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
  • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
  • B60T17/18—Safety devices; Monitoring
  • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
  • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
  • B60T17/222—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems by filling or bleeding of hydraulic systems
• • 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
  • B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
  • B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders
• • 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 a hydraulic unit for slip-controlled brake systems according to the preamble of claim 1.
• a hydraulic unit for a slip-controlled brake system has already become known, with a block-shaped receiving body, which contains a total of eight valve receiving bores in a first and second row of valves, in which electromagnetically actuated inlet and outlet valves are used.
• a pump mounting hole Outside the two rows of valves are a pump mounting hole and two parallel storage mounting holes.
• the reservoir mounting holes are arranged axially parallel to the valve mounting holes and to the side of the two rows of valves, while the pump mounting hole extends parallel to the two rows of valves.
• a motor mounting hole is arranged in the middle between the two storage mounting holes and extends into the pump mounting bore parallel to the axis of the storage mounting holes.
• a third row of valves is provided, which opens away from the brake pressure transmitter connections and the first and second rows of valves at the other end of the receiving body in its housing surface.
• the third which is thus arranged directly next to the two storage bores.
• the valve series ensures a simple functional expansion of the hydraulic unit designed for blocking pressure control for the purpose of traction control or driving dynamics control, for which purpose closed solenoid valves in the basic position are used in the two outer valve receiving bores as electrical changeover valves.
• open isolating valves in the form of solenoid valves are used in the two valve receiving holes between the third valve row.
• the large distance between the brake pressure sensor connections and the electrical changeover valves has the disadvantage that for the purpose of supplying the pump with pressure medium via the changeover valves, correspondingly long suction channels from the brake pressure sensor via the electrical changeover valves to the pump receiving bore are necessary.
• the intake ducts are inevitably difficult to evacuate due to the high volume absorption and to be filled with brake fluid. A correspondingly high hydraulic resistance can also be expected in pump operation.
• the long suction ducts required can only be produced by complex drilling operations.
• 1 is a three-dimensional representation of an overall view of the subject matter of the invention to illustrate all receiving bores and pressure medium channels
• FIG. 2 shows a detailed view from FIG. 1 to explain the features essential to the invention
• FIG. 3 shows a modification of the object according to FIG. 2 in the area of the suction duct
• Fig. 4 shows another embodiment for designing the suction path between the brake pressure sensor connection and the pump receiving bore in the receiving body of the hydraulic unit.
• valve 1 shows in a spatial representation all pressure medium channels, valve, pump and accumulator receiving bores within the receiving body 4.
• valve receiving bores 2A, 2B, 2C, 2D of a first and second row of valves X, Y electromagnetically operable inlet and outlet valves are used, which extend perpendicularly from the direction of a first housing surface AI of the receiving body 4 into the valve receiving bores 2A, 2B, 2C, 2D.
• the first housing surface AI is arranged at right angles to a second housing surface A2, into which two brake pressure transmitter connections B1, B2 open due to the dual circuit of the brake system in the vicinity of the outer edges of the receiving body 4.
• a pump receiving bore 5 which extends transversely to the opening direction of the valve receiving bores 2A, 2B, 2C, 2D through the receiving body 4.
• the receiving body 4 On the third housing surface A3 opposite the valve receiving bores 2A, 2B, 2C, 2D, the receiving body 4 has a motor receiving bore 14, which is directed into the pump receiving bore 5 perpendicularly and halfway along the length of the pump receiving bore 5.
• a storage mounting bore 1 which is directed axially parallel to the valve mounting bores 2A, 2B, 2C, 2D into the first housing surface AI.
• a plurality of valve receiving bores 2E, 2F of a third valve row Z open away from the pump receiving bore 5 directly between the second valve row Y and the brake pressure transducer connections B1, B2 into the first housing surface AI of the receiving body 4.
• the third valve row Z has both electromagnetically actuated isolation valves which are open in the basic position and closed electrical changeover valves in the basic position.
• the selected arrangement of the third valve row Z which has the electromagnetic switchover valve, enables an extremely short hydraulic connection of a brake pressure transmitter connection Bl or B2 with a suction-side connection of the pump receiving bore 5, for which purpose the suction path to the pump is essentially due to the center distance between the pump receiving bore 5 and the third valve row Z is determined.
• a short suction duct 6 which opens directly into the pump receiving bore 5 is formed in the pump receiving bore 5 for supplying pressure medium to the pump , which is inexpensive to manufacture and can be flowed through with little resistance.
• the pressure-side outlet of the pump receiving bore 5 opens into a noise damping chamber 10, which is arranged away from the second and third valve rows Y, Z perpendicular to the vertical plane of the first valve row X in the receiving body 4.
