DE4134471A1 - CURRENT CONTROL VALVE FOR A BLOCK-PROTECTED HYDRAULIC BRAKE SYSTEM - Google Patents

Abstract

Described is a flow-control valve for an anti-blocking hydraulic brake system, the valve comprising a choke of constant cross-section (metering orifice 35) and a choke of variable cross-section (differential pressure controller 23, 37). The cross-section of the differential pressure controller is determined by the pressure drop across the metering orifice (35). The metering orifice takes the form of an interface between a channel (33) of small cross-section and a channel (34) of larger cross-section. At the interface between the two channels, the change in cross-section is preferably step-like. When fluid flows through the channels (33, 34), turbulence occurs in the interface zone (35), this turbulence reducing the effective cross-section of the laminar-flow region, thus producing a throttle action.

Description

The invention relates to a flow control valve for a anti-lock hydraulic brake system consisting of a choke of constant cross-section (orifice plate) and one Throttle of variable cross-section (differential pressure regulator), the cross section of the differential pressure regulator being determined is the pressure drop across the orifice.

Such a flow control valve installed in a block protected hydraulic brake system, for example, is off EP A1-3 44 544 known.

The orifice is a cross-sectional constriction in a longitudinal bore shown constant cross-section.

Such orifices with a short throttle section are very easily clogged by dirt particles in the pressure medium.

Orifices with a long throttle section are also known (so-called laminar chokes). Such chokes have the disadvantage that the connection between pressure differences limit and flow rate dependent on viscosity and thus temperature pending.

The invention is therefore based on the task of a throttle con to create a constant cross-section that is independent of viscosity  works, is easy to manufacture and does not pollute gen tends.

The object is achieved in that the orifice plate by the Transition between a channel of smaller cross-section to egg a larger cross-section channel is formed.

The transition is advantageously stepped forms and the two channels are as coaxial bores educated.

The throttling effect arises through the swirling of the Pressure medium in the transition area, the turbulence limit the laminar flow spatially. In this way the effective cross-section of the flow is reduced.

Since the channel itself does not have a narrow cross section, no pollution effects occur.

The throttle is easy to manufacture because there are only two holes different diameters need to be set.

Because the turbulence only in the immediate transition area between the channel smaller and the channel larger cross takes place, they look like an aperture with a short Throttle section. The throttling effect is therefore viscous independent of temperature and temperature.

Usually the channel with the smaller cross section opens into an inlet space and the channel of larger cross section in an outlet space, the pressure drop between the A let and the outlet space as a control variable for the difference pressure regulator works. The supply of pressure medium to the transition  area takes place via a cross hole that is directly in the channel of smaller cross section opens.

The throttle according to the invention is advantageously in a longitudinal bore represented by a piston, the Piston has an annular groove with a housing finally works together. The housing connection is at Ver push the piston partially locked. The cross mentioned bore is small between the groove and the channel ren cross-section.

The following is based on several embodiments Idea explained.

The throttle shape claimed can be different Use types of flow control valves. Is pictured also the classification of the flow control valve in a block protected braking system.

The brake system shown in Fig. 1 consists of a master cylinder 1 , to which two brake circuits I, II are connected. The master cylinder 1 is of a conventional type and therefore need not be explained in more detail. The distribution of the wheel brakes on the brake circuits I, II is arbitrary, or corresponds to one of the common variants. Therefore, only one brake circuit is shown below, the second brake circuit being constructed accordingly. A wheel brake 3 is connected via a brake line 2 to the master cylinder 1 . It is also connected to a low-pressure accumulator 6 via a return line 4 , into which a proportional pressure relief valve 5 is inserted. A pump 7 delivers from the low-pressure accumulator 6 via a pressure line 8 into the brake line 2 immediately below the master cylinder. In order to prevent pressure surges in the pressure line 8 , a high-pressure accumulator as a damping accumulator 9 and a throttle 10 are provided. A check valve 11 prevents the damping accumulator 9 from being filled during normal braking. The brake line 2 has a Stromre gelventil 20 , which will be explained in more detail below.

