EP1073572A1 - Hauptzylinder mit verbesserter notbremsfunktion - Google Patents
Hauptzylinder mit verbesserter notbremsfunktionInfo
- Publication number
- EP1073572A1 EP1073572A1 EP99920727A EP99920727A EP1073572A1 EP 1073572 A1 EP1073572 A1 EP 1073572A1 EP 99920727 A EP99920727 A EP 99920727A EP 99920727 A EP99920727 A EP 99920727A EP 1073572 A1 EP1073572 A1 EP 1073572A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- chamber
- piston
- master cylinder
- pressure chamber
- 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- Withdrawn
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
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- 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
- B60T8/321—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 deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
Definitions
- the invention relates to a master cylinder for a hydraulic vehicle brake system according to the preamble of claims 1 and 7.
- a master cylinder is known from DE 196 20 228 AI.
- This prior art relates to a master cylinder, the hydraulically effective pressure piston area of which is reduced when an upstream system which regulates drive slip and / or driving stability in a motor vehicle (so-called stability control) requests a braking force.
- the invention has for its object to provide a master cylinder for a hydraulic vehicle brake system, which provides improved behavior in emergency braking situations even without the upstream connection of a brake booster that can be actuated independently of the driver, and which generally recognizes an increased braking force requirement in a simple manner in cooperation with a simple device enables the generation of higher brake pressures.
- the device for the optional liquid-conducting connection of the pressure chamber and the follow-up chamber controls the connection between the pressure chamber and the follow-up chamber as a function of the pressure increase gradient in the pressure chamber, that the aforementioned connection is established when a predetermined pressure rise gradient is exceeded.
- the pressure rise gradient in the pressure chamber of the master cylinder is used to identify whether there is a situation with an increased braking force requirement.
- the hydraulically effective pressure piston area in the master cylinder is reduced, which, with the same actuation force, results in a higher brake pressure corresponding to the area reduction, which acts on the connected wheel brakes, because when the pressure chamber and the trailing chamber are connected, a certain part of the fluid volume only becomes from the pressure chamber moved into the trailing chamber without increasing the pressure. Only the fluid volume corresponding to the hydraulically effective area of the actuator and displaced from the pressure chamber is fed into a brake circuit connected to the master cylinder and produces the desired pressure increase.
- the device for the liquid-conducting connection of the pressure chamber and the trailing chamber comprises a valve which, in a first position, the trailing chamber with a reservoir for hydraulic fluid and in a second position - 3 -
- Pressure chamber connects with the trailing chamber.
- the trailing chamber is therefore shut off from the hydraulic fluid reservoir.
- Said valve can be, for example, an electromagnetic valve that is connected to a control unit, which in turn is connected to a pressure sensor that supplies a signal that represents the pressure change in the pressure chamber of the master cylinder.
- the pressure rise gradient in the pressure chamber is determined by evaluating the signal from the pressure sensor.
- a displacement sensor can also be provided, which is a
- Actuating path of the pressure piston in the master cylinder provides a signal. Since the geometric relationships in the master cylinder are known and do not change, the actuation path per unit of time can be displaced from that in the pressure chamber
- any sensor is suitable that can deliver a signal representing the pressure change in the pressure chamber.
- a pressure measurement can also be carried out at locations outside the pressure chamber where there is a pressure behavior representative of the pressure rise gradient in the pressure chamber. These are, for example, all locations that are in liquid-conducting connection with the pressure chamber.
- the pressure sensor already mentioned does not necessarily have to be arranged in the pressure chamber.
- the alternatively used displacement sensor also needs
- the valve is a control valve with an in - 4 -
- control piston which is resiliently biased into a rest position in which the trailing chamber is connected to the reservoir for hydraulic fluid.
- the control piston has a throttle point through which the pressure chamber with the
- Master cylinder downstream brake circuit is constantly connected to conduct liquid.
- the hydraulic fluid volume displaced from the pressure chamber is thus conducted completely through the throttle point into the downstream brake circuit.
- a certain hydraulic fluid volume flow displaced from the pressure chamber is exceeded, i.e. If a predetermined pressure increase gradient is exceeded, which is determined by the dimensioning of the throttle point and the resilient preload of the control piston, the control piston moves into one
- the control piston is advantageously designed in such a way that in its rest position a recess arranged in its outer peripheral surface connects a first connection of the control valve, which is connected to the trailing chamber, and a second connection of the control valve, which is connected to the reservoir for hydraulic fluid.
