WO2019110164A1 - Servofrein électromécanique pour un système de freinage d'un véhicule - Google Patents

Servofrein électromécanique pour un système de freinage d'un véhicule Download PDF

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Publication number
WO2019110164A1
WO2019110164A1 PCT/EP2018/076304 EP2018076304W WO2019110164A1 WO 2019110164 A1 WO2019110164 A1 WO 2019110164A1 EP 2018076304 W EP2018076304 W EP 2018076304W WO 2019110164 A1 WO2019110164 A1 WO 2019110164A1
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WO
WIPO (PCT)
Prior art keywords
brake booster
brake
driver
booster
force
Prior art date
Application number
PCT/EP2018/076304
Other languages
German (de)
English (en)
Inventor
Willi Nagel
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2019110164A1 publication Critical patent/WO2019110164A1/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
    • B60T13/74—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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/18—Connection thereof to initiating means

Definitions

  • the invention relates to an electromechanical brake booster for a brake system of a vehicle and a brake system for a vehicle. Likewise, the invention relates to a manufacturing method for an electromechanical brake booster of a brake system of a vehicle. Furthermore, the invention relates to a method for operating a brake system of a vehicle equipped with a generator.
  • the brake booster comprises a
  • Input rod a valve body to which an amplifier power of a motor of the brake booster is transferable, and an output rod.
  • a reaction disc is arranged as a power transmission device, via which a on the
  • Input rod transmitted driver braking power and the amplifier power should be transferable to the output rod. It is also pointed out in DE 10 2014 217 433 A1 that elastic properties of its reaction disk can change / worsen during long operation of such a brake booster.
  • the invention provides an electromechanical brake booster for a braking system of a vehicle with the features of claim 1, a Brake system for a vehicle with the features of claim 7, a
  • the present invention allows by using the at least one disc spring a waiver of the conventionally for
  • the present invention allows electromechanical brake booster with increased due to the waiver of the reaction disc robustness. Even comparatively high load profile requirements can be fulfilled by the electromechanical brake booster according to the invention, without the risk of damaging its at least one diaphragm spring. The present invention thus contributes to increasing the life of electromechanical brake boosters, thereby causing repair and replacement part cost savings.
  • Brake booster comprises the power transmission device as the at least one plate spring only a single plate spring with a linear or non-linear characteristic.
  • the power transmission device can thus satisfy a comparatively inexpensive and relatively little volume-engaging component.
  • the electromechanical brake booster comprises the power transmission device as the at least one plate spring, a stack of a plurality of disc springs.
  • the power transmission device as the at least one plate spring, a stack of a plurality of disc springs.
  • Deformation / greedkraft- characteristic of the power transmission device are reliably set to an advantageous characteristic curve.
  • the stack of a plurality of disc springs may comprise at least one first disc spring having a first thickness and a first linear or non-linear characteristic and a second disc spring having a second thickness not equal to the first thickness and a second linear or non-linear characteristic deviating from the first characteristic include.
  • Deformation / restoring force characteristic of the stack of a plurality of disc springs are selected from a plurality of characteristic curves.
  • the at least one disc spring is arranged between the input side lying on a first side input rod, lying on the first side of the amplifier body and the output side lying on a second side output rod, which each have a tilt angle between a
  • Adjusting movement of the input rod relative to the amplifier body is variable.
  • the variation of the at least one angle of inclination of the at least one plate spring for "force decoupling" of the input rod can be used by the downstream master cylinder. This way you can Brake feel / pedal feel of the driver brake in the brake master cylinder can be improved.
  • the input rod may be in contact with or may be brought into contact with an inner contact surface of the single or first-most Belleville spring, and the booster body may be in contact with an outer contact surface of the single or furthest on the first outer framing surface Side plate spring present or be brought. This ensures an advantageous gain factor of these components
  • Embodiment of the electromechanical brake booster whereby the driver can be well supported in the deceleration / deceleration of his vehicle powerful.
  • Brake booster can be developed.
