EP0814990A1 - Systeme de freinage pour vehicules a moteur - Google Patents

Systeme de freinage pour vehicules a moteur

Info

Publication number
EP0814990A1
EP0814990A1 EP96905794A EP96905794A EP0814990A1 EP 0814990 A1 EP0814990 A1 EP 0814990A1 EP 96905794 A EP96905794 A EP 96905794A EP 96905794 A EP96905794 A EP 96905794A EP 0814990 A1 EP0814990 A1 EP 0814990A1
Authority
EP
European Patent Office
Prior art keywords
armature
signal
brake system
control valve
electromagnet
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
EP96905794A
Other languages
German (de)
English (en)
Inventor
Alfred Eckert
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.)
Continental Teves AG and Co OHG
Original Assignee
ITT Automotive Europe GmbH
Alfred Teves 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 ITT Automotive Europe GmbH, Alfred Teves GmbH filed Critical ITT Automotive Europe GmbH
Publication of EP0814990A1 publication Critical patent/EP0814990A1/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
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
    • B60T8/4854—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control pneumatic boosters

Definitions

  • the invention relates to a brake system for motor vehicles with an actuating unit, which consists of a pneumatic brake booster and a master brake cylinder connected downstream, to which wheel brakes are connected, the control valve of the brake booster being operable independently of the driver's will by means of an electromagnet, the armature of which is connected to one of the control valve -Sealing seats is in force-transmitting connection, with a deceleration controller, to which a signal representing vehicle deceleration is fed as an input variable and whose output variable influences the position of the control valve and is compared in a first summer with a signal representing the actual state of the control valve, the e result of the comparing a position of the control valve influencing the position controller is supplied s corresponding control difference, electrical be supplied to a electromagnet whose output Current corresponds.
  • Such a brake system is known from international patent application WO 95/03196.
  • the deceleration controller of the previously known brake system is supplied as an input variable with the control difference from a deceleration request signal and an actual deceleration signal which corresponds to a quantity proportional to the braking force (braking force setpoint or actual value).
  • variables include the brake pressure, the pressure difference acting in the pneumatic brake booster or the speed of at least one vehicle wheel.
  • the deceleration controller is designed as a brake pressure controller, pneumatic differential pressure controller or wheel deceleration controller depending on the physical size selected. According to the control difference and the required setpoint gradient, the deceleration controller calculates the desired position for the armature of the electromagnet, which has a direct influence on the open state of the control valve of the brake booster.
  • the output signals of the delay controller are taken into account, taking into account sensor-acquired actual values for the armature position and the current supplied to the electromagnet.
  • Position controller processed, the output variable represents the manipulated variable for controlling the electromagnet.
  • Electromagnets due to the non-linear, progressive relationship between the magnetic force and the process variables magnetic current and
  • Electromagnets have a structural instability. 2. Generally high dynamics, as well as weak system damping.
  • control valve characteristic curve The force counteracting the electromagnet when the control valve is actuated (control valve characteristic curve) is strongly non-linear and is also dependent on position and vacuum. After opening the control valve, this counterforce is reduced so much that it has an additional destabilizing effect on the electromagnet.
  • the position controller must be able to precisely position the armature of the electromagnet and thus a sleeve carrying the control valve sealing seat mentioned, even in the unstable area of the brake system characteristic.
  • the position controller is formed by a comparator, which is preceded by a second summer, in which the output variable of the deceleration controller is compared with a weighted signal representing the speed of the armature, that the output variable of the deceleration controller corresponds to the position of the Armature corresponds to the housing of the electromagnet, and that the travel signal corresponding to the actual state of the control valve represents the actual position of the armature relative to the housing of the electromagnet.
  • Fig. 1 shows an embodiment of the invention
  • Brake booster according to Figure 1 in axial section, partially broken away.
  • FIG. 3 shows a block diagram of a first embodiment of the control structure connected downstream of the delay controller according to FIG. 1; 4 shows a diagrammatic representation of variables occurring during a regulation;
