CN114312708A - 用液压的多回路-助力车辆制动设备进行的行车制动 - Google Patents

用液压的多回路-助力车辆制动设备进行的行车制动 Download PDF

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CN114312708A
CN114312708A CN202111153111.2A CN202111153111A CN114312708A CN 114312708 A CN114312708 A CN 114312708A CN 202111153111 A CN202111153111 A CN 202111153111A CN 114312708 A CN114312708 A CN 114312708A
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brake
circuit
booster
valve
pressure
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C·沃尔兹
D·弗尔奇
H·沃勒特
J·瓦格纳
M·吉斯特纳
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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
    • B60T13/74—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 electrical assistance or drive
    • B60T13/745—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 electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T7/00—Brake-action initiating means
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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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
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Abstract

本发明提出，将用于电动车或者混合动力车的液压的双回路‑助力车辆制动设备（1）的车轴的车轮制动器（2）连接到制动回路（I、II）上并且在时间错开的情况下用助力‑制动压力发生器（5）向所述两条制动回路（I、II）加载制动压力。由此，可以对所述车辆的在制动期间作为发电机来运行的电马达（23）的减速作用进行补偿。

Description

用液压的多回路-助力车辆制动设备进行的行车制动
技术领域
本发明涉及一种具有权利要求1的前序部分的特征的、用液压的多回路-助力车辆制动设备进行的行车制动、也就是通过用助力来产生液压的制动压力的方式对所述液压的多回路-助力车辆制动设备的车轮制动器进行的操纵。所述行车制动是所规定的对于车辆制动设备或者其车轮制动器的操纵。其他的制动操纵是可能的。
背景技术
国际专利申请WO 2012/150 120 A1公开了一种具有电液的助力-制动压力发生器的液压的双回路-助力车辆制动设备，所述电液的助力-制动压力发生器具有活塞-缸-单元，该活塞-缸-单元的活塞为了产生制动压力而能够借助于电马达通过丝杠传动装置在缸中移动。通过用于每条制动回路的助力阀和用于每个车轮制动器的进口阀，液压的车轮制动器被连接到助力-制动压力发生器上或者被连接到其缸上。所述车轮制动器分别通过出口阀被连接到无压力的制动液储存容器上。用所述进口阀和出口阀，可以单个地调节每个车轮制动器中的车轮制动压力。对于在助力-制动压力发生器失灵时的辅助制动来说，已知的车辆制动设备具有能用人力操纵的主制动缸，该主制动缸在行车制动的期间通过分离阀的关闭在液压方面与制动回路分开。所述主制动缸在行车制动时用作用于制动压力的定值器。
发明内容
所述用于实施按本发明的行车制动的车辆制动设备被构造为液压的多回路-助力车辆制动设备。它具有助力-制动压力发生器，两条或者更多条制动回路通过每条制动回路一个助力阀被连接到所述助力-制动压力发生器上，所述制动回路分别具有一个或者多个液压的车轮制动器。每个车轮制动器通过进口阀被连接到各自的制动回路上，并且每个车轮制动器具有出口阀，通过该出口阀能够降低车轮制动压力。所述车轮制动压力是车轮制动器中的制动压力。所述出口阀将车轮制动器比如与一个或者多个液压蓄能器或者一个或者也多个无压力的制动液储存容器连接起来，从而通过出口阀的打开能够降低所配属的车轮制动器中的车轮制动压力。
所述助力-制动压力发生器比如能够具有活塞-缸-单元，所述活塞-缸-单元的活塞为了产生制动压力而能够借助于电马达通过丝杠传动装置在所述活塞-缸-单元的缸中移动。另一种可行方案是能用电马达来驱动的、作为助力-制动压力发生器的液压泵。列举仅仅是示范性的并且不是穷举的。
