EP1098800A1 - Maitre-cylindre presentant des caracteristiques de freinage ameliorees, destine a un systeme de freinage hydraulique de vehicule - Google Patents

Maitre-cylindre presentant des caracteristiques de freinage ameliorees, destine a un systeme de freinage hydraulique de vehicule

Info

Publication number
EP1098800A1
EP1098800A1 EP99938302A EP99938302A EP1098800A1 EP 1098800 A1 EP1098800 A1 EP 1098800A1 EP 99938302 A EP99938302 A EP 99938302A EP 99938302 A EP99938302 A EP 99938302A EP 1098800 A1 EP1098800 A1 EP 1098800A1
Authority
EP
European Patent Office
Prior art keywords
piston
master cylinder
valve
pressure chamber
auxiliary
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Withdrawn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
EP99938302A
Other languages
German (de)
English (en)
Inventor
Peter Schlüter
Josef Pickenhahn
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.)
ZF International UK Ltd
Original Assignee
Lucas Industries Ltd
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 Lucas Industries Ltd filed Critical Lucas Industries Ltd
Publication of EP1098800A1 publication Critical patent/EP1098800A1/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Withdrawn legal-status Critical Current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
    • B60T8/321—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
    • 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
    • B60T13/24—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 the fluid being gaseous
    • B60T13/46—Vacuum systems
    • B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
    • B60T13/565—Vacuum systems indirect, i.e. vacuum booster units characterised by being associated with master cylinders, e.g. integrally formed
    • 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
    • B60T13/24—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 the fluid being gaseous
    • B60T13/46—Vacuum systems
    • B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
    • B60T13/573—Vacuum systems indirect, i.e. vacuum booster units characterised by reaction devices

