CN111183076A - 阀装置和制动系统 - Google Patents
阀装置和制动系统 Download PDFInfo
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- CN111183076A CN111183076A CN201880063939.9A CN201880063939A CN111183076A CN 111183076 A CN111183076 A CN 111183076A CN 201880063939 A CN201880063939 A CN 201880063939A CN 111183076 A CN111183076 A CN 111183076A
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- 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
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- 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
- B60T8/36—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 including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
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- B60T15/028—Electrically controlled valves in hydraulic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
- B60T8/36—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 including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
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- 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
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- 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
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- 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
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- B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0675—Electromagnet aspects, e.g. electric supply therefor
- F16K31/0679—Electromagnet aspects, e.g. electric supply therefor with more than one energising coil
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Abstract
本发明涉及一种具有阀和线圈单元(20)的阀装置(10),其中,每个线圈单元(20)具有两个线圈(110、210),所述两个线圈与分开的控制单元(100、200)电连接,其中,每个阀能借助于被分配给所述阀的线圈单元(20)的第一线圈(110)和第二线圈(210)彼此独立地被操纵。本发明还涉及一种具有这种阀装置(10)的制动系统(400、500)。
Description
技术领域
本发明涉及一种具有多个阀的阀装置以及一种具有这种阀装置的制动系统。
背景技术
例如,已知的阀装置用于控制机动车的制动系统。在此,一般需要确保高可用性。例如这可以通过以下方式实现,即,制动系统由至少两个彼此独立的电源供电,并且此外可能失效的部件都采用多重设计。在此,例如涉及电子控制单元(ECU=Electronic ControlUnit)或执行器。
发明内容
本发明的目的是提供一种阀装置,其替代已知的阀装置,例如具有更高的可靠性。本发明的另一目的是提供一种使用这种阀装置的制动系统。
