WO2018149558A1 - Procédé permettant de faire fonctionner un système de freinage et système de freinage - Google Patents

Procédé permettant de faire fonctionner un système de freinage et système de freinage Download PDF

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Publication number
WO2018149558A1
WO2018149558A1 PCT/EP2018/050503 EP2018050503W WO2018149558A1 WO 2018149558 A1 WO2018149558 A1 WO 2018149558A1 EP 2018050503 W EP2018050503 W EP 2018050503W WO 2018149558 A1 WO2018149558 A1 WO 2018149558A1
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WO
WIPO (PCT)
Prior art keywords
brake
pedal
driver
request
pressure
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/EP2018/050503
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German (de)
English (en)
Inventor
Jürgen Böhm
Paul Linhoff
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of WO2018149558A1 publication Critical patent/WO2018149558A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components

Definitions

  • the invention relates to a method for driver braking request detection in a brake system, which comprises at least two electrically actuated wheel brakes, a simulator for simulating a conventional brake pedal feeling, a brake pedal for operating the simulator, a pedal travel sensor for measuring the pedal travel of the brake pedal, wherein for detecting the driver's brake wish the pedal travel is used, and wherein the pedal foot force is measured and used in the detection of the driver's brake request, and wherein the
  • Driver brake request includes. It also relates to a brake system.
  • a pedal decoupling unit and a simulator are usually actuated, whereby the driver's braking intention is detected by a sensor system.
  • the Pedal Simulator is designed to give the driver as familiar a brake pedal feel as possible. The he took braking demand leads to the determination of a desired braking torque, from which then the sol lbremstik is determined for the brakes. The brake pressure is then actively built up by a pressure supply device in the brakes.
  • the actual braking therefore takes place by actively building up pressure in the brake circuits with the aid of a pressure supply unit. direction, which is controlled by a control unit. Due to the hydraulic decoupling of the brake pedal actuation from the pressure build-up, I have many functionalities such as ABS, ESC, TCS, hang-on assistance, etc. in such brake systems. comfortable for the driver.
  • actuators are designed as linear actuators, in which a piston is axially displaced into a hydraulic pressure chamber for pressure build-up, which is built in series with a rotational-translation gear. The angle of the motor shaft of an electric motor is converted by the rotation-translation gear in an axial displacement of the piston.
  • a "Brake-by-wire" -Bremsstrom for motor vehicles which a brake pedal operable tandem master cylinder, the pressure chambers connected in each case via an electrically betquestionedable Trennventi 1 separable with a brake circuit with two wheel brakes are, with the master cylinder hydraulically connected, on and off switchable simulation device, and an electrically controllable pressure supply device, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber whose piston is slidable by an electromechanical actuator includes, wherein the pressure-supplying device is connected via two eiektri sch actuatable Zuschaltventile with the intake valves of the wheel brakes.
  • the driver Upon actuation of the brake pedal to request a brake pressure, the driver is no longer directly connected to the brake system, but operates a pedal simulator having a suitable pedal characteristics, so that the driver from a sufficiently accurate dosage of the requested braking request is made possible.
  • This pedal operation is detected by pedal sensors and determined therefrom a brake request of the driver corresponding Drucksol Iwert for the linear actuator to actuate the wheel brakes. It will be understood for this purpose usually the pedal position X i and the Peda, generated by the force applied by the driver's pedal force, in the simulator pressure using a pressure sensor (Psimuiator), said Pe ⁇ dalposition and if necessary for security reasons. also the simulator pressure determined redundantly become .
  • two physically independent information are available for the driver's control representing the driver's brake request for sol I value generation of the required brake force boosting by means of the linear actuator.
  • Output size of a in the control and regulation unit or. ECU to be provided function unit "driver request detection" is determined on the basis of the driver pedal actuation set value for the boost pressure (target pressure in the linear actuator).
  • the invention is therefore an object of the invention to provide a method by which the driver's braking request is possible I detected early and accurate.
  • a brake system should be specified, which allows early and precise driver braking request detection.
  • this object is achieved in that the driver brake request detection is given by the maximum of the driver brake request and at least one additional brake request.