Definitions

  • the present invention relates to a master cylinder for a hydraulic vehicle brake system according to the preamble of claim 1.
  • a master cylinder is known for example from DE 44 29 439 C2.
  • Brake force generators without an interposed rubber-elastic reaction disk are often unsatisfactory in terms of pedal feel, because they impart a very stiff pedal feel, which leads to a poorly controllable metering of the vehicle brake.
  • DE 44 29 439 C2 it has therefore been proposed to design the master cylinder in such a way that, in an initial phase of braking, a first hydraulic diameter and later a second diameter larger than the first diameter are hydraulically effective.
  • So-called brake assistants are also known. This term is usually understood to mean a system which can provide a driver with increased braking power in the event of emergency braking with essentially the same actuation force. Systems of this type have been developed because studies have shown that the majority of vehicle users do not step on the brake pedal as hard as is necessary to achieve maximum braking power during emergency braking. The vehicle's stopping distance is therefore longer than necessary. Systems of this type that are already in production use an electromagnetically actuated brake booster in conjunction with a device that can determine the actuation speed of the brake pedal. If this device detects an actuation speed that is above a predetermined threshold value, it is assumed that there is an emergency braking situation and the brake booster is fully controlled by means of the electromagnetic actuation device, i.e. it provides its highest possible amplification performance.
  • Brake boosters with electromagnetic actuation are too expensive for motor vehicles in the lower and medium price range. There is therefore a desire for solutions that achieve a brake assistant function with less effort.
  • the invention is based on the object, starting from a master cylinder of the type mentioned, using simple means to implement a brake assistant function, ie in particular without an electromagnetically actuated brake booster.
  • the solution to be specified should go as far as avoid possible that the brake assist function is triggered unintentionally.
  • a master cylinder for a hydraulic vehicle brake system which has the features specified in claim 1.
  • a switching piston is arranged in the hollow cylindrical primary piston of the master cylinder, which is resiliently biased towards the primary pressure chamber and is axially displaceable relative to the auxiliary piston. If a predetermined pressure level is reached in the primary pressure chamber, the switching piston moves against the resilient preload relative to the auxiliary piston, as a result of which a valve closes the fluid connection between the second hydraulically active diameter determined by the auxiliary piston and the pressure chamber.
  • the amount of the resilient bias of the switching piston thus defines a brake pressure level below which the brake assistant function determined by the closing of the valve cannot occur.
  • the desired brake assist function can only take effect after the pressure threshold specified by the resilient preload of the switching piston has been exceeded. This prevents the brake assistant function from being triggered when the brakes are in the region of relatively low brake pressures, in which most of the brakes take place, even if the actuation speed of the brake pedal is high.
  • the resilient bias of the switching piston is supported on the primary piston, for example on an inner projection of the primary piston.
  • the preferred embodiment of the master cylinder according to the invention is the Auxiliary piston sealingly and slidably guided in the switching piston.
  • the section of the primary piston which is arranged in the direction of the actuating member is completely blocked by the primary pressure chamber of the master cylinder by closing the valve mentioned.
  • the valve is preferably formed by an annular flange of the switching piston and a step-like narrowing of the passage recess of the primary piston which interacts with this annular flange.
  • the switching piston can have an essentially cup-shaped shape, such that the auxiliary piston is immersed in the switching piston and the annular flange of the valve is arranged radially on the outside of the switching piston. So that hydraulic fluid displaced by the auxiliary piston can reach the primary pressure chamber when the valve is open, radial channels are provided in the peripheral wall of a switching piston designed in this way.
  • the opening stroke of the valve can be limited by a snap ring received in the bore of the primary piston, against which the switching piston abuts.
  • the brake assistant function of the first solution according to the invention is based on the fact that a control valve, once opened, of a vacuum brake booster coupled to the master cylinder can only close again when a counterforce corresponding to the actuating force has been built up in the primary pressure chamber of the master cylinder. If a corresponding reaction of the primary chamber pressure on the actuating member and thus on the control valve of the brake booster is prevented, the brake booster will be operated up to its maximum booster power - assuming an at least constant actuating force, which leads to a noticeable increase in the brake pressure and so that the achievable braking performance leads.
  • the valve is formed by a sealing cone formed on the actuating piston and a valve seat cooperating therewith, which is resiliently biased towards the sealing cone and a stop arranged on the switching piston and arranged between the sealing cone and the valve seat.
  • the valve shuts off the second hydraulically effective diameter given by the auxiliary piston with respect to the primary pressure chamber, and a third hydraulically effective diameter that is smaller than the second hydraulically effective diameter is used after the predetermined pressure threshold has been exceeded.
  • the stop formed on the switching piston prevents the valve from closing as long as the switching piston has not yet been displaced relative to the auxiliary piston, ie below the pressure threshold which determines the triggering of the brake assist function.
  • the valve seat is formed on a hollow cylindrical valve piston which provides the third hydraulically effective diameter.
  • the valve piston can be sealingly and displaceably received in a pot-shaped holding element, which in turn is sealingly and displaceably guided in the switching piston and has a constantly open passage to the primary pressure chamber. In this way, when the valve is open, there is a fluid connection between the primary pressure chamber and the second hydraulically active diameter, which is determined by the auxiliary piston. When the valve is closed, however, the third hydraulically active diameter, which is smaller than the second hydraulically active diameter, acts on the primary pressure chamber.
  • FIG. 1 shows a longitudinal section through the region of interest of a first embodiment of a master cylinder according to the invention, which is connected to a vacuum brake booster, in the rest position,