A piston 22 is guided in a sealing manner in a housing 21 with a longitudinal bore closed off on both sides. The housing has four connections 23, 24, 25, 26 . The first connection 23 is connected to the master cylinder 1 , the second and third connections 24 , 25 are connected to the wheel brake 3 , the fourth connection 26 leads to the proportional pressure relief valve 5 . A spring 27 , which is supported on the one hand on the housing 21 and on the other hand on an end face of the piston 22 , holds the piston in a basic position. The piston 22 divides the housing bore into two chambers, namely an outlet chamber 28 and an inlet chamber 29 . In the basic position of the piston 22 , the inlet chamber 29 has its smallest and the outlet chamber 28 its largest volume. The two chambers 28 , 29 are connected to one another by means of a longitudinal bore 30 through the axis of the piston 22 . The piston has on its outer surface two annular grooves 31 , 32 , which are characterized in the fol lowing as inlet ring groove 31 and outlet ring groove 32 be. The already mentioned longitudinal bore 30 consists of two bore sections 33 , 34 , the first drilling section 33 having a smaller diameter and the second bore section 34 having a larger diameter. The first bore section opens into the inlet chamber 29 while the second bore section merges into the outlet chamber 28 . The transition between the first bore section 33 and the second bore section 34 takes place in steps. This means that the annular surface in the transition region 35 is perpendicular to the longitudinal axis of the bore 30 . If a pressure medium flows through the bore 30 from the inlet chamber 29 to the outlet chamber 28 , a swirl takes place in the step-like transition region 35 , which leads to a defined pressure drop between the inlet chamber 29 and the outlet chamber 28 depending on the flow rate. The transition 35 thus acts as a metering orifice for the Stromre gelventil 20th

The inlet groove 31 is connected via one or more transverse bores 36 to the first bore section 33 of smaller diameter. The transverse bores 36 can be aligned perpendicular to the axis of the piston or, as shown in FIG. 1, have a slight inclination with respect to the axis.

The inlet groove 31 is now arranged so that in the basic position of the piston 22 both the first port 23 and the second port 24 open with their full cross section in the inlet groove 31 . Therefore, there is a direct connection between the master cylinder 1 and the wheel brake 3 without a cross-sectional constriction.

The outlet groove 32 , which is connected via a transverse bore with the drilling section 34 of larger cross section, has no connection to egg nem of the connections in the basic position of the piston 22 . If the piston 22 is now moved due to a pressure drop between the inlet chamber 29 and the outlet chamber 28 against the force of the spring 27 , the control edge 37 , which closes the inlet groove 31 , reaches in full overlap with the second outlet 24 , so that this is locked. Since the first terminal 23 ge genüber the second terminal 24 displaced, the first terminal 23 for blocking the second port 24 is still open to some extent. By locking the second port 24 ge reaches the outlet groove 32 in the coverage area of the third port 25 , so that now a connection between the wheel brake 3 and the fourth outlet 26 to the proportional pressure relief valve 5 exists. The connection between the first port 23 and the inlet groove 31 is now more or less constricted depending on the position of the piston 22 . This results in the function of a differential pressure regulator. The position of the piston 22 be determined in turn from the pressure drop between the chambers 28 and 29 , which occurs due to a pressure drop in the flowing medium at the transition region 35 . Metering orifice and differential pressure transmitter together result in the function of a flow control valve, so that a constant pressure medium flow is always set regardless of the pressure drop.

Another important element of the brake system is the outlet or the proportional pressure relief valve 5 .