  • FIG. 5 is a block diagram of a second embodiment of the control structure connected downstream of the delay controller according to FIG. 1, and
  • FIG. 6 shows a block diagram of a third embodiment of the control structure connected downstream of the delay controller according to FIG. 1.
  • the brake system according to the invention for motor vehicles shown in FIG. 1 essentially consists of an actuation unit 1, an electronic vehicle controller 6, wheel brakes 10, 11, 12, 13, a pressure modulator 9 arranged between wheel brakes 10 to 13 and actuation unit 1 and a vehicle controller 6 interacting ABS / ASR controller 7, which generates control signals for the pressure modulator 9.
  • a wheel sensor 14, 15, 16, 17 is assigned to each of the vehicle wheels, not shown, and the control signal corresponding to the wheel speed is fed to the ABS / ASR controller 7.
  • the actuation unit 1 in turn consists of a pneumatic brake booster that can be actuated by means of an actuation pedal 4, preferably a vacuum brake booster 2, to which a master brake cylinder 3, preferably a tandem master cylinder, is connected, the pressure chambers (not shown) of which are connected to the pressure modulator 9 via hydraulic lines 23, 27 stand.
  • an actuation pedal 4 preferably a vacuum brake booster 2, to which a master brake cylinder 3, preferably a tandem master cylinder, is connected, the pressure chambers (not shown) of which are connected to the pressure modulator 9 via hydraulic lines 23, 27 stand.
  • On the operating pedal 4 is one Coupled actuating rod 5, which enables actuation of a control valve 19 which is only shown schematically and which controls the build-up of a pneumatic differential pressure in the housing of the vacuum brake booster 2.
  • An electromagnet 20 enables the control valve 19 to be actuated externally.
  • the vehicle controller 6 is followed by a second electronic controller (deceleration controller) 8, to which a deceleration request signal V w generated by the vehicle controller 6, for example due to an input signal E supplied by a distance sensor, is supplied, which is transmitted in a (first ) Totalizer 24 with an actual delay value V.. is compared, which is supplied by the actuator 1.
  • the resulting control difference is fed to the delay controller 8, the output signal S_ w of which corresponds to the desired position or position of the armature of the electromagnet 20 which actuates the control valve 19_.
  • the armature position setpoint S AW is calculated in a second summer 25 with a control valve position actual value S...
  • control valve 19 which can be determined on the control valve 19, for example by means of a displacement sensor (not shown). compared and the resulting control difference W is fed to a subordinate third controller (control valve position controller (18)), whose manipulated variable Y is used to control the electromagnet 20. It makes sense if the deceleration request signal V "is a setpoint corresponding to the braking force, for example corresponds to a brake pressure value. In this case, the actual deceleration value V. corresponds to a pressure value that is detected in the master brake cylinder 3 by means of a pressure sensor 26.
  • the second controller or deceleration controller 8 which is superior to the third controller 18, is then designed as a brake pressure controller.
  • control valve 19 is accommodated in a control housing 40 which is sealed in the housing of the brake booster 2 and consists of a first sealing seat 41 formed on the control housing 40, a second sealing seat 43 formed on a valve piston 42 connected to the actuating rod 5 and a valve body 44 interacting with both sealing seats 41, 43.
  • a third sealing seat 28 is provided radially between the first (41) and the second sealing seat 43, which can be actuated by means of the electromagnet 20, which is preferably provided in an axial manner by an axial pot-shaped extension of the Valve piston 42 formed housing 37 is arranged and is therefore displaceable together with the valve piston 42 in the control housing 40.
  • the electromagnet 20 consists of a coil 46 which is attached to a guide part 38 fastened within the housing 37 and a cylindrical armature 39 which is displaceably arranged therein and which is non-detachably connected to a pin 45 which is on the one hand in the guide part 38 and on the other hand in a closure part which closes the housing 37 47 is performed.
  • One of the Armature 39 on the guide part 38 formed axially opposite pole surface can preferably be designed as an outer cone in order to achieve a linearization of the force-displacement characteristic of the electromagnet 20.
  • the pin 45 carries a force transmission plate 48 which is preferably rectangular and is arranged in a radial groove 49 of the valve piston 42 and which enables the external actuating force applied by the electromagnet 20 to be transmitted to the third sealing seat 28.
  • the third sealing seat 28 is formed on a sleeve 29, which is guided in a sealed manner in the control housing 40 and is connected to the force transmission plate 48.
