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WO1992000211A1 - Procede et systeme de freinage electrique - Google Patents

Procede et systeme de freinage electrique Download PDF

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Publication number
WO1992000211A1
WO1992000211A1 PCT/US1991/004518 US9104518W WO9200211A1 WO 1992000211 A1 WO1992000211 A1 WO 1992000211A1 US 9104518 W US9104518 W US 9104518W WO 9200211 A1 WO9200211 A1 WO 9200211A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
signal
pump
brake pressure
generating
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1991/004518
Other languages
English (en)
Inventor
William C. Eddy, Jr.
Tamas Pattantyus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honeywell International Inc
Original Assignee
AlliedSignal Inc
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 AlliedSignal Inc filed Critical AlliedSignal Inc
Publication of WO1992000211A1 publication Critical patent/WO1992000211A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T13/12—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 the fluid being liquid
    • B60T13/16—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 the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/18—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 the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump output delivery, e.g. by distributor valves
    • 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
    • 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
    • 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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
    • 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
    • B60T8/404—Control of the pump unit
    • 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems

Definitions

  • the present invention relates to an electrically powered, pressure or pedal effort referenced single axle braking system.
  • a further object of the invention is to provide an electrically powered rear axle braking system.
  • a further object of the present invention is to provide an electrically braked system at least comparable to the prior master cylinder controlled systems.
  • the invention comprises a system and method for achieving electrically operated brakes. While the invention discloses a rear brake control system the invention is applicable to the front brakes as well. If configured as a rear brake system, such system is hydraulically isolated from the front brake.
  • the system follows the following method steps of operating and includes apparatus to accomplish the method: generating a brake pressure error signal by comparing commanded brake pressure and actual brake pressure; operating a pump during instances wherein the error signal is of one magnitude (+) to effect an increase in actual brake pressure; decreasing brake pressure during instances wherein the error signal is of an opposite magnitude (-).
  • FIGURE 1 illustrates an electrically powered brake system.
  • FIGURE 2 is a schematic diagram showing many of the components of the present invention.
  • FIGURES 3 and 4 illustrate alternate embodiments of the invention.
  • FIGURE 5 illustrates an electric control unit usable in the present invention.
  • FIGURE 6 illustrates various brake pressure time traces generated by the present invention.
  • FIGURE 7 illustrates a further embodiment of the invention.
  • FIGURE 1 illustrates the major components of an electrically powered braking system 10.
  • the braking system 10 has been included within the rear axle 12 of a truck.
  • the braking system 10 includes a motor 14 powering a pump 16 positioned in a housing 18. Situated above the housing 18 is a fluid reservoir 20. The output of the pump is communicated to the respective brake cylinders (34, 36) in the left hand 22 and right hand 24 vehicle brakes/wheels through an outlet plate 30 of the housing 18 which supports an optional solenoid valve 32.
  • An electronic control unit 26 may be mounted atop the motor 14 to provide for a compact package.
  • FIGURE 2 schematically illustrates the above described components showing their placement within the housing 18.
  • the optional solenoid 32 directly to left hand and right hand brake cylinders 34 and 36.
  • brake fluid within these cylinders is permitted to flow back to the reservoir 20 to relieve brake pressure.
  • a rear pressure transducer such as sensor 38 is provided to sense the rear brake pressure.
  • the alternate embodiment shown in FIGURE 3 includes a pump 16 feeding the brake cylinders directly. Brake pressure application is accomplished by activating the pump 16. Upon halting the pump, as described below, the pressurized brake fluid is permitted to drain to the reservoir 20 through leak passages in the pump which are illustrated by the orifice 100.
  • the embodiment of FIGURE 4 is similar to that shown in FIGURE 3 with the exception that an discrete orifice 102 is connected, in line 104, between the brake cylinders 34, 36 and the reservoir. It should be appreciated that the flow rate of the pump 16 used in the embodiments of FIGURES 3 or 4 will be larger than that used in FIGURE 2 (assuming that a non-leaky or "tight" pump is used) since the pump must be able to pressurized -4-
  • FIGURE 5 illustrates the electronic control unit 26 used to control the operation of the motor 14 and pump 16. It also contains circuitry for controlling the solenoid 32, if used.
  • the electric control unit 26 includes a power supply circuit 40 and a control circuit 42. The purpose of the power supply circuit is to apply battery or alternator supply voltage to the motor 14 and to various portions of the control circuit 42.
  • a switching transistor 46 Upon closure of the ignition switch 44 or alternatively application of the pedal 50, i.e., closure of a brake switch 52, a switching transistor 46 is enabled which activates a voltage supply switch 48 to communicate battery or alternator voltage to the motor 14 and to the control circuit.
  • the supply circuit further includes a timer delay circuit 60 which maintains supply voltage to the motor 14 and control circuit 42 for a predetermined time (.5 to 5 seconds) after the brake pedal is released.
  • This time delay avoids premature turning off of the motor due to bounce of the brake switch 52 and also prohibits the supply voltage from being abruptly turned on and off, thereby energizing the control circuit and motor 14, such as when the operator taps on the brake pedal when the vehicle is parked.
  • the front brakes of the vehicle are hydraulic, but can also be electrically powered.
  • the master cylinder 54 applies brake pressure to the front right 56 and front left 58 brake cylinders.
  • a front brake pressure command signal P_ (also see numeral 60) is obtained by measuring master cylinder pressure or the applied front brake pressure with a transducer 62. Instead of sensing pressure a pedal effort, force transducer can be used. The output of this transducer 62 is communicated to a proportioning circuit 66, the output of which forms the commanded rear brake pressure signal.
  • proportioning circuit 66 As it is known in the art, conventional proportioning valves have a nonlinear characteristic. This nonlinear characteristic can be approximated electronically by a look-up table, a piece-wise linear curve fit or other technique as is known in the art.
