WO2010054716A1 - Procédé de fonctionnement d'un système de freinage - Google Patents

Procédé de fonctionnement d'un système de freinage Download PDF

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Publication number
WO2010054716A1
WO2010054716A1 PCT/EP2009/006709 EP2009006709W WO2010054716A1 WO 2010054716 A1 WO2010054716 A1 WO 2010054716A1 EP 2009006709 W EP2009006709 W EP 2009006709W WO 2010054716 A1 WO2010054716 A1 WO 2010054716A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
rear axle
axle
slip
detecting
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/EP2009/006709
Other languages
German (de)
English (en)
Inventor
Gerd Roters
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.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco 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 Wabco GmbH filed Critical Wabco GmbH
Publication of WO2010054716A1 publication Critical patent/WO2010054716A1/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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • 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
    • B60T2270/60—Regenerative braking
    • B60T2270/608—Electronic brake distribution (EBV/EBD) features related thereto

Definitions

  • the invention relates to a method for operating a brake system of a vehicle having a front axle and at least one rear axle, wherein a front axle friction brake is arranged on the front axle and a rear axle friction brake and a regenerative brake on the rear axle.
  • the invention relates to an apparatus for carrying out such a method.
  • regenerative brakes convert part of the kinetic energy of the vehicle into storable energy and store this energy in an associated energy store.
  • the regenerative brake is an electric generator that feeds energy into an accumulator or in the high-performance capacitors during braking.
  • Regenerative brakes can assume a variety of operating conditions and have a variety of disturbances.
  • the energy storage can be full, so that the regenerative brake can not develop its full braking power. It may also be that, for example, the charging current of the energy store may not exceed a predetermined threshold. It may also happen that the regenerative brake sends erroneous data to a brake control unit of the brake system. All of these possible influences mean that the brake system has to take into account a large number of parameters in order to enable comfortable braking. This in turn leads to a lot of effort in the scheme.
  • the object of the invention is to specify a method for operating a brake system which requires less control effort. comes.
  • the invention solves the problem by a method comprising the steps of (i) detecting a deceleration request, (ii) transmitting the deceleration request to the regenerative brake, (iii) detecting the deceleration of the vehicle, (iv) detecting a slip differential between front-wheel front wheels on the one hand and On the other hand, and (v) controlling the friction brakes such that the slip difference remains within a predetermined desired interval and the delay corresponds to the deceleration request.
  • only the rear axle friction brakes are controlled, but not the front axle friction brakes.
  • the invention solves the problem by a device for controlling a brake system of a vehicle, which has a front axle and at least one rear axle, wherein on the front axle a friction brake and a rear axle friction brake and a regenerative brake are arranged, wherein the device ( i) a delay request detecting device, (ii) a transmitting device configured to transmit the delay request to the regenerative brake, (iii) a deceleration detecting device for detecting a deceleration of the vehicle, (iv) a slip difference detecting device for detecting a slip difference between front wheels of a front axle on the one hand and rear wheels of the rear axle on the other hand and (vii) an electrical or electronic control, which is adapted to control the friction brakes, so that the slip difference remains in a predetermined desired interval and the Verzö corresponds to the delay request.
  • An advantage of the invention is that the regenerative brake coatable braking torque for the control of the entire brake system is largely irrelevant. It is sufficient to notify the deceleration request to the regenerative brake. It is unnecessary to include any error messages or status messages of the regenerative brake in the control or regulation of the friction brakes.
  • the braking system can be operated very robust and safe. It is also advantageous that existing brake systems can be easily retrofitted with regenerative braking systems. For this purpose, it is only necessary to notify the regenerative brake of the relevant deceleration request.
  • the regenerative brake always brakes with their maximum possible braking power and thus the maximum amount of braking energy can be recovered.
  • detection of the delay request is understood in particular to mean that a physical quantity is determined which codes a delay to be applied by the brake system.
  • This may be, for example, the brake pressure in a pneumatic or hydraulic brake system, but also a pedal position in the aforementioned or an electromechanical brake system.
  • the delay request may come from an electric assistant, for example from a distance control assistant. It may be provided that when emergency braking is detected, only the friction brakes are activated.
  • the regenerative brake is transmitted a value that directly or indirectly codes the delay request.
  • This can be done by means of a vehicle bus, for example CAN J1939.
  • the deceleration request sent to the regenerative brake is calculated from the detected deceleration request. But it is particularly favorable if exactly the detected delay request is also passed on to the regenerative brake. This ensures that the regenerative brake always works with its maximum braking power.