  • a compression spring 51 is arranged between the armature 39, which partially protrudes into the closure part 47, and the guide part 38, which holds the armature 39 in its initial position, in which the third sealing seat 28 is axially offset relative to the second sealing seat 43 formed on the valve piston 42 (see distance b) is arranged.
  • Brake booster 2 is ventilated.
  • the movement of the third sealing seat 28 continues until the armature 39 strikes the guide part 38 and the gap "s" between the two parts becomes zero. If there is no actuating force on the actuating rod 5, the control housing 40 moves relative to the valve piston 42 by a distance which corresponds to the distance "a” between a cross member 52 which limits the movement of the valve piston 42 and a stop surface 53 formed on the control housing 40.
  • the reason for this is a piston rod return spring 54, which moves the valve piston 42 to the right via the actuating rod 5 and attempts to close the second sealing seat 43 again.
  • the third sealing seat 28 moves synchronously due to the fixed connection of the electromagnet 20 and the valve piston 42, the gap between the valve body 44 and the second sealing seat 43 is kept open, namely by the dimension s-b. As a result, the ventilable chamber of the brake booster 2 is connected to the atmosphere and a braking force is generated.
  • the armature 39 with the third sealing seat 28 moves to the left under the action of the spring 51, as a result of which the third sealing seat 28 is opened while the valve body 44 closes the second sealing seat 43. Since the first sealing seat 41 - as mentioned above - remains open, the atmosphere is sucked out of the ventilated chamber via the open connection between the pneumatic chambers, so that the pressure prevailing in the master brake cylinder 3 is reduced.
  • the ventable chamber is vented via the open first sealing seat 41 until the control group returns to its starting position and the cross member 52 strikes the housing of the brake booster 2.
  • the control housing 40 can move until it comes to rest on the left side of the cross member 52 in the drawing and the first sealing seat 41 is closed. The device is then in the release position.
  • Regulating difference W is fed to a comparator 33 forming the aforementioned position controller 18, which compares the voltage U g - to be supplied to the electromagnet 20 and amplified in an output stage 34. switches on and off.
  • a comparator 33 forming the aforementioned position controller 18, which compares the voltage U g - to be supplied to the electromagnet 20 and amplified in an output stage 34. switches on and off.
  • control structure downstream of the delay controller 8 is the differentiator mentioned in connection with FIG. 3
  • a second differentiator 35 is connected in parallel, in which the signal S A "representing the desired path of the armature 29 is subjected to a time-differentiating processing, and then after a weakening in a second one first differentiator 31 to be fed to a fourth summer 50.
  • the result of the comparison carried out therein is fed to the second summer 30 after a weakening in a third P-element 55.
  • another additional signal S- is added to the control. , included that the actual acceleration of the armature 39 of the electromagnet 20 represents.
  • This additional signal S ... is together with the aforementioned signal S- representing the actual speed of the armature 39. , obtained from an observation model 56. Both signals are then fed back to the second summer 30 in each case in a P-element 57 or 58.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un système de freinage pour véhicules à moteur. Ce système comprend un servofrein pneumatique dont la soupape de commande peut être actionnée par un électroaimant, indépendamment de la volonté du conducteur. Un ensemble de régulation comportant un régulateur de charge qui influe sur la position de la soupape de commande fournit les signaux représentant la tension à appliquer à l'électroaimant. Pour obtenir un actionnement extérieur du servofrein qui soit confortable et puisse être dosé avec précision, l'invention prévoit que le régulateur de charge (18) soit constitué par un comparateur (33) précédé d'un deuxième totalisateur (30), dans lequel la grandeur de sortie du régulateur de ralentissement (8) est comparée à un signal pondéré (SAistg) représentant la vitesse de l'armature (39), elle prévoit encore que la grandeur de sortie (SAW) du régulateur de ralentissement (8) corresponde à la position de l'armature (39) par rapport au boîtier (37) de l'électroaimant (20), et que le signal de parcours (SAist) correspondant à la position instantanée de la soupape de commande (19) représente la position instantanée de l'armature (39) par rapport au boîtier (37) de l'électroaimant (20).
EP96905794A 1995-03-11 1996-02-24 Systeme de freinage pour vehicules a moteur Ceased EP0814990A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19508822 1995-03-11
DE19508822A DE19508822A1 (de) 1995-03-11 1995-03-11 Bremsanlage für Kraftfahrzeuge
PCT/EP1996/000771 WO1996028330A1 (fr) 1995-03-11 1996-02-24 Systeme de freinage pour vehicules a moteur

