be adjusted by adjusting the distance 21 by means of the parking brake 17 to the current operating state.
  • driver assistance system 25 and / or a displacement sensor on an accelerator pedal of the motor vehicle 10 can also predictively an imminent operation of the service brake 16 (braking request) detected and then also an actuation signal for the
  • Control device 24 are generated, whereupon they can drive the drive unit 22 for setting or preparing the distance 21.
  • a comfort-oriented brake pedal soft brake pedal characteristic
  • a particularly short, very sporty brake pedal sports brake pedal characteristic
  • Software-based application effort can be implemented by the control device 24, for example by means of a processor device 33 of the control device 24.
  • Another advantage is the alleviation of emergency situations.
  • a brake circuit failure of the brake circuit 18 not only the braking performance can be increased, but also a skewing of the motor vehicle 10 can be avoided when a driver, the brake pedal BP or a driver assistance system 25 triggers or performs a braking.
  • the skewing can occur in a diagonal division of the brake circuits (type X) and the failure of one of the brake circuits.
  • the braking force can by the parking brake 17 by means of
  • Drive unit 22 can be increased so that the brake pedal BP continues to have a
  • predetermined maximum pedal force is sufficient to produce a predetermined braking force on the wheel 1 1. Due to this redundancy of the brake booster due to the
  • Brake booster 23 on the one hand and the parking brake 17 on the other hand may also have the master cylinder 19 with a larger diameter than in the event that no redundancy, but only the brake booster 23 is present, whereby the
  • Volume balance of the brake system can be further improved.
  • the parking brake 17 can also be coupled to the driver assistance system 25, so that the driver assistance system 25 can actuate the parking brake 17 for a braking intervention and thereby selectively target wheels, e.g. for a dynamic driving stabilization or a
  • the clearance can be set active by adjusting the distance 21.
  • this adjustment is also independent of wear.
  • a C02 reduction of the brake system can be generated without Pedalwegverinrung the brake pedal BP.
  • a comfort-oriented or extremely sporty pedal feel on the brake pedal BP can be realized via a driving mode.

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

Abstract

L'invention concerne un procédé permettant de faire fonctionner un frein de stationnement électromécanique (17) d'un véhicule automobile (10). Au moyen d'un dispositif de commande (24) du frein de stationnement (17), au niveau d'au moins un frein à friction (12) du véhicule automobile (10), au moins un élément de freinage (15) du frein à friction (12) est déplacé par rapport à une unité de friction (14) du frein à friction (12) indépendamment d'une pression de freinage (P) d'un frein de service hydraulique (16) du véhicule automobile (10) par commande respective d'une unité d'entraînement électrique (22) du frein de stationnement (17). Selon l'invention, pendant une conduite du véhicule automobile (10), au moyen de la commande de l'unité d'entraînement (22), une distance (21) entre ledit au moins un élément de freinage (15) et l'unité de friction (14) est modifiée en fonction d'au moins un signal d'actionnement (27, 29, 30) du frein de service (16).
PCT/EP2017/083147 2017-01-30 2017-12-15 Procédé permettant de faire fonctionner un frein de stationnement électromécanique ainsi que dispositif de commande pour un frein de stationnement, frein de stationnement et véhicule automobile WO2018137848A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017201442.3A DE102017201442A1 (de) 2017-01-30 2017-01-30 Verfahren zum Betreiben einer elektromechanischen Parkbremse sowie Steuervorrichtung für eine Parkbremse, Parkbremse und Kraftfahrzeug
DE102017201442.3 2017-01-30

Publications (1)

Publication Number Publication Date
WO2018137848A1 true WO2018137848A1 (fr) 2018-08-02

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PCT/EP2017/083147 WO2018137848A1 (fr) 2017-01-30 2017-12-15 Procédé permettant de faire fonctionner un frein de stationnement électromécanique ainsi que dispositif de commande pour un frein de stationnement, frein de stationnement et véhicule automobile

Country Status (2)

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DE (1) DE102017201442A1 (fr)
WO (1) WO2018137848A1 (fr)

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CN114312720A (zh) * 2021-11-30 2022-04-12 浙江亚太机电股份有限公司 硬件冗余的集成式电液制动线控系统和方法
US11623619B2 (en) 2019-12-10 2023-04-11 Bendix Commercial Vehicle Systems Llc Parking brake apparatus and method therefor

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EP1172272A1 (fr) * 2000-07-12 2002-01-16 Continental Teves AG & Co. oHG Système de freinage pour véhicule et procédé pour son contrôle
WO2006131704A1 (fr) 2005-06-09 2006-12-14 Ineos Europe Limited Catalyseurs de polymerisation sur support
EP1745999A2 (fr) * 2005-07-22 2007-01-24 Audi Ag Système de freinage pour véhicules et méthode de commande d'un tel système de freinage
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DE102013208671A1 (de) * 2013-05-13 2014-11-13 Robert Bosch Gmbh Steuervorrichtung für zumindest eine elektrische Parkbremse eines Bremssystems eines Fahrzeugs und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs mit einem Bremskraftverstärker und einer elektrischen Parkbremse

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11623619B2 (en) 2019-12-10 2023-04-11 Bendix Commercial Vehicle Systems Llc Parking brake apparatus and method therefor
CN114312720A (zh) * 2021-11-30 2022-04-12 浙江亚太机电股份有限公司 硬件冗余的集成式电液制动线控系统和方法
CN114312720B (zh) * 2021-11-30 2024-05-10 浙江亚太机电股份有限公司 硬件冗余的集成式电液制动线控系统和方法

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