  • Detecting the deceleration of the vehicle is understood in particular to mean that measured values are correlated that correlate so strongly with the actual physical deceleration of the vehicle that they can be used to control the brake system. For example, it is possible to determine the deceleration of the vehicle from the wheel speeds of the wheels. But it would also be possible to measure the delay directly, for example, with an accelerometer or derive from tachometer data.
  • the friction brake is controlled so that the slip difference remains in the predetermined target interval, is in particular understood that the slip of the rear wheels of the slip of the front wheels is deducted.
  • the regenerative brake is controlled so that the slip difference is almost zero. If the brake force of the regenerative brake is insufficient, the difference is readjusted via the rear axle friction brake.
  • the invention is based on the finding that the vast majority of braking maneuvers carried out with a vehicle take place with small to medium deceleration requirements. It is therefore possible to design the regenerative brake with a low braking force compared to the friction brakes and still be able to convert a large amount of kinetic energy into electrical energy. Any undesirable characteristics of the regenerative brake, such as a delayed response, are corrected by the rear axle friction brakes. This usually happens so fast that the driver does not notice to what proportion is braked by means of the regenerative brake. This leads to pneumatic brake systems that the valve means for applying the rear axle friction brakes must be designed for a high load cycles and therefore are more expensive to manufacture.
  • the deceleration request to the regenerative brake is reduced when the slip of the rear wheels exceeds a predetermined threshold. This avoids that, for example, in an empty truck on a slippery road, which is slowed down by the method according to the invention, a braking force is applied by the regenerative brake to the rear axle, which is too large.
  • the mass of the vehicle is detected, that from the mass, a maximum braking torque for the rear wheels is determined and that if the deceleration request would result in a braking torque that exceeds the maximum braking torque for the rear wheels, a deceleration request is sent to the regenerative brakes, which leads to a sufficiently small braking torque, so that the maximum braking torque is not exceeded at the rear wheels.
  • the regenerative brake is not used for braking when an antilock brake system automatically changes the braking force of the friction brakes. In this case, the delay request zero is sent to the regenerative brake.
  • the setpoint interval for the slip difference is selected so that only the regenerative brake is activated in the case of a delay request below a first threshold value. This ensures that is braked with a very large number of braking on the rear axle only with the regenerative brake, which protects the friction brakes and leads to a high recovery rate of kinetic energy.
  • the front axle friction brake and at the rear axle only the regenerative brake are activated.
  • the braking force on the regenerative brake is initially increased to such an extent that the slip difference is essentially zero.
  • the rear axle friction brake is activated.
  • the rear axle friction brake is controlled so that the slip difference is substantially zero.
  • the regenerative brake is controlled and not regulated. That is, any feedback from the regenerative brake that is dropped, for example via a CAN (Control Area Network) bus, will not affect the delay requests sent to the regenerative brake. In this way, a particularly simple interface between the regenerative brake and the other components of the brake system is created so that the entire brake system can be operated particularly safely.
  • CAN Controller Area Network
  • a set pressure is applied to the rear axle friction brake.
  • the friction brakes are pneumatically actuated and causes the rear axle friction brakes to be subjected to air pressure in close temporal relationship with the transmission of the deceleration request to the regenerative brake such that a further increase in brake pressure directly leads to braking the rear axle friction brakes. This reduces the response time for any subsequent adjustment of the total braking force by the rear axle friction brakes.
  • the detection of the deceleration request comprises detection of the brake pressure and / or a brake pedal travel.
  • the rear axle friction brake is controlled so that the deceleration of the front axle friction brake is properly controlled.
  • delay request corresponds. In this case, the request that the slip difference remains within a predetermined target interval is ignored.
  • the inventive device for controlling the braking system of the vehicle could also be referred to as a control unit or brake system control unit.
  • it is arranged to reduce the deceleration request to the regenerative brake when the slip of the rear wheels exceeds a predetermined threshold. Reducing may also be setting the sent delay request to zero.
  • the device according to the invention is set up for carrying out a method according to the invention.
  • it is not only suitable for carrying out the method but is prepared in such a way that it carries out the method automatically.
  • a digital memory of the device is programmed accordingly.
  • Figure 1 is a schematic view of a vehicle according to the invention with a pneumatic brake system according to the invention and a brake control device according to the invention and
