EP0863826A1 - Hydraulic braking system for road vehicles, in particular passenger cars - Google Patents

Hydraulic braking system for road vehicles, in particular passenger cars

Info

Publication number
EP0863826A1
EP0863826A1 EP19960945338 EP96945338A EP0863826A1 EP 0863826 A1 EP0863826 A1 EP 0863826A1 EP 19960945338 EP19960945338 EP 19960945338 EP 96945338 A EP96945338 A EP 96945338A EP 0863826 A1 EP0863826 A1 EP 0863826A1
Authority
EP
European Patent Office
Prior art keywords
brake
pressure chamber
piston
valve
pressure
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
EP19960945338
Other languages
German (de)
French (fr)
Inventor
Andreas KÄSSMANN
Ernst-Dieter Schäfer
Eberhardt Schunck
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
Priority to DE1995146647 priority Critical patent/DE19546647B4/en
Priority to DE19546647 priority
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to PCT/DE1996/001806 priority patent/WO1997021573A1/en
Publication of EP0863826A1 publication Critical patent/EP0863826A1/en
Application status is Ceased legal-status Critical

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/34Arrangements 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
    • B60T8/40Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081Systems with stroke simulating devices for driver input
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T13/00Transmitting 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
    • B60T13/10Transmitting 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
    • B60T13/12Transmitting 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 the fluid being liquid
    • B60T13/14Transmitting 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 the fluid being liquid using accumulators or reservoirs fed by pumps
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T13/00Transmitting 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
    • B60T13/10Transmitting 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
    • B60T13/66Electrical control in fluid-pressure brake systems
    • B60T13/68Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T7/00Brake-action initiating means
    • B60T7/02Brake-action initiating means for personal initiation
    • B60T7/04Brake-action initiating means for personal initiation foot actuated
    • B60T7/042Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/34Arrangements 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
    • B60T8/36Arrangements 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
    • B60T8/3615Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655Continuously controlled electromagnetic valves

Abstract

The invention concerns a braking system (10) comprising a power-operated service brake and an auxiliary brake operated by muscle power. In order to produce a desired pedal characteristic when the service brake is actuated, a brake master cylinder (17) contains a path simulator (37) comprising pressure springs (46, 47) disposed in a pressure chamber (45). The pressure chamber (45) is delimited by a floating piston (42) with a seat valve (63) which provides a pressure-medium-conveying connection between the pressure chamber and a pressure medium supply container of the brake master cylinder (17). The operation of the seat valve (63) is dependent on the stroke of a rod piston (40) by means of which pressure medium can be expelled from a first pressure chamber (43) when the auxiliary brake is actuated. The path simulator (37) comes into effect when no pressure medium is expelled from the first pressure chamber (43) when the service brake is operated, and consequently the seat valve (63) assumes its open position.

Description

Hydraulic brake system for road vehicles, especially PerspnenKraftwagen

State of the art

The invention relates to a hydraulic brake system according to the preamble of claim 1.

From DE 43 43 386 AI such a hydraulic brake system with a brake master cylinder is already known, which has a force acting on a travel simulator spring at service brake is actuated, displaceable piston. The spring is made of an elastomer having closed-pore, gas-filled cells. It produces a progressive pedal characteristic, ie with increasing travel of the brake pedal a progressively increasing counterforce is effective. The displacement of the piston in pedal operation is only possible if pressure medium can be displaced into the storage vessel from the second pressure chamber of the Hauptbremszylinderε. For this purpose, a line connection is provided which leads out of the master brake cylinder, includes an electromagnetically switchable valve and leads to the pressure fluid reservoir. Further, an electronic control unit is provided for controlling this shut-off valve, the servo-pressure source and further, the brake pressure modulation in wheel brake cylinders serving solenoid valves. Besides the fact that the spring can cause problems in the long-term behavior, it is necessary to control the shut-off valve to a specific aspect of the control unit, which increases the cost of the brake system.

Advantages of the Invention

In contrast, the hydraulic brake system according to the invention with the characterizing feature of claim 1 has the advantage that the electro-magnetically switchable shut-off valve is replaced by a mechanically controlled, which allows a simplification of the control device. The first valve is closed when the effective Betriebsbremεe, so that the third valve maintains the connection between the second pressure chamber deε master brake cylinder and the pressure fluid reservoir open and the travel simulator spring is actuated. However, if the service brake failed and the first pressure chamber of the master cylinder connected to the brake circuit, the third valve shuts off after a partial stroke of the first piston the exchange of pressure medium from the second pressure chamber to the pressure medium reservoir. Therefore, the travel simulator is not effective.

