EP0796186A1 - Soupape a commande electromagnetique, notamment pour systemes de freinage antipatinage de vehicules a moteur - Google Patents

Soupape a commande electromagnetique, notamment pour systemes de freinage antipatinage de vehicules a moteur

Info

Publication number
EP0796186A1
EP0796186A1 EP95937780A EP95937780A EP0796186A1 EP 0796186 A1 EP0796186 A1 EP 0796186A1 EP 95937780 A EP95937780 A EP 95937780A EP 95937780 A EP95937780 A EP 95937780A EP 0796186 A1 EP0796186 A1 EP 0796186A1
Authority
EP
European Patent Office
Prior art keywords
valve
seat
magnet armature
chamber
pressure medium
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP95937780A
Other languages
German (de)
English (en)
Inventor
Johann Herr
Klaus Heyer
Günther HOHL
Uwe Breithaupt
Massimo Ambrosi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0796186A1 publication Critical patent/EP0796186A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B60T8/32—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
    • 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
    • B60T8/50—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 having means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5018—Pressure reapplication using restrictions
    • B60T8/5025—Pressure reapplication using restrictions in hydraulic brake systems
    • 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
    • B60T8/32—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
    • 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
    • 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
    • B60T8/32—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
    • 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
    • B60T8/50—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 having means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5012—Pressure reapplication using a plurality of valves in parallel

