DE4324041A1 - Desired value transmitter for controlling a brake system - Google Patents
Desired value transmitter for controlling a brake systemInfo
- Publication number
- DE4324041A1 DE4324041A1 DE19934324041 DE4324041A DE4324041A1 DE 4324041 A1 DE4324041 A1 DE 4324041A1 DE 19934324041 DE19934324041 DE 19934324041 DE 4324041 A DE4324041 A DE 4324041A DE 4324041 A1 DE4324041 A1 DE 4324041A1
- Authority
- DE
- Germany
- Prior art keywords
- spring
- piston
- travel
- pressure
- gas cushion
- 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.)
- Granted
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
- G01B7/02—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring length, width or thickness
-
- 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
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- 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
- B60T13/70—Electrical control in fluid-pressure brake systems by fluid-controlled switches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—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 deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- General Physics & Mathematics (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Die Erfindung geht aus von einem vom Fahrer betätigbaren Sollwert geber zur Steuerung einer fremdkraftbetätigten Bremsanlage von Kraftfahrzeugen.The invention is based on a setpoint that can be actuated by the driver for controlling a power-operated brake system from Motor vehicles.
Es ist schon ein derartiger Sollwertgeber bekannt (DE-A 33 01 042), bei dem die Feder des Wegsimulators als zylindrische Schraubendruck feder mit stark progressiver Kennlinie ausgebildet ist. Die aus Metall gefertigte Feder ist auf einer vom Bremspedal verschiebbaren Kolbenstange geführt und stützt sich pedalseitig mittelbar an der Kolbenstange ab, während sie pedalabgewandt an einem Hilfskolben angreift, der federabgewandt unter der Wirkung eines Hydraulik mediums steht. Die Bewegung der Kolbenstange wird sensiert und zu einem elektrischen Signal gewandelt.Such a setpoint generator is already known (DE-A 33 01 042), where the spring of the path simulator is a cylindrical screw pressure spring is formed with a strongly progressive characteristic. From Metal spring is on a slide from the brake pedal Piston rod guided and is indirectly supported on the pedal side Piston rod off while facing away from the pedal on an auxiliary piston attacks, which faces away from the spring under the action of a hydraulic system mediums stands. The movement of the piston rod is sensed and closed an electrical signal.
Zur Erzeugung einer progressiven Charakteristik der Pedalkraft mit am Anfang des Pedalwegs nur geringer und bei größerem Weg zunehmen der Kraftsteigerung kann beispielsweise eine Druckfeder mit unter schiedlich starker Drahtdicke verwendet werden. Eine solche Feder ist jedoch in der Herstellung aufwendig und hat aufgrund ihrer hohen Belastung ein großes Gewicht.To create a progressive characteristic of the pedal force with increase only slightly at the beginning of the pedal travel and increase over a longer distance the increase in power can be, for example, a compression spring with under different wire thickness can be used. Such a feather is, however, complex to manufacture and has due to its heavy weight.
Der erfindungsgemäße Sollwertgeber mit den kennzeichnenden Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß durch die wirkungsmäßige Verbindung von Feder und Gaspolster ein leichtge wichtiger Wegsimulator mit progressiver Kraft-Weg-Kennlinie ge schaffen ist, die stets aus dem Ursprung heraus verläuft und keine Unstetigkeiten in ihrem Verlauf aufweist.The setpoint generator according to the invention with the characteristic features the main claim has the advantage that the effective connection of spring and gas cushion a lightweight important path simulator with progressive force-displacement characteristic is created that always runs from the origin and none Shows discontinuities in their course.
Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vor teilhafte Weiterbildungen und Verbesserungen des im Hauptanspruch angegebenen Wegsimulators möglich.The measures listed in the subclaims provide for partial further training and improvements of the main claim specified path simulator possible.
Die im Anspruch 2 angegebene Maßnahme gestattet die Verwendung einer preisgünstig herstellbaren Feder.The measure specified in claim 2 allows the use of a inexpensively manufactured spring.
Mit der im Anspruch 3 gekennzeichneten Ausgestaltung der Erfindung ist auf einfache Weise das den Sollwert darstellende Signal für die Ansteuerung der Bremsanlage insbesondere bei mechanischer Betätigung des Sollwertgebers zu erhalten.With the embodiment of the invention characterized in claim 3 is the signal representing the setpoint for the Activation of the brake system, especially when operated mechanically of the setpoint generator.
Die im Anspruch 4 angegebene Weiterbildung der Erfindung gibt eine bei hydraulischer Betätigung des Sollwertgebers auf einfache Weise zu erzielende Signalgewinnung an.The development of the invention specified in claim 4 gives one with hydraulic actuation of the setpoint generator in a simple way signal acquisition to be achieved.
