EP1521699A1 - Systeme de freinage hydraulique de vehicule - Google Patents

Systeme de freinage hydraulique de vehicule

Info

Publication number
EP1521699A1
EP1521699A1 EP03740417A EP03740417A EP1521699A1 EP 1521699 A1 EP1521699 A1 EP 1521699A1 EP 03740417 A EP03740417 A EP 03740417A EP 03740417 A EP03740417 A EP 03740417A EP 1521699 A1 EP1521699 A1 EP 1521699A1
Authority
EP
European Patent Office
Prior art keywords
hydraulic
pressure
brake
line
valve
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Withdrawn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
EP03740417A
Other languages
German (de)
English (en)
Inventor
Erhard Beck
Jürgen WOYWOD
Ralph Gronau
Dieter Burkhard
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
Priority claimed from DE10244375A external-priority patent/DE10244375B4/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1521699A1 publication Critical patent/EP1521699A1/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Withdrawn legal-status Critical Current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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/441—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters
    • B60T8/442—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters the booster being a fluid return pump, e.g. in combination with a brake pedal force booster
    • 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
    • B60T13/12—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 liquid
    • B60T13/14—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 liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • 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
    • B60T13/12—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 liquid
    • B60T13/14—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 liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/143—Master cylinder mechanically coupled with booster
    • 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
    • B60T8/34—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
    • 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
    • B60T8/404—Control of the pump unit
    • 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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/441—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters
    • 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the invention relates to a hydraulic vehicle brake system, with a brake pressure sensor which can be actuated by a brake actuation device and which can be connected to a wheel brake of the vehicle via a hydraulic line.
  • BESTATIGUNGSKOPIE support can lead to disadvantages in the comfort area. In some situations there is a pedal sensation which deviates negatively from a "usual" vacuum brake booster support. These systems increase the operating point of a vacuum brake booster without replacing it. Inadequate vacuum supply or dimensioning of the vacuum brake booster can be compensated for with the described disadvantages ,
  • Known hydraulic brake boosters are expensive, complicated and require additional components in order to be able to actively build up pressure due to the high construction costs of the booster. This applies particularly to brake-by-wire systems such as electro-hydraulic brake systems (EMS).
  • EMS electro-hydraulic brake systems
  • the known systems also require additional components in order to be able to actively build up pressure, or in principle they are constructed in a very complex manner.
  • the invention has for its object to provide a simple and inexpensive brake system, the components of which enable safe and comfortable hydraulic brake force assistance.
  • the brake pressure sensor essentially consists of a master brake cylinder and an upstream hydraulic booster, which is connected to a pressure medium reservoir via a line in which a first analogue or an analogized valve is arranged and which has a reinforcement chamber which is arranged essentially coaxially to the master brake cylinder and a booster piston arranged therein, which is operatively connected to a master brake cylinder piston in the direction of force output via an actuating element and which, for the purpose of increasing the brake force, can be acted upon by a hydraulic pressure from an external pressure source, which is supplied with the hydraulic pressure
  • the amplifier is connected via a line in which a second analog or analog valve is arranged.
  • An analog or analog valve can take