It takes the place of an electromagnetically operated 2/2-way valve that knows two switch positions, namely the open and the closed position. The actuation magnet of such a directional control valve is controlled via a pulse-width modulated signal, the ratio of opening times to closing times being changed. The ratio determines the flow rate per unit of time. In contrast, a spring-loaded closing body is provided in a proportional pressure limiting valve, which is exposed to the pressure at the inlet side of the valve, in the present case this is the pressure at the fourth port 26 . When the pressure is able to overcome the spring force, the valve opens and allows pressure medium to drain until the pressure at the inlet drops below the set opening pressure. If the closing body is now simultaneously exposed to a magnetic force that counteracts the spring force, any opening pressure can be set by changing the magnetic force.

Magnets that have a magnetic force proportional to the electrical Setting the current is called proportional magnets.

The execution of a proportional pressure relief valve is shown in FIG. 2. In the lower part you can see egg NEN valve seat 40 , a space below the valve seat 40 to the fourth port 26 and thus leads to the wheel brake and a space above the valve seat with the Niederdruckspei cher 6 is connected. On the valve seat there is a spherical valve body 41 which is connected to a tappet 42 . The plunger 42 is guided centrally through a piston-shaped armature 43 and connected to it. Above the armature 43 , a pole core 44 is arranged with a recess into which the armature 43 is immersed. There is an axial distance between the armature 43 and the pole core 44 ; a radial Ab stood between the armature 43 and the edge of the recess. Furthermore, a spring 45 is provided, which is supported on the one hand on the pole core and on the other hand on the armature.

The armature is surrounded by a guide sleeve 47 , a radial gap being provided between the armature 43 and the guide sleeve 47 . A gap 48 also exists between the pole core 44 and the guide sleeve 47 . A coil 46 surrounds the pole core 44 and the armature 43 and the guide sleeve 47 .

The spring 45 now holds the valve body 41 on the valve seat 40 , so that the connection between the connection 26 and the low-pressure accumulator 6 is interrupted. The spring force is set so that the maximum achievable brake pressure is not able to lift the valve body 41 from the valve seat 40 .

If the coil is now connected to a power generation system, the current flowing through the coil 46 causes a magnetic flux through the armature 43 . The generated magnetic force pulls the armature 43 into the coil system, whereby a force independent of the stroke can be set by the correct coordination of the axial air gap to the radial air gap. The force acting on the armature 43 then depends only on the current strength with which the coil 46 is struck. The technique of proportional magnets is well known and need not be explained further here. To supply the coil 46 with a constant current, a voltage-current converter can be provided, which serves as a power amplifier and impresses a current proportional to the input voltage to the magnet. A circuit is also conceivable that generates a constant current on the basis of pulse-width modulated voltage signals.

The brake system described in Figures 1 and 2 operates as follows:

Braking is initiated by depressing the symbolically indicated pedal. Pressure medium flows from the Hauptzy cylinder 1 via the connection 23, the inlet groove 31 and the two-th connection 24 to the wheel brake 3rd This builds up pressure in the brake circuit, which leads to wheel deceleration and ultimately to vehicle deceleration.

The turning behavior of the wheel is monitored during braking by sensors, not shown. Recognizes the closed electronics that there is a risk that the wheel is blocked, it generates a current or voltage signal for the proportional pressure relief valve 5 and puts the pump 7 into operation.

The opening pressure of valve 5 is reduced and is now below the current brake pressure.

The pressure medium flowing out of the outlet chamber 28 allows pressure medium to flow in from the inlet chamber 29 or from the wheel brake 3 . The pressure drop occurring at the transition region 35 causes the piston 22 to move, so that, as already explained, the second connection 24 is blocked and the third connection 25 is opened. The wheel brake 3 is now connected to the bore region 34 downstream of the transition region 35 . The connection 23 is throttled by the control edge 37 to such an extent that, in conjunction with the pressure drop at the transition region 35, a constant pressure medium flow from the connection 23 to the connection 25 or 26 is established.

With the proportional pressure relief valve 5 , a pressure can now be set in the wheel brake 3 , which is proportional to the strength of the current through the solenoid 46 . The se is now set so that the wheel has a slip, which makes it possible to transmit both maximum longitudinal forces and cornering forces on the wheel. The pressure medium flowing off via the proportional pressure relief valve 5 is taken up by the low-pressure accumulator 6 and passed back into the brake circuit by the pump 7 .