Auch mit der Maßnahme nach Anspruch 5 läßt sich bei mechanischer Betätigung des Sollwertgebers auf einfache Weise eine Signalge winnung bewirken. Even with the measure according to claim 5 can be mechanical Actuation of the setpoint generator in a simple manner effect.
Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung verein facht dargestellt und in der nachfolgenden Beschreibung näher er läutert. Es zeigenAn embodiment of the invention is shown in the drawing times shown and in the following description he purifies. Show it
Fig. 1 im Längsschnitt eine schematische Dar stellung eines pedalbetätigbaren Sollwertgebers mit einem Wegsimu lator mit von einem Gaspolster und einer Feder belastetem Kolben und Fig. 1 is a longitudinal section of a schematic Dar position of a pedal-operated setpoint generator with a Wegsimu lator with a gas cushion and a spring loaded piston and
Fig. 2 Kraft-Weg-Kennlinien des Wegsimulators. Fig. 2 force-displacement curves of the path simulator.
Ein in Fig. 1 der Zeichnung dargestellter Sollwertgeber 10 ist zur Steuerung fremdkraftbetätigter Bremsanlagen von Kraftfahrzeugen bestimmt. Der Sollwertgeber 10 ist vom Fahrer des Kraftfahrzeugs mittels eines Bremspedals 11 betätigbar. Der Sollwertgeber 10 ist zur Vermittlung einer über den Pedalweg progressiv ansteigenden Pedalgegenkraft mit einem Wegsimulator 12 ausgestattet. Dieser weist einen im wesentlichen allseitig geschlossenen Zylinder 13 mit einem verschiebbaren, topfförmigen Kolben 14 auf, der gegenüber dem Zylinder mit zwei umfangsseitig angeordneten Dichtungsringen 15 abgedichtet ist und den Zylinderinnenraum in zwei Kammern 16 und 17 unterteilt. Auf der Seite der Kammer 16 ist der Zylinder 13 von einer Kolbenstange 18 durchdrungen, welche mit dem Bremspedal 11 unmittelbar oder auf nicht dargestellte Weise z. B. mit einem Hebel getriebe in Verbindung steht. Auf der Kolbenstange 18 ist eine Feder 19 aus Metall, vorzugsweise Stahl, in der Form der zylindrischen Schraubenfeder aufgenommen. Die Feder 19 ist mit ihrem einen Ende am Zylinder 13 und mit ihrem anderen Ende am Kolben 14 befestigt. Sie vermag also Zug- und Druckkräfte auf Kolben 14 und Zylinder 13 zu übertragen. Die federseitige Kammer 16 ist luftgefüllt und kann über die Führung der Kolbenstange 18 im Zylinder 13 atmen. Ebenso ist der Raum des Zylinders 13 zwischen den Dichtungsringen 15 über eine Öffnung an die Atmosphäre angeschlossen. Die Kammer 17 ist dagegen mit Gas gefüllt und gegenüber der Atmosphäre dicht abgeschlossen.A setpoint generator 10 shown in FIG. 1 of the drawing is intended for controlling power-operated brake systems of motor vehicles. The setpoint generator 10 can be actuated by the driver of the motor vehicle by means of a brake pedal 11 . The setpoint generator 10 is equipped with a path simulator 12 to convey a pedal counterforce increasing progressively over the pedal travel. This has an essentially all-round closed cylinder 13 with a displaceable, cup-shaped piston 14 , which is sealed with respect to the cylinder with two sealing rings 15 arranged on the circumference and divides the cylinder interior into two chambers 16 and 17 . On the side of the chamber 16 , the cylinder 13 is penetrated by a piston rod 18 , which with the brake pedal 11 directly or in a manner not shown, for. B. is connected to a lever gear. On the piston rod 18 , a spring 19 made of metal, preferably steel, is received in the form of the cylindrical coil spring. The spring 19 is attached at one end to the cylinder 13 and at the other end to the piston 14 . It can therefore transmit tensile and compressive forces to piston 14 and cylinder 13 . The spring-side chamber 16 is filled with air and can breathe via the guide of the piston rod 18 in the cylinder 13 . Likewise, the space of the cylinder 13 between the sealing rings 15 is connected to the atmosphere via an opening. The chamber 17 , on the other hand, is filled with gas and sealed off from the atmosphere.