为了进行按照权利要求1的特征的按本发明的行车制动，用所述助力-制动压力发生器在制动回路中产生制动压力，所述助力-制动压力发生器通过打开的进口阀并且在出口阀关闭时向这条制动回路的车轮制动器加载制动压力、即制动回路压力并且通过这种方式对其进行操纵。所述受到压力加载的制动回路的助力阀已经被打开或者被打开，其他的制动回路的助力阀已经被关闭或者被关闭。所述制动回路压力是在制动回路中存在的液压压力或者制动压力。
也能够在多条制动回路中与所述助力-制动压力发生器一起来产生所述制动回路压力。也可能的是，首先在所有制动回路中或者在多条制动回路中一起用所述助力-制动压力发生器来产生制动回路压力，并且自达到特定的制动回路压力起进一步用助力-制动压力发生器来提高一条或者多条制动回路中的制动回路压力，并且通过其他的制动回路的助力阀的关闭将所述其他的制动回路与助力-制动压力发生器分开，使得其制动回路压力不会进一步升高。
所述其他的制动回路能够没有压力并且其车轮制动器能够未被操纵或者其经受压力加载并且其车轮制动器被操纵。当在一条或者多条制动回路中用所述助力-制动压力发生器产生压力期间，所述其他的制动回路——其助力阀关闭——中的制动回路压力不能用所述助力-制动压力发生器来改变。可能的是，通过车轮制动器的出口阀的打开来降低所述其他的制动回路中的制动回路压力或者车轮制动压力并且由此降低所述车轮制动器的制动力。
从属权利要求的主题是在独立权利要求中所说明的发明的改进方案和有利的设计方案。
在每条制动回路中，能够彼此独立地在进口阀打开时通过至少一条被连接到相应的制动回路上的车轮制动器的出口阀的打开来降低所述制动回路压力。权利要求2规定用所述助力-制动压力发生器来降低一条或者多条制动回路中的制动回路压力，为此相应的制动回路的助力阀已经被打开或者被打开并且所述其他的制动回路的助力阀已经被关闭或者被关闭。所述制动回路压力能够用助力-制动压力发生器来提高、保持恒定并且降低。
按照本发明，在时间上错开的情况下用助力-制动压力发生器来产生、提高、恒定地保持并且/或者降低所述制动回路中的制动回路压力。能够与助力-制动压力发生器一起向具有相同的制动回路压力的制动回路加载制动压力。
只要所述车辆制动设备具有能用人力操纵的主制动缸，那么该主制动缸就在前面所解释的按本发明的行车制动的期间优选通过分离阀的关闭在液压方面与制动回路分开。
权利要求6规定，一车轴的车轮制动器被连接到制动回路上，从而向所述车轮制动器加载相同的制动回路压力。通过制动回路的一个或者多个车轮制动器的进口阀的关闭及其出口阀的打开，可以将其车轮制动压力降低到制动回路压力之下。用所述进口阀和出口阀比如能够进行滑转调节。
所述按本发明的行车制动尤其被设置用于电动车或者混合动力车，其电马达为了使车辆减速而作为发电机来运行。所述车辆制动设备的制动力根据所述作为发电机来运行的电马达的减速作用来降低。可以降低所述车轮制动器的制动力，所述车轮制动器的车轮为了驱动车辆而用电马达来运行并且所述车轮制动器在车辆减速时驱动着作为发电机来运行的电马达。所述车辆也能够具有一个或者多个由一个或者多个车轮来驱动的发电机。一般来说能够谈及旋转的电机，该旋转的电机能够是为了使车辆减速而作为发电机来运行的电马达或者能够是发电机。
所有在说明书和附图中所公开的特征能够单个地本身或者以原则上任意的组合在本发明的实施方式中被实现。本发明的不是具有本发明的权利要求或者实施方式的全部特征而仅仅具有其一个或多个特征的实施方式在原则上是可能的。
附图说明
下面借助于在附图中示出的实施方式对本发明进行详细解释。唯一的附图示出了用于实施按本发明的行车制动的液压的多回路-助力车辆制动设备的液压的线路图。
具体实施方式
附图示出了液压的多回路-、也就是双回路-助力车辆制动设备1，其具有两条分别带有两个液压的车轮制动器2的制动回路I、II。所述车辆制动设备1具有能用脚制动踏板以人力来操纵的双回路-主制动缸4并且具有助力-制动压力发生器5。所述两条制动回路I、II液压地并联地被连接到主制动缸4和助力-制动压力发生器5上，其中每条制动回路I、II分别通过分离阀6被连接到主制动缸4上并且分别通过助力阀7被连接到助力-制动压力发生器5上。
具有弹簧加载的活塞10的活塞-缸-单元9作为踏板行程模拟器11通过模拟器阀8被连接在所述两条制动回路之一I中、也就是被连接到所述双回路-主制动缸4的腔室上。
所述主制动缸4具有无压力的带有三个腔室的制动液储存容器12，其中所述主制动缸4的两条制动回路I、II被连接到制动液储存容器12的三个腔室中的两个腔室上。所述主制动缸4的两个腔室之一通过测试阀13、并且另一个腔室直接地被连接到制动液储存容器12上。
所述助力-制动压力发生器5具有活塞-缸-单元14，该活塞-缸-单元的活塞15为了用助力来产生制动压力而能够用电马达16通过丝杠传动装置17在该活塞-缸-单元14的缸18中移动。所述车辆制动设备1的两条制动回路I、II通过两个助力阀7被连接到助力-制动压力发生器5的缸18上。