Since the signal for the proportional pressure relief valve 5 is proportional to the pressure in the wheel brake, a learning circuit can be installed in the evaluation unit, which leads to an improvement in the control quality. The speed of the pressure reduction or build-up can now be caused by a correspondingly slow or fast coil current change, so that any pressure reduction or build-up gradient can be set.

The use of a proportional pressure relief valve 5 can be transferred to any type of anti-lock brake systems. In combination with a flow control valve, however, there are special advantages.

The embodiment according to FIG. 3 shows a somewhat different shape for the flow control valve 20 . Otherwise, the structure of the brake system is identical to that of FIG. 1, so that an explanation of the system is omitted here.

The flow control valve 20 of FIG. 1 is designed so that in the control position of the piston 22, the wheel brake 3 below half of the transition area 35 , that is, between the transition area 35 and the fourth port 26 , connects. The flow control valve 20 shown in FIG. 3 is now constructed so that the wheel brake, even if the piston 22 moves into the Regelpo position, the wheel brake is connected above the transition region 35 . For this purpose, an annular groove 50 is hen hen, which is connected via a transverse bore 51 to the first region 33 of the longitudinal bore in the piston 22 . The wheel brake 3 is constantly connected to the annular groove 50 via a wheel brake connection 52 , regardless of the position of the piston 22 . The inlet groove 31 now has no direct Verbin dung more to the wheel brake, but is used with the help of their STEU erkante 37 only to the first terminal of clauses 23 to Dros.

FIG. 4 corresponds to FIG. 3, in which, in contrast to FIG. 3, an aperture 55 is provided instead of a sudden cross-sectional expansion. Here, “aperture” is understood to mean an abrupt cross-sectional constriction followed by an abrupt cross-sectional widening, the length over which the cross-sectional constriction is present being relatively small.

A pressure change as a function of the flow velocity takes place both at the orifice 55 and at the cross-sectional enlargement 35 . Both have the function of a measuring orifice for the flow control valve 20 .

Fig. 4 also shows a bypass line 56 with a check valve 57. This is a measure with which to ensure that the pressure in the wheel brake 3 is limited to the master cylinder pressure. In addition, it is achieved that the throttle 58 is not effective when the pressure is reduced. This measure can be used with all brake systems that are presented in this application. In the other figures, a special representation has been omitted for the sake of clarity. The same applies to an additional throttle 58 at the first connection 23 in order to ensure a limitation of the pressure build-up gradient in the case of a normal braking solution.

As already explained in the embodiment according to FIGS . 1 and 3, a constant pressure medium flow is established at the flow control valve during brake slip control. However, since the wheel brake always connects above the orifice plate, the following advantages result. The current flowing through the pressure limiting valve 5 is composed of the pressure medium flow originating from the master cylinder 1 or the pump 7 , and the pressure medium flow from the wheel brake 3 . The pressure medium flow 3 from the wheel brake is therefore not superimposed on the current set by the flow control valve, but is part of the regulated pressure medium flow. This means that less pressure medium must flow in and less pressure medium must flow through the proportional valve. The intended opening cross sections on the proportional valve can be chosen smaller and the performance of the pump can be reduced.

Particular advantages result from the fact that with a rapid pressure reduction, the piston 22 is pushed so far to the left that the connection 23 is completely closed. As a result, no pressure medium can flow in, so that the pressure in the wheel brake drops rapidly. On the other hand, when the pressure builds up rapidly, the piston 22 is pushed so far to the right that the connection 23 is no longer throttled, so that pressure medium can flow in unhindered.

There is therefore an increased Druckmit telstrom at the first connection 23 during pressure build-up, so that a rapid pressure build-up can take place.

With the help of the proportional pressure relief valve 5 , any pressure can now be set in the wheel brake.