Das Gas in der Kammer 17 ist vorgespannt und bildet ein den Kolben 14 belastendes Gaspolster. Die Feder 19 ist durch den Druck des Gases gleichfalls vorgespannt und belastet den Kolben 14 mit ihrer Druckkraft. Die Feder 19 hat vorzugsweise eine annähernd lineare Kennlinie. In der gezeichneten Ruhestellung des Kolbens 14 befinden sich die von der Feder 19 und dem Gaspolster auf den Kolben ausge übten Kräfte im Gleichgewicht. Bei der Darstellung möglicher Kraft- Weg-Kennlinien des Wegsimulators 12 in Fig. 2 ist daher beim Weg s = 0 auch die am Pedal wirkende Gegenkraft F = 0, d. h. sämtliche Kennlinien verlaufen aus dem Ursprung von Abszisse und Ordinate. Bei Betätigung des Bremspedals 11 durch den Fahrer des Kraftfahrzeugs wird der Kolben 14 gegen den Druck des Gaspolsters nach rechts ver schoben. Dabei werden das Gaspolster komprimiert und die Feder 19 entlastet. Ab etwa der Hälfte des möglichen Kolbenwegs kehrt die Federkraft um, d. h. die Feder 19 wird auf Zug belastet und übt eine Zugkraft auf den Kolben 14 aus. Die Resultierende aus Federkraft und Druckkraft des Gaspolsters, welche die Gegenkraft F am Bremspedal bildet, folgt während des Weges s des Kolbens 14 beispielsweise einer der drei Kennlinien in Fig. 2. Diese Kennlinien haben eine ausgeprägte Progressivität, die sich durch Änderung des Vordrucks des Gaspolsters und/oder der Charakteristik der Feder 19, z. B. der Federsteifigkeit und/oder deren Kennlinienform, verändern läßt. Die drei Kennlinien in Fig. 2 geben derart veränderte Progressivitäten wieder. Zwar treten dabei geringfügige Ausgangslageverschiebungen des Kolbens 14 auf; stets verlaufen die Kennlinien jedoch ohne Kraftsprung aus dem Ursprung heraus. Bei maximaler Auslenkung des Kolbens 14 des Wegsimulators 12 wird die Gegenkraft F nur zu einem geringen Teil von der Feder 19, zum weitaus überwiegenden Teil vom Gaspolster in der Kammer 17 aufgebracht. Bei Entlastung des Brems pedals 11 kehrt der Kolben 14 in seine Ruhestellung zurück. Die vom Wegsimulator 12 aufgenommene Energie wird dabei vollständig auf den Fahrerfuß abgegeben.The gas in chamber 17 is biased and forms a gas cushion loading piston 14 . The spring 19 is also biased by the pressure of the gas and loads the piston 14 with its compressive force. The spring 19 preferably has an approximately linear characteristic. In the drawn rest position of the piston 14 , the forces exerted by the spring 19 and the gas cushion on the piston are in equilibrium. In the representation of possible force-displacement characteristic curves of the displacement simulator 12 in FIG. 2, therefore, when the displacement s = 0, the counterforce acting on the pedal is also F = 0, ie all the characteristic curves run from the origin of the abscissa and ordinate. Upon actuation of the brake pedal 11 by the driver of the motor vehicle, the piston 14 is pushed ver against the pressure of the gas cushion to the right. The gas cushion is compressed and the spring 19 is relieved. From about half of the possible piston travel, the spring force reverses, ie the spring 19 is loaded under tension and exerts a tensile force on the piston 14 . The resultant of spring force and compressive force of the gas cushion, which forms the counterforce F on the brake pedal, follows one of the three characteristic curves in FIG. 2, for example, during the travel s of the piston 14. These characteristic curves have a pronounced progressivity, which is the result of a change in the admission pressure of the gas cushion and / or the characteristics of the spring 19 , for. B. the spring stiffness and / or the shape of its characteristic, can change. The three characteristic curves in FIG. 2 represent progressivities changed in this way. Slight initial displacements of the piston 14 occur; however, the characteristic curves always run from the origin without a jump in strength. At maximum deflection of the piston 14 of the path simulator 12 , the counterforce F is applied only to a small extent by the spring 19 and to a large extent by the gas cushion in the chamber 17 . When the brake pedal 11 is relieved, the piston 14 returns to its rest position. The energy absorbed by the path simulator 12 is completely released to the driver's foot.