  • Advantageous embodiments of the invention are the subject of the dependent claims.
  • the invention is based on the consideration that in brake-by-wire mode, the precise and possibly early detection of the driver's braking request is very important in order to be able to perform braking operations with active pressure build-up in a good manner
  • a first additional brake request is preferably set to a value zero, if no pressure request is detected, and is set to a constant value as soon as a pedal actuation by the driver is reliably detected on the basis of the pedal force signal.
  • the first additional brake request is preferably set to zero when, during a predetermined time interval, based on the Pedal way no pedal operation is detected, a maximum request time is expired fen or the brake pedal is released again.
  • the pedal operation is detected in this case when the pedal travel exceeds a predetermined pedal travel threshold value for a predetermined number of scanning steps.
  • a second additional brake request is set to a value nul 1, unless a pressure request is detected and is set to a constant value as soon as a pedal actuation by the driver is reliably detected on the basis of the pedal force signal, the engine 1 is a predetermined pedal speed threshold value.
  • a reliable recognition of the pedal operation is preferably carried out when during a predetermined period of time, the pedal force is greater than a predetermined pedal kraftschwel lenwert, said pedal force threshold lenwert is set so that it can be exceeded only at the fast pedal speed values faster than mentioned pedal speed threshold are.
  • This force threshold represented by means of the pedal force threshold value, is preferably selected to be so high that it can only be exceeded in the event of a rapid pedal actuation, which then leads to the initiation of emergency braking.
  • the second whobremsan gifts function is preferably set to nul 1, if during a predetermined time interval based on the pedal travel no pedal actuation is detected or a maximum request time has expired.
  • the driver brake request is preferably given by the product of a weighting factor having a first function, which depends on the pedal travel and / or the pedal speed, and a second contribution, which is given by the product of a weighting factor with a function that depends on the pedal kra ft ,
  • the brake system is designed to be electrohydraulic, wherein the wheel brakes are designed hydraulically, and wherein an electrohydraulic pressure supply device for brake pressure buildup at least one wheel brake, in which Hi 1 fe of an electric motor, a pressure piston is displaceable in a hydraulic pressure chamber.
  • the simulator on a hydraulic simulator simulator chamber in which upon actuation of the brake pedal pressure medium from the main brake Zyl Indians is promoted.
  • the brake system is designed to be electromechanical, the wheel brakes being designed as electromechanical wheel brakes.
  • the simulator is mechanically formed. This means that a pressure signal is not available to detect the driver's braking request. Therefore, the pedal travel signal and the pedal pedal signal are available for detecting the driver's braking request.
  • the invention also encompasses a method for a brake system, which comprises both hydraulic and electromechanical wheel brakes.
  • a brake circuit can be hydraulically designed, the other brake circuit electromechanical.
  • electrically actuable wheel brakes preferably means that the corresponding wheel brake for setting a desired one of a control and regulating unit
  • Wheel brake pressure resp. Radbremssol Itikes can be electrically controlled. This applies to both hydraulic and electromechanical wheel brakes.
  • the driver brake request or. Print requirements refer to
  • a desired pressure or pressure is achieved.
  • the driver brake request or denote. the pressure request a request for the application force with which the brake pads are pressed against the brake disc.
  • the application force required to realize the driver's brake request is preferably determined separately for the front axle and the rear axle.
  • That the pedal foot power is used includes in particular their consideration in the calculation of the driver's brake request. It is effectively an input in a module that calculates the driver's brake.
  • the foot pedal force is preferably measured by means of a sensor or.
  • Kra ftides which is installed, for example, on the piston rod of the brake pedal module.
  • the driver brake request detection preferably includes the determination of a driver brake request, in which the pedal eg and the pedal foot force verv / ends.
  • the brake system comprises a control and regulation unit, in which the method is implemented in hardware and / or software.
  • the brake system is formed electro-hydraulically with at least two, preferably four hydraulically accessiblebi ldeten wheel brakes.
  • the brake system is electromechanically designed with at least two electromechanically designed wheel brakes.
  • FIG. 1 shows a brake system in a preferred embodiment
  • FIG. 2 is a flow chart of a method in a first preferred embodiment