  • FIG. 2 shows the view according to FIG. 1 in a first actuation position
  • FIG. 3 shows the view according to FIG. 1 in a second actuation position
  • FIG. 4 shows a diagram which shows the relationship between an applied input force and the primary chamber pressure achieved thereby according to the various actuation positions for the first embodiment
  • Fig. 5 is a Fig. 1 corresponding view of a second
  • FIG. 6 shows the view according to FIG. 5 in a first actuation position
  • FIG. 7 shows the view according to FIG. 5 in a second actuation position
  • Fig. 9 is a diagram showing the relationship between an applied input force and the resultant
  • Primary chamber pressure according to the various operating positions for the second embodiment. 1 shows the area of a first exemplary embodiment of a master cylinder 10 for a hydraulic vehicle brake system which is of interest in connection with the present invention and to which a vacuum brake booster 12 is connected upstream.
  • the brake booster 12 has a housing, the interior of which is divided into two sections by a fixed wall 14. In one section, a movable wall 16 separates a vacuum chamber 18 from a working chamber 20, while in the other section another movable wall 16 'separates a vacuum chamber 18' from a working chamber 20 '.
  • the vacuum chambers 18, 18 ' are continuously connected to a vacuum source during operation of the brake booster 12, for example to the intake tract of an internal combustion engine or to a vacuum pump.
  • a control valve 22 is provided to selectively connect the working chambers 20, 20 'to the vacuum chambers 18, 18' so that the working chambers 20, 20 'are evacuated, or to establish a connection between the evacuated working chambers 20, 20' and the Ambient atmosphere, ie to produce the ambient pressure.
  • the design of the brake booster shown with two vacuum chambers 18, 18 'and two working chambers 20, 20' is referred to as a tandem design. However, vacuum brake boosters often have only one vacuum chamber and one working chamber.
  • the master cylinder 10 and the brake booster 12 are actuated by means of a rod-shaped input member 24 projecting into a housing 23 of the control valve 22.
  • the spherical end of the input member 24 is fastened in a transmission piston 26, on which a first annular valve seat 28 of the control valve 22 is formed, which, in cooperation with a valve sealing member 30 that is resiliently biased against the first valve seat 28, connects between the ambient atmosphere and the working chambers 20, 20 'of the braking power amplifier 12 can control.
  • a second annular valve seat 32 of the control valve 22 is formed on the inside of the control valve housing 22, which also cooperates with the spring-loaded valve sealing member 30 and which connects the vacuum chambers 18, 18 'and the working chambers 20, 20 'can control.
  • the master cylinder 10 connected downstream of the brake booster 12 has a housing 34 with a bore 36 in which a hollow cylindrical primary piston 38 is sealingly guided and axially displaceable.
  • the primary piston 38 acts on a pressure chamber 40, which is also referred to as the primary pressure chamber and which is axially limited in the bore 36 of the main cylinder housing 34 axially between the primary piston 38 and a secondary piston, not shown, arranged in the bore 36.
  • the pressure chamber 40 is connected to a brake circuit of the vehicle brake system.
  • an auxiliary piston 42 is received with a stepped through bore 44, in which a complementarily stepped end of an actuating piston 46 is sealingly and displaceably guided and defines a first hydraulically effective diameter Di.
  • the other end of the actuating piston 46 protrudes from the primary piston 38 in the direction of the input member 24. Any displacement of the input member 24 in the direction of actuation, i.e. 1 to the left is transferred to the actuating piston 46 of the master cylinder 10 via a sealing piston 48 guided in the control valve housing 23.
  • the auxiliary piston 42 is sealingly and displaceably guided in an approximately cup-shaped switching piston 58, which in turn is sealingly and displaceably guided in the bore 36 of the primary piston 38.
  • the switching piston 58 is biased in the direction of the pressure chamber 40 by a compression spring 60 supported on the stop 56 and is axially supported on a snap ring 62 which is received in the bore 36 of the primary piston 38.
  • the switching piston 58 has an annular flange 64 of enlarged diameter radially on the outside, which can cooperate with a step-shaped narrowing 66 of the bore 36 of the primary piston 38.
  • the ring flange 64 is provided on the side facing the constriction 66 with elastomer material. In this way, a valve 68 is formed, which is shown in FIG.
  • An actuation of the brake booster 12 or the master cylinder 10 moves the input member 24 into the brake booster 12, ie to the left in the figures. This displacement is transmitted without delay to the actuating piston 46 via the transmission piston 26 and the sealing piston 48.
  • the actuating piston 46 with its hydraulically effective diameter Di, displaces hydraulic fluid through the stepped through-bore 44 of the auxiliary piston 42 into the switching piston 48, from which the hydraulic fluid flows through radial channels 70 and then through the opened valve 68 into the pressure chamber 40 and there the pressure accordingly lifts.
  • the aforementioned displacement of the input member 24 furthermore causes the first valve seat 28 formed on the transmission piston 26 to be lifted off the valve sealing member 30, as a result of which ambient air passes through a channel 72 surrounding the input member 24 and past the open valve seat 28 through another in the control valve housing 23 trained channel 74 can get into the working chamber 20 'and from there into the other working chamber 20.
  • a pressure difference then arises on the movable walls 16 and 16 'and the resulting force wants to move the movable walls 16 and 16' to the left.
  • This force is transmitted from the movable walls 16 and 16 'to the control valve housing 23, which delivers the force to the primary piston 38 via an adjusting ring 76.
  • the primary piston 38 is consequently displaced into the pressure chamber 40, which leads to a corresponding increase in the hydraulic pressure prevailing in the pressure chamber 40.
  • the force acting on the auxiliary piston 42 from the pressure chamber 40 is greater than the counteracting force of the compression spring 54.
  • the actuating piston 46 and the auxiliary piston 42 form a unit, and when the actuating piston 46 is displaced further in the actuating direction, the first hydraulically effective diameter Di of the actuating piston 46 no longer acts, but a larger second hydraulically active diameter D 2 , which is caused by the Auxiliary piston 42 is determined.
  • the smaller first hydraulic diameter D is effective, which results in a braking pressure in the pressure chamber 40 that increases more rapidly in relation to the actuating force.
  • the larger second hydraulic diameter D 2 acts, which results in increased feedback of the brake pressure prevailing in the pressure chamber 40 to the input member 24 and thus to the brake pedal.