Für die Sensierung des Fahrerwunsches, d. h. des Sollwertes zur Steuerung der nicht dargestellten, fremdkraftbetätigten Bremsanlage sind die Betätigung des Wegsimulators 12 erfassende Meßumformer vorgesehen. Sie können einzeln oder aus Sicherheitsgründen zweifach verwendet werden. So ist mit einem Meßumformer 20 der Weg s der Kolbenstange 18 erfaßbar. Ein Meßumformer 21 kann zur Erfassung des Weges s des Kolbens 14 vorgesehen sein. Mit einem weiteren Meßum former 22 kann der Druck p im Gaspolster in der Kammer 17 erfaßt werden. Die Meßumformer 20 bis 22 wandeln die Meßgröße und geben ein elektrisches Signal U zur Steuerung der Bremsanlage ab. Im Falle des Meßumformers 22 ist dabei eine Kompensation des Vordrucks des Gas polsters und der Kraft der Feder 19 erforderlich, was, ebenso wie die Verarbeitung des elektrischen Signals U, in einem Steuergerät (nicht dargestellt) der Bremsanlage erfolgen kann.The actuation of the travel simulator 12 is provided for sensing the driver's request, ie the setpoint for controlling the power system-operated brake system, not shown. They can be used individually or twice for security reasons. So the path s of the piston rod 18 can be detected with a transmitter 20 . A transmitter 21 can be provided for detecting the path s of the piston 14 . With another Meßum former 22 , the pressure p in the gas cushion in the chamber 17 can be detected. The transducers 20 to 22 convert the measured variable and emit an electrical signal U to control the brake system. In the case of the transmitter 22 , a compensation of the upstream pressure of the gas cushion and the force of the spring 19 is required, which, like the processing of the electrical signal U, can take place in a control unit (not shown) of the brake system.
Wenn, wie in Fig. 1 strichpunktiert angedeutet, die Betätigung des Wegsimulators 12 auf hydraulischem Wege von einem entfernt ange ordneten Bremspedal 11 erfolgt, entfällt die Kolbenstange 18. Feder seitig wird dann der Kolben 14 mit Druckflüssigkeit beaufschlagt, deren Druck p in der Kammer 16 mit einem Meßumformer 23 zur Bildung des elektrischen Signals U erfaßbar ist. Eine Diffusion von Flüssig keit in das Gaspolster und umgekehrt von Gas in die Flüssigkeit bei schadhaften Dichtungsringen 15 ist durch die Entlüftung des Zylin ders 13 unterbunden.If, as indicated by dash-dotted lines in Fig. 1, the actuation of the path simulator 12 is carried out hydraulically from a remotely arranged brake pedal 11 , the piston rod 18th On the spring side, the piston 14 is then pressurized with pressure fluid, the pressure p of which can be detected in the chamber 16 with a transducer 23 to form the electrical signal U. A diffusion of liquid speed into the gas cushion and vice versa of gas into the liquid in the case of defective sealing rings 15 is prevented by the ventilation of the cylinder 13 .
Eine Abwandlung dieser Variante des Ausführungsbeispiels könnte auch darin bestehen, daß das Gaspolster in der Ruhestellung des Kolbens 14 keinem Vordruck unterliegt, also unter Atmosphärendruck steht. Die der Druckflüssigkeit ausgesetzte Seite des Kolbens 14 wäre dann etwa fünf- bis zehnfach kleiner zu wählen als die Seite, auf welche das Gas wirkt. Ein Diffusionsverlust an Gas in der Ruhe stellung wäre dann nicht gegeben.A modification of this variant of the exemplary embodiment could also consist in the fact that the gas cushion in the rest position of the piston 14 is not subject to an upstream pressure, that is to say is under atmospheric pressure. The side of the piston 14 exposed to the pressure fluid would then be selected to be about five to ten times smaller than the side on which the gas acts. A loss of diffusion of gas in the rest position would then not exist.
Claims (5)
- - der Kolben (14) ist, ausgehend von seiner Ruhestellung, während des ersten Teiles seines Weges s von der Feder (19) auf Druck und während des zweiten Teiles seines Weges s auf Zug belastet,
- - das Druckmedium ist ein im Zylinder (13) eingeschlossenes Gas polster,
- - der Meßumformer (20, 21, 22, 23) erfaßt ein Wegsignal s und/oder Drucksignal p und wandelt dieses in ein elektrisches Signal U für die Ansteuerung der Bremsanlage.