所述目的根据本发明通过根据相应的独立权利要求的阀装置和制动系统来实现。有利的设计方案例如可以由相应的从属权利要求得出。权利要求的内容通过明确的引用而成为说明书的内容。
本发明涉及一种阀装置。该阀装置具有一定数量的阀。这种类型的阀例如可以分别用于控制流体流,即例如截断或者开通。
阀装置具有一定数量的线圈单元,其中,为每个阀分配有用于操纵阀的相应的线圈单元。借助于线圈单元,阀因此可以例如被打开和关闭或者也可以被调节到中间位置。在此,每个线圈单元具有第一线圈和第二线圈。
阀装置具有第一控制单元和第二控制单元。第一控制单元与所有第一线圈连接以操控所述第一线圈。第二控制单元与所有第二线圈连接以操控所述第二线圈。
每个阀能借助于被分配给所述阀的线圈单元的第一线圈和第二线圈彼此独立地被操纵。
借助于根据本发明的阀装置,在操纵阀时的安全性由此提高,即,相应的阀能各自通过两个线圈操纵,所述两个线圈通过不同的控制单元操控。因此,在一个控制单元或一个线圈失效的情况下,相应的阀仍然始终能通过另一个线圈操纵。
应理解的是,术语“彼此独立的可能的操纵”不是指,第一线圈和第二线圈能够合理地预先设定阀的彼此不同的切换位置。而是意味着,不仅第一线圈而且第二线圈都可以分别独立地操纵阀,其中,相应另一线圈在此一般地起相同作用或不同作用。
第一控制单元和第二控制单元特别能设计为彼此冗余的和/或彼此独立的。由此可以提高安全性。冗余的设计例如可以意味着,在第一控制单元的任意一个部件失效的情况下,第二控制单元可以接管所有任务,并且反之亦然。彼此独立的设计例如可以意味着,第一控制单元的部件与第二控制单元的部件分开地布置,并且因此例如使在控制单元之一中出现的干扰保持为远离相应另一控制单元。
特别地,第一线圈可以与第二线圈电隔离。这能实现彼此独立的操控。第一控制单元特别也可以与第二控制单元电隔离。因此,可以避免由于电串扰或其它现象而导致的问题。
第一线圈例如可以借助于触针与第一控制单元的第一电路板连接。第二线圈例如可以借助于触针与第二控制单元的第二电路板连接。相应的线圈在此例如可以分别以双极方式与相应的控制单元连接。然而,替代地,它们例如也可以具有共同的接地部,第一线圈和第二线圈分别与该共同的接地部连接。在这种情况下,例如每个线圈可以仅利用一个触针或一个连接端与相应的控制单元连接。
根据一个优选的实施方案,每个线圈单元在相应的第一线圈与相应的第二线圈之间具有密封件。由此可以避免湿气在线圈之间穿过。如果例如一个线圈出现了带有湿气的问题,则密封件可以使另一个线圈免于受湿气影响并因此确保其毫无问题地继续运行。
根据一个优选的实施方案,每个线圈单元在相应的第二线圈与第二控制单元和/或第一控制单元之间具有密封件。由此,在典型的布置中,可以防止湿气侵入到相应的线圈单元中。
根据一个优选的实施方案,每个线圈单元在相应的第二线圈与同线圈单元相关联的阀或该阀的阀拱部之间具有密封件。由此也可以防止湿气扩散并由此降低失效风险。
优选地,每个第一线圈具有相应的环绕的第一线圈壳体。进一步优选地,每个第二线圈具有相应的环绕的第二线圈壳体。由此可以将相应的线圈封装。
每个第二线圈壳体优选可以具有用于接纳线圈单元的相应的第一线圈壳体的锥体。这也可以相反地实施。由此,线圈壳体能以有利的方式彼此压入,从而能实现线圈壳体的密封且可靠的连接。
每个线圈单元的第一线圈壳体和第二线圈壳体优选地可以重叠。由此产生有利的磁路。这使得磁性操控更容易。
优选地,第一线圈不与第二控制单元连接。进一步优选地,第二线圈不与第一控制单元连接。这特别可以涉及相应的电连接。由此可以实现有利的电解耦,使得第一线圈和第一控制单元可以与第二线圈和第二控制单元无关地工作。
优选地,阀装置具有多个阀。由此可以同时控制多个阀。然而,操作装置也可以替代地仅具有一个阀。
本发明还涉及一种制动系统、特别是用于机动车的制动系统。制动系统具有根据本发明的阀装置。在此可以应用所有在此描述的实施方案和变型方案。此外,制动系统具有一定数量的制动缸,其中,阀装置的阀被从制动缸连接和/或连接到所述制动缸以用于控制液压流。这种制动系统使得能实现针对制动系统的参照根据本发明的阀装置所描述的优点。
制动系统特别可以是线控制动系统。例如,当制动过程仅由车辆电子设备启动时,可以使用这种制动系统。在这种情况下,通常不再被提供在制动踏板与制动器之间的直接机械连接。
根据一个实施方案,制动系统可以具有踏板模拟器,其中,阀装置的阀被从踏板模拟器连接和/或连接到所述踏板模拟器以用于控制液压流。由此,车辆的驾驶员可以获得与在操纵传统的制动踏板时出现的感觉相对应的感觉。尽管如此,驾驶员仅踩到踏板模拟器上,该踏板模拟器将驾驶员的制动力要求传递到控制电子设备上,其中,该控制电子设备随后用于产生制动力。
附图说明
本领域技术人员可以从参照附图描述的实施例中获知其它特征和优点。附图中:
图1示出阀装置的一部分,
图2示出阀装置的另一部分,
图3示出阀装置的另一部分,
图4在剖视图中示出阀装置的一部分,
图5示出阀装置的透视图,
图6示出阀装置的另一剖视图,
图7示出制动系统,
图8示出另一制动系统。
具体实施方式
图1示出根据本发明的一个实施例的阀装置的一部分。在此示出第二控制单元200,其具有形成在该第二控制单元中的、用于接纳线圈单元的凹槽205。如图所示,存在总共十二个这样的凹槽205,使得能够接纳十二个线圈单元且进而能够操纵十二个阀。
图2在另一视图中示出第二控制单元200,更确切地说从下方示出。在此可以看出,在凹槽205中插入相应的第二线圈壳体220,其接纳相应的线圈,如还将在下面进一步示出的那样。在第二线圈壳体220外部布置有相应的触针230,该触针在控制单元200与位于第二线圈壳体220中的线圈之间建立接触。对此下面还将进一步详细探讨。
图3示出第二控制单元200连同第二线圈210和第二线圈壳体220的剖视图。在此可以看出,第二线圈壳体220部分地包围第二线圈210。在凹槽205中的每个凹槽中分别布置有第二线圈210。
图4示出阀装置10的示意图。在此上述的第二控制单元200布置在下侧,其中,也可以看到第二线圈210和第二线圈壳体220。在第二控制单元200上方布置有第一控制单元100,其相对于第一控制单元200分开地且冗余地设计。下面将进一步详细说明其功能性。
图5在部分剖开的透视图中示出阀装置10。
在此,首先可以看到上述的第二控制单元200以及与其连接的第二线圈210及其第二线圈壳体220。第二控制单元200具有第二电路板202,在该第二电路板上安置有第二控制单元200的电部件。该第二电路板202也与第二线圈210连接。
此外,在图5中可以看到第一线圈110,该第一线圈直接形成在第二线圈210上方。第一线圈110与第二线圈210分开地形成。该第一线圈借助于触针130与在图5中未示出的第一控制单元100的未示出的电路板连接。
图5所示的第一线圈110和第二线圈210共同形成线圈单元20。每个线圈单元20用于操纵未示出的阀。
在此,第一线圈110可以由第一控制单元100操控。同时,第二线圈210可以完全独立地并且与其分开地由第二控制单元200操控。这能实现冗余的设计,使得在第一控制单元100或第一线圈110失效的情况下,始终还能够借助于第二控制单元200和第二线圈210进行操控。这同样适用于相反的方向。
控制单元100、200例如可以与不同的电源连接,并且特别是可以在电方面完全地相互绝缘和分离。
第一线圈110被第一线圈壳体120包围。第一线圈壳体120对外保护第一线圈110使其免受机械损伤和其它损伤。
在线圈单元20内部布置有第一密封件310。该第一密封件位于第一线圈110与第二线圈210之间。由此避免在两个线圈110、210之间的湿气传输,从而在两个线圈110、210中的一个由于功能故障而与湿气接触的情况下,另一线圈110、210不会由此同样受损。
此外,设置有第二密封件320,该第二密封件布置在第二线圈210与第二控制单元200——即位于下方的控制单元——之间。这以特别有利的方式在如下部位处密封线圈单元20:这些部位否则特别容易发生湿气侵入。
可以看出,第二线圈壳体220分别具有锥体222,相应的第一线圈壳体120插入到该锥体中。这允许两个线圈壳体120、220的特别好的配合和密封的连接。
图6示出阀装置10的剖视图。在此,上述的部件至少部分可见。此外可以看到,第一线圈壳体120和第二线圈壳体220在重叠区域330上相叠,从而能够有利地形成磁路。
除了迄今描述的部件之外,阀装置10特别还具有未示出的阀,这些阀可以借助于线圈单元20操控。
图7示出根据第一实施例的制动装置400。在此示出踏板模拟器410,其能够使制动踏板的使用者感觉到好像他操纵传统的液压制动器那样。然而实际上制动踏板的运动被获取,并且通过阀的电子线路触发相应的制动过程。所示的阀特别可以是这样的阀,其是如上面所描述的阀装置10的一部分。
此外,还可以看到操纵单元420,该操纵单元借助于阀操控并且触发制动效果。在此不详细探讨在图7中示出的制动装置400的详细的功能性。在这方面参见线路图。
图8示出根据第二实施例的制动装置500。在此也可以看到踏板模拟器510。此外,可以看到操纵单元520。同样可以看到阀,其特别可以如上面参见阀装置10所述的那样设计。此外,对于在图8中示出的制动单元500不进行详细探讨。
关于在图7和图8中示出的制动系统400、500的功能性参见附图。
总的来说,可以描述用于实施用于制动控制系统的冗余电磁阀线圈操控装置的方案。
为此例如可以提出,这样构造用于产生电磁阀的磁场的线圈操控装置,使得该电磁阀可以与两个不同的控制器、通常是电控单元、大多称为电子控制单元(ECU)或者控制单元无关地操控并且在此具有可靠的电隔离。分开的阀线圈组因此可以与两个ECU电连接,进而可以由两个ECU独立地电操控。这特别可以意味着,每个ECU可以单独地接通相应的阀或者也可以两者一起接通。