- the two connections of the control valve in the axial direction of the control piston are at such a distance from one another that in the actuating position of the control piston a portion of its outer circumferential surface shuts off the second connection while the first connection is open.
- the recess mentioned can in particular be an annular groove. - 5 -
- the control valve can have its own housing in which the control piston is arranged.
- the control piston of the control valve is, however, arranged in the bore of the master cylinder housing in continuation of the pressure chamber.
- the two connections of the control valve mentioned are formed in the master cylinder housing in this exemplary embodiment.
- the control valve provided with the control piston establishes the connection between the pressure chamber and the trailing chamber depending on the hydraulic fluid volume flow displaced from the pressure chamber, which is a measure of the pressure increase gradient in the pressure chamber.
- the control piston preferably has a control edge which opens the liquid-conducting connection between the pressure chamber and the trailing chamber when it is shifted from the rest position into the actuation position.
- more or less hydraulic fluid can be shifted from the pressure chamber into the follow-up chamber by the control edge only releasing a part of the cross-sectional area of the connection of the control valve leading to the follow-up chamber for certain pressure increase gradients. In this way, a variable reduction in the effective pressure piston area as a function of the pressure increase gradient is achieved.
- the object mentioned at the outset is also achieved by a master cylinder which has the features specified in claim 7.
- the hydraulically effective surface of the actuating member is no longer important in this second embodiment.
- the pressure piston is mechanically connected on its one side facing away from the actuating element to an additional piston which has a hydraulically effective area C which is smaller than the hydraulically effective area A of the pressure piston.
- This additional piston extends into one of the pressure chamber - 6 -
- the trailing chamber is in constant liquid-conducting communication with the reservoir for hydraulic fluid.
- the device for the liquid-conducting connection of the pressure chamber and the trailing chamber as a function of a predetermined pressure increase gradient in the pressure chamber also blocks, in the state in which the pressure chamber and the trailing chamber are connected to one another, at least essentially a first pressure outlet assigned to the pressure chamber.
- the pressure ratio of the master cylinder in the brake circuit mentioned is in any case approximately increased by the factor A / C.
- the device for fluid-conducting connection of the pressure chamber and the trailing chamber preferably comprises a valve which connects the first pressure outlet to the brake circuit in a first position and the pressure chamber to the trailing chamber in a second position.
- this valve can be, for example, an electromagnetic valve which is controlled by a control device which is connected to a pressure sensor or a displacement sensor.
- Valve designed as a control valve with a control piston sealingly and displaceably guided in a bore, which has a throttle point via which the first pressure outlet, ie the pressure outlet of the pressure chamber, is in constant liquid-conducting connection with the second pressure outlet, ie the pressure outlet of the further pressure chamber.
- the control piston is resiliently biased into a rest position in which the connection - 7 -
- control piston moves depending on the hydraulic fluid volume flow displaced from the pressure chamber into an actuation position in which the connection between the pressure chamber and the trailing chamber is established.
- control piston preferably has a control edge which opens the liquid-conducting connection between the pressure chamber and the trailing chamber when the control piston is shifted from the rest position into the actuation position.
- the throttle point of the control piston is preferably formed by one or more bores running axially through the control piston.
- both embodiments and all of their modifications comprise a further pressure piston designed as a floating piston, which is sealingly and displaceably guided in the bore of the main cylinder housing and delimits a second pressure chamber therein.
- This second pressure chamber is usually provided for connection to a further brake circuit.
- a higher brake pressure generated in the first pressure chamber by means of the hydraulic effective area reduction is also transmitted to the second pressure chamber via the floating piston.
- Brake booster is connected upstream, which, however, does not have to be operable independently of the driver.
- FIG. 1 shows a first embodiment, partially in section, of a master cylinder according to the invention, which is connected to a conventional hydraulic vehicle brake system equipped with a brake slip control system,
- FIG. 2 shows the master cylinder from FIG. 1 with a modified device for establishing a connection between a pressure chamber and a trailing chamber of the master cylinder
- FIG. 3 shows a modified embodiment of the master cylinder from FIG. 2,
- Fig. 4 is a representation similar to Fig. 1 of a second embodiment of a master cylinder according to the invention.
