EP0941188A1 - Systeme d'actionnement des freins a regulation electronique - Google Patents

Systeme d'actionnement des freins a regulation electronique

Info

Publication number
EP0941188A1
EP0941188A1 EP98934934A EP98934934A EP0941188A1 EP 0941188 A1 EP0941188 A1 EP 0941188A1 EP 98934934 A EP98934934 A EP 98934934A EP 98934934 A EP98934934 A EP 98934934A EP 0941188 A1 EP0941188 A1 EP 0941188A1
Authority
EP
European Patent Office
Prior art keywords
valve
actuation system
pressure
brake actuation
electronically controllable
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.)
Withdrawn
Application number
EP98934934A
Other languages
German (de)
English (en)
Inventor
Andreas Klein
Ulrich Neumann
Wolfgang Schieblich
Johann Jungbecker
Lothar Kunze
Manfred Rüffer
Ronald Bayer
Bernhard Schmittner
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
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP0941188A1 publication Critical patent/EP0941188A1/fr
Withdrawn legal-status Critical Current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
    • B60T8/40—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 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
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B60T8/366—Valve details
    • B60T8/3665—Sliding valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S303/00—Fluid-pressure and analogous brake systems
    • Y10S303/10—Valve block integrating pump, valves, solenoid, accumulator