• the arrangement of the required pressure medium channels in the receiving body 4 for one of the two brake circuits is explained below, specifically between the brake pressure transmitter connection B2 and the wheel brake connection R2, which opens into the narrow housing surface A2 parallel to the brake pressure transmitter connection B1.
• the brake pressure transducer connection B2 leads in the lower housing reference plane El into the valve receiving bore 2E provided for an electrical changeover valve, which is directed from a first inlet channel 9A in the lower housing reference plane El in the direction of the valve receiving bore 2F arranged next to the valve receiving bore 2E and separating valve.
• a second inlet channel section 9B designed as an angular channel, continues obliquely upward via the isolating valve which is open in the basic position, into the upper housing reference plane E2 in the direction of a noise damping chamber 10A.
• the second inlet duct section 9B accordingly crosses the pump receiving bore 5 in the direction of the one with a plurality of inlet valves. len provided first valve row X.
• an inlet branch 7 of the second inlet channel section 9B leads to the two valve receiving bores 2C, 2D, through which flow flows in the direction of the housing reference plane El.
• a pressure medium connection continues in each case from the valve receiving bores 2C, 2D as wheel inlet channel 8A, 8B in the lower housing reference plane E1 in the direction of the second valve row Y receiving the outlet valves which are closed in the basic position.
• the wheel inlet channels 8A, 8B accordingly pass under the pump receiving bore 5 and are aligned parallel to the second inlet channel section 9B up to the valve receiving bores 2A, 2B of the second valve row Y. From there, for example, the wheel inlet channel 8B continues as an angular channel (ie as an angled channel) in the direction of the housing plane E2 to the wheel brake connection R2.
• the wheel inlet channel 8A extends vertically downward to a further wheel brake connection arranged on the underside of the receiving body 4, essentially hidden by the valve receiving bore 2E. Therefore, after crossing the first inlet duct section 9A, the wheel inlet duct 8A is angled downwards, while the wheel inlet duct 8B which laterally opens into the valve receiving bore 2B extends from the lower housing reference plane E1 to the upper housing reference plane E2 and from there the valve receiving bore 2F receiving the isolating valve in the direction of the wheel brake connection R2 crosses.
• the pressure medium paths for the operation of the hydraulic unit in the pressure maintenance and pressure reduction phase are explained exclusively for the pressure medium supply to the wheel brake at the wheel brake connection R2.
• the inlet valve in the valve receiving bore 2D switches into the blocking position, so that the hydraulic pressure in the second inlet channel section 9B cannot continue into the inlet branch 7 and thus not to the wheel brake connection R2.
• the pressure in the wheel inlet duct 8B remains constant.
• the pressure medium supply via the inlet branch 7 to the valve receiving bore 20 and the wheel inlet duct 8A is unaffected by this.
• the outlet valve arranged in the valve receiving bore 2B switches to the open position, as a result of which the pressure medium present in the wheel inlet channel 8B reaches the return channel 11 connected to the bottom 3 of the valve receiving bore 2B, which returns the two valve receiving bores 2A, 2B connects the second row of valves Y together.
• the return channel 11 leads as an inclined channel to a storage receiving bore 1, which is arranged below the pump receiving bore 5 and into which a low-pressure storage piston is inserted.
• An inclined channel 12 continues spatially from the storage receiving bore 1 between the inlet branch 7 and the pump receiving bore 5 and in the present example opens into a pump pulsation damper integrated in the pump receiving bore 5.
• the inlet branch 7 extends directly into the pump receiving bore 5.
• the pressure medium conveyed by a pump passes from the pump receiving bore 5 via a pump pressure channel 13 crossing the inlet branch 7 to the noise damping chamber 10A.
• the chamber floor of the noise damping chamber 10A is also connected to the second inlet duct section 9B at the same time, so that As a result of the valve switching position of the inlet valve used in the valve receiving bore 2D, the pressure medium discharged from the wheel brake R2 into the storage receiving bore 1 is conveyed back to the wheel brake connection 2 when required, the pressure present at the inlet valve passing through the second inlet channel section 9B, via the open isolating valve propagates in the valve receiving bore 2F and via the pressure supply channel 9 in the brake pressure transmitter connection B2.
• FIG. 2 shows the features that are particularly important for the concept of the invention, which are necessary in order to ensure a ventilation, filling and suction-optimized design of the receiving body 4 without changing the state of the art according to DE 198 05 843 AI
• Known connection diagram for the components of the brake system to be attached to the housing surfaces of the receiving body 4 eg engine, control unit, brake line.
• the following description of the details according to FIG. 2 thus represents a partial view of the hydraulic unit known from FIG. 1.
• FIG. 2 shows the block-shaped receiving body 4, the third valve row Z provided with the valve receiving bores 2E, 2F as well as the pump and motor receiving bores 5, 14 and the noise damping chamber 10A, 10B for the hydraulic unit of the type described at the beginning of the housing surface A2 facing away from the noise damping chambers 10A, 10B are the two brake pressure transmitter connections B1, B2 mentioned at the outset for screwing the brake line with a dual-circuit master brake cylinder, the brake fluid of which via the intake channel 6 of a pump for driving dynamics located in the pump receiving bore 5 Mik control is provided.