In the following FIGS. 5 and 6 will be described. The brake systems or flow control valves 20 shown there are largely identical to the embodiments according to FIGS. 1, 3 and 4. In the following, therefore, only the differences are shown.

There is again a piston 22 which slides in a Ge housing bore and with its end faces from a lasskammer 28 and an inlet chamber 29 limited. The two chambers are connected to one another by a central longitudinal bore 30 . The longitudinal bore 30 either has a transition region 35 , as shown in Fig. 5, or a Blen de 55 , as shown in Fig. 6.

The connection of the wheel brake 3 is based either on the embodiment according to FIG. 1 or on the embodiment according to FIG. 3.

Fig. 4 is based on Fig. 1, ie the wheel brake has two connections 24 , 25 which are switched over as soon as the piston 22 leaves its basic position and is shifted into the control position. In the basic position, the wheel brake 3 is connected to the bore section 33 above the transition region 35 or the aperture 55 and in the control position to the bore portion 34 below the transition region 35 or the aperture 55 .

The embodiment of Fig. 6 based on the exporting tion according to Fig. 3. The wheel brake has a single on-circuit 52 which always cut regardless of whether the piston is in the initial or regulating position 22 to the rate from the Longitudinal bore 30 is connected, which is arranged above the transition region 35 , or the aperture 55 .

The difference from the previous embodiments is that the first port 23 is divided into a master cylinder port 64 and a pump port 63 . The master cylinder port 64 is only connected to the master cylinder 1 , while the pump port 63 is connected to the pump 7 . The connections 63 , 64 correspond to annular grooves 60 , 61 in the outer surface of the piston 22 , which in turn are connected to the bore 30 above the transition region 35 or the diaphragm 55 via transverse bores. The grooves 60 , 61 are separated from one another by a web 62 . In the basic position of the piston 22 , the master cylinder circuit 64 is connected to the first groove 60 , while the pump connection 63 is closed by the web 62 .

If the piston 22 is pushed to the left during a brake pressure control as shown, the web 62 closes the master cylinder connection 64 while the web 65 , which delimits the other side of the second groove 61 , partially closes the pump connection 63 .

During a regulation, the master cylinder is thus decoupled from the brake circuit and only the pressure medium flow, which originates from the pump 7 , is regulated at the connection 63 .

The advantages that have been described for FIG. 4 also result in this embodiment. With a quick pressure reduction, both connections 63 , 64 are blocked. In a ra pressure build-up port 64 is released unthrottled.

The decoupling of the master cylinder is not completely dig. If the delivery rate of the pump 7 is reduced because there is not enough pressure medium available on its suction side, this leads to a reduction in the pressure drop at the transition region 35 or at the orifice 55 . The piston moves to the right as shown and releases the master cylinder connection 64 so that additional pressure medium can now flow from the master cylinder and the current quantity balance is balanced.

In the event that the pump delivers more than can flow into the flow control valve via the connection 63 , a direct line 66 is provided which connects the pressure side of the pump 7 to the master cylinder. This line connects to a memory 67 and has a check valve 68 . The valve body of the valve 68 is connected to the piston of the SpeI chers 67 , so that from a certain fill level of the memory, the shut-off valve 68 opens and the Druckmittelmen ge, which is not absorbed by the memory flows to the Hauptzylin. The holding volume of the accumulator 67 need not be very large, since it only serves to hold excess pressure medium which would generate pressure peaks due to pump pulsation.

By separating the master cylinder and pump, the master cylinder and pump each having a connection to the flow control valve 20 , the repercussions of the control processes on the pedal are reduced. During a brake pressure control, the pedal essentially maintains the position it was in at the start of the control. The effect is called a "quiet pedal".

As already explained, the embodiment according to FIG. 6 corresponds to the embodiment according to FIG. 5, it also has a master cylinder connection 64 and a pump connection 63 .

Instead of a transition region 35 , an aperture 55 is provided in the bore 30 .

The wheel brake is always connected above the transition area 35 or the aperture 55 .