Definitions

  • the invention relates to an electronically controllable brake actuation system for motor vehicles, with a master brake cylinder, an unpressurized pressure medium reservoir, a simulator which interacts with the master brake cylinder, a pressure source which can be controlled by an electronic control unit, the pressure of which can be applied to the vehicle's wheel brakes, which can be shut off by means of at least one separating valve hydraulic connection can be connected to the master brake cylinder, with a device for recognizing the driver's deceleration request, and with and at least one separating piston arrangement upstream of the wheel brakes, the first chamber of which can be connected to the master brake cylinder and the second chamber of which is connected to the pressure source or the pressure medium reservoir via a valve device.
  • Such a brake actuation system is known for example from DE 39 33 797 AI.
  • the separating piston arrangement of the known brake actuation system connected upstream of the wheel brakes has two separating pistons arranged one behind the other, which delimit two chambers to which the pressure chambers of the master brake cylinder and on the other hand the wheel brakes are connected in pairs.
  • a chamber upstream of the first separating piston is connected to the pressure source by means of a hydraulic line, in which an electromechanically actuated, preferably normally closed 2/2-way valve is inserted.
  • an electromechanically actuated preferably normally closed 2/2-way valve
  • valve device is formed by a multi-position valve in slide design, and that a switching seat valve is inserted in the connection between the multi-position valve and the pressure source.
  • FIG. 1 is a circuit diagram of a first embodiment of the brake actuation system according to the invention
  • FIG. 2 shows a circuit diagram of a second embodiment of the brake actuation system according to the invention
  • FIG. 3 shows the separating piston arrangement shown in FIG. 2 on a larger scale
  • the electronically controllable brake actuation system consists of a two-circuit master brake cylinder or tandem master cylinder 2 which can be actuated by means of an actuation pedal 1 and which interacts with a pedal travel simulator (not shown) and pressure chambers 36, 37 which are separated from one another by two pistons 4, 5 has, which are in communication with an unpressurized pressure medium reservoir 3.
  • a pressure chamber 36 primary pressure chamber
  • a pressure sensor 13 To the first pressure chamber 36 (primary pressure chamber), to which a pressure sensor 13 can be connected, by means of a lockable first hydraulic line 11, for example, a wheel brake 7 assigned to the front axle and one to the rear axle assigned wheel brake 8 connected.
  • the hydraulic connection implemented by the line 11 preferably leads via a first chamber 17 of a separating piston arrangement 16 which is delimited by a separating piston 18.
  • the line 11 is shut off by means of a first isolating valve 12, while an electromagnetically actuated, preferably normally open (SO) pressure compensation valve (not shown) can be inserted into the line section leading to the wheel brake 8, which, if necessary, enables a brake pressure control that is specific to the wheel.
  • SO normally open
  • the second pressure chamber 37 of the master brake cylinder 2 can be connected to the other pair of wheel brakes 9, 10 via a second hydraulic line 14 which can be shut off by means of a second separating valve 15.
  • the connection of the wheel brake pairs 7, 8 or 9, 10 is preferably carried out with the interposition of an ABS modulator 6, which is only indicated schematically.
  • An electromagnetically actuated, preferably normally open (SO) pressure compensation valve can again be inserted in the line section leading to the wheel brake 10 . Since the structure of the hydraulic circuit connected to the second pressure chamber 37 of the master brake cylinder 2 corresponds identically to that of the brake circuit 11 explained in the above description, it need no longer be discussed in the text below.
  • a motor-pump unit 20 serving as an external pressure source is provided with a high-pressure accumulator 21, which in turn consists of a pump 23 driven by an electric motor 22 and a pressure relief valve 24 connected in parallel with the pump 23.
  • the suction side of the pump 23 is via a non-specified check valve to the previously mentioned pressure medium reservoir 3 connected, while the hydraulic pressure applied by the pump 23 is monitored by a pressure sensor 25.
  • a third hydraulic line 26 connects the pressure side of the pump 23 or the high-pressure accumulator 21 to a first input connection of an electromagnetically actuable 3/3-way slide valve 27, the second input connection of which is connected to a hydraulic line 28, which on the other hand is connected to the unpressurized pressure medium reservoir 3 communicates.
  • the output port of the 3/3-way slide valve 27 is connected to a second chamber 19 of the aforementioned separating piston arrangement 16.
  • An annular space 38 delimited by a section of smaller diameter of the separating piston 18 is connected to the pressure medium reservoir 3 and serves as a trailing space of the first chamber 17.
  • a switching seat valve 29 is inserted in the line 26 leading to the 3/3-way slide valve 27 , which is preferably designed as a normally closed (SG), electromagnetically operable 2/2-way valve and to which a first filter element 30 is connected.
  • a second filter element 31 is connected downstream of the output connection of the 3/3-way slide valve 27.
  • the common control of the motor-pump unit 20, u. U. of the pressure modulator 6 and the solenoid valves 12, 15, 27, 29 serves an electronic control unit 32 which is supplied with the output signals of an actuating travel sensor 33 which interacts with the actuating pedal 1 and the previously mentioned pressure sensor 13 and which make it possible to detect a driver's deceleration request.
  • an actuating travel sensor 33 which interacts with the actuating pedal 1 and the previously mentioned pressure sensor 13 and which make it possible to detect a driver's deceleration request.
  • actuating travel sensor 33 which interacts with the actuating pedal 1 and the previously mentioned pressure sensor 13 and which make it possible to detect a driver's deceleration request.
  • a force sensor that senses the actuating force on the actuating pedal 1 can be used.
  • the electronic control unit 32 can be supplied with the output signals from wheel sensors, which are only indicated schematically, as well as the output signals of a second pressure sensor 34 monitoring the pressure in the second chamber 19 of the separating piston arrangement and a displacement sensor 35 detecting the position of the separating piston 18.
  • the brake actuation system shown in FIG. 2 represents a so-called ⁇ closed ⁇ system, in which the pressure medium volume taken from the brakes 7 to 10 when the pressure is reduced is not supplied to the pressure medium reservoir 3 (see FIG. 1) but to a low-pressure accumulator 39.
  • the separating piston 40 of the separating piston arrangement 16 mentioned in connection with FIG. 1 is designed in the embodiment shown as a stepped piston, the smaller area of which delimits the aforementioned first chamber 17 and is thus assigned to the master brake cylinder 2, while the larger area is the effect of the engine Pump unit 20 is exposed to applied pressure.
  • the trailing space 38 is connected to the first chamber 17 via channels formed in the separating piston 40 with the interposition of a check valve 41 opening towards the master brake cylinder 2.
  • the stepped piston 40 delimits a second hydraulic annular space 42 in a housing of the separating piston arrangement 16, which is only indicated, and which can be connected to the pressure medium reservoir 3 via a line 44 which can be shut off by means of a second switching seat valve 43.
  • the separating piston arrangement used in the brake actuation system according to FIG. 2 is shown on a larger scale in FIG. 3, which in particular shows the structure of the check valve 41 arranged centrally in the separating piston 40.