By the provisions recited in the dependent claims, advantageous refinements and improvements of the features specified in claim 1 Bremεanlage are possible. With the features characterized in claim 2 of the invention, an installation-space-saving arrangement of the third valve is achieved. In addition, no located outside the master brake cylinder connection lines between the third valve and the pressure fluid supply reservoir is required.

The further development of the inventive brake system according to claim 3 characterized because the mechanical coupling of the ram to the first piston by a high functional reliability of the valve from the third.

With the features specified in claim 4 configuration of the second piston in a second effective operating brake and therefore sliding piston is always created a universal connection between the second pressure chamber and the pressure fluid reservoir in a simple manner.

The embodiment of the invention as characterized in claim 5 provides a pressure medium against resistant travel simulator spring, which maintains uniform properties over the life of the vehicle.

With the development of the invention according to claim 6 is a manufacturing technically advantageous solution is found particularly in dual-circuit master brake cylinders, since it is hereby avoided, feinzubearbeiten a very deep bore.

drawing

An embodiment of the invention is shown in simplified form in the drawing and explained in more detail in the following description. 1 shows a circuit diagram of a hydraulic brake system for passenger cars, Figure 2 shows a longitudinal section through a used in the brake system master cylinder as the first embodiment and Figure 3 is a longitudinal section through a comparison with FIG 2 modified master cylinder as a second embodiment.

Description of Embodiments

A shown in Figure 1 hydraulic brake system 10 for passenger cars has a wheel brakes 11, 12 of

Front axle VA of the vehicle associated brake circuit I and the wheel brakes 13, 14 of the rear axle HA assigned to the brake circuit II. To both brake circuits I and II, a servo-pressure source 15 is connected, which provides the energy required for the generation of braking force. The brake system 10 thus has a power-operated service brake. The brake system 10 also includes a muscle-operated auxiliary brake. This has an operable by a brake pedal 16 the brake master cylinder 17 with a pressure fluid supply reservoir 18th Of the

Master cylinder 17 is formed a single circuit, that is, it is through a conduit 19 and a compound in this in which is arranged the first valve 20 to the brake circuit I. Therefore, in the illustrated position of the valve 20, the auxiliary brake acts only on the wheel brakes 11 and 12 of the front axle VA. Upon effective service brake valve 20 blocks the connection between the master brake cylinder and the wheel brakes 11 and 12. That the master cylinder 17 associated first valve 20 is therefore hereinafter referred to as shut-off valve.

The servo-pressure source 15 sucks pressure medium from the storage vessel 18 of the master cylinder 17 and biases it remains at a high pressure for the function of the service brake. The wheel brakes 11 to 14 taken from during the operation of the service brake pressure medium is returned to the storage vessel 18th For shutting off the brake circuit I against the pressure fluid supply reservoir 18 for more effective auxiliary brake is in a for

Pressure fluid reservoir leading line 23 a check valve 24 is disposed. In addition, each wheel brake 11 to 14 are two valves 25 and 26 assigned for the brake pressure modulation in effective service brake.

The brake system 10 is equipped with an electronic control unit 29 to which a line of the brake pedal 16-detecting displacement sensor in addition to the valves 20, 24, 25 and 26, 30 and six pressure sensors are angeschloεεen 31 to 36, with which the pressure generated by the master cylinder 17, the current provided by the power pressure source 15 and the pressure is controlled in the wheel brakes 11 to 14 pressures can be detected. While the auxiliary brake operates hydraulically without the involvement of the control unit 29 in a conventional manner, the service brake acting electrohydraulically, that is, when the brake pedal 16 by the driver of the passenger car is the sensed by the position sensor 30 electrical path signal and optionally other electrical signals from the electronic control unit 29 for controlling the valves 20, 24, 25 and 26 are evaluated to generate corresponding to the brake demand request in the wheel brakes 11 to 14 brake pressure is monitored by the control unit 33 to 36 based on the electric signals of the pressure sensors 31st In order to make the driver accustomed to a conventional hydraulic brake system feeling for the operation of the brake pedal 16 (progressively increasing with increasing pedal operating force) in effective service brake, in the master cylinder 17 is a travel simulator 37 is arranged, which is described below with reference to Figures 2 and 3 ,