In Figs. 7 and 8 show another idea is Untitled into account, which will be explained in the following. The Grundge thank you is that the metering orifice is formed from two single sheets, the connection of the wheel brake being in the control position of the piston 22 between the two orifices.

The structure of the brake system according to FIGS. 7 and 8 corresponds to the structure of the brake system according to FIGS. 1 and 3.

A piston 22 is sealingly guided in a bore and separates the inlet chamber 29 and outlet chamber 28 from one another. The longitudinal bore 30 has two measuring diaphragms, namely a first diaphragm 70 and a second diaphragm 71 . According to the embodiment according to FIG. 7, the first diaphragm is implemented as a sudden expansion, similar to the illustration in FIG. 1, and the second diaphragm as a cross-sectional constriction, similar to the illustration in FIG. 6.

In FIG. 8, both panels are shown as cross-sectional constrictions. Other combinations are possible.

In Fig. 7, the wheel brake has two connections 24 , 25 , wherein in the basic position of the piston, the connection 24 is connected to the bore area above the second orifice and in the control position, the wheel brake with the loading area between the first and second orifices is connected.

In Fig. 8, only a connection for the wheel brake is provided, which is connected to the area of the bore 30 between the two diaphragms regardless of the position of the piston 22 .

The flow control valve 20 is each provided with a first circuit 23 to which both the master cylinder and the pump connect. In the embodiments according to FIGS. 7 and 8, of course, also a dual port may be provided, such as 5 and 6 described in Fig..

Any shape that is in this application has been shown. So for example game also two abrupt extensions are provided.

Using two orifices gives the following Functionality.

When pressure is reduced, pressure medium flows out of the outlet chamber 28 , which is essentially replaced with pressure medium from the wheel brake. A flow from the inlet chamber 29 is prevented by the second orifice 71 . This results in a relatively large pressure drop between the chambers 28 and 29 , whereby the piston 22 is displaced and the first circuit 23 is closed. In the pressure reduction phase, therefore, little pressure medium can flow in via the first connection 23 , so that the pressure reduction can take place relatively quickly. Via the pressure relief valve 5 , therefore, only the quantity of pressure medium that results from the wheel brake needs to flow off.

The reverse is true for pressure build-up. The pressure relief valve 5 is set to a higher pressure. This is effective in the outlet chamber 28 and urges the piston 22 to the right, whereby the first port 23 is fully opened. Pressure medium can now flow into the wheel brake via the second orifice 71 . Since the pressure reduction in the wheel brake does not take effect immediately in the outlet chamber 28 , the piston 22 remains in a position in which the connection 23 is open, so that a rapid pressure build-up can take place. The pressure build-up gradient is only determined by the dimensioning of the second orifice 71 .

Another idea that can be combined with all flow control valves of the previous figures is shown in FIGS. 9 and 10. The flow control valve 20 contains, as already explained in detail, a piston 22 , which will be referred to as flow control valve piston in the following. A holding piston 80 is arranged in the same bore. This is supported on the flow control valve piston 22 . A spring is provided between the pistons, which corresponds to the effect of the spring 27 according to FIG. 1. Between the bottom of the housing bore and the holding piston 80 , a further spring 81 is provided, which holds the holding piston 80 in Anla ge to the flow control valve piston 22 . The housing bore thus has three chambers, an inlet chamber 29 , which is delimited by the flow control valve piston 22 , an intermediate chamber 82 between the pistons and an outlet chamber 28 , delimited by the holding piston 80 . The master cylinder or the pump connects to the inlet chamber 29 via a connection 23 . The second connection 24 opens into the intermediate chamber 82 , a third connection 25 can be connected to the outlet chamber 28 . This in turn is connected to the outlet valve 5 via a fourth connection 26 . In the basic position shown, the holding piston 80 holds the third port 25 ge blocked. If the holding piston 80 is displaced against the force of the spring 81 , the third connection 25 is connected to the outlet chamber 28 via a channel system 83 in the holding piston 80 .