  • FIG. 3 is a flowchart of a method in a second preferred embodiment.
  • FIG. 1 is an exemplary embodiment of a brake system 2 according to the invention shown.
  • the brake system comprises a central brake cylinder 10 which can be actuated by an actuating or brake pedal 6, a simulation device 14 cooperating with the main brake cylinder 10, a pressure medium reservoir 18 assigned to the main brake cylinder 10 and under atmospheric pressure, an electrically controllable pressure supply device 20, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber 26 whose piston 32 is slidable by an electromechanical actuator, an electrically controllable pressure modulating ion device for setting wheel-individual
  • the unspecified Druckmoduiat ionsei direction comprises in accordance with hydraulically actuated wheel brakes 42, 44, 46, 48 and each operable wheel brake 42 to 48 an inlet valve 50, 52, 54, 56 and an exhaust valve 60, 62, 64, 66 which are interconnected in pairs via center ports hydraulically and connected to the wheel brakes 42 to 48.
  • the input ports of the intake valves 50 to 56 are supplied by brake circuit supply lines 70, 72 with pressures derived in a "brake-by-wire" mode from a system pressure in a connected to the pressure chamber 26 of the pressure supply device 20 system pressure line 80.
  • the brakes 42, 44 are connected to a first brake circuit 84, the brakes 46, 48 to a second brake circuit 88 hydraulically connected.
  • a check valve 1 90, 92, 94, 96 opening toward the brake circuit supply lines 70, 72 is connected in parallel to the inlet valves 50 to 56.
  • the brake circuit supply lines 70, 72 are acted upon by hydraulic lines 100, 102 with the pressures of the brake fluid from pressure chambers 120, 122 of the master cylinder 10.
  • the output ports of the exhaust valves 60 to 66 are connected via a return line 130 to the pressure medium reservoir 18.
  • the main brake cylinder in the 10 we is in a housing 136 two successively arranged pistons 140, 142 which limit the hydraulic pressure chambers 120, 122.
  • the pressure chambers 120, 122 are on the one hand in the piston 140, 142 formed radial bores and corresponding pressure equalization lines 150, 152 with the pressure fluid reservoir 18 in connection, the compounds by a relative movement of the pistons 140, 42 in the housing 136 can be shut off.
  • the pressure chambers 120, 122 are on the other hand by means of the hydraulic i see lines 100, 102 with the aforementioned brake circuit supply lines 70, 72 in connection.
  • the pressure equalization line 150 is a normally open Venti 1 160 included.
  • the pressure chambers 120, 122 take unspecified return springs on which the pistons 140, 142 at position unopposed master cylinder 10 in a starting position.
  • PrimschenkoIbens whose actuation path is detected by a, preferably redundant executed, displacement sensor 170.
  • the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents a braking request of the driver.
  • 122 line sections 100, 102 each have a separating valve 180, 182 arranged, which is Oilbi as an electrically operable, vorzugswei se normally open, 2/2 way valve. Through the isolation valves 180, 182, the hydraulic connection between see the
  • Pressure chambers 120, 122 of the main brake cyl inders 10 and the brake circuit supply lines 70, 72 are shut off.
  • a pressure sensor 188 connected to the line section 102 detects the pressure built up in the pressure chamber 122 by displacing the second piston 142.
  • the simulation device 14 can be hydraulically coupled to the main brake cylinder 10 and, by way of example, essentially comprises a simulator chamber 190, a simulator spring chamber 194, and a simulator cylinder 198 separating the two chambers 190, 194.
  • the simulator piston 198 is supported by a Simulator spring chamber 194 arranged elastic element (eg., A spring), which is vorteiihaf- terly biased on the housing 136 from.
  • the simulator chamber 190 is connected by means of an electrically operable simulator valve 200 with the first pressure chamber 120 of the main brake cyl inders 10. Upon specification of a pedal force and open simulator valve 200, pressure medium flows from the master brake cylinder pressure chamber 120 into the simulator chamber 190.
  • a check valve 210 arranged hydraulically in antiparallel to the simulator valve 1 200 makes it possible to independently of the switching state Simulatorventi ls 200 a largely unhindered backflow of the pressure medium from the simulator chamber 190 to the master cylinder pressure chamber 120.
  • Other imple mentation and connections of the simulation device to the master cylinder 10 are conceivable.
  • the electrically controllable pressure supply device 20 is as a hydraulic Zyl inder-piston assembly or.
  • a single-circuit electrohydraulic actuator is formed whose / which pressure piston 32, which delimits the pressure chamber 26, of a schematically indicated electric motor 220 with the interposition of a ebenfal ls schematically illustrated rotational translation gear, which is preferably designed as a ball screw (KGT) operable.
  • a temperature sensor 228 may be used to sense the temperature of the motor winding.