Publications (1)

Publication Number Publication Date
EP0814990A1 true EP0814990A1 (fr) 1998-01-07

Family

ID=7756413

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96905794A Ceased EP0814990A1 (fr) 1995-03-11 1996-02-24 Systeme de freinage pour vehicules a moteur

Country Status (5)

Country Link
US (1) US6033037A (fr)
EP (1) EP0814990A1 (fr)
JP (1) JPH11501593A (fr)
DE (1) DE19508822A1 (fr)
WO (1) WO1996028330A1 (fr)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624376A1 (de) 1996-06-19 1998-01-02 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
DE19703838A1 (de) * 1997-02-01 1998-08-06 Itt Mfg Enterprises Inc Verfahren und Regelsysteme zum Aufbringen definierter Betätigungskräfte
DE19744053C1 (de) * 1997-10-06 1998-10-22 Lucas Ind Plc Bremskraftverstärker
US6874602B2 (en) * 1997-12-15 2005-04-05 John C. Greaves, Jr. Braking apparatus for a vehicle
DE19841879A1 (de) * 1998-02-07 1999-08-12 Itt Mfg Enterprises Inc Bremskraftverstärker und Verfahren zu seiner Ansteuerung
WO1999039958A1 (fr) 1998-02-07 1999-08-12 Continental Teves Ag & Co. Ohg Servofrein et son procede de commande
JP3453507B2 (ja) * 1998-02-17 2003-10-06 トヨタ自動車株式会社 ブレーキ装置および操作力関連信号出力装置
JP3458773B2 (ja) * 1998-08-24 2003-10-20 トヨタ自動車株式会社 ブースタ異常判定装置
JP2001088668A (ja) * 1999-09-21 2001-04-03 Aisin Seiki Co Ltd ブレーキ制御装置
US6612575B1 (en) * 2000-05-16 2003-09-02 Colepat, Llc Gaming device and method of playing a game
US8128179B2 (en) * 2002-05-23 2012-03-06 Continental Teves Ag & Co. Ohg Method for operating an actuating unit for motor vehicle brakes
WO2004005628A2 (fr) * 2002-06-24 2004-01-15 Arichell Technologies, Inc. Systemes de distribution d'eau automatises a commande asservie
KR101142362B1 (ko) * 2006-09-07 2012-05-18 주식회사 만도 전자제어식 브레이크 시스템
US8366209B2 (en) * 2010-02-08 2013-02-05 Wabco Gmbh Vehicle braking system
US9428164B2 (en) 2013-02-28 2016-08-30 Bendix Commercial Vehicle Systems Llc Valve assembly
DE102015201031B4 (de) * 2015-01-22 2022-03-31 Volkswagen Ag Elektronisches Bremssystem für eine Bremsanlage eines Nutzfahrzeugs, sowie Nutzfahrzeug
DE102018121721A1 (de) 2018-09-06 2020-03-12 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Gehäuse für einen elektropneumatischen Modulator für eine elektropneumatische Bremsanlage für ein Fahrzeug, elektropneumatischer Modulator mit einem Gehäuse und Verfahren zum Herstellen eines elektropneumatischen Modulators

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DE3844068C2 (de) * 1988-12-15 1997-04-30 Bosch Gmbh Robert Bremsanlage
DE4208496C1 (fr) * 1992-03-17 1993-08-05 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De
GB2267544B (en) * 1992-04-14 1995-07-12 Lucas Ind Plc Improvements in hydraulic braking systems for vehicles
DE4220413A1 (de) * 1992-06-22 1993-12-23 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
DE4324688A1 (de) * 1993-07-23 1995-01-26 Teves Gmbh Alfred Unterdruckbremskraftverstärker
DE4324205A1 (de) * 1993-07-19 1995-01-26 Teves Gmbh Alfred Bremsanlage für Kraftfahrzeuge
DE4338069C1 (de) * 1993-11-08 1995-03-16 Daimler Benz Ag Verfahren zur Bestimmung der Auslöseempfindlichkeit eines automatischen Bremsvorgangs bei Kfz
DE4415613C1 (de) * 1994-05-04 1995-04-27 Daimler Benz Ag Hydraulische Zweikreis-Bremsanlage für ein Straßenfahrzeug
DE4436297C2 (de) * 1994-10-11 1998-10-08 Lucas Ind Plc Elektronisch gesteuerter Bremskraftverstärker und Verfahren zu dessen Betrieb

Non-Patent Citations (1)

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Title
See references of WO9628330A1 *

Also Published As

Publication number Publication date
WO1996028330A1 (fr) 1996-09-19
JPH11501593A (ja) 1999-02-09
DE19508822A1 (de) 1996-09-12
US6033037A (en) 2000-03-07

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