Definitions

  • Electromagnetically actuated valve in particular for slip-controlled hydraulic brake systems in motor vehicles
  • the invention is based on an electromagnetically actuated valve, in particular for slip-controlled hydraulic brake systems in motor vehicles, according to the preamble of claim 1.
  • Such a valve is known from DE 39 34 771 Cl, Figure 3. It has a control piston which is arranged in the valve dome and forms a stop for the magnet armature and which is guided in a longitudinally displaceable manner on a pin which starts from the valve body and penetrates the valve tappet pressed into the magnet armature.
  • the control piston with its base facing away from the anchor, delimits a control chamber which is formed in the valve dome and serves as a cylinder for the piston and which is connected to the pressure medium inlet of the known valve by a pressure medium channel penetrating the pin and the control piston at the same axis.
  • This mode of operation of the known valve can be used in slip-controlled hydraulic brake systems in which the pressure medium inlet is connected to the master brake cylinder and the pressure medium outlet is connected to a wheel brake cylinder.
  • the valve is switched into its closed position by energizing the solenoid coil and, when the pressure in the wheel brake cylinder is reduced, a pressure gradient of sufficient height is generated between the pressure medium inlet and the pressure medium outlet, this causes the above-described displacement of the control piston with the result that When opening the valve, the above-mentioned throttling of the flow cross-section takes effect as long as the pressure difference between the inlet and outlet exists.
  • the reduction in the flow cross-section has a favorable effect on the control quality and the noise behavior of the brake system due to the reduced pressure gradient in the pressure build-up of a brake slip control following a pressure reduction.
  • the full flow cross-section of the valve is available, which promotes a desired short response time of the brake system when the brake is applied.
  • the known valve is problematic in terms of production technology if it is taken into account that only very small amounts of pressure medium are displaced in modern slip-controlled hydraulic brake systems, in particular of passenger cars, which require valves of a size which is only about a fifth of the dimensions of that valve from the publication cited at the beginning corresponds. Accordingly, it is difficult to the pressure medium channel in the guide pin made of a metallic material for the magnet armature to produce by machining. In addition, a further machining operation is required in order to generate the valve sub-chamber acting as storage space by opening the guide pin on the valve seat side. Finally, the known valve is also expensive in that the valve tappet requires a gap seal on the guide pin in order to maintain the pressure balance of the magnet armature.
  • the valve according to the invention with the characterizing features of claim 1 has the advantage that the magnet armature and the valve tappet are separate and thus mutually angularly movable components, but nevertheless a reliable transmission of the pressure through the first pressure medium channel into the control chamber remote from the locking member is ensured. Production-related misalignments between the magnet armature and the valve tappet can be tolerated because they do not impair the tightness of the pressure medium channel.
  • the arrangement of the first pressure medium channel in the valve tappet simplifies the construction of the valve according to the invention compared to the known valve.
  • the design of the valve tappet as a plastic injection molded part achieves a considerable cost advantage over a valve tappet made of steel which is produced by machining.
  • the plastic injection molding technology also allows a pressure medium channel and a valve subchamber to be created in the valve tappet, which have a different cross-sectional profile, but still communicate with one another.
  • sub-claim 6 specifies a thermoplastic which withstands the high stresses in a slip-controlled hydraulic brake system with a sufficient safety reserve.
  • FIG. 1 shows a longitudinal section through an electromagnetically actuated valve in a schematically indicated brake system of a motor vehicle
  • FIGS. 2 to 4 show a longitudinal view and end views in the direction of the arrows III and IV in FIG. 2 of a valve lifter used in the valve
  • FIG. 5 shows a longitudinal section through the valve lifter along the line VV in FIG. 2.
  • a brake slip-controlled hydraulic brake system 10 of a motor vehicle which is shown in a very simplified form in FIG. 1, has a two-circuit master brake cylinder 11, from which a brake line 12 to a wheel brake cylinder 13 extends.
  • an electromagnetically actuated valve 14 which acts as an inlet valve in a slip control.
  • a bypass line 15 bypassing the valve 14 there is a non-return Valve 16 with passage direction from the wheel brake cylinder 13 to the master brake cylinder 11.
  • a return line 17 extends from the brake line 12, which bypasses the valve 14 and the check valve 16 and is connected to the brake line 12 on the master brake cylinder side.
  • In the return line 17 there is an outlet valve 18 and a return pump 19 for the wheel brake cylinder 13 removed pressure medium.
  • a storage chamber 20 is connected to the return line 17 between the outlet valve 18 and the return pump 19.
  • the electromagnetically actuated valve 14 has a valve housing 23 which is intended to be received in a valve block (not shown) and which is firmly connected to a yoke disk 24.
  • the valve housing 23 is over the yoke plate
  • pole core 25 On the pole core
  • a closed, capsule-shaped valve dome 26 is attached. It is tightly connected to the pole core 25 by welding.
  • the valve dome 26 facing away from the pole core has a hemispherical termination.
  • the valve dome 26 is encompassed by an annular magnet coil 29.
  • a bell-shaped housing 30 surrounds the magnetic coil 29. The housing 30 engages on the one hand with the valve dome 26; on the other hand, it is connected to the yoke plate 24.
  • valve dome 26 which is closed on the coil side, an essentially circular cylindrical magnet armature 33 is accommodated in a longitudinally movable manner.
  • a valve tappet 34 is assigned to the magnet armature 33 as a separate component.
  • the valve lifter 34 which has a substantially circular cross section, is produced as an injection molded part from a thermoplastic, for example from carbon fiber-filled polyaryl ether ketone (PAEK).
  • PAEK carbon fiber-filled polyaryl ether ketone
  • the valve lifter 34 is received in a longitudinal bore 35 of the pole core 25 and valve housing 23 with play.
  • the valve lifter 34 On At its end facing away from the anchor, the valve lifter 34, which is further described in more detail, carries a closing element designated by 36 (FIGS. 2, 3 and 5).
  • a sleeve-shaped valve body 39 with a stepped bore 40 is pressed, which opens into a valve seat 42 shaped like a hollow cone after a through bore 41 of smaller diameter.
  • the valve needle 36 and the valve seat 42 form a seat valve 43 of the electromagnetically actuated valve 14.
  • the seat valve 43 takes due to the action of a prestressed return spring acting on the valve stem 34 and on the valve body 39 44 its open position as the rest position, in which the valve tappet 34 is supported on the magnet armature 33 and this is axially supported on the valve dome 26.
  • the solenoid coil 29 When the solenoid coil 29 is energized, the valve 14 is moved into the blocking position, in which the valve needle 36, which is formed at the end as a spherical section 45, engages the valve seat 42.
  • the valve housing 23 is provided with a transverse bore 47 crossing the longitudinal bore 35 at right angles.
  • a valve chamber 48 accommodating the seat valve 43 is created in the penetration area of both bores 35 and 47. On the one hand, this is connected via the valve seat 42 and the central through bore 41 to the stepped bore 40 as a pressure medium inlet of the valve 14; on the other hand, a pressure medium outlet formed by the transverse bore 47 is connected to the valve chamber 48.
  • the designations inlet and outlet apply to the build-up of brake pressure in the wheel brake cylinder 13. In the case of non-slip-controlled braking, the pressure medium also flows through the valve 14 in the opposite direction.
  • the straight circular cylindrical valve needle 36 is surrounded by a hollow cylindrical recess which forms a valve partial chamber 51 which is open at the end against the valve seat 42.
  • This is enclosed on the circumferential side by a sleeve-shaped section 52 of the plunger 34 that extends coaxially with the valve needle 36.
  • the section 52 ends at the end at a distance in front of the ball section 45 of the valve needle 36, so that it can engage the valve seat 42 in the closed position of the valve 14, while the sleeve-shaped section 52 is at a short distance from the valve body 39.
  • the valve needle 36 is connected towards the bottom of the valve chamber 51 by means of two diametrically opposed webs 55 which are approximately quarter-circular in cross section with the valve lifter 34. Following the valve needle 36, a longitudinal bore 56 is formed in the valve stem 34. This communicates with the valve subchamber 51 on the valve needle side (FIGS. 3, 4 and 5). On the magnet armature end 57 of the valve tappet 34, the longitudinal bore 56 opens into a spherical zone 58. This is associated with a hollow cone-shaped countersink 60 on the end 59 close to the closing element (FIG. 1).
  • a sealing seat 61 is formed between the magnet armature 33 and the valve tappet 34 and, like the seat valve 43, has a cone-and-ball configuration.
  • the countersink 60 in the magnet armature 33 can also be hollow.
  • the longitudinal bore 56 of the valve tappet 34 is continued in the armature 33 through a stepped, continuous bore 64.
  • the longitudinal bore 56 of the valve tappet 34 and the bore 64 of the magnet armature 33 form a first pressure medium channel 65, which extends from the valve sub-chamber 51 while penetrating the sealing seat 61 to one First control chamber 66 extends between the end 67 remote from the closing element of the magnet armature 33 and the valve dome 26.
  • the sealing seat 61 ensures the leak-free passage of the first pressure medium channel 65 between the valve lifter 34 and the magnet armature 33.
  • the sealing seat 61 maintains this sealing effect even when it is at an angle, ie when the axis 68 of the magnet armature 33 and valve tappet 34 bends.
  • the radial mobility of the valve tappet 34 required in the area of the magnet armature 33 is restricted by the guide section 71 facing away from the armature.
  • This is designed as a spherical disk-shaped reinforcement that protrudes over the circumference of the valve lifter 34 and ends with a recess 72 on the sleeve-shaped section 52. While the guide section 71 engages with little play in the longitudinal bore 35, the recess 72 serves as a support surface for the return spring 44.
  • valve tappet 34 is also provided with three longitudinal flats 73 which are evenly distributed over its circumference in order to create a second pressure medium channel 74 , which starts from the valve chamber 48 outside the sleeve-shaped section 52 of the valve tappet and leads to a second control chamber 75 near the closing member between the pole core 25 and the magnet armature 33 (FIG. 1).
  • longitudinal grooves can also be provided.
  • valve 14 assumes its open position during normal braking and slip-controlled braking in pressure build-up phases, and is switched into its blocking position in pressure-maintaining and pressure reduction phases of the slip-controlled braking. If the valve 14 is electrically switched off after such phases, it automatically assumes a partially open position in the case of a sufficiently large pressure drop between the inlet and outlet sides, in which the flow cross-section of the seat valve 43 adjusts to largely constant flow rates which are lower than the full opening.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Magnetically Actuated Valves (AREA)