  • valve sealing member 30 comes again with the first one in the course of the displacement of the control valve housing 23
  • Valve seat 28 in contact, so that the air supply to the working chambers 20 and 20 'is interrupted (equilibrium position, both valve seats 28 and 32 closed, see Fig. 2).
  • Brake pressure on the transmission piston 26 and the first valve seat 28 formed on it exists when the valve is closed Valve 68 no longer, because the fluid connection between the pressure chamber 40 and the components arranged on the right of the switching piston 58 in the figures, in particular to the actuating piston 46, is interrupted.
  • the first valve seat 28 therefore remains open and ambient air continues to flow into the working chambers 20 and 20 'until the maximum possible differential pressure and thus the maximum possible boosting force of the brake booster 12 is reached (control point of the brake booster).
  • the increasing force of the brake booster 12 up to the modulation point is transmitted to the primary piston 38 via the control valve housing 23, as previously described, so that the pressure in the pressure chamber 40 increases accordingly.
  • the reaction force noticeable on the brake pedal does not increase, but remains at a level corresponding to the second predetermined pressure value.
  • a bolt 77 fastened to the transmission piston 26 and projecting into the channel 74 rests on the control valve housing 23, which is why, by increasing the actuating force exerted on the input member 24, the pressure in the pressure chamber 40 only corresponds to that by the hydraulic effective diameter of the primary piston 38 given the ratio can be increased, however, without additional reinforcement by the Brera power amplifier 12.
  • Point A represents the changeover from the first hydraulically effective diameter Di to the larger, second hydraulically effective diameter D in the context of normal braking
  • point B represents the closing of valve 68 in the context of panic braking (emergency braking), to which it applies the brake pedal is actuated quickly and with a larger stroke.
  • the booster force is increased up to the modulation point C of the brake booster 12 (brake assistant function).
  • the control point C acts the actuating force increases only in accordance with the force transmission given by the hydraulically effective diameter of the primary piston 38, without the brake booster 12 making a further force contribution.
  • FIGS. 5 to 8 show a second exemplary embodiment of a master cylinder 10, which differs from the previously described first exemplary embodiment by a different design of the switching piston and the valve, for which reason the reference numerals of these elements are designated 58 ′ and 68 ′.
  • the auxiliary piston 42 is sealingly and displaceably guided in the switching piston 58 ', however the switching piston 58' is a hollow cylinder with a stop 78 arranged therein.
  • the switching piston 58 ' is in the primary piston 38 on the one hand and on the other hand sealingly and displaceably guided on a hollow cylindrical section 80 of an essentially pot-shaped holding element 82, which extends from the pressure chamber 40 into the switching piston 58 '.
  • the holding element 82 serves to receive a valve piston 84 which is sealingly and displaceably guided in the hollow cylindrical section 80 and is prestressed against the stop 78 in the switching piston 58 'by means of a compression spring 86 which is enclosed therein.
  • a valve piston 84 which is sealingly and displaceably guided in the hollow cylindrical section 80 and is prestressed against the stop 78 in the switching piston 58 'by means of a compression spring 86 which is enclosed therein.
  • an annular valve seat 88 is formed on its end face facing the stop 78.
  • the actuating piston 46 passes through the end arranged in the primary piston 38
  • a sealing cone 90 is formed on the actuating piston 46, which can cooperate with the valve seat 88 and forms the valve 68 'with it.
  • the holding element 82 has a constantly open passage 92, so that when the valve 68 'is open, one There is a fluid connection between the pressure chamber 40 and the second hydraulically effective diameter D 2 determined by the auxiliary piston 42.
  • the function of the second exemplary embodiment in the initial phase is similar to that of the first exemplary embodiment, that is to say, after reaching a predetermined first pressure level in the pressure chamber 40, the auxiliary piston 42 is displaced relative to the force of the compression spring 54 relative to the actuating piston 46 until the latter with the Auxiliary piston 42 is coupled so that the second hydraulic diameter D 2 determined by auxiliary piston 52 then comes into effect (see FIG. 6).
  • the brake pressure achieved in the pressure chamber 40 increases with the corresponding force support by the brake booster 12 until the actuation point of the brake booster 12 is finally reached (see point B in FIG. 9 in this regard) ). Thereafter, the brake pressure can only be increased with increasing input or actuation force in accordance with the force transmission given by the hydraulic effective diameter of the primary piston 38.
  • the sealing cone 90 can rest against the valve seat 88 and thereby close the valve 68 '(see FIG. 8).
  • the second hydraulic effective diameter D 2 is thus decoupled from the pressure chamber 40 and a third hydraulic diameter D 3 determined by the valve piston 84 comes into effect during the further braking process.
  • the third hydraulic diameter D 3 is smaller than the second hydraulic effective diameter D 2 , so that the power transmission of the master cylinder 10 is increased again, that is to say with a predetermined input force increase, the brake pressure increase is greater than before.
  • valve piston 84 releases from its stop 78 in the switching piston 58' and presses hydraulic fluid through the passage 92 into the pressure chamber 40.
  • FIG. 9 shows where the point C represents the closing time of the valve 68 *, at which the hydraulic pressure in the pressure chamber 40 increases due to the now reduced hydraulic effective diameter (from D 2 to D 3 ) while the input force remains the same.
  • Each further increase in input force results in a pressure increase in the pressure chamber 40 which, owing to the smaller effective diameter D 3, is greater than a pressure increase occurring during normal braking with the same increase in input force.
  • the brake pressure can only be increased with increasing input or actuation force in accordance with the force transmission given by the hydraulic effective diameter of the primary piston 38.
  • valve 68 ' If the actuating force is withdrawn, the valve 68 'opens again immediately. It should be pointed out again that the Valve 68 'can only close when a second pressure threshold predetermined by the force of the compression spring 60 has been reached or exceeded in the pressure chamber 40 and the switching piston 58' has consequently shifted counter to the actuation direction. Below this second pressure threshold, the brake assist function cannot be used in the second exemplary embodiment either.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