  • the actuator pressure generated by the force of the piston 32 on the trapped in the pressure chamber 26 pressure medium actuator pressure is fed into the system pressure line 80 and with a preferably redundant pressure sensor 230 he summarizes.
  • the pressure medium With open pressure switching valves 240, 242, the pressure medium enters the wheel brakes 42 to 48 for their actuation.
  • the pressure-relief valves 240, 242 are open, during normal braking in the "brake-by-wire" mode, a wheel brake pressure buildup and dismantling takes place for all the wheel brakes 42 to 48.
  • ABS control ABS control
  • the brake system has four wheel brakes, in each of which in one, preferably floating caliper 254 two brake elements are arranged, on which j ewei ls is arranged with a brake pad, between which a brake disc is arranged.
  • a pressure-already tel lungs which is designed as a linear actuator and dedicated in the j ewei 1 igen wheel brake builds brake pressure, has a hydraulic pressure chamber in which a pressure piston is moved as needed.
  • the rotational movement of the motor shaft of an electric motor is converted by a rotation-translation gear in a translational movement of the pressure piston.
  • a preferably redundantly designed rotor blade sensor is provided for detecting the piston position.
  • the brake system then preferably comprises two, more preferably four electromechanical wheel brakes of the type described.
  • control and regulation unit 40 In the control and regulation unit 40, a method, which is described below, implemented software and / or hardware.
  • FIG. 2 A method in a first preferred embodiment is shown in FIG. 2 shown.
  • a first driver brake request is calculated.
  • the pedal travel X Peda i is used as input.
  • a pressure signal from the simulator pressure can also be used in a known manner as a starting variable in the usual way. However, this signal is hereby replaced by the pedal foot force F ped ai.
  • the driver brake desires Psoii, PWE is calculated to
  • Psoii, x Pedalwegbas-based target pressure component
  • P SOII , F pedal force-based target pressure component
  • f x Brake pressure value calculated based on pedal travel and if necessary. Pedal speed
  • the weighting factors can be used, for example, to make a dependent of the driving vehicle speed V Kfz lowering the brake pressure request at slow speeds.
  • Another application is the different weighting of the Soiltikanteile P K oii.x and Psoii, FZ. B. as a function of the pedal travel.
  • P SOII the brake pressure P SOII
  • FE is determined in detail on the basis of the pedal travel
  • target brake pressure P SOII FE is predominantly pedal-based.
  • the special definition and parameter selection for the brake pressure requirement by the driver is heavily vehicle and manufacturer 1 and thus application specific.
  • a block 282 another driver brake request is desired.
  • Input ⁇ sizes for block 282 are the pedal stroke Xp eda i and the pedal force
  • Pressure request to a, preferably constant, pressure sol lwert P,> 0 bar set as soon as a pedal operation by the driver is reliably detected by the signal F pedal .
  • a pedal actuation is then recognized if, in several successive controller loops, F Peda i> Fi, where F; is a predetermined threshold.
  • the threshold Fi should be set so that it differs significantly from the force in the unactuated state and is below the static forces mentioned above.
  • the fast pedaling required for activation is recognized when Fp eda i> F 2 in several consecutive controller loops , threshold F 2 being set so that it can only be exceeded by those values F Peda i that are due to give the above-mentioned power increase in a schnei len pedal operation.
  • the exact definition of the threshold F 2 depends on the design layout and design of the Pe dal simulator unit and is also aninstallsspezi ⁇ fish.
  • P S oii, F funci and P S oii, F func2 represent 1925bremsanforderun ⁇ conditions, which take into account to a particular extent that the pedal operation by the driver first in the signal F Peda i is recognizable.
  • the driver brake request P So ii now results in a block 290 due to a maximum value formation of the three Bremstikan requirements described above:
  • Psoll MAX (Psoll, FWE, Psoll, F func / Psoll, F func2, 0). Due to the combination of these three pressure requirements by a maximum value formation act the two additional braking requirements detected by the signal F Ped ai pedal operation only until the normal driver request detection (P SOII , FWE ) is the decisive for the resulting braking request (Psoii) signal. While the additional braking requirements in the pedal operation lead to an earlier reaction of the linear actuator and thus contribute to an improvement of the response, they are disabled when releasing the pedal and he t 0.
  • FIG. 3 shows a further preferred embodiment of the method, which is advantageously used in particular in a brake system 2 with a mechanical pedal simulator.
  • the driver foot traffic information F Peda i is only used in blocks 282, 284 for the two foot force-based additional brake requirements, or respectively. Functionality should. F f and UIlCl should be used F f unc2.