  • Figure 2 shows a second embodiment of a vehicle according to the invention with a pneumatic brake system according to the invention, which has an electric brake pedal.
  • FIG. 1 shows a schematic view of a vehicle 10 according to the invention with a brake system 12 according to the invention and a brake control unit 14 according to the invention.
  • the vehicle 10 also has a schematically drawn front axle 16 and also a schematically illustrated front axle 16. drew the rear axle 18.
  • a front axle friction brake 20 is mounted, the pneumatic brake cylinder 22.1, 22.2 has.
  • the brake cylinders 22.1, 22.2 are acted upon by associated valve devices 24.1 and 24.2 with compressed air with an air pressure p.
  • the compressed air is supplied via a Quickreleaseventil 25 from a compressed air line 26.
  • Quickreleaseventil 25 from a compressed air line 26.
  • valve devices 24 are supplied via electrical lines 28.1, 28.2 with control signals from the brake control unit 14.
  • the brake control unit 14 is also in contact with wheel speed sensors 30.1, 30.2, the rotational speeds ⁇ i, ⁇ 2 of front wheels 32.1 and 32.2 detect.
  • the brake cylinder 36.1, 36.2 includes.
  • the brake cylinders 36.1, 36.2 are connected via valve devices 38.1, 38.2 and a relay valve 40 to a compressed air line 42 and can thus be supplied with compressed air at a pressure p.
  • the valve devices 38.1, 38.2 are connected via electrical lines 44.1, 44.2 in conjunction with the brake control unit 14.
  • the brake control unit 14 is also connected to wheel speed sensors 46.1, 46.2, the wheel rotational speeds ⁇ 3 , ⁇ 4 of rear wheels 48.1, 48.2 detect.
  • a regenerative brake 50 is also arranged, which acts on the rear wheels 48 and is connected via an electrical line 52 to the brake control unit 14.
  • a deceleration requirement zs O ⁇ detected by a brake pressure in the compressed air line 42 is detected by a brake pressure detection device in the form of a pressure sensor 56 and forwarded to the brake control unit 14.
  • the compressed air line 42 is part of a first compressed air Systems and the compressed air line 26 part of a second compressed air system.
  • the brake pedal 54 is part of both compressed air systems.
  • the regenerative brake 50 may have a non-illustrated own control or regulation.
  • the brake control unit 14 constantly detects the wheel rotational speeds ⁇ i, GO 2 , ⁇ 3j ⁇ 4 of the front and rear wheels and calculates therefrom a vehicle speed v. From the wheel rotational speeds ⁇ i and ⁇ 2 on the one hand and u) 3 , U) 4 on the other hand, a slip difference ⁇ is also calculated.
  • the slip difference is the difference between the slip of the rear wheels 48 and the slip of the front wheels 32 and is also more generally referred to as slip.
  • the brake control unit 14 checks whether the slip difference ⁇ is in a predetermined desired interval, which is bounded below by a lower limit ⁇ u and an upper limit A 0 . At the same time, the brake control unit 14 controls the rear axle friction brakes 34 so that the real vehicle deceleration Zreai does not deviate from the deceleration request z S ⁇ ⁇ more than a predetermined value.
  • the brake pressure p at the rear axle friction brake 34 is increased to the set pressure Panspre ch substantially simultaneously with the transmission of the delay request zsoii to the regenerative brake 50. Should the delay request zsoii subsequently increase to a value requiring intervention of the rear axle friction brake 34 makes, so the brake pressure p must be increased only by a small amount, which shortens the corresponding dead time.
  • FIG. 2 likewise shows a vehicle 10 according to the invention with a brake system 10 according to the invention, in which the deceleration requirement detection device is formed by an angle sensor 58.
  • the angle sensor 58 detects an inclination of the brake pedal. If deceleration requirement z S ⁇ ⁇ detected with the angle sensor 58, the brake control unit 14 transmits the delay request zs O ⁇ to the regenerative brake 50. If the braking force is not sufficient to the delay request zs O ⁇ enough to do so controls the brake control unit 14 a rear axle -Bremsmodulator 60 so that the slip difference ⁇ remains in the predetermined target interval and at the same time the vehicle deceleration z rea ⁇ the delay request zs O ⁇ corresponds.
  • the brake controller 14 sends a delay request from zero to the regenerative brake 50 and operates the friction brakes 20, 34 in the anti-lock mode.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un système de freinage d'un véhicule (10) possédant un essieu avant (16) et au moins un essieu arrière (18). L'essieu avant (16) est doté d'un frein à friction d'essieu avant (20), et l'essieu arrière (18), d'un frein à friction d'essieu arrière (34) et d'un frein à régénération (50). Le procédé comprend les étapes suivantes : détection d'une demande de ralentissement (zSoll), envoi de la demande de ralentissement (zSoll) au frein à régénération (50), détection d'un ralentissement du véhicule (10), détection d'une différence de glissement (?) entre un glissement des roues avant (32) de l'essieu avant (16) d'une part et un glissement de roues arrière (48) de l'essieu arrière (18) d'autre part et réglage du frein à friction d'essieu arrière (34) afin que la différence de glissement (?<span lang=FR style='font-family:"Courier New"'>) se maintienne dans un intervalle de consigne prédéterminéreal) corresponde à la demande de ralentissement (zSoll).
PCT/EP2009/006709 2008-11-15 2009-09-17 Procédé de fonctionnement d'un système de freinage Ceased WO2010054716A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008057529.1 2008-11-15
DE200810057529 DE102008057529A1 (de) 2008-11-15 2008-11-15 Verfahren zum Betreiben eines Bremssystems