  • the brake system has residual grinding torque-free
  • Wheel brake and / or residual grinding torque-free wheel brakes on are good for a
  • accelerated clearance compensation i.e., for accelerated closing of at least one gap between at least one of
  • Brake disc / brake drum and a cooperating brake pad, especially in a zero drag caliper can be used.
  • the advantages of residual grinding torque-free wheel brake cylinders and / or residual grinding torque free wheel brakes can be used, while a fast brake pressure build-up in the wheel brake directly on a
  • Manufacturing method can be developed according to the above-described embodiments of the electromechanical brake booster.
  • FIG. 2 is a flow chart for explaining the manufacturing method of an electromechanical brake booster of FIG.
  • FIG. 3 is a flowchart for explaining the method of operating a brake system of a vehicle equipped with a generator.
  • Brake booster is on / in a brake system of
  • the electromechanical brake booster has an input rod 10 which is (directly or indirectly) connected / connected to a brake pedal (not shown) that exerts a force applied to the brake pedal
  • Driver braking force F driver of a driver of the vehicle on the tethered input rod 10 is transferable / is transmitted.
  • the transmitted driver braking force F driver By means of the transmitted driver braking force F driver , the input rod 10 (from its input rod output position shown in FIG.
  • Einbremsraum 12 adjustable / adjusted.
  • the driver braking force F driver is via a
  • Pedal rod 14 to the input rod 10 transferable. It should also be noted that under the input rod 10 is not a (strictly) rod-shaped component to understand. Instead, the input rod 10 may also have a different form of a rod shape.
  • an amplifier body 16 is (directly or indirectly) connected / connected to a motor (not shown) so that an amplifier power F boost of the motor is transferable / transmitted to the connected amplifier body 16.
  • the booster body 16 may also be referred to as a valve body 16 (Valve Body).
  • the engine may be a brake booster engine or an external engine.
  • the amplifier body 16 is / is also adjustable / adjusted in the Einbremscardi 12 by means of the transmitted amplifier power F boost (from its in Fig. La amplifier body initial position shown).
  • FIGS. 1 a to 1 c show a spindle 18 fixedly connected to the booster body 16 and connected to the booster body 16 via a spindle nut 20 of the engine driven isl / is.
  • the other components of the transmission partially shown in Fig. La are to be interpreted only as an example.
  • the input rod 10 has, for example, at least one finger structure 10 a which extends counter to the braking direction 12 through at least one opening 16 a formed in the amplifier body 16 and by means of which the input rod 10 is supported on the spindle nut 20.
  • the input rod 10 is mitver Hood together with the adjusted in the Einbremscardi 12 spindle 18. It should be noted, however, that the formation of the at least one finger structure 10a on the input rod 10 is only optional.
  • the electromechanical brake booster of Figures la to lf also has an output rod 22 which (directly or indirectly) one (only partially
  • master cylinder 24 is vorlagerbar / upstream.
  • output rod 22 is not a (strictly) rod-shaped member to understand, but the output rod 22 may also have a deviating from a rod shape.
  • Output rod 22 are transferable, that the output rod 22 by means of the driver brake force F driver and the boosting force F boost (from their output rod output position shown in Fig. La initial position) in the Einbremscardi 12, ie in the direction of and / or in the master cylinder 24 is adjustable is adjusted.
  • the output rod 22 is supported by the master cylinder 24 in the embodiment of FIGS.
  • the adjusted in the Einbremsuze 12 output rod 22 moves at least one adjustable piston 28 of the master cylinder 24 in the Einbrems direction 12 and causes in this way an increase in pressure in at least one chamber of the master cylinder 24th
  • the power transmission device comprises at least one plate spring 30.
  • the at least one plate spring 30 can be used as a power transmission device so that the on the Input rod 10 transmitted driver brake force F driver and the on the
  • Amplifier body 16 transmitted amplifier power F boost over the at least one plate spring 30 to the output rod 22 are transferable / transferred. Due to its configuration with the at least one plate spring 30 (as at least part of the power transmission device), the electromechanical brake booster described here does not require a reaction disk.
  • a spring supporting the input rod 10 on the booster body 16 is "missing" (a so-called cut-in spring / cut-in spring).
  • the at least one plate spring 30 automatically causes an adjustment movement of the input rod 10 against the Einbremscardi 12 as soon as no driver brake force F driver is transmitted to the input rod 10.
  • the use of the at least one plate spring 30 can thus be used to save a conventional manner required spring element.
