The device recovers almost all the energy lost in typical braking by ensuring deceleration rates of up to 0.3 g are achieved using the electric motor, alone. It only draws electrical current during braking.īosch brake systems “will become independent of vacuum, and our customers will as well, because vacuum is less and less available in cars, even in modern gasoline cars,” Steiger says. Battery-electric vehicles create no natural vacuum at all.īosch’s solution is the iBooster, which operates electromechanically, does not require any vacuum from the engine and meets all future requirements of electric drives and driver-assistance systems. The traditional way to create more brake pressure was to generate a vacuum using intake air fed into an engine’s combustion chambers, or using an independent vacuum pump, which always consumes energy when running.īut direct fuel injection, fast becoming common on many new engines, reduces vacuum pressure, as do stop/start systems. Steiger says the first rollout comes from “one big German customer with lots of different brands.”Ĭomponent manufacturers in the braking business, including Bosch rivals TRW and Continental, have been working on electrically driven brake boosters for years. The German parts maker has development programs with “at least five major OEMs” interested in the technology, including those in the U.S., says Gerhard Steiger, president of Bosch’s chassis systems control division during an international press briefing at the company’s test track here. Saying all that it seems the guy didn't take his car for it's annual servicing, so I guess to some extent he should expect some of this.BOXBERG, Germany – Robert Bosch says it will start production this year of an electromechanical brake booster for three vehicle models for a European customer, and the supplier says it expects the system eventually will replace conventional vacuum-based boosters. Saying all that it seems the guy didn't take his car for it's annual servicing, so I guess to some extent he should expect some of this was an early car, so it wouldn't have TACC. to change rotors and calipers? Even without a lift, or a fully equipped workshop I've done this job in the past, and it didn't take me nearly a day that the $2500 would imply. It should have been picked up at service and rectified under warranty.Īs for the labour charge. The upper control arm is a known fault, with a technical service bulletin. The other common culprit is a leaky caliper causing pad contamination, but to have every rotor, every caliper, including the parking brake caliper replaced, basically sounds like typical dealership rip-off tactics to me. I would suggest glazed pads is far more likely with very light usage. I've left cars sat outside SORN'd for months over winter, and once you'd broken the initial binding from surface rust, all good again. I'm _REALLY_ struggling to see how this can be down to corrosion either. The car won't come to a dead stop on regen alone, so they surely must have been used, even if not very fast. Now how this guy managed to not use his brakes at all is beyond me. It is certainly easier to do a full regen to dead stop in the AP cars smoothly. The other advantage is that it can blend regen and effective brake pedal input. The later cars have the Bosch iBooster brake by wire system (obviously required for AP). This was an early car, so it wouldn't have TACC.
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