In 2013, a so-called 2-box or 3-box solution made its first appearance on the market and consisted of an electrohydraulic brake booster, a smart actuator and an ESPC unit. In a first step, the brake booster was electrified with the primary purpose of dispensing with the vacuum booster and vacuum pump. When the brake pedal is actuated, the driver's desire is detected and the brake pressure induced by the driver amplified by the brake booster. This is known as a follow-up brake booster system without a pedal feel simulator.
In 2017 a second generation of the electrohydraulic brake booster and an adapted ESC system (ESCHEV) followed. The smart actuator was omitted by integrating recuperation or so-called “blending-“control as a function in the ESChev unit. The pedal characteristics were maintained by reducing the brake boost force of the brake booster.
At the same time, X-Boost was presented and subsequently licensed to selected customers. This is also a 2-box system that differs from the previously mentioned system featuring a pedal feel simulator and a very short design. X-Boost has significant advantages in terms of recuperation, packaging and especially safety, and it targets an application for automated driving above SAE level 3 in combination with a standard ESC. Unlike follow-up brake boosters, recuperation control can be performed by the X-Boost without any need to simultaneously control the ESC-hev, which offers customers the essential advantage of increasing independence from specific manufacturer solutions such as producers of ESPhev still following the VDA360 guideline. This opens the opportunity that recuperation control can be implemented centrally and independently by the car manufacturer to the greatest degree possible, thereby reducing any reliance on specific (and often complex) solutions (ESChev). The simplified application work and the virtually unlimited recuperation of kinetic energy by an electric motor matches one of the most important needs among OEMs these days in terms of implementing domain structure.
In addition to the 2-box solutions, a first 1-box solution was introduced to the market in 2016, the MKC1 from Continental. This is an open electrohydraulic system that integrates the functions of the brake booster and the the ESC unit. It is also equipped with a pedal feel simulator. The brake booster is driven by a pressure supply unit that translates the driver desire into brake pressure. Integrating the brake booster with the ESC saves considerable installation space and weight.
LSP was also very active between 2010 and 2020, as can be seen in from the development of the X-Boost and other phases of the integrated 1-box brake systems IBS 2 and IBS 3. A main focus during these years was on package and weight as well as consistently improving the systems with regard to safety. LSP was always one step ahead here, and in many ways a trendsetter during this phase. These years of development between LSP and IPGATE brought us to our currently revolutionary approach, the so-called Link Modular System Architecture with Safety Gate (MSA).
In addition to the continuous work on our own systems, we regularly carry out comprehensive technical analyses and performance comparisons for the most important braking systems available on the market. The results not only show our developers the current state of the art, improvement potentials among the competition and the potential for our own optimization, but OEMs and suppliers can also purchase this knowledge from us and benefit from our comprehensive and detailed expertise.