  • Examples of a non-linear characteristic ki to k 4 of the single plate spring 30 are also shown in the coordinate system of Fig. Le.
  • Brake booster but also a stack of several disc springs 30th (as the at least one plate spring 30) include.
  • the use of the stack of a plurality of disc springs 30 as the power transmission device is advantageous because a large (total) deformation path As of the stack of several
  • Disc springs 30 is possible without a plastic deformation of the disc springs 30 occurs.
  • the stack of a plurality of disc springs 30 at least a first plate spring 30 having a first thickness and a first linear or non-linear characteristic ko, ki to k 4 and a second plate spring 30 having a second thickness (not equal to the first thickness) and a (of the first characteristic curve k o, k i to k 4) different second linear or non-linear characteristic k o, k i to k.
  • Examples of the linear or non-linear characteristics k o , ki to k 4 shows the coordinate system of Fig. Le. (In the stack of plural disc springs 30, the abscissa of the coordinate system of Fig.
  • Le corresponds to the (total) deformation path As of the stack of a plurality of disc springs 30 and the ordinate of the coordinate system of Fig. Le of the (total) spring force F sp ring of the stack of several disc springs 30.
  • a (advantageous) overall characteristic k totai is shown, which is effected by means of a stack of a plurality of disc springs 30 with linear and / or non-linear characteristics k o , ki to k 4 , wherein an abscissa lf the (total) deformation path As of the stack of disc springs 30 and a
  • the overall characteristic k totai has a first characteristic area A for simulating a "jump-in” and a second characteristic area B above the "jump-in", which allows the driver to feel that he has overcome the "jump-in”.
  • other advantageous overall characteristics can be effected by means of a use of a stack of a plurality of disc springs 30 with linear and / or non-linear characteristics ko, ki to k 4 .
  • a centering collar 10c surrounding a recess 10b is formed on the input rod 10, on which the at least one plate spring 30 is centered / guided.
  • a corresponding Output rod centering collar may be formed on the output rod 22 and the at least one disc spring 30 may centered on the output rod centering collar.
  • the output rod 22 has a finger structure 22a (extending counter to the braking direction 12) which projects into the recess 10b the input rod 10 protrudes.
  • Finger structure 22a of the output rod 22 touches a bottom in the recess 10b of the input rod 10, there is also a force transfer contact between the input rod 10 and the output rod 22.
  • the input rod 10 and the amplifier body 16 lie on a first side of the at least one plate spring 30.
  • the output rod 22 is arranged on a second side (directed away from the first side) of the at least one plate spring 30 .
  • the at least one disc spring 30 is arranged between the input rod 10, the amplifier body 16 and the output rod 22 such that the input rod 10 is in contact with a (on the first side) inner contact surface 32 of the single disc spring 30 (or the plate spring 30 of the stack of disc springs 30 which is furthest on the first side is present or can be brought.
  • the booster body 16 is in contact with a (on the first side) outer contact surface 34 of the single disc spring 30 (or the first on the first side plate spring 30 of the stack of disc springs 30) present or brought, wherein the outer contact surface 34th preferably framed the inner contact surface 32.
  • the inner contact surface 32 and / or the outer contact surface 34 are each an "annular surface".
  • an annular projection 10d and 16b may be formed on the input rod 10 and / or on the amplifier body 16, by means of which the adjacent plate spring 30 is touched.
  • the input rod 10 on the inner contact surface 32 and / or the amplifier body 16 on the outer contact surface 34 each have an "annular, crowned contact" with the adjacent plate spring 30.
  • the output rod 22 is in contact with a (on the second side) opposing contact surface 36 of the single plate spring 30 (or the most on the first side lying plate spring 30 of the stack of
  • the counter-contact surface 36 may be an "annular surface".
  • an annular projection 22b is formed on the output rod 22, by means of which the adjacent plate spring 30 is contacted.
  • the output rod 22 at the mating contact surface 36 may have an "annular, crowned contact" with the adjacent plate spring 30.
  • FIG. 1 d shows a force diagram of the forces F driver and F boost acting on the at least one plate spring 30.
  • a total force F totai transmitted by means of the input rod 10 and the amplifier body 16 to the output rod 22 can be equal to a sum of the forces F driver and F boost .