When in Figure 2 illustrated the first embodiment of the master cylinder 17 in this a first piston 40 is seen having a projecting from the brake master cylinder push rod 41 for the engagement of the brake pedal sixteenth The first piston 40 is hereinafter therefore referred to as Ξtangenkolben. Further, a second piston 42 is arranged floating in the master cylinder 17; it is subsequently mentioned as a floating piston. Between the two pistons 40 and 42 is a first, fluid-filled pressure chamber 43. This is through a port 44 with the line 19 of the brake circuit I in combination. Piston rod facing away from the floating piston 42 defines a second, likewise fluid-filled pressure chamber 45 in which compression coil springs 46, of the travel simulator 37 are arranged 47th The series of helical compression springs 46, 47 are supported on the one hand to the floating piston 42 and on the other hand to the master cylinder 17 from. In the first pressure chamber 43 a pressure spring 48 is also included, on the one hand engages the rod piston 40 and the other hand is supported against a stop ring 49 for the floating piston 42nd , As is illustrated at nichtbetätigtem brake pedal 16, the

Floating piston 42 due to the action of the Wegsimulatorfedern 46, 47 supported on the stop ring 49 and the piston rod 40 due to the spring force of the compression spring 48 against a stop 50 of the master cylinder 17th

The first pressure chamber 43 and the second pressure chamber 45 εtehen with the pressure fluid supply reservoir 18 in the illustrated position of the two pistons 40 and 42 in combination. For this purpose, two, provided from a nozzle 53 of the master cylinder 17 for receiving the outgoing pressure medium reservoir 18 connecting bores 54 and 55th The connection bore 54 opens at the rod piston 40 in a circumferential groove 56 which communicates with an opening 57 of the rod piston. starting from the breakthrough of the rod 57 has piston 40 has a coaxial through hole 58 which opens into the first pressure chamber 43rd The open in the rest position of the rod piston 40 through hole 58 can be shut off with a small stroke by a central valve 59th This central valve 59 forms the master brake cylinder 17 associated second valve.

The floating piston 42 is also provided with a coaxial through bore 61st In the course of the floating piston 42, a valve seat 62 of a valve seat 63 is formed. following the valve seat extends from the through bore 61 from a transverse bore 64 which opens into a circumferential groove 65 of the floating piston 42nd This is on both sides sealed to the jacket 66 of the master cylinder 17th Since the aforementioned communication hole 55 applies at least in the rest position of the floating piston 42 to the circumferential groove 65, so there is the above-mentioned pressure-medium-conducting connection between the second pressure chamber 45 and the pressure fluid reservoir 18th

To which the third the master cylinder 17 associated valve seat forming valve 63 has a plunger 69 with a coordinated to the valve seat 62 closing body 70. The plunger 69 is guided longitudinally movable from the side of the rod piston 40 forth and sealed. The plunger 69 has closing body facing away from a collar 71, to which it is accommodated in a sleeve-shaped extension 72 of the rod piston 40 in the first pressure chamber 43rd In the extension 72 there is a tethered compression spring 73 which einerseitε the closing spring of the central valve 59 forms the other hand, the collar 71 of the plunger 69 keeps the bottom side at the base 72nd The compression spring 73 permits a movement of the plunger 69 in the direction of the rod piston 40. In the illustrated position of rod piston 40, floating piston 42 and plunger 69 of the closing body 70 has is a greater distance from the valve seat of the poppet valve 63 as the closing stroke of the central valve 59th In other words, the closing stroke of the connection of the second pressure chamber 45 to the pressure fluid reservoir 18 switching Sitzventilε 63 is greater than the closing stroke of the iεt the connection of the first pressure chamber 43 with the pressure fluid reservoir switching central valve 59. Daε central valve 59 a depending on the stroke deε rod piston 40 schaltendeε; due to the mechanical coupling of 69 with the Stößelε

Rod piston 40, this applies also for the seat valve 63rd

The illustrated in Figure 3 second embodiment of the master cylinder 17 is largely identical to that shown in Figure 2. It differs essentially only in that the floating piston 42 and the Wegsimulatorfedern 46, are arranged in a sleeve-shaped screw-76 47, which on the pedal side facing away from of the master cylinder iεt screwed into this 17th The screw 76 has circumferentially at least one opening 77 which communicates on one hand with the circumferential groove 65 of the floating piston 42 and with the andererseitε Verbindungεbohrung 55 for Druckmittelvorratsbehalter 18 of the master cylinder 17th