The flow control valve piston 22 has, as already explained, either a cross-sectional constriction ( FIG. 9) or a spontaneous cross-sectional expansion ( FIG. 10).

Upon displacement of the flow control valve piston 22 of Figure 9, the second terminal 24 of the first terminal is in accordance. Constricted to the wheel brake by the piston 22, while known in the Fig. 10, as already in the previous embodiments, is pinched off 23rd

The use of a holding piston 80 makes particular sense if the pressure build-up takes place through the measuring orifice of the flow control valve during normal braking. When the master cylinder is actuated, a pressure drop can be set on the fixed orifice, the flow regulating valve being activated in an unintended manner. By the spring-loaded holding piston, however, the flow control valve piston 22 is held in its basic position, so that it cannot take up its control function.

In a control system, however, as already explained, the outlet valve or the proportional pressure relief valve 5 opens, so that 28 pressure medium can flow out of the outlet chamber. The spring 27 presses the holding piston according to the presen- tation to the left, the connection between the third port 25 and the fourth port 26 being opened. The wheel brake is now in direct connection with the proportional pressure valve 5 . The holding piston 80 has detached from the flow control valve piston 22 so that it can perform its functional function.

The holding piston 80 remains in its shifted position for the entire duration of the re regulation. When the regulation ends, it returns to its starting position, pressure medium flowing into the chamber 28 via small leaks in the piston seal of the holding piston 80 . If necessary, it can be provided that the proportional pressure limiting valve 5 is opened briefly.

The embodiment of FIG. 11 also knows a flow control valve 20 which is ge ineffective during normal braking is provides. For this purpose, a holding piston 80 is provided, which delimits the outlet space 28 with its one end face and the inlet space 29 with its end face. The connection between the third connection 25 and the outlet chamber 28 he follows via a seat valve 90 which is actuated via a plunger 91 on the holding piston 80 . If the pressure in the outlet space 28 is reduced by opening the proportional pressure relief valve 5 , the master cylinder pressure drives the holding piston 80 to the left against the force of a spring as shown, the valve 90 being opened and a direct connection between the wheel brake and the proportional pressure relief valve 5 will be produced.

The flow control valve piston 22 adjoins the inlet chamber 29 and, with its other end face, delimits a further chamber 92 which is connected to the wheel brake via a second connection 24 . The piston 22 has a central bore on which a valve ball 93 can be placed. The sealing seat has a notch or recess 94 which, if the valve ball 93 is seated on the valve seat, permits a throttled flow connection between the inlet chamber 29 and the further chamber 92 . The notch 94 forms the orifice.

The piston 22 is movable against the force of a spring and closes the second connection 24 . Piston 22 and circuit 24 form the differential pressure regulator. A current control function results.

The holding piston 80 is now seen with a further plunger 96 ver, which can be applied to the valve ball 93 . In the basic position of the flow control valve piston 22 and in the rest position of the holding piston 80 , the further plunger 96 holds the valve ball 93 from the valve seat, so that an uncirculated connection is possible through said bore.

Moves the holding piston 80 from the rest position, so the valve ball 93 sits on the valve seat, so that the notch 94 is effective and the current control function can be set.

In Fig. 12, a brake system is shown again, which includes a flow control valve. The flow control valve speaks the representation of FIG. 9, but it can be used any flow control valve of the previous figures. It is important that a first check valve 100 is inserted in the brake line, namely between the master cylinder 1 and the confluence of the pressure line 8 in the brake line, which blocks towards the master cylinder. A second Rückschlagven valve 101 connects the wheel brake to the master cylinder 1 , where the check valve opens to the master cylinder. A high-pressure accumulator 9 connects to the pressure line 8 . The water is, as in Fig. 1, secured by a check valve 11 ge, so that the high pressure accumulator is not filled during normal braking.