  • a summing circuit 70 compares the commanded brake pressure signal with the pressure in the rear brake line P.
  • an error signal P renderer 38 (also see numeral 72).
  • the error signal is communicated to a sign sensitive dead-band circuit 74 of known construction.
  • the dead-band region in the circuit 74 (74a) is used to minimize noise propagation throughout the control circuit 42.
  • a positive error signal is generated, shown by block 72, which is communicated to a proportional plus integral motor controller 76, the output of which is received by a constant frequency variable pulse width modulator 78.
  • the output of the modulator 78 is fed to a conventional arrangement of motor power transistors QA and QB.
  • These power transistors QA and QB are of the sense-fet variety which include a current monitoring lead which is connected to a motor current limiting circuit 80 of known variety.
  • the output of the pulse width modulator 78 represents the command input to the motor 14.
  • This output signal comprises a plurality of pulses having a constant frequency such as 25KHz and a varying pulse width proportional to the error signal P lac .
  • the output of the motor current limiting circuit 80 clamps the output of the pulse width modulator 78 to ground, thereby reducing the effective motor commanded signal, i.e., pulse width to the motor.
  • This technique is one known in the art and not described in detail herein. It should be appreciated that during the first phase of braking, the pump 16 operates in its normal pumping mode moving fluid to the brake cylinders 34, 36.
  • the pump After the brake pressure achieves its commanded valve, the pump operates somewhat as a rotary solenoid, that is, with the brake line fully pressurized only a modest rotation of the pump 16 contributes to additional braking force. During this phase of operation it is expected that pump rotation will be proportional to commanded motor current.
  • the motor/pump combination operates as an electric master cylinder.
  • a conventional hydraulic master cylinder pumps a relatively large amount of fluid to initiate braking. After the brake line has been pressurized, relatively small displacements in the master cylinder contribute directly to increased brake forces.
  • Supply voltage is also communicated from the supply circuit 40 to the coil 90 of the solenoid valve 32.
  • a Zener diode 92 and diode 94 are connected across the coil 90 in a conventional manner to speed up the current decay in the coil, on turn-off. Absent a signal supplied to the solenoid drive transistor 96, the valve 32 will remain in a condition as shown in FIGURE 2 communicating the pump 16 to the rear brake lines and rear brake cylinders 34 and 36. If during the operation of the system 10, the rear brake pressure achieves a value greater than the commanded brake pressure, the error signal PRON is negative.
  • This negative error signal P E is communicated using the negative going portion of the dead-band circuit 74 (74b) to a second proportional plus integral controller 100 which is communicated to another constant frequency variable pulse width modulator 102 which varies the on time of the solenoid drive transistor 76 so that this on time is proportional to the magnitude of the error signal.
  • the frequency of the pulse width modulator 102 should be compatible with the valve 32.
  • a constant frequency of 100 cycles has been chosen for the second pulse width modulator 102. It should be appreciated that if the embodiments of FIGURES 3 and 4 are employed, the solenoid control circuitry is not used.
  • the operation of the system 10 is as follows. Upon application of the brake pedal 50 by the operator, the front brake pressure 200, as shown in the time traces of FIGURE 4, will increase. These time traces are representative of actual test data. As mentioned, pedal effort can be measured as an alternative to measuring master cylinder or front brake pressure as by using transducer 62.
  • the output of the electric proportioning control circuit 68 defines the commanded rear axle brake pressure signal. In the system which generated the curves shown in FIGURE 6, such proportioning circuit or control 68 had a front to rear proportioning of 60:40.
  • a large magnitude positive error signal P_ is generated causing the controller 76 and modulator 78 to cause transistors QA and QB to turn on during the duration of each positive pulse generated by the modulator 78.
  • the motor 14 With the power transistors QA and QB turned on, the motor 14 causes pump 16 to supply pressurized brake fluid from the reservoir 20 to the rear brakes 34 and 36.
  • the operation of the pump increases rear brake pressure 202 (see FIGURE 6) such that at or about a time Tl the rear brake pressure has achieved a substantial steady state value as established by the electric proportioning circuit 68.
  • the control circuit 42 will attempt to match the actual rear brake pressure P. with the commanded rear brake pressure P_. During the regulation of the rear brake pressure, the actual rear brake pressure may exceed the commanded brake pressure. In this situation the now negative going error signal
  • P_ ___ is communicated to the controller 100 and the second pulse width modulator 102 to activate the solenoid drive transistor 96, thereby causing the valve 32 to change state and communicate the rear brake cylinders 34 and 36 to the reservoir, thereby reducing rear brake pressure.
  • any momentary overpressurization will be reduced by virtue of leakage flow or flow through the discrete orifice 102.
  • the various oscillations in the rear brake pressure time trace of FIGURE 6, such as at time T2 are indicative of the fact that the actual rear brake pressure had exceeded the magnitude of the commanded rear brake pressure and as such the valve 32 was commanded under the influence of the proportional plus integral controller 100 and pulse width modulator 102, to periodically return rear brake fluid to the reservoir 120.
  • the error signal P E is communicated to the controller 100 and pulse width modulator 102, the error signal is removed from the motor controller 76 and modulator 78. As such, the motor 14 and pump 16 will tend to slow down.
  • FIGURE 2 is readily usable in an adaptive braking/antiskid mode of operation. That is, if during the above described braking cycle the wheels 22, 24 begin to skid, as sensed by adaptive control electronics and wheel sensors 28 of known variety, the pump 16 command signal is reduced or set to zero, the solenoid 32 is opened thereby diminishing brake pressure, on a per-axle basis until the wheel has stopped skidding. Thereafter brake pressure, i.e. pressure command signal can be increased (build) and/or held constant under control of the antiskid/adaptive braking control electronics.
  • FIGURE 7 The control valves 32a and b can be operated simultaneously to relieve brake pressure during normal braking in the manner that the single control valve 32 is operated. However, by virtue of •12-
  • each wheel 22, 24 can be independently controlled during antiskid and/or adaptive traction modes of operation. It should be apparent that is this configuration individual control valve circuits 100, 102 would be employed to operate the respective control valves 32a or b.