  • a lever ratio H is responsive to a (current) gain factor of the at least one Belleville spring 30 and is defined according to equation (Eq. where a is an inclination angle between a truncated cone-shaped surface 30a of the respective plate spring 30 and a rotational symmetry axis 30b of the respective disc spring 30. Li is a perpendicular to the rotation
  • the at least one plate spring 30 is so between the
  • Input rod 10 the amplifier body 16 and the output rod 22 arranged that the inclination angle a between the respective frustoconical surface 30 a of the respective cup spring 30 and the
  • Rotation symmetry axis 30b of the respective plate spring 30 is changed by means of an adjusting movement of the input rod 10 with respect to the amplifier body 16 is changed /.
  • the "tiltability" of the at least one plate spring 30 can then be used to vary the lever ratio H (and corresponding to the gain of the electromechanical brake booster), as will be explained in more detail below.
  • the electromechanical brake booster of the embodiment described here leadership form as an optimal complement and a differential travel sensor 38 which is fixedly connected to the amplifier body 16.
  • a bar magnet 40 is additionally attached, which is in operative connection with the differential displacement sensor 38.
  • a differential path Dc between the input rod 10 and the amplifier body 16 during operation of the electromechanical brake booster (continuous) can be measured.
  • Fig. La shows the electromechanical brake booster during a rest phase, or in the inactive state.
  • the input rod 10 the
  • Amplifier body 16 and the output rod 22 are in their respective starting positions.
  • the drawn in Fig. La differential path Dc between the input rod 10 and the amplifier body 16 is therefore equal to zero.
  • an open gap 42 Between the finger structure 22a of the output rod 22 and the bottom of the recess 10b of the input rod 10 there is an open gap 42, which can be circumscribed as an idle path between the input rod 10 and the output rod 22.
  • Fig. Lb shows the electromechanical brake booster at one of the driver by means of its operation of the brake pedal displayed
  • the amplifier body 16 is advanced / advanced to the input rod 10, so that the differential path Dc between the
  • Input rod 10 and the amplifier body 16 is negative. This leads to a decrease in the angle of inclination a (or to a "skew bend" of the at least one plate spring 30), and thus to an increase in the
  • Lever ratio H and an increase in the gain of the electromechanical brake booster Due to the increase of the gain of the electromechanical brake booster becomes a by means of the amplifier power F boost from the master cylinder 24 Issuer has pressed volume flow (brake fluid volume / time) increased. By means of the increase in the volume flow, at least one wheel brake cylinder (not shown) hydraulically connected to the master brake cylinder 24 is filled faster (or with increased dynamics) with brake fluid.
  • Input rod 10 is adjusted.
  • the increase of the lever ratio H in turn contributes to the fact that the driver hardly feels the accelerated by the increase of the volume flow brake pressure build-up in the master cylinder 24 and the at least one wheel brake cylinder / hardly. This effect is reinforced by the return spring 26, which predominantly supports the increased lever ratio H.
  • the driver has a standard pedal feel. It can thus be said that the driver is "decoupled” by the negative differential path Dc (and the reduction in the angle a, as well as the resulting increase in the lever ratio H) from the master cylinder 24.
  • the electromechanical brake booster described here can also be used advantageously in a vehicle which is equipped with a generator (ie, an electric motor operable in generator mode) for braking the vehicle by means of a generator braking torque exerted by the generator on at least one wheel and / or at least one axle is:
  • FIG. 1c shows the electromechanical brake booster in a situation in which the generator braking torque of the generator (not shown) acting together with the brake system is non-zero.
  • the brake pressure present in the at least one wheel brake cylinder is reduced for blending the generator braking torque, so that the at least one wheel brake cylinder has a lower friction braking torque for decelerating the vehicle Vehicle causes.
  • the reduction of the brake pressure in the at least one wheel brake cylinder takes place by reducing the boosting force F boost , which triggers a movement of the booster body 16 counter to the braking direction 12.
  • the return spring 26 is thus relieved of power and causes a positive differential path Dc.
  • the positive difference path Dc triggers an increase of the inclination angle a (or a "flat-bending" of the at least one disc spring 30).
  • the lever ratio H and the gain of the electromechanical brake booster decrease.
  • the reduction of the leverage ratio causes a remaining
  • Lever ratio H therefore keeps a force acting on the input rod 10 / the brake pedal (nearly) constant. The driver thus does not feel the veneer on the brake pedal. Even a brake pressure reduction of at least 50% by reducing the boosting force F boost , for example a