所述助力-制动压力发生器5的活塞-缸-单元14的缸18通过能够朝缸18的方向通流的止回阀19被连接到制动液储存容器12的三个腔室之一上，并且更确切地说被连接到所述主制动缸4未与之连接的腔室上。此外，所述助力-制动压力发生器5的活塞-缸-单元14的缸18通过制动管路20在没有插入一阀的情况下直接被连接到制动液储存容器12上。所述助力-制动压力发生器5的活塞10越过这条制动管路20的孔口到达活塞-缸-单元14的缸18中，以便开始该活塞的移动，从而在操纵助力-制动压力发生器5时将该助力-制动压力发生器5的活塞-缸-单元14在液压方面与制动液储存容器12分开。
每个车轮制动器2通过进口阀21被连接到两条制动回路I、II之一上并且通过出口阀22被连接到无压力的制动液储存容器12上。
在本发明的所示出的并且所描述的实施方式中，所述分离阀、助力阀7、模拟器阀8、测试阀13、进口阀21和出口阀22是二位二通电磁阀，其中所述分离阀6、测试阀13和进口阀21在其不通电的初始位置中是打开的并且所述助力阀7、模拟器阀8和出口阀22在其不通电的初始位置中是关闭的。为了所述车轮制动器2中的车轮制动压力的更好的可调节性，所述进口阀21在本发明的所示出的并且所描述的实施方式中是连续式阀并且其他的阀6、7、8、13、22是较简单的开关阀。本发明并不排除所述阀的其他结构。连续式阀在关闭的与打开的位置之间具有连续的转变并且反之亦然，而开关阀则仅仅具有打开和关闭的这两个开关位置。连续式阀也能够被理解为具有能控制的通流截面或者能控制的流动阻力的节流阀。
一车轴的车轮制动器2分别被连接到相同的制动回路I、II上。
所述车辆制动设备1被设置用于电动车或者混合动力车、也就是被设置用于为了自身的驱动而具有一个或者多个电马达23的车辆。混合动力车具有另外的例如带有内燃机的驱动装置。所述车辆能够具有用于单个的、多个或者所有车轮的电马达23。在附图中，为每根车轴的车轮示出了电马达23。
按本发明的行车制动作为助力制动用助力-制动压力发生器5来进行。为此，用所述助力-制动压力发生器5来产生制动压力，并且通过助力阀7的打开来向制动回路、比如制动回路I加载助力-制动压力发生器5的制动压力。在所述制动回路I中存在的制动压力也被称为制动回路压力。所述进口阀21保持打开状态并且所述出口阀22保持关闭状态，从而向被连接到制动回路I上的车轮制动器2加载所述制动回路压力并且通过这种方式对其进行操纵。在所述车轮制动器2中存在的制动压力也被称为车轮制动压力。通过所述活塞15在助力-制动压力发生器5的活塞-缸-单元14的缸18中的前进移动或者后退移动，可以提高或者降低制动回路压力和车轮制动压力，在活塞15停止时所述制动回路压力和车轮制动压力保持恒定。
在另一条制动回路II中，在时间上错开的情况下以相同的方式用所述助力-制动压力发生器5来产生、提高、降低或者恒定地保持所述制动回路压力。因此，在时间上错开的情况下用所述助力-制动压力发生器5来产生、提高、降低或者恒定地保持所述制动回路I、II中的制动回路压力。也可能的是，首先同时在所述两条制动回路I、II中产生制动回路压力并且此后才在时间上错开的情况下提高、降低或者恒定地保持所述制动回路I、II中的制动回路压力。
为了使车辆减速，将所述电马达23作为用于发电的发电机来运行。因此，它们一般来说也能够被理解为旋转的电机24。根据所述电马达23的在发电机运行中的减速作用，来降低所述车轮制动器2的制动力，也就是说，产生比在没有所述电马达23的在发电机运行中的减速作用的情况下必要的制动回路压力要低的制动回路压力。因为车轴的车轮与电马达23驱动连接并且其车轮制动器2被连接到相同的制动回路I、II上，所以可以较好对所述电马达23的在发电机运行中的减速作用进行补偿。
在行车制动的期间，所述主制动缸4通过分离阀6的关闭在液压方面与制动回路I、II分开。所述主制动缸用作用于有待用助力-制动压力发生器5产生的、在两条制动回路I、II中可能不同的制动回路压力的定值器。所述模拟器阀8在行车制动中被打开，使得所述主制动缸4能够将制动液排挤到踏板行程模拟器11中并且能够在所述主制动缸4上产生活塞行程和踏板行程。
在所述助力-制动压力发生器5有故障或失灵时，能够通过对于所述主制动缸4的人力操纵来进行辅助制动，其中所述分离阀6保持打开状态并且所述助力阀7保持关闭状态。
所述进口阀19和出口阀20形成车轮制动压力调节阀装置，用其能够单个地对所述车辆制动设备1的车轮制动器2中的车轮制动压力进行车轮单独的调节。由此能够进行滑转调节。这样的滑转调节是防抱死调节、驱动滑转调节和行驶动力调节或者电子稳定性程序，其中最后的电子稳定性程序在口语中也被称为防空转调节。对于这些滑转调节来说，常用缩写ABS、ASR和FDR或者ESP。这样的滑转调节是已知的并且在这里不作详细解释。也能够用所述助力-制动压力发生器5一根轴一根轴地进行滑转调节。
通过车轮制动器2的进口阀21的关闭和其出口阀22的打开，可以将这个车轮制动器2中的车轮制动压力降低到这个车轮制动器2所连接的制动回路I、II的制动回路压力之下。
在按本发明的行车制动的期间，能够关闭下述制动回路I、II的进口阀21——该制动回路通过其助力阀7的关闭而在液压方面与助力-制动压力发生器5分开——以用于避免这条制动回路I、II的车轮制动器2中的车轮制动压力的提高，如果所述关闭的助力阀7没有绝对密封地关闭的话。