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

Abstract

Système permettant d'obtenir un procédé d'actionnement de freins tels que les freins arrière (34, 36) d'un véhicule. Le procédé consiste à générer un signal d'erreur de pression de freinage au moyen d'une comparaison entre la pression commandée et la pression réelle; à actionner une pompe (16) lorsque le signal d'erreur a une première intensité (+) afin d'augmenter la pression réelle de freinage lorsque ledit signal a une seconde intensité opposée (-).
PCT/US1991/004518 1990-06-29 1991-06-24 Procede et systeme de freinage electrique Ceased WO1992000211A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US54614790A 1990-06-29 1990-06-29
US546,147 1990-06-29

Publications (1)

Publication Number Publication Date
WO1992000211A1 true WO1992000211A1 (fr) 1992-01-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1991/004518 Ceased WO1992000211A1 (fr) 1990-06-29 1991-06-24 Procede et systeme de freinage electrique

Country Status (2)

Country Link
AU (1) AU8201691A (fr)
WO (1) WO1992000211A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2687969A1 (fr) * 1992-02-28 1993-09-03 Bosch Gmbh Robert Systeme de freinage a air comprime pour vehicules automobiles.
WO2001028834A1 (fr) * 1999-10-15 2001-04-26 Robert Bosch Gmbh Unite d'actionnement pour frein de roue d'un vehicule automobile
WO2002014131A1 (fr) * 2000-08-11 2002-02-21 Continental Teves Ag & Co. Ohg Procede de commande d'un systeme de freinage pouvant etre regule electroniquement et circuit