这例如如图5所示地通过用于电磁阀的分开的阀线圈组来实现。在此,上部线圈可以连接到第一ECU,下部线圈可以连接到第二ECU。在此,下部线圈的接触在图2中示意性地示出。在此,线圈的触针可以与电路板或其它触点载体连接。上部线圈可以通过在图5中示意性地示出的接触件与第一ECU的未示出的上部电路板连接。为了确保两个线圈独立起作用,可以设置密封件,该密封件确保没有液体或湿气能够导致在两个线圈或ECU之间的电短路。为此,可以在外部、在下部线圈壳体与ECU壳体或线圈盒之间设置密封件,并且可以在内部、在下部线圈的壳体与阀或阀拱部之间设置另一密封件。为了安装上部ECU或线圈盒或上部线圈,可以在下部线圈的壳体上分别设置锥体。因此可以补偿构件公差或安装公差并且因此可以确保上部线圈安装或穿入到下部线圈的壳体中。如图6所示,两个线圈的壳体在安装状态下可以相叠,由此可以确保或产生所期望的磁通量。
分开的阀线圈组特别可以被推套到电磁阀或者阀拱部上。因此,可以使用部件的目前常见的安装和更换方案。在此例如如图4所示,上部ECU和下部ECU或线圈盒可以作为预安装单元安装在液压模块上,或者可以首先单独地安装或更换下部ECU或下部线圈盒,然后安装或更换上部线圈盒。
通过该实施方式,在一个ECU失效的情况下,还可以由另一个功能正常的ECU电操控并且根据期望地接通所述一个或多个相应地配备的电磁阀。
电磁阀的双重或冗余的可操控性在制动控制系统的设计和运行中是特别有利的。例如,因此可以在电液式线控制动设备中在运行中进行制动设备的动态再配置。即,例如在一个ECU失效的情况下的运行期间,另一个仍然功能正常的ECU能以电磁阀的正常的线控切换位置维持正常的线控操作。
因此,例如在具有踏板模拟器的线控的电液制动系统中,也不会由于影响踏板特性而使驾驶员迷惑,这是因为操纵单元如在无弹簧的正常线控制动运行中那样与踏板模拟器液压地连接。
在图7中示例性示出可能的线控制动系统的局部,该线控制动系统主要由操纵装置、电磁阀和踏板模拟器组成。示出的是电磁阀的未通电的切换位置。
在此描述的实施方案特别也有利于冗余地操控制动系统中的其它电磁阀。因此,例如车轮压力调制也可以设计为可冗余地操控。为此,根据所述方案,车轮压力调制阀也可以冗余地操控。这例如可以用在如图8所示的制动系统中。
在此提出的、用于实施用于制动控制系统的冗余的电磁阀-线圈操控的方案特别能实现制动控制系统或制动系统的改善的且冗余的功能性。此外,这可以例如如所示出的那样用于冗余的车轮压力调制或者用于电液的线控制动功能的冗余的驾驶员分离的阀线路布置。
ECU的在此提出的模块化结构方案是特别有利的,因为实现了两个子ECU的完全电解耦,并且同时能实现在制动控制系统中的电磁阀的双重的或冗余的可操控性。此外,该结构方案也实现了在两个子ECU之间的针对湿气的隔离密封。因此,在制动控制系统中实现了高运行安全性和高冗余水平。
此外,该方案与当今在制动控制系统中常见的制造-和安装技术兼容。
要理解的是,在此分别双重描述的部件、即特别是控制单元和线圈原则上也可以三重、四重或多重地实施。例如,可以设置三个控制单元,并且相应地,也可以对于每个线圈单元设置三个线圈。在此给出的实施方式相应地并且有意义地适用。
属于本申请的权利要求不意味着放弃获得进一步的保护。
如果在该方法的过程中证明,一个特征或一组特征不是强制必需的,则在申请人方面现在已经致力于表述至少一个不再具有该特征或该组特征的独立权利要求。在此,例如可以涉及在申请日时存在的权利要求的子组合或者涉及在申请日时存在的权利要求的通过其它特征限制的子组合。这样的新表述的权利要求或特征组合理解为被本申请的公开内容一起覆盖。
此外,应当指出的是,在不同的实施方式或实施例中描述的和/或在附图中示出的本发明的设计方案、特征和变型方案能以任何方式彼此组合。单个或多个特征可以任意相互交换。由此产生的特征组合可以理解为被本申请的公开内容一起覆盖。
在从属权利要求中的引用不应理解为放弃获得对于引用的从属权利要求的特征的独立的、具体的保护。这些特征也可以任意地与其它特征组合。
仅在说明书中公开的特征或者仅在说明书中或在权利要求中结合其它特征公开的特征原则上可以具有独立的对本发明重要的意义。因此,它们也可以单个地在权利要求中采纳以区别于现有技术。
Claims (15)
1.一种阀装置(10),具有:
-一定数量的阀,
-一定数量的线圈单元(20),为每个阀分配有用于操纵阀的相应线圈单元(20),每个线圈单元(20)具有第一线圈(110)和第二线圈(210),
-第一控制单元(100),
-第二控制单元(200),
-其中,第一控制单元(100)与所有第一线圈(110)连接以操控所述第一线圈,