Claims (7)

1.用液压的多回路-助力车辆制动设备进行的行车制动，其中所述车辆制动设备（1）具有至少两条制动回路（I、II）；助力-制动压力发生器（5），每条制动回路（I、II）分别通过助力阀（7）被连接到所述助力-制动压力发生器（5）上；并且在每条制动回路（I、II）中具有至少一个液压的车轮制动器（2），每个所述车轮制动器通过进口阀（21）被连接到所述制动回路（I、II）上，其中所述车轮制动器（2）中的车轮制动压力能够通过出口阀（22）的打开来降低，朝每个车轮制动器（2）都连接有所述出口阀（22）中一个出口阀，其特征在于，用所述助力-制动压力发生器（5）来产生制动回路（I、II）中的制动回路压力，为此将相应的制动回路（I、II）的助力阀（7）打开并且将另一条制动回路（II、I）的助力阀（7）关闭。
2.根据权利要求1所述的行车制动，其特征在于，用所述助力-制动压力发生器（5）来降低制动回路（I、II）中的制动回路压力，为此打开相应的制动回路（I、II）的助力阀（7）并且关闭另一条制动回路（II、I）的助力阀（7）。
3.根据权利要求1或2所述的行车制动，其特征在于，在时间上错开的情况下用所述助力-制动压力发生器（5）来产生所述制动回路（I、II）中的制动回路压力。
4.根据权利要求1到3中的一项或多项所述的行车制动，其特征在于，所述进口阀（21）是连续式阀，并且/或者所述出口阀（22）和/或所述助力阀（7）是开关阀。
5.根据前述权利要求中的一项或多项所述的行车制动，其特征在于，所述车辆制动设备具有用于辅助制动的能用人力操纵的主制动缸（4），所述制动回路（I、II）分别通过分离阀（6）被连接到所述主制动缸（4）上，所述制动回路（I、II）在行车制动的期间被关闭。
6.根据前述权利要求中的一项或多项所述的行车制动，其特征在于，车轴的车轮制动器（2）被连接到制动回路（I、II）上，并且/或者不同的车轴的车轮制动器（2）被连接到不同的制动回路（I、II）上。
7.根据前述权利要求中的一项或多项所述的行车制动，其特征在于，配备有所述车辆制动设备（1）的车辆具有旋转的电机（24），该电机能够由车轮来驱动并且该电机为了使车辆减速而作为发电机来运行。
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