  • the check valve 41 preferably consists of a valve body 46 guided in a central bore 45 and preloaded by means of a valve spring 47, which cooperates with an annular sealing seat 48 made of elastic material.
  • the design of the valve spring 47 must preferably be such that it yields when the pressure medium is displaced from the low-pressure accumulator 39 and releases the connection between the trailing space 38 and the first chamber 17.
  • the electromagnetic drive 50 denotes a housing block receiving an electromagnetic drive 51.
  • the electromagnetic drive 51 The electromagnetic drive
  • a plunger rod 55 is in force-transmitting connection with the armature 53 and cooperates with a slide 56 which, under the pretension of a second spring 57, bears against a stop 58 attached to the plunger rod 55 and has a continuous opening 59 running in the longitudinal direction.
  • a sleeve-shaped housing body 60 On the right side of the housing block 50 in the drawing, a sleeve-shaped housing body 60 is arranged, which receives the slide 56 in a longitudinally displaceable manner.
  • the sleeve-shaped housing body 60 has two radially extending openings spaced apart from one another in the longitudinal direction 61, 62, which are followed by the previously mentioned filter 31 or a second filter 63.
  • the radial opening 61 forms an outlet connection of the 3/3-way slide valve 27, while the opening 62 forms a connection which is connected to the pressure medium reservoir 3.
  • the longitudinal opening 59 On the side of the sleeve-shaped housing body 60 facing away from the housing block 50, the longitudinal opening 59 opens into a connection 64 to which the pressure side of the pressure source 20 is connected.
  • the sleeve-shaped housing body 60 is sealed in a further housing block, not shown.
  • a first radial collar 65 formed on the slide 56 forms a first control edge 66 which, together with a corresponding control edge 67 of the sleeve-shaped housing body 60, forms a first variable throttle cross-section 68 between the connection 61 associated with the separating piston arrangement 16 (FIG. 1, 2) and the one Forms pressure medium reservoir 3 associated radial opening 62.
  • the slide valve 56 is designed as a hollow slide valve, so that pressure and flow communication between its section adjoining the pressure source-side connection 64 and the section adjoining its anchor-side end face is established via the bore 59, so that pressure equalization takes place.
  • a second radial collar 69 of the slide 56 forms a second control edge 70 which, together with a corresponding control edge 71 of the housing body 60, forms a second variable throttle cross section 72 between the pressure source 20 and the separating piston arrangement 16, which can be opened or closed by moving the slide 56. 4 shows the valve device 27 in its initial position.
  • the slide 56 is in the de-energized state of the electromagnetic drive 51 under the pretension of the spring 57 in its first end position, in which the throttle cross-section 68 between the separating piston arrangement 16 and the pressure medium reservoir 3 is opened to the maximum.
  • the control edge 70 toward the pressure source 20 has passed over the control edge 71, so that the pressure source 20 is separated in terms of flow from the separating piston arrangement 16.
  • the brake actuation system shown in FIGS. 1 and 2 works as follows: In the initial or idle state, all elements are in the switch position shown in the drawing, in which the seat valves 12, 15 are open and the seat valve 29 is closed, while the Directional spool valve 27 in the switching position shown enables a connection between the second chamber 19 of the separating piston arrangement 16 and the pressure medium reservoir 3. Another switching position of the slide valve 27, not shown, in which a connection between the pressure source 20 and the second chamber 19 would be established would of course also be conceivable.
  • the electronic control unit 32 If a braking operation is now initiated by depressing the brake actuation pedal 1 or if the brake control and regulating device 32 ascertains a driver deceleration request by the actuation state being recognized by the actuation travel sensor 33, the electronic control unit 32 generates control signals which switch the valves 12 and 15 and thereby cause a separation of the master cylinder 2 from the wheel brakes 7 to 10. A second message is sent by the pressure sensor 13 Driver deceleration request or a specification of an actual pressure value to the electronic control unit 32, which generates control signals for the shift seat valve 29, which is switched over and enables the connection 26.
  • the 3/3-way slide valve 27 is switched to its third switching position, the electromagnetic drive 51 being energized and the armature being moved to the left into its second end position in the longitudinal direction against the action of the spring 54.
  • the slide 56 is moved in the same direction, so that the control edge 70 of the slide 56 passes over the control edge 71 and thus the progressively increasing flow cross section 72 between the pressure source 20 or the high-pressure accumulator 21 and the separating piston arrangement 16 or the second chamber 19 is opened , so that the separating piston 18 or 40 is moved to the right in the drawing and a pressure build-up takes place in the second chamber 19 and thus a pressure increase in the wheel brakes 7,8,9,10 is initiated.
  • the pedal feeling that is normal for the driver and is noticeable during a braking operation is ensured by the effect of the pedal travel simulator, not shown, mentioned above.
  • the switching seat valve 29 inserted in the connection to the pressure source 20 or the high-pressure accumulator 21 is closed.
  • the wheel brakes 7a - 10a are connected in pairs to the master brake cylinder 2 and the pressure source 20a, 21a in such a way that the line 11 assigned to the first master cylinder pressure chamber or one of the pressure sources 20a, 21a assigned to the first line section 26a, the wheel brakes 7a and 8a and to the line 14, which is assigned to the second master cylinder pressure chamber, or to the second line section 26b, which is assigned to the pressure source 20a, 21a, the wheel brakes 9a and 10a are connected.
  • Each wheel brake 7a - 10a is preceded by a separating valve 12a, 12b, 15a, 15b, which enables the corresponding wheel brake to be separated from the master brake cylinder 2.
  • Switch-seat valves 29a, 29b are inserted in the previously mentioned line sections 26a, 26b, by means of which the line sections 26a, 26b can be separated from the pressure source 20a, 21a.
  • each wheel brake 7a - 10a is assigned a separating piston arrangement 16a - 16d, each with an upstream 3/3 slide directional control valve 27a - 27d.
  • a pressure equalization between the wheel brakes 7a and 9a or 8a and 10a is provided by pressure equalization lines 73 and 74, in which pressure equalization or switching seat valves 74, 75, which are open when de-energized, are inserted, which are only switched over when a wheel-specific pressure control takes place.
  • the determination of Pressure values fed to the separating piston arrangements 16a-16d serve pressure sensors 81, 82 inserted in the pressure compensation lines 73 and 74.
  • the system shown in FIG. 6 largely corresponds to the circuit arrangement that was explained in connection with FIG. 5.
  • the aforementioned 3/3-way spool valves are each replaced by a combination of two switching seat valves 77a-d, 79a-d with a check valve 78a-d that preferably opens towards the pressure source 20a, 21a.
  • the switching seat valves 77a-d connected in the connection between the pressure source 20a, 21a and the separating piston arrangement 16a-d, to which the check valves 78a-d are connected in parallel, are designed as electromagnetically actuated, preferably normally open (SO) 2/2-way valves, while the shift seat valves 79a-d inserted between the separating piston arrangement 16a-d and the pressure medium reservoir 3 are designed as normally closed (SG) 2/2-way valves.
  • SO normally open
  • SG normally closed