Publications (1)

Publication Number Publication Date
WO2010054716A1 true WO2010054716A1 (fr) 2010-05-20

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/006709 Ceased WO2010054716A1 (fr) 2008-11-15 2009-09-17 Procédé de fonctionnement d'un système de freinage

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DE (1) DE102008057529A1 (fr)
WO (1) WO2010054716A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111278690A (zh) * 2017-11-09 2020-06-12 罗伯特·博世有限公司 在缺陷的车辆制动情况下的系统和方法

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010021909A1 (de) * 2010-05-28 2011-12-01 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren zur Steuerung einer Bremsanlage eines Fahrzeugs mit elektronisch geregeltem Hinterachsbremskreis und pneumatisch gesteuertem Vorderachsbremskreis
US20120133202A1 (en) * 2010-11-29 2012-05-31 Gm Global Technology Operations, Inc. Dynamic regenerative braking torque control
GB2492073B (en) 2011-06-17 2013-09-11 Protean Electric Ltd A brake system
DE102013214806A1 (de) * 2013-03-19 2014-09-25 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben eines Bremssystems
DE102015016721A1 (de) 2015-12-22 2017-06-22 Wabco Gmbh Verfahren zum Regeln einer Fahrzeug-Ist-Verzögerung in einem Fahrzeug mit einem ABS-Bremssystem