L'invention concerne un maître-cylindre (10) destiné à un système de freinage hydraulique de véhicule, présentant un carter (34) et un orifice (36) ménagé dans ce dernier. Un piston primaire cylindrique creux (38) agissant sur une chambre de pression (40) est guidé de manière à pouvoir coulisser dans le sens axial et de manière étanche dans ledit orifice (36). Un piston auxiliaire cylindrique creux (42), pouvant coulisser dans le sens axial, est logé dans le piston primaire (38). Un piston d'actionnement (46) faisant saillie dans le piston auxiliaire (42) peut être actionné au moyen d'un organe d'entrée (24), est guidé de manière à pouvoir coulisser dans le sens axial et de manière étanche dans ledit piston auxiliaire (42), et est sollicité par un ressort, au moins pendant un freinage, de manière à s'éloigner dudit piston auxiliaire (42). Le piston d'actionnement (46) présente un premier diamètre hydrauliquement actif (D1) et le piston auxiliaire (42) un deuxième diamètre hydrauliquement actif (D2). Après avoir dépassé une course déterminée, à l'encontre de sa sollicitation par le ressort, le piston auxiliaire (42) est accouplé de manière rigide au piston d'actionnement (46). Pour réaliser une fonction d'assistance de freinage, un piston de commande (58), sollicité par un ressort en direction de la chambre de pression (40) et pouvant coulisser axialement par rapport au piston auxiliaire (42), est placé dans le piston primaire (38). La sollicitation du piston de commande (58) par un ressort correspond à un niveau de pression prédéterminé dans la chambre de pression (40). Lorsque ce niveau est dépassé, le piston de commande (58) coulisse par rapport au piston auxiliaire (42), à l'encontre de la sollicitation par le ressort, ce qui provoque la fermeture, par une soupape (68), d'une liaison fluidique entre le deuxième diamètre hydrauliquement actif (D2) du piston auxiliaire (42) et la chambre de pression (40).
EP99938302A 1998-07-29 1999-07-20 Maitre-cylindre presentant des caracteristiques de freinage ameliorees, destine a un systeme de freinage hydraulique de vehicule Withdrawn EP1098800A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19834193A DE19834193C1 (de) 1998-07-29 1998-07-29 Hauptzylinder mit verbesserten Notbremseigenschaften für eine hydraulische Fahrzeugbremsanlage
DE19834193 1998-07-29
PCT/EP1999/005174 WO2000006436A1 (fr) 1998-07-29 1999-07-20 Maitre-cylindre presentant des caracteristiques de freinage ameliorees, destine a un systeme de freinage hydraulique de vehicule