-其中,第二控制单元(200)与所有第二线圈(210)连接以操控所述第二线圈,
-其中,每个阀能借助于分配给所述阀的线圈单元(20)的第一线圈(110)和第二线圈(210)彼此独立地被操纵。
2.根据权利要求1所述的阀装置(10),
-其中,第一控制单元(100)和第二控制单元(200)设计为彼此冗余的和/或彼此独立的。
3.根据前述权利要求中任一项所述的阀装置(10),
-其中,第一线圈(110)与第二线圈(210)电隔离,
和/或
-其中,第一控制单元(100)与第二控制单元(200)电隔离。
4.根据前述权利要求中任一项所述的阀装置(10),
-其中,第一线圈(110)借助于触针(130)与第一控制单元(100)的第一电路板连接,
和/或
-其中,第二线圈(210)借助于触针(230)与第二控制单元(200)的第二电路板(202)连接。
5.根据前述权利要求中任一项所述的阀装置(10),
-其中,每个线圈单元(20)在相应的第一线圈(110)与相应的第二线圈(210)之间具有密封件(310)。
6.根据前述权利要求中任一项所述的阀装置(10),
-其中,每个线圈单元(20)在相应的第二线圈(210)与第二控制单元(200)和/或第一控制单元(100)之间具有密封件(320)。
7.根据前述权利要求中任一项所述的阀装置(10),
-其中,每个线圈单元(20)在相应的第二线圈(210)与同该线圈单元(20)相关联的阀或该阀的阀拱部之间具有密封件(320)。
8.根据前述权利要求中任一项所述的阀装置(10),
-其中,每个第一线圈(110)具有相应的环绕的第一线圈壳体(120),
和/或
-其中,每个第二线圈(210)具有相应的环绕的第二线圈壳体(220)。
9.根据权利要求8所述的阀装置(10),
-其中,每个第二线圈壳体(220)具有锥体(222),所述锥体用于接纳线圈单元(20)的相应的第一线圈壳体(120)。
10.根据权利要求8或9所述的阀装置(10),
-其中,每个线圈单元(20)的第一线圈壳体(120)和第二线圈壳体(220)相叠。
11.根据前述权利要求中任一项所述的阀装置(10),
-其中,第一线圈(110)不与第二控制单元(200)连接,
和/或
-其中,第二线圈(210)不与第一控制单元(100)连接。
12.根据前述权利要求中任一项所述的阀装置(10),
-其中,阀装置(10)具有多个阀。
13.一种制动系统(400、500),具有:
-根据前述权利要求中任一项所述的阀装置(10),
-一定数量的制动缸,
-其中,阀装置(10)的阀为控制液压流而从制动缸连接和/或连接到制动缸。
14.根据权利要求13所述的制动系统(400、500),
-其中,制动系统(400、500)是线控制动系统。
15.根据权利要求13或14所述的制动系统(400、500),
-所述制动系统还具有踏板模拟器(410、510),
-其中,阀装置(10)的阀为控制液压流而从踏板模拟器(410、510)连接和/或连接到踏板模拟器。
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WO2023016512A1 (zh) * | 2021-08-12 | 2023-02-16 | 芜湖伯特利汽车安全系统股份有限公司 | 具备冗余控制功能的车辆制动系统及其控制方法 |
CN114701464A (zh) * | 2022-04-27 | 2022-07-05 | 北京京深深向科技有限公司 | 一种abs系统制动冗余控制方法、装置与abs系统 |
CN114701464B (zh) * | 2022-04-27 | 2023-03-14 | 北京京深深向科技有限公司 | 一种abs系统制动冗余控制方法、装置与abs系统 |
Also Published As
Publication number | Publication date |
---|---|
EP3691940A1 (de) | 2020-08-12 |
US20200269826A1 (en) | 2020-08-27 |
DE102017217791A1 (de) | 2019-04-11 |
KR20200043475A (ko) | 2020-04-27 |
KR102349871B1 (ko) | 2022-01-10 |
EP3691940B1 (de) | 2023-07-19 |
US11685356B2 (en) | 2023-06-27 |
WO2019068501A1 (de) | 2019-04-11 |
CN111183076B (zh) | 2022-06-07 |
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