Abstract

L'objet de l'invention est de créer une soupape ayant une structure simple et économique à produire capable de régler automatiquement une section transversale réduite d'écoulement en fonction de sa position de fermeture. La soupape (14) comprend un induit magnétique (33) longitudinalement mobile dans un dôme de soupape (26) et un poussoir de soupape (34) qui actionne une soupape à siège (43) située dans une chambre de soupape (48). Des canaux à fluide hydraulique (65, 74) mènent de la chambre de soupape (48) aux deux faces (59, 67) de l'induit magnétique (33). Lorsque la soupape (14) s'ouvre, une force supplémentaire s'exerce sur l'induit magnétique (33) dans la direction de fermeture et met la soupape à siège dans une position partiellement fermée différente de sa position de repos. L'induit magnétique (33) et le poussoir de soupape (34) constituent des pièces séparées qui viennent en contact au niveau d'un siège étanche (61). Le poussoir de soupape (34) est une pièce en plastique moulée par injection et comprend une chambre partielle de soupape (51) en communication avec un passage longitudinal qui fait partie d'un canal à fluide hydraulique (65). Cette soupape (14) est particulièrement utile dans des systèmes de freinage hydraulique antipatinage de véhicules à moteur.
EP95937780A 1994-12-17 1995-11-18 Soupape a commande electromagnetique, notamment pour systemes de freinage antipatinage de vehicules a moteur Ceased EP0796186A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4445221 1994-12-17
DE19944445221 DE4445221A1 (de) 1994-12-17 1994-12-17 Elektromagnetisch betätigtes Ventil, insbesondere für schlupfgeregelte hydraulische Bremsanlagen in Kraftfahrzeugen
PCT/DE1995/001609 WO1996018533A1 (fr) 1994-12-17 1995-11-18 Soupape a commande electromagnetique, notamment pour systemes de freinage antipatinage de vehicules a moteur