Through the flow control valve 20 , a constant Druckmit telstrom is set, which is supplied by the pump. Since this is generally a rotary piston pump, the delivery rate is subject to slight fluctuations, so that pressure peaks cannot be avoided. These should be intercepted by the high-pressure accumulator 9 . The check valve 100 prevents pressure medium from the pump from entering the master cylinder, so that the pedal remains calm during re regulation. See also explanation of FIGS. 5 and 6. The high-pressure accumulator can be provided with a Sperrven valve 68 , which opens a direct line 66 to the master cylinder. The valve 68 is actuated by the piston of the high-pressure accumulator, so that when the high-pressure accumulator has reached a certain filling volume, the direct line is opened. This has the advantage that the maximum recording volume of the memory can be kept low, since excess pressure medium gets into the master cylinder.

During normal braking, the pressure build-up takes place via the first check valve 100 and the pressure reduction takes place via the second check valve 101 .

With the check valve 68 thus results in a pressure limiting function. The pressure in line 8 is limited to the value at which valve 68 opens.

If such a valve is not provided, the However, pressure does not rise arbitrarily, as it grows Pressure the pump output drops until it reaches a value has reached that of the flow rate of the flow control valve corresponds.

All embodiments are shown with a proportional pressure relief valve 5 in the outlet line. With this pressure relief valve, a steady flow of pressure medium can be set. In combination with a flow control valve in the inflow, this results in a low-vibration control behavior and overall a low-noise system. In principle, however, the proportional pressure relief valve can be replaced by a 2/2-way solenoid valve that is controlled in a pulse-width-modulated manner.

The improved noise behavior, which is achieved by the combination of a proportional pressure relief valve with a flow control valve, can be further improved by the measure according to FIG. 12, while at the same time a quiet pedal behavior is achieved during a control.

Reference list

1 master cylinder
2 brake line
3 wheel brake
4 return line
5 Proportional pressure relief valve
6 low pressure accumulators
7 pump
8 pressure line
9 damping memory
10 choke
11 check valve

20 flow control valve
21 housing
22 pistons
23 first connection
24 second connection
25 third connection
26 fourth connection
27 spring
28 outlet chamber
29 inlet chamber
30 longitudinal bore
31 inlet ring groove
32 exhaust ring groove
33 first bore section
34 second bore section
35 transition area
36 cross hole
37 control edge

40 valve seat
41 valve body
42 plungers
43 anchors
44 pole core
45 spring
46 spool
47 guide sleeve
48 gap

50 ring groove
51 cross hole
52 Wheel brake connection

55 aperture
56 bypass line
57 check valve
58 throttle

60 ring groove
61 ring groove
62 footbridge
63 Pump connection
64 master cylinder connection
65 footbridge

66 direct line
67 high pressure accumulators
68 check valve
70 first aperture
71 second aperture

80 holding pistons
81 spring
82 intermediate chamber
83 channel system

90 seat valve
91 plungers
92 chamber
93 valve ball
94 notch
96 plungers

100 check valve
101 check valve

Claims (4)

1. flow control valve for an anti-lock hydraulic cal brake system consisting of a throttle constant cross-section (orifice plate) and a throttle variable cross-section (differential pressure controller), the cross section of the differential pressure regulator being determined by the pressure drop across the orifice plate, characterized in that the orifice plate is shown from the transition ( 35 ) between a channel ( 33 ) with a smaller cross section and a channel ( 34 ) with a larger cross section. 2. Flow control valve according to claim 1, characterized records that the transition is gradual. 3. Flow control valve according to claim 1 or 2, characterized in that the channels ( 33 , 34 ) are designed as coaxial bores. 4. Flow control valve according to one of the preceding claims, characterized in that the channel ( 33 ) having a smaller cross section is connected to an inlet space ( 29 ) and the channel ( 34 ) having a larger cross section to an outlet space ( 28 ), the pressure difference being in the serves as control pressure for the dif ferential pressure regulator ( 23 , 31 , 37 ), and that the supply of pressure medium to the orifice plate is via a transverse bore ( 35 ) which opens directly into the channel ( 33 ) of smaller cross-section.