  • Reduction of brake pressure by up to 100% by reducing the boosting force F boost can be carried out by means of the electromechanical brake booster in such a way that the driver does not feel the glare on the brake pedal.
  • the (variable) lever ratio H can be manipulated in terms of force and distance.
  • the weg feasiblee manipulability of the lever ratio H can be used for accelerated and unnoticed by the driver air backlash compensation (see Fig. Lb).
  • Fig. Lb By virtue of the force manipulability of the lever ratio H, blending of a generator braking torque can be carried out unnoticed by the driver (see FIG. 1c).
  • the electromechanical brake booster described above can always "deliberately" set a negative or positive differential path Dc (as an alternative to a differential path Dc equal to zero), particularly to set a larger or smaller gain of the electromechanical brake booster.
  • the negative or positive differential path Dc can be understood as leading or lagging the amplifier body 16.
  • a neutral position of the at least one plate spring 30 at a differential path Dc equal to zero can be relieved with a negative differential path Dc, the at least one plate spring 30 or with a positive differential path Dc, the at least one plate spring 30 (additional) are charged.
  • the measure of the differential path Dc is also a value for the deformation path / spring travel De of the at least one disc spring 30.
  • the ESP system can be "saved" / or. remain unused during the veneering. Therefore, a blending of the generator braking torque is not associated with a noise. Likewise, less energy is needed to blend the generator braking torque.
  • a braking system for a vehicle with the (described above its master cylinder 24) above-described electromechanical brake booster can thus the functions "accelerated clearance compensation" and
  • L Long spielkompensation has the brake system preferably
  • Wheel brake cylinder / the respective wheel brake can be quickly closed.
  • no friction losses occur between the respective brake pad and the cooperating brake disc / brake drum, which reduces energy consumption during a drive of the vehicle (and often a lesser
  • FIG. 2 is a flowchart for explaining the manufacturing method of an electromechanical brake booster of a brake system of a vehicle.
  • electromechanical brake booster For example, be prepared above the electromechanical brake booster.
  • a feasibility of the manufacturing process is not limited to this electromechanical brake booster.
  • an input rod is arranged on and / or in the later brake booster such that during a later operation of the brake booster a driver's braking force exerted on a brake pedal directly or indirectly connected to the input rod is transmitted to the input rod.
  • amplifier body is arranged on and / or in the later brake booster such that an amplifier power of a brake booster own or external motor connected directly or indirectly to the booster body is transmitted to the booster body during later operation of the brake booster.
  • an output rod is arranged on and / or in the later brake booster such that the output rod during a later operation of the brake booster directly or indirectly
  • the manufacturing method also includes a method step S4, in which a power transmission device on and / or in the later
  • Brake booster is arranged, that transmitted to the input rod driver braking force and transmitted to the amplifier body amplifier power is transmitted to the output rod and the
  • Output rod is adjusted by means of the driver brake force and the amplifier power toward and / or in the master cylinder.
  • This will be at least one disc spring as at least part of the power transmission device and / or arranged in the later brake booster.
  • the manufacturing method described here causes the advantages explained above.
  • the method steps S1 to S4 can be performed in any order or at least partially overlapping in time.
  • FIG. 3 is a flowchart for explaining the method of operating a brake system of a vehicle equipped with a generator.
  • the procedure can be used with (almost) every braking system
  • Vehicle / motor vehicle running having the above-described electromechanical brake booster (its master cylinder upstream).
  • Brake booster is connected directly or indirectly, on the
  • Amplifier power transmitted taking into account a current actual change of one by means of the generator i.e.
  • Generator operation operated electric motor on at least one wheel and / or at least one axis of the vehicle exerted generator braking torque set.
  • a method step Sil the motor is controlled such that the amplifier power transmitted by the motor to the amplifier body is increased or reduced in accordance with the specified desired change.
  • the method steps S10 and Sil bring about a blending of the current actual change of the generator braking torque as well as a "hiding" of a resulting brake pressure change before a driver of the vehicle.