The two embodiments of the master cylinder 17 are, as mentioned, adapted for a single-circuit auxiliary brake. However, the arrangement according to the invention of the travel simulator 37 in the master cylinder 17 can also be applied to braking systems with two brake circuits of the auxiliary brake. In this case, a further piston, the separating piston is disposed which separates the first pressure chamber 43 of a floating piston-side second pressure chamber between the rod piston 40 and the floating piston 42nd This second pressure chamber is in communication with the second brake circuit of the auxiliary brake. In addition, 69 of the poppet valve 63 is coupled to the separating piston in such an embodiment the plunger. A dual-circuit master brake cylinder 17 consequently has a longer overall length than a single-circuit. therefore, the Einεchraubteil 76 of the second Ausführungsbeiεpielε iεt vorteilhafterweiεe used in such, dual-circuit master brake cylinder, because by this application the finishing of the

66 is facilitated inside of the main brake cylinder jacket.

The master cylinder 17 has within the hydraulic brake system 10 functions as follows: When effective

Operating brake, the shut-off valve 20 separates in the line 19 connecting the first pressure chamber 43 to the brake circuit I. After a short stroke of the piston rod 40 closes the central valve 59 the connection of the first pressure chamber 43 with the Druckmittelvorratsbehalter 18. Since the closing stroke of the

The seat valve 63 is a larger than that of the central valve 59, the poppet valve remains open after the closing of the central valve. The trapped in the first pressure chamber 43 forms a hydraulic pressure medium column which the floating piston 42 moves simultaneously with further displacement of the piston rod 40th This is possible by pressure medium from the second pressure chamber 45 through the through hole 61, the open valve seat 63, the transverse bore 64, the circumferential groove 65 and the connecting bore 55 can flow to Druckmittelvorratsbehalter 18th The circumferential groove 65 is formed axially so long that there is 42, this pressure medium-conducting connection even at maximum stroke of the floating piston. During the displacement of the floating piston 42, the compression coil springs 46, 47 stretched in the second pressure chamber 45th So it comes about the desired pedal characteristic, ie with increasing pedal travel an increase in drag is achieved.

When the brake pedal 16 of the rod piston 40 by the compression spring 48 and the floating piston 42 by the compression coil springs 46 are returned to their initial position 47, in which also the central valve 59 is in its open position.

On the other hand, for example by failure of the service brake, emergency brake effectively, the two shut-off valves take a 20 and 24 the position shown in Figure 1 position. , The rod piston as described above, by operating the brake pedal 16, shift 40, and the central valve 59 is closed. In this case, 43 pressure medium through the conduit 19 and daε Abεperrventil 20 is displaced into the Bremεkreis I and produced 11 and 12 brake pressure in the wheel brakes from the erεten pressure chamber. Due to the

Displacement of the pressure medium from the erεten pressure chamber 43 remains the floating piston 42 due to the Vorεpannung of the helical compression springs 46, 47 in its Ausgangεstellung, so that the plunger 69 the closure member 70 brings the attack on the valve seat 62 and the poppet valve 63 in the

Closed position transferred. The closed poppet valve 63 prevents pressure medium Ausεtrömen auε the second pressure chamber 45 for Druckmittelvorratsbehalter 18. Thus, the floating piston 42 remains in its Ausgangsεtellung and tensioning of the compression coil springs 46, 47 will be omitted. Therefore, the travel simulator 37 performs no function in wirkεamer auxiliary brake. The pedal characteristics is thus produced substantially by the elasticity of the members of the auxiliary brake elements of the brake system 10th

Upon further displacement of the rod piston 40 toward the floating piston 42, a relative displacement between the tappet 69 and rod piston occurs, that is, the plunger 69 emerges still closed seat valve 63 with its collar 71 against the biasing force of the bound pressure spring 73 deeper into the lug 72 of the rod piston 40 a.