- FIG. 5 shows a modification of the embodiment shown in FIG. 4.
- FIG. 1 schematically shows a first embodiment of a master cylinder 10 for a hydraulic vehicle brake system, which here comprises four wheel brakes 12 designed as disc brakes, each of which is assigned to a vehicle wheel (not shown).
- the vehicle brake system is equipped with a brake slip control system which can build up, maintain or reduce the brake pressure on each individual wheel brake 12 independently of the other wheel brakes.
- a brake slip control system which can build up, maintain or reduce the brake pressure on each individual wheel brake 12 independently of the other wheel brakes.
- two solenoid valves 14 and 16 assigned to each wheel brake 12 and one expander chamber 17 cooperating with each brake circuit are used.
- the structure and mode of operation of such a brake slip control system which also includes an electronic control unit and other components, not shown here or not shown belong, is generally known to experts in this field and therefore need not be explained further.
- the master cylinder 10 has a mostly elongated housing 18 with a bore 20 formed therein, in which a pressure piston 22, also referred to as a primary piston, and a further pressure piston 24, also referred to as a secondary piston and designed here as a floating piston, are sealingly and displaceably guided.
- the pressure piston 22 is mechanically connected to a rod-shaped actuating member 26, which is sealingly and displaceably guided into the master cylinder housing 18 and protrudes from the end thereof.
- an input force F can be transmitted to the pressure piston 22.
- This input force F can be generated in part by a brake booster, not shown here, which is mechanically coupled to the actuating member 26 and can thus transmit the actuating force provided by it to the master cylinder 10.
- the master cylinder 10 or, if present, the brake booster is in turn coupled in the usual way to a brake pedal, also not shown, of the vehicle brake system.
- the pressure piston 22 delimits in the bore 20, on the one hand, together with the further pressure piston 24, a first pressure chamber 28, which is assigned to a first brake circuit of the vehicle brake system designed as a two-circuit system, and on the other hand a follow-up chamber 30, which is located on the side of the pressure piston 22 Actuator 26 is located.
- Pressure piston 24 also delimits a second pressure chamber 32 in the bore 20, which is assigned to the second brake circuit of the vehicle brake system.
- the two pressure chambers 28 and 32 and the trailing chamber 30 are filled with hydraulic fluid.
- the input force F is transmitted from the actuator 26 to the pressure piston 22, which then shifts to the left in relation to FIG. 1.
- the pressure piston 22 passes over a trailing bore 34, which the first pressure chamber 28 does not have in the initial position of the pressure piston 22 for pressure compensation purposes via a connection 36 - 10 -
- the pressure ratio of the input force F achieved by the master cylinder 10 depends on the hydraulically effective area A of the pressure piston 22.
- the master cylinder 10 has a device 50 with which the pressure chamber 28 and the trailing chamber 30 can be connected to one another in a liquid-conducting manner.
- the device 50 comprises a line 51 connecting the pressure chamber 28 to the wake-up chamber 30 and a valve 52 arranged therein, which can be controlled electrically according to FIG. 1.
- the valve 52 has a first connection 54, which leads to the wake-up chamber 30, a second connection 56, which leads via a line 57 to the reservoir for hydraulic fluid, not shown, and a third connection 58 which leads to the pressure chamber 28.
- valve 52 shuts off the line 51 and connects the first connection 54 to the second connection 56, so that a liquid connection between the after-flow chamber 30 and the storage container is made via the line 57 is made for hydraulic fluid.
- the valve 52 connects the first port 54 to the third port 58, so that - after the pressure piston 22 has passed over the trailing bore 34 - a liquid-conducting connection between the first pressure chamber 28 and the trailing chamber 30, which is now shut off from the atmosphere is produced and the two chambers 28 and 30 form a communicating system with regard to the pressure prevailing in them.
- the pressure ratio of the master cylinder 10 is now determined by the hydraulically effective area B of the actuating member 26, which is smaller than the area A, because a liquid volume corresponding to the difference between the areas A and B is released from the first pressure chamber 28 into the trailing chamber during actuation of the master cylinder 10 30 only shifted without increasing the brake pressure.