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

Abstract

L'invention concerne un système d'actionnement des freins à régulation électronique pour véhicules automobiles, comportant un maître-cylindre (2), un réservoir de fluide hydraulique (3) sans pression, une source de pression (20) pilotée par une unité de commande électronique (32) et dont la pression permet d'actionner les freins de roue (7, 8, 9, 10) du véhicule, lesquels peuvent être reliés avec le maître-cylindre (2) par l'intermédiaire d'au moins un raccord hydraulique (11, 14) obturable au moyen d'une soupape de séparation (12, 15). Ledit système comporte également un dispositif (13, 33) pour détecter le désir de freinage du conducteur, ainsi qu'au moins un système de piston de séparation (16) monté en amont des freins de roue (7-10), dont la première chambre (17) peut être reliée avec le maître-cylindre (2) et dont la deuxième chambre (19) peut être reliée avec la source de pression (20) ou le réservoir de fluide hydraulique (3) par l'intermédiaire d'un système de soupape (27, 271). Pour améliorer l'aptitude au dosage de la pression de freinage d'un tel système, le système de soupape (27, 271) est formé par une soupape multipositions du type à tiroir, et une soupape à siège de commutation (29) est insérée dans le raccord entre la soupape multipositions (27, 271) et la source de pression (20).
EP98934934A 1997-06-14 1998-06-09 Systeme d'actionnement des freins a regulation electronique Withdrawn EP0941188A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19725298A DE19725298B4 (de) 1997-06-14 1997-06-14 Elektronisch regelbares Bremsbetätigungssystem
DE19725298 1997-06-14
PCT/EP1998/003444 WO1998057833A1 (fr) 1997-06-14 1998-06-09 Systeme d'actionnement des freins a regulation electronique

Publications (1)

Publication Number Publication Date
EP0941188A1 true EP0941188A1 (fr) 1999-09-15

Family

ID=7832554

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98934934A Withdrawn EP0941188A1 (fr) 1997-06-14 1998-06-09 Systeme d'actionnement des freins a regulation electronique

Country Status (5)

Country Link
US (1) US6322165B1 (fr)
EP (1) EP0941188A1 (fr)
JP (1) JP2000517270A (fr)
DE (1) DE19725298B4 (fr)
WO (1) WO1998057833A1 (fr)

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JP2000517270A (ja) 2000-12-26
US6322165B1 (en) 2001-11-27
DE19725298B4 (de) 2006-02-09
WO1998057833A1 (fr) 1998-12-23
DE19725298A1 (de) 1998-12-17

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