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

Abstract

L'invention concerne un procédé de détection de souhait de freinage de conducteur (PSoll) dans un système de freinage, lequel comporte - au moins deux freins de roue (42-48) pouvant être actionnés électriquement ; - un simulateur (14) servant à la simulation d'une sensation traditionnelle au niveau de la pédale de frein ; - une pédale de frein (6) servant à l'actionnement du simulateur (14) ; - un capteur de course de pédale servant à mesurer la course (XPedal) de la pédale de frein (6), la course de pédale (XPedal) étant utilisée pour détecter le souhait de freinage du conducteur (PSoll), et la force du pied sur la pédale (FPedal) étant mesurée et utilisée lors de la détection du souhait de freinage du conducteur (PSoll, FSP), et la détection du souhait de freinage du conducteur comportant la détermination d'une demande de freinage du conducteur (PSoll ,FWE), la détection de souhait de freinage du conducteur étant définie par le maximum de la demande de freinage du conducteur (PSoll ,FWE) et au moins une demande de freinage supplémentaire (PSoll ,F_func1, PSol l ,F_func2).
PCT/EP2018/050503 2017-02-15 2018-01-10 Procédé permettant de faire fonctionner un système de freinage et système de freinage Ceased WO2018149558A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017202361.9 2017-02-15
DE102017202361.9A DE102017202361A1 (de) 2017-02-15 2017-02-15 Verfahren zum Betreiben einer Bremsanlage und Bremsanlage

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WO2018149558A1 true WO2018149558A1 (fr) 2018-08-23

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WO (1) WO2018149558A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200122696A1 (en) * 2018-10-22 2020-04-23 Hyundai Mobis Co., Ltd. Braking control apparatus and method for vehicle
US11036252B1 (en) 2020-01-10 2021-06-15 Nio Usa, Inc. Pedal assembly for a motor vehicle
CN120942250A (zh) * 2025-09-22 2025-11-14 浙江六合实业有限公司 一种线控制动踏板感主动调节方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022004748A1 (de) * 2022-12-16 2024-06-27 Mercedes-Benz Group AG Fahrzeugbremsanlage und Verfahren zu deren Betrieb

Citations (5)

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Publication number Priority date Publication date Assignee Title
JPH11334571A (ja) * 1998-05-29 1999-12-07 Aisin Seiki Co Ltd 負圧式倍力装置
US20020101114A1 (en) * 2001-01-31 2002-08-01 Masahiko Kamiya Vehicle brake fluid pressure control device with hydraulic booster
EP1810905A2 (fr) * 2006-01-19 2007-07-25 Nissan Motor Co., Ltd. Commande de frein
WO2013113625A1 (fr) * 2012-02-02 2013-08-08 Continental Teves Ag & Co. Ohg Procede pour faire fonctionner un systeme de freinage de vehicules à moteur et systeme de freinage
DE102013204778A1 (de) 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Verfahren zur haptischen Information des Fahrers eines Kraftfahrzeugs

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Publication number Priority date Publication date Assignee Title
DE19742988C1 (de) 1997-09-29 1999-01-28 Siemens Ag Bremsanlage für ein Kraftfahrzeug
DE102012200174A1 (de) 2011-01-12 2012-07-12 Continental Teves Ag & Co. Ohg Verfahren zur Bestimmung eines Drucksollwertes für eine Bremsanlage für Kraftfahrzeuge und Bremsanlage
DE102014226211A1 (de) 2014-12-17 2016-06-23 Continental Teves Ag & Co. Ohg Verfahren zur Steuerung und/oder Regelung einer Bremsanlage für ein Fahrzeug sowie Bremsanlage

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11334571A (ja) * 1998-05-29 1999-12-07 Aisin Seiki Co Ltd 負圧式倍力装置
US20020101114A1 (en) * 2001-01-31 2002-08-01 Masahiko Kamiya Vehicle brake fluid pressure control device with hydraulic booster
EP1810905A2 (fr) * 2006-01-19 2007-07-25 Nissan Motor Co., Ltd. Commande de frein
WO2013113625A1 (fr) * 2012-02-02 2013-08-08 Continental Teves Ag & Co. Ohg Procede pour faire fonctionner un systeme de freinage de vehicules à moteur et systeme de freinage
DE102013204778A1 (de) 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Verfahren zur haptischen Information des Fahrers eines Kraftfahrzeugs

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200122696A1 (en) * 2018-10-22 2020-04-23 Hyundai Mobis Co., Ltd. Braking control apparatus and method for vehicle
US11679746B2 (en) * 2018-10-22 2023-06-20 Hyundai Mobis Co., Ltd. Braking control apparatus and method for vehicle
US11036252B1 (en) 2020-01-10 2021-06-15 Nio Usa, Inc. Pedal assembly for a motor vehicle
CN120942250A (zh) * 2025-09-22 2025-11-14 浙江六合实业有限公司 一种线控制动踏板感主动调节方法

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