- the device 50 establishes the connection between the pressure chamber 28 and the trailing chamber 30 as a function of the pressure increase gradient in the pressure chamber 28.
- a pressure sensor 60 is arranged in a hydraulic line connected to the first pressure outlet 38 of the pressure chamber 28, which is part of the first brake circuit.
- the pressure sensor 60 is connected to an electronic control unit (not shown) and supplies a signal which represents the pressure change in the hydraulic line.
- the pressure rise gradient is calculated in the electronic control unit from this signal. If the pressure rise gradient exceeds a certain threshold value, the control unit emits a signal to the solenoid valve 52 and causes the latter to assume its second position, in which the pressure chamber 28 is connected to the wake-up chamber 30.
- the pressure increase gradient in the pressure chamber 28 is particularly well suited for detecting a situation with an increased brake pressure requirement, since it reproduces this without the distorting influence of the various free travel paths that are located in the actuation travel path between a brake pedal and the master cylinder. An unintentional, rapid tapping of the brake pedal is therefore not sufficient to switch the master cylinder 10 to the state in which its pressure ratio is increased.
- the solenoid valve 52 returns to its position shown in FIG. 1, in which the full hydraulic effective area A of the pressure piston 22 is available for a pressure build-up in the pressure chamber 28.
- the longer actuation travel, which is required for a pressure build-up in the pressure chamber 28 connected to the trailing chamber 30, has no noticeable disadvantageous effect due to the very limited duration of this state.
- valve 52 is a control valve 52a with a control piston 64 sealingly and displaceably guided in a bore 62.
- the control piston 64 is resiliently biased into its rest position shown in FIG. 2, in which one in its - 13 -
- Outer peripheral surface and here formed as an annular groove 66 connects the first connection 54 and the second connection 56 to each other in a liquid-conducting manner.
- An axial through bore 68 with a throttle point 70 extends through the control piston 64.
- the third connection 58 of the control valve 52a is, as shown, constantly connected to the first brake circuit in a liquid-conducting manner by means of the axial through bore 68.
- a control edge 74 of the control piston 64 opens the first connection 54 again, so that a fluid-conducting connection is established between the pressure chamber 28 and the trailing chamber 30, while the trailing chamber 30 is shut off from the reservoir for hydraulic fluid, ie from atmospheric pressure.
- first connection 54 is fully open, only the hydraulic effective surface B of the actuating member 26 acts in the pressure chamber 28. With the input force F remaining the same, the pressure in the pressure chamber 28 increases by the factor A / B. This increased pressure is applied to the floating piston 24 - 14 -
- FIG. 3 shows an exemplary embodiment similar to FIG. 2, which differs only in the arrangement of the control valve 52a.
- the control valve 52a has its own housing for guiding the control piston 64
- the control piston 64 according to FIG. 3 is guided in a section of reduced diameter in the bore 20 of the master cylinder housing 18.
- the first connection 54 and the second connection 56 of the control valve 52a are formed in the master cylinder housing 18, while the third connection 58 is omitted since the axial through bore 68 of the control piston 64 is arranged in the pressure chamber 28 itself.
- the throttle point 70 according to FIG. 3 acts on both brake circuits. A rapid pressure rise caused upstream of the control piston 64 is, however, initially also transmitted to the second pressure chamber 32 almost without delay by the control piston 64 moving into its actuating position.
- FIG. 4 shows a second embodiment of a master cylinder 10 ', which differs from the previously described embodiments. - 15 -
- Example of the master cylinder 10 distinguishes by an additional piston 76, which is in mechanical connection with the pressure piston 22 and extends into a separate from the pressure chamber 28, further pressure chamber 78, which is in the bore 20 of the master cylinder housing 18 between the pressure chamber 28 and the second pressure chamber 32 is formed.
- the further pressure chamber 78 has a second pressure outlet 80 which, like the first pressure outlet 38 of the pressure chamber 28, is provided for being connected to one and the same brake circuit.
- the device 50 for connecting the pressure chamber 28 to the trailing chamber 30 comprises a valve 82 which can be designed as an electromagnetic valve and which in a first position has the first pressure outlet 38 with the second pressure outlet 80 and in a second position the first pressure outlet 38 with the trailing chamber 30 fluidly connects.