Publications (1)

Publication Number Publication Date
EP1098800A1 true EP1098800A1 (fr) 2001-05-16

Family

ID=7875737

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99938302A Withdrawn EP1098800A1 (fr) 1998-07-29 1999-07-20 Maitre-cylindre presentant des caracteristiques de freinage ameliorees, destine a un systeme de freinage hydraulique de vehicule

Country Status (5)

Country Link
US (1) US20010004833A1 (fr)
EP (1) EP1098800A1 (fr)
JP (1) JP2002521273A (fr)
DE (1) DE19834193C1 (fr)
WO (1) WO2000006436A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10222864C1 (de) * 2002-05-23 2003-10-30 Lucas Automotive Gmbh Hauptbremszylinder
FR2844238B1 (fr) * 2002-09-11 2004-11-26 Bosch Sist S Frenado Sl Servofrein comportant un maitre-cylindre a reaction reduite
KR20070006738A (ko) * 2004-02-02 2007-01-11 루카스 오토모티브 게엠베하 차량 유압 제동 장치용 제동력 발생기
DE102004050059A1 (de) * 2004-10-14 2006-04-27 Robert Bosch Gmbh Verfahren und Vorrichtung zur Freigabe einer Bremsassistentenfunktion in einem Kraftfahrzeug

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4429439C2 (de) * 1994-08-19 1998-07-02 Lucas Ind Plc Hauptbremszylinder
FR2751602B1 (fr) * 1996-07-23 1998-09-18 Bosch Syst Freinage Dispositif de freinage assiste a rapport d'assistance variable
FR2756240B1 (fr) * 1996-11-22 1998-12-31 Bosch Sist De Frenado Sl Dispositif de freinage assiste a rapport d'assistance variable et hysteresis reduite

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0006436A1 *

Also Published As

Publication number Publication date
DE19834193C1 (de) 1999-09-30
US20010004833A1 (en) 2001-06-28
JP2002521273A (ja) 2002-07-16
WO2000006436A1 (fr) 2000-02-10

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