Citations (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2374909A (en) * 1943-11-13 1945-05-01 Clark Equipment Co Brake applying means
GB595188A (en) * 1944-05-11 1947-11-28 Steve Schnell Improvements in fluid pressure actuating systems
FR1566598A (fr) * 1968-03-22 1969-05-09
GB1194098A (en) * 1967-11-14 1970-06-10 Abex Corp Brake Apparatus
DE2208936A1 (de) * 1972-02-25 1973-09-06 Teldix Gmbh Bremssystem fuer ein fahrzeug
FR2210532A1 (fr) * 1972-12-13 1974-07-12 Girling Ltd
US3827758A (en) * 1972-12-18 1974-08-06 Clark Equipment Co Brake system
US3951464A (en) * 1974-08-30 1976-04-20 Donahue James C Truck-trailer brake system with independent control of trailer brakes
FR2351830A1 (fr) * 1976-05-21 1977-12-16 Wabco Westinghouse Gmbh Dispositif regulateur de la force de freinage de vehicules automobiles
DE3133102A1 (de) * 1980-08-25 1982-06-03 Minnesota Automotive, Inc., 56001 North Mankato, Minn. Elektronisch gesteuertes bremssystem
US4398252A (en) * 1981-04-20 1983-08-09 Kelsey-Hayes Co. Electric controller having output power limiting circuit
GB2127505A (en) * 1982-07-21 1984-04-11 Sumitomo Electric Industries Vehicle brake controller
EP0166670A2 (fr) * 1984-06-27 1986-01-02 Goodyear Aerospace Corporation Dispositif de commande de frein électrique
EP0233360A2 (fr) * 1986-02-07 1987-08-26 Robert Bosch Gmbh Installation de régulation
DE3626292A1 (de) * 1986-08-02 1988-02-11 Teves Gmbh Alfred Hydraulische bremsanlage fuer kraftfahrzeuge
EP0310461A1 (fr) * 1987-09-04 1989-04-05 Regie Nationale Des Usines Renault Dispositif générateur de pression pour circuits de freinage de véhicules automobiles
US4850650A (en) * 1988-09-02 1989-07-25 General Motors Corporation Hierarchical brake controller
EP0348270A1 (fr) * 1988-06-21 1989-12-27 Regie Nationale Des Usines Renault Circuit de commande, de régulation et de contrôle d'un débit de fluide

Patent Citations (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2374909A (en) * 1943-11-13 1945-05-01 Clark Equipment Co Brake applying means
GB595188A (en) * 1944-05-11 1947-11-28 Steve Schnell Improvements in fluid pressure actuating systems
GB1194098A (en) * 1967-11-14 1970-06-10 Abex Corp Brake Apparatus
FR1566598A (fr) * 1968-03-22 1969-05-09
DE2208936A1 (de) * 1972-02-25 1973-09-06 Teldix Gmbh Bremssystem fuer ein fahrzeug
FR2210532A1 (fr) * 1972-12-13 1974-07-12 Girling Ltd
US3827758A (en) * 1972-12-18 1974-08-06 Clark Equipment Co Brake system
US3951464A (en) * 1974-08-30 1976-04-20 Donahue James C Truck-trailer brake system with independent control of trailer brakes
FR2351830A1 (fr) * 1976-05-21 1977-12-16 Wabco Westinghouse Gmbh Dispositif regulateur de la force de freinage de vehicules automobiles
DE3133102A1 (de) * 1980-08-25 1982-06-03 Minnesota Automotive, Inc., 56001 North Mankato, Minn. Elektronisch gesteuertes bremssystem
US4398252A (en) * 1981-04-20 1983-08-09 Kelsey-Hayes Co. Electric controller having output power limiting circuit
GB2127505A (en) * 1982-07-21 1984-04-11 Sumitomo Electric Industries Vehicle brake controller
EP0166670A2 (fr) * 1984-06-27 1986-01-02 Goodyear Aerospace Corporation Dispositif de commande de frein électrique
EP0233360A2 (fr) * 1986-02-07 1987-08-26 Robert Bosch Gmbh Installation de régulation
DE3626292A1 (de) * 1986-08-02 1988-02-11 Teves Gmbh Alfred Hydraulische bremsanlage fuer kraftfahrzeuge
EP0310461A1 (fr) * 1987-09-04 1989-04-05 Regie Nationale Des Usines Renault Dispositif générateur de pression pour circuits de freinage de véhicules automobiles
EP0348270A1 (fr) * 1988-06-21 1989-12-27 Regie Nationale Des Usines Renault Circuit de commande, de régulation et de contrôle d'un débit de fluide
US4850650A (en) * 1988-09-02 1989-07-25 General Motors Corporation Hierarchical brake controller

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2687969A1 (fr) * 1992-02-28 1993-09-03 Bosch Gmbh Robert Systeme de freinage a air comprime pour vehicules automobiles.
WO2001028834A1 (fr) * 1999-10-15 2001-04-26 Robert Bosch Gmbh Unite d'actionnement pour frein de roue d'un vehicule automobile
US7000997B1 (en) 1999-10-15 2006-02-21 Robert Bosch Gmbh Control unit for a wheel brake of a motor vehicle
WO2002014131A1 (fr) * 2000-08-11 2002-02-21 Continental Teves Ag & Co. Ohg Procede de commande d'un systeme de freinage pouvant etre regule electroniquement et circuit

Also Published As

Publication number Publication date
AU8201691A (en) 1992-01-23

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