- the valve 82 has a first connection 84 which leads to the trailing chamber 30, a second connection 86 which leads to the second pressure outlet 80 of the further pressure chamber 78, and a third connection 88 which leads to the pressure chamber 28.
- the trailing chamber 30 is in permanent fluid-conducting connection with a reservoir for hydraulic fluid, not shown, via a connection 90.
- the valve 82 switches when a certain pressure increase gradient in the pressure chamber 28 or the further pressure chamber 78 is exceeded into the second position shown in FIG. 4, in which the first pressure outlet 38 of the pressure chamber 28 is connected via the third connection 88 and the first connection 84 of the valve 82 to the wake-up chamber 30 and at the same time the first pressure outlet 38 is shut off from the second pressure outlet 80, ie from the brake circuit.
- the pressure chamber 28 is connected to atmospheric pressure via the follow-up chamber 30 and its connection 90, so that only the hydraulic effective area C of the additional piston 76, which is smaller than the hydraulic effective area A of the pressure piston 22, is pressurized.
- valve 82 assumes its basic position, in which it connects the pressure chamber 28 to the further pressure chamber 78 via its third connection 88 and its second connection 86, so that when pressure builds up, the sum of the hydraulic effective areas A and C of the pressure piston 22 and the additional piston 76 is effective.
- the valve 82 is designed similar to FIG. 2 as a control valve 82a with a control piston 64 '.
- the control piston 64 ' In its rest position shown in FIG. 5, the control piston 64 'closes the first connection 84 of the control valve 82a with its outer circumferential surface, so that the axial through bore 68 with the throttle point 70 and the second connection 86 of the control valve are connected via the third connection 88 82a, a permanent liquid-conducting connection between the pressure chamber 28 and the further pressure chamber 78 is created.
- control piston 64 moves depending on the hydraulic fluid volume flow displaced from the pressure chamber 28 into an actuating position in which a control edge 74' opens the first port 84 of the control valve 82a and thus while maintaining the previously described liquid-conducting
- connection between the pressure chamber 28 and the further pressure chamber 78 opens a liquid-conducting connection between the pressure chamber 28 and the trailing chamber 30.
- the strongly throttling effect of the throttle point 70 ensures that the brake pressure which increases rapidly in the further pressure chamber 78 due to the now effective, greater reinforcement of the master cylinder 10 'can be supplied to the first brake circuit almost undiminished.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19819228 | 1998-04-29 | ||
DE1998119228 DE19819228A1 (de) | 1998-04-29 | 1998-04-29 | Hauptzylinder mit verbesserter Notbremsfunktion |
PCT/EP1999/002687 WO1999055570A1 (de) | 1998-04-29 | 1999-04-21 | Hauptzylinder mit verbesserter notbremsfunktion |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1073572A1 true EP1073572A1 (de) | 2001-02-07 |
Family
ID=7866221
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99920727A Withdrawn EP1073572A1 (de) | 1998-04-29 | 1999-04-21 | Hauptzylinder mit verbesserter notbremsfunktion |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1073572A1 (de) |
DE (1) | DE19819228A1 (de) |
WO (1) | WO1999055570A1 (de) |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CA897089A (en) | 1969-05-14 | 1972-04-04 | Upper Lakes Shipping Ltd. | System and apparatus for unloading bulk material from a storage enclosure |
DE4208496C1 (de) * | 1992-03-17 | 1993-08-05 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | |
DE19620228C2 (de) * | 1996-05-20 | 1999-06-10 | Lucas Ind Plc | Hauptzylinder für eine hydraulische Fahrzeugbremsanlage |
DE19632130A1 (de) * | 1996-07-01 | 1998-01-08 | Teves Gmbh Alfred | Hydraulische Bremsanlage |
-
1998
- 1998-04-29 DE DE1998119228 patent/DE19819228A1/de not_active Withdrawn
-
1999
- 1999-04-21 EP EP99920727A patent/EP1073572A1/de not_active Withdrawn
- 1999-04-21 WO PCT/EP1999/002687 patent/WO1999055570A1/de not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO9955570A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO1999055570A1 (de) | 1999-11-04 |
DE19819228A1 (de) | 1999-11-11 |
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