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

Abstract

L'invention concerne un servofrein électromécanique pour un système de freinage d'un véhicule comprenant une tige d'entrée (10), à laquelle une force de freinage de conducteur (Fdriver) d'un conducteur du véhicule peut être transmise, un corps d'amplificateur (16), auquel une force d'amplification (Fboost) d'un moteur peut être transmise, une tige de sortie (22), laquelle est ou peut être placée directement ou indirectement en amont d'un cylindre de frein principal (24), et un dispositif de transmission de force, à travers lequel la force de freinage de conducteur (Fdriver) et la force d'amplification (Fboost) peuvent être transmises à la tige de sortie (22), le dispositif de transmission de force comprenant au moins une rondelle-ressort (30). L'invention concerne aussi un procédé de fabrication pour un servofrein électromécanique d'un système de freinage d'un véhicule. L'invention concerne en outre un procédé pour faire fonctionner un système de freinage d'un véhicule muni d'un générateur.
PCT/EP2018/076304 2017-12-06 2018-09-27 Servofrein électromécanique pour un système de freinage d'un véhicule WO2019110164A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017222029.5A DE102017222029A1 (de) 2017-12-06 2017-12-06 Elektromechanischer Bremskraftverstärker für ein Bremssystem eines Fahrzeugs
DE102017222029.5 2017-12-06

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Publication Number Publication Date
WO2019110164A1 true WO2019110164A1 (fr) 2019-06-13

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PCT/EP2018/076304 WO2019110164A1 (fr) 2017-12-06 2018-09-27 Servofrein électromécanique pour un système de freinage d'un véhicule

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WO (1) WO2019110164A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112721898B (zh) * 2021-02-05 2022-09-02 上海拿森汽车电子有限公司 一种降低主缸偏磨的电动助力刹车***

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5563355A (en) * 1993-05-24 1996-10-08 Cj Design & Engineering, Inc. Force sensor
DE102009028034A1 (de) * 2009-07-27 2011-02-03 Robert Bosch Gmbh Hydraulischer Hauptbremszylinder
DE102012222978A1 (de) * 2012-12-12 2014-06-12 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs und Steuervorrichtung für ein Bremssystem eines Fahrzeugs
DE102013208672A1 (de) * 2013-05-13 2014-11-13 Robert Bosch Gmbh Elektromechanische Bremsvorrichtung für ein Bremssystem und Bremssystem für ein Fahrzeug
DE102014217433A1 (de) 2014-09-01 2016-03-03 Robert Bosch Gmbh Bremskraftverstärker für ein Bremssystem eines Fahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5563355A (en) * 1993-05-24 1996-10-08 Cj Design & Engineering, Inc. Force sensor
DE102009028034A1 (de) * 2009-07-27 2011-02-03 Robert Bosch Gmbh Hydraulischer Hauptbremszylinder
DE102012222978A1 (de) * 2012-12-12 2014-06-12 Robert Bosch Gmbh Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs und Steuervorrichtung für ein Bremssystem eines Fahrzeugs
DE102013208672A1 (de) * 2013-05-13 2014-11-13 Robert Bosch Gmbh Elektromechanische Bremsvorrichtung für ein Bremssystem und Bremssystem für ein Fahrzeug
DE102014217433A1 (de) 2014-09-01 2016-03-03 Robert Bosch Gmbh Bremskraftverstärker für ein Bremssystem eines Fahrzeugs

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