- - the piston ( 14 ), starting from its rest position, is loaded by the spring ( 19 ) during the first part of its travel s and under tension during the second part of its travel s,
- - The pressure medium is a gas cushion enclosed in the cylinder ( 13 ),
- - The transmitter ( 20 , 21 , 22 , 23 ) detects a travel signal s and / or pressure signal p and converts this into an electrical signal U for the control of the brake system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19934324041 DE4324041B4 (en) | 1993-07-17 | 1993-07-17 | Setpoint generator for controlling a brake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19934324041 DE4324041B4 (en) | 1993-07-17 | 1993-07-17 | Setpoint generator for controlling a brake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| DE4324041A1 true DE4324041A1 (en) | 1995-01-19 |
| DE4324041B4 DE4324041B4 (en) | 2004-02-26 |
Family
ID=6493089
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DE19934324041 Expired - Fee Related DE4324041B4 (en) | 1993-07-17 | 1993-07-17 | Setpoint generator for controlling a brake system |
Country Status (1)
| Country | Link |
|---|---|
| DE (1) | DE4324041B4 (en) |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998046461A3 (en) * | 1997-04-16 | 1999-01-21 | Siemens Ag | Brake power detector for an electrically controlled and actuated braking system |
| WO2000009374A1 (en) * | 1998-08-13 | 2000-02-24 | Continental Teves Ag & Co. Ohg | Pedal unit for electro-mechanical braking system |
| DE19638102C2 (en) * | 1996-09-18 | 2000-11-30 | Lucas Ind Plc | Actuating unit for an electronically controlled vehicle brake system |
| FR2824037A1 (en) * | 2001-04-26 | 2002-10-31 | Bosch Gmbh Robert | BRAKING SYSTEM WITH SIMULATOR FOR VEHICLE AND SIMULATOR FOR SUCH A SYSTEM |
| FR2847545A1 (en) * | 2002-11-25 | 2004-05-28 | Bosch Gmbh Robert | Cartridge for vehicle brake system, has box with cavity formed by part that is subjected directly to action of brake pedal to elastically deform wall and create reaction, where cavitys edge and box are in circular form |
| US6860569B1 (en) | 2002-05-23 | 2005-03-01 | Kelsey-Hayes Company | Electro-hydraulic brake system with four wheel push through |
| EP1526050A1 (en) * | 2003-10-20 | 2005-04-27 | Dura Global Technologies, Inc. | A pedal feel emulator mechanism for brake by wire pedal |
| DE19757996B4 (en) * | 1996-12-30 | 2007-10-25 | Varity Gmbh | Pedal simulator with a fluid spring arrangement for a "brake-by-wire" / electro-hydraulic vehicle brake system |
| DE19651153B4 (en) * | 1996-12-10 | 2008-02-21 | Robert Bosch Gmbh | Hydraulic brake system |
| DE102007030312A1 (en) | 2007-06-29 | 2009-01-02 | Robert Bosch Gmbh | pedal travel |
| DE19615449B4 (en) * | 1996-04-19 | 2009-12-31 | Robert Bosch Gmbh | Method and device for controlling the brake system of a vehicle |
| WO2010020449A1 (en) * | 2008-08-19 | 2010-02-25 | Robert Bosch Gmbh | Connecting element for measuring an actuating force of a vehicle brake system |
| USRE44677E1 (en) | 1996-03-07 | 2013-12-31 | Kelsey-Hayes Company | Electronic brake management system with manual fail safe |
| EP2927064A3 (en) * | 2014-03-14 | 2016-02-24 | Schaeffler Technologies GmbH & Co. KG | Pedal force creation device |
| CN106441920A (en) * | 2016-07-14 | 2017-02-22 | 浙江万安科技股份有限公司 | Spring brake load simulation system |
| CN108883758A (en) * | 2016-04-18 | 2018-11-23 | 威伯科欧洲有限责任公司 | Operator brake valve, the pneumatic braking system with operator brake valve and the method for manufacturing operator brake valve |
| CN109263623A (en) * | 2018-10-12 | 2019-01-25 | 广西柳工机械股份有限公司 | Engineering truck parking braking system and its control method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3301042A1 (en) * | 1983-01-14 | 1984-07-19 | Robert Bosch Gmbh, 7000 Stuttgart | HYDRAULIC TWO-CIRCUIT TANDEM MAIN BRAKE CYLINDER |
-
1993
- 1993-07-17 DE DE19934324041 patent/DE4324041B4/en not_active Expired - Fee Related
Cited By (27)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| USRE44677E1 (en) | 1996-03-07 | 2013-12-31 | Kelsey-Hayes Company | Electronic brake management system with manual fail safe |
| DE19615449B4 (en) * | 1996-04-19 | 2009-12-31 | Robert Bosch Gmbh | Method and device for controlling the brake system of a vehicle |
| DE19638102C2 (en) * | 1996-09-18 | 2000-11-30 | Lucas Ind Plc | Actuating unit for an electronically controlled vehicle brake system |
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| DE4324041B4 (en) | 2004-02-26 |
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