Publications (1)

Publication Number Publication Date
EP0796186A1 true EP0796186A1 (fr) 1997-09-24

Family

ID=6536220

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95937780A Ceased EP0796186A1 (fr) 1994-12-17 1995-11-18 Soupape a commande electromagnetique, notamment pour systemes de freinage antipatinage de vehicules a moteur

Country Status (5)

Country Link
EP (1) EP0796186A1 (fr)
JP (1) JPH11500678A (fr)
KR (1) KR987000204A (fr)
DE (1) DE4445221A1 (fr)
WO (1) WO1996018533A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19951665B4 (de) * 1999-10-26 2010-01-14 Continental Teves Ag & Co. Ohg Elektromagnetventil, insbesondere für hydraulische Bremsanlagen mit Schlupfregelung
WO2001062566A1 (fr) * 2000-02-25 2001-08-30 Continental Teves Ag & Co. Ohg Electrovanne
DE10036576A1 (de) * 2000-07-27 2002-02-07 Bosch Gmbh Robert Elektromagnetisch betätigtes Ventil, insbesondere für hydraulische Bremsanlagen von Kraftfahrzeugen
DE10036577A1 (de) * 2000-07-27 2002-02-07 Bosch Gmbh Robert Elektromagnetisch betätigtes Ventil, insbesondere für hydraulische Bremsanlagen von Kraftfahrzeugen
DE10322904B4 (de) * 2003-05-21 2008-08-28 Zf Lenksysteme Gmbh Ventil zur Volumenstromregelung
DE102004028871A1 (de) * 2004-06-15 2006-01-05 Hydac Electronic Gmbh Betätigungsvorrichtung, insbesondere zum Betätigen von Ventilen
DE102008042731A1 (de) * 2008-10-10 2010-04-15 Robert Bosch Gmbh Magnetventil
JP5271216B2 (ja) * 2009-09-17 2013-08-21 日立オートモティブシステムズ株式会社 ノーマルオープン型電磁弁
DE102009055181A1 (de) * 2009-12-22 2011-06-30 Robert Bosch GmbH, 70469 Magnetventil, insbesondere für ein Fahrzeugaggregat
DE102018220673A1 (de) * 2018-11-30 2020-06-18 Continental Teves Ag & Co. Ohg Elektromagnetventil, insbesondere für schlupfgeregelte Kraftfahrzeugbremsanlagen

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3934771C1 (fr) * 1989-10-18 1991-03-28 Lucas Industries P.L.C., Birmingham, West Midlands, Gb
DE4031885A1 (de) * 1990-10-08 1992-04-09 Lucas Ind Plc Magnetventil
DE4035817A1 (de) * 1990-11-10 1992-05-14 Bosch Gmbh Robert Elektromagnetbetaetigtes ventil, insbesondere fuer hydraulische bremsanlagen von kraftfahrzeugen
US5145148A (en) * 1991-11-14 1992-09-08 Siemens Automotive L.P. Solenoid valve operating mechanism comprising a pin having a plastic sleeve molded onto a metal core
DE4332368A1 (de) * 1993-09-23 1995-03-30 Bosch Gmbh Robert Elektromagnetisch betätigbares Ventil, insbesondere für schlupfgeregelte hydraulische Bremsanlagen in Kraftfahrzeugen
DE4412648A1 (de) * 1994-04-13 1995-10-19 Bosch Gmbh Robert Elektromagnetisch betätigtes Ventil, insbesondere für schlupfgeregelte hydraulische Bremsanlagen in Kraftfahrzeugen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9618533A1 *

Also Published As

Publication number Publication date
WO1996018533A1 (fr) 1996-06-20
DE4445221A1 (de) 1996-06-20
JPH11500678A (ja) 1999-01-19
KR987000204A (ko) 1998-03-30

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