When the brake pedal 16, the elements of reverse

Hauptbremεzylinderε is in the drawn Ausgangsεtellung back as dieε explained in the function of Betriebsbremεe 17th

Claims

claims
1. A hydraulic brake system (10) for road vehicles, especially passenger cars, with a power-operated Betriebsbremεe and a muεkelkraftbetätigten auxiliary brake, having the following features:
- it is a master cylinder (17) having a first pressure chamber (43) is provided which is einerεeitε with a Druckmittelvorratεbehälter (18) and andererεeitε with a brake circuit (I) of the brake system (10) in communication, connected to a servo-pressure source (15) is
- the first pressure chamber (43) by a first piston (40) is limited, at least indirectly by a brake pedal (16) is displaceable against spring force,
- in the master brake cylinder (17) is a second pressure chamber (45) is provided which communicates with the Druckmittelvorratsbehalter (18) in combination,
- the two pressure chambers (43, 45) are separated by a second piston (42) (47 46) is displaceable against the force wenigstenε a travel simulator spring,
- the first pressure chamber (43) can be shut off at effective Betriebsbremεe against the Bremskreiε (I) with a first valve (20) which holds open at effective auxiliary brake, the connection of the first pressure chamber (43) with the Bremεkreiε (I),
- the connection of the two pressure chambers (43, 45) with the Druckmittelvorratsbehalter (18) iεt with a second and a third valve (59, 63) can be shut off, wherein daε associated with the erεten pressure chamber (43), second valve (59) a of the stroke deε the first piston (40) is dependent-switching, characterized by the further feature:
- associated with that of the compound deε second pressure chamber (45) to the Druckmittelvorratsbehalter (18) third valve
(63) iεt ebenfallε-switching an immediately from the hub deε erεten piston (40) dependent on the closing stroke is larger than that of the connection of the first pressure chamber (48) with the Druckmittelvorratsbehalter (18) switching the second valve (59).
2. A brake system according Anεpruch 1, characterized in that the second piston (42) is a floating piston with a passage (61, 64, 65) between the second pressure chamber (45) and the compound (53, 55) for Druckmittelvorratsbehalter (18) and that the third valve (63) is in the path of said passageway (61, 64, 65) arranged seat valve whose closing body (70) mechanically connected to the first piston (40) is coupled.
3. A brake system according to claim 2, characterized in that the closing body (70) on a tappet (69) iεt formed under the Zwiεchenanordnung gefeεεelten a compression spring (73) relative to the first piston (40) slidably connected thereto.
4. A brake system according to claim 3, characterized by the features: - the second piston (42) has an axially extending through bore (61),
- in the course of the through bore (61) of the valve seat (62) of the seat valve (63) is arranged, - in the through bore (61) engages from the side of the first Kolbenε (40) forth sealed the counter Ventilεitz (62) of the seat valve ( 63) longitudinally movable plunger (69) (with the closing body 70) a,
- from the through bore (61) is closing body side, a transverse bore (64) of which the in a counter
Master brake cylinder jacket (66) sealed circumferential groove (65) opens,
- the master cylinder jacket (66) iεt connected in the region of the circumferential groove (65) through a bore (55) with the Druckmittelvorratsbehalter (18).
5. A brake system according to claim 1, characterized in that the travel simulator spring (46, 47) in the second pressure chamber (45) and consists of at least one metal helical compression spring.
6. Bremεanlage according to claim 1, characterized in that the second piston (42) and the travel simulator spring (46, 47) are arranged in a sleeve-shaped screw-in part (76) on the pedal side facing away from the master brake cylinder
(17) is screwed into the latter and has a circumference with the Druckmittelvorratsbehalter (18) at least indirectly associated aperture (77).
EP19960945338 1995-12-14 1996-09-24 Hydraulic braking system for road vehicles, in particular passenger cars Ceased EP0863826A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE1995146647 DE19546647B4 (en) 1995-12-14 1995-12-14 Hydraulic brake system for road vehicles, in particular passenger cars
DE19546647 1995-12-14
PCT/DE1996/001806 WO1997021573A1 (en) 1995-12-14 1996-09-24 Hydraulic braking system for road vehicles, in particular passenger cars

Publications (1)

Publication Number Publication Date
EP0863826A1 true EP0863826A1 (en) 1998-09-16

Family

ID=7780084

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19960945338 Ceased EP0863826A1 (en) 1995-12-14 1996-09-24 Hydraulic braking system for road vehicles, in particular passenger cars

Country Status (6)

Country Link
US (1) US5988768A (en)
EP (1) EP0863826A1 (en)
JP (1) JP2000501674A (en)
KR (1) KR19990072102A (en)
DE (1) DE19546647B4 (en)
WO (1) WO1997021573A1 (en)

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KR19990072102A (en) 1999-09-27
WO1997021573A1 (en) 1997-06-19
DE19546647B4 (en) 2006-07-06
US5988768A (en) 1999-11-23
DE19546647A1 (en) 1997-06-19
JP2000501674A (en) 2000-02-15

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