• pressure medium reaches the valve receiving bore 2E, which has the electrical changeover valve, perpendicularly via a short channel section of the brake pressure transmitter connection B2.
• the electrical changeover valve is in the open position, so that the pressure medium is deflected from the horizontal into the vertical according to the arrow marking within the valve receiving bore 2E, so that the pressure medium reaches the suction channel 6 arranged at the bottom 3 of the valve receiving bore 2E, which traverses the valve receiving bore 2E as an oblique bore from the direction of the second housing surface A2.
• the opening of the oblique bore located on the second housing surface A2 is closed by means of a plug or a ball in a pressure-tight manner. The ball is pressed as close as possible to the valve receiving bore 2E in the intake duct 6 in order to keep the dead space volume of the intake duct 6 as low as possible.
• the end of the intake duct 6 facing away from the valve receiving bore 2E opens into the pump receiving bore 5.
• the selected position of the valve mounting hole 2E advantageously results in a particularly short, low-resistance suction path between the brake pressure transmitter connection B2 and the pump mounting hole 5.
• the suction channel 6 can thus be vented and filled quickly and easily.
• the pressure medium can be sucked in quickly and reliably via the brake pressure transmitter connection B2 in the shortest possible way from the pump in the pump receiving bore 5.
• the pump receiving bore 5 has a pulsation damper chamber on the suction side and an additional noise damper chamber 15 which is designed as an annular chamber and is integrated as a stepped bore in the pump receiving bore 5 on the pump pressure side.
• the pump pressure channel 13 is provided, which is also directed as an oblique bore into the bottom of the cylindrical noise damping chamber 10A, which is inserted into the receiving body 4 from the outside and has a lid closure.
• the second inlet channel section 9B already known from FIG. 1 crosses the pump receiving bore 5 in the direction of the valve receiving bore 2F, which receives the electrical isolating valve, so that the pressure medium conveyed from the pump bore 5 to the noise damping chamber 10A escapes in the direction of the second inlet channel section 9B in the noise damping chamber 10A the second inlet channel section 9B, which opens into the bottom 3 of the valve receiving bore 2F, reaches the electromagnetically closed isolation valve.
• FIG. 3 shows an alternative to the arrangement of the suction path between the brake pressure transmitter connection B2 and the pump receiving bore 5 in the receiving body 4.
• the brake pressure transmitter connection B2 is now located at the level of the oblique bore penetrating the bottom 3 of the valve receiving bore 2E, into which a closure body 16 designed as a ball is inserted, as a result of which the section of the intake duct 6 which runs linearly in the oblique bore is divided into two sections 6A, 6D.
• the brake pressure transmitter connection B2 is immediately followed by the horizontally running first section 6A of the intake duct 6, which is followed by a second section 6B which is directed vertically downwards to the housing surface AI and is connected to a third section 6C of the intake duct 6 , which at the level of the housing level El opens radially into the valve receiving bore 2E of the electrical changeover valve.
• the open position of the electrical changeover valve there is accordingly a pressure medium connection to the fourth section 6D of the intake duct 6 via the valve receiving bore 2E, which extends from the bottom 3 of the valve receiving bore 2E to the pump receiving bore 5.
• FIGS. 1 and 2 With regard to the further pressure medium paths recognizable from the drawing in FIG. 3, reference is made to the description of FIGS. 1 and 2. From FIG. 3 it can be seen that the closure body 16 is inserted in the section of the oblique bore which is located between the second section 6B of the intake duct 6 and the valve receiving bore 2E.
• valve receiving bore 2E provided for the electrical changeover valve flows through in reverse, so that the brake pressure transmitter connection B2 opens into the bottom 3 of the valve receiving bore 2E and from there, with the electrical changeover valve open, flows vertically down to the housing level El through the valve mounting hole 2E.
• an oblique bore in the function of the suction channel 6 from the direction of the housing surface A2 touches the valve receiving bore 2E in the direction of the pump receiving bore 5, as a result of which there is a short suction path for the pump between the valve receiving bore 2E and the pump receiving bore 5 analogously to FIGS. 1 to 3, the pump pressure channel 13 connects.
• the shortest possible intake duct 6 results from the arrangement of the third valve row Z between the brake pressure transmitter connections B1, B2 and the pump receiving bore 5.

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• Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Electromagnetism (AREA)
• Fluid Mechanics (AREA)
• Regulating Braking Force (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)

Applications Claiming Priority (7)

Publications (1)

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ID=27214162

Family Applications (1)

Country Status (4)

Families Citing this family (15)

Family Cites Families (7)

• 2001
  • 2001-11-02 JP JP2002544287A patent/JP2004513840A/ja not_active Withdrawn
  • 2001-11-02 EP EP01997427A patent/EP1339580A1/de not_active Withdrawn
  • 2001-11-02 US US10/432,321 patent/US6877822B2/en not_active Expired - Fee Related
  • 2001-11-02 WO PCT/EP2001/012675 patent/WO2002042134A1/de not_active Application Discontinuation

Non-Patent Citations (1)

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