Citations (9)

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Publication number Priority date Publication date Assignee Title
EP0445575A2 (fr) * 1990-03-08 1991-09-11 Mercedes-Benz Ag Procédé de répartition de pression de freinage entre les axes d'un véhicule automobile muni d'un frein à fluide sous pression à anti-blocage
DE4443814C1 (de) * 1994-12-09 1996-02-01 Daimler Benz Ag Verfahren zur Steuerung einer Dauerbremse eines Kraftfahrzeuges
US5511859A (en) * 1995-08-25 1996-04-30 General Motors Corporation Regenerative and friction brake blend control
EP0906857A2 (fr) * 1997-10-01 1999-04-07 Ford Motor Company Méthode et dispositif pour freinage à récupération d' énergie et à frottement
DE10117221A1 (de) * 2001-03-15 2002-09-19 Wabco Gmbh & Co Ohg Zweikreisbremsanlage mit elektronisch lastabhängiger Bremskraftverteilung für mit einer Antiblockierschutzeinrichtung ausgestattete Kraftfahrzeuge mit einer Einrichtung zur Erkennung eines Ausfalles eines Vorderachsbremskreises
US6691013B1 (en) * 2002-09-06 2004-02-10 Ford Motor Company Braking and controllability control method and system for a vehicle with regenerative braking
WO2005110827A1 (fr) * 2004-05-03 2005-11-24 Continental Teves Ag & Co. Ohg Procede de commande d'un systeme de freinage d'un vehicule
DE102006055766A1 (de) * 2006-04-26 2007-10-31 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer kombinierten Fahrzeugbremsanlage
DE102008017480A1 (de) * 2007-04-05 2008-10-09 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer Fahrzeugbremsanlage sowie Fahrzeugbremsanlage

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0445575A2 (fr) * 1990-03-08 1991-09-11 Mercedes-Benz Ag Procédé de répartition de pression de freinage entre les axes d'un véhicule automobile muni d'un frein à fluide sous pression à anti-blocage
DE4443814C1 (de) * 1994-12-09 1996-02-01 Daimler Benz Ag Verfahren zur Steuerung einer Dauerbremse eines Kraftfahrzeuges
US5511859A (en) * 1995-08-25 1996-04-30 General Motors Corporation Regenerative and friction brake blend control
EP0906857A2 (fr) * 1997-10-01 1999-04-07 Ford Motor Company Méthode et dispositif pour freinage à récupération d' énergie et à frottement
DE10117221A1 (de) * 2001-03-15 2002-09-19 Wabco Gmbh & Co Ohg Zweikreisbremsanlage mit elektronisch lastabhängiger Bremskraftverteilung für mit einer Antiblockierschutzeinrichtung ausgestattete Kraftfahrzeuge mit einer Einrichtung zur Erkennung eines Ausfalles eines Vorderachsbremskreises
US6691013B1 (en) * 2002-09-06 2004-02-10 Ford Motor Company Braking and controllability control method and system for a vehicle with regenerative braking
WO2005110827A1 (fr) * 2004-05-03 2005-11-24 Continental Teves Ag & Co. Ohg Procede de commande d'un systeme de freinage d'un vehicule
DE102006055766A1 (de) * 2006-04-26 2007-10-31 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer kombinierten Fahrzeugbremsanlage
DE102008017480A1 (de) * 2007-04-05 2008-10-09 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer Fahrzeugbremsanlage sowie Fahrzeugbremsanlage

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111278690A (zh) * 2017-11-09 2020-06-12 罗伯特·博世有限公司 在缺陷的车辆制动情况下的系统和方法
CN111278690B (zh) * 2017-11-09 2022-08-12 罗伯特·博世有限公司 在缺陷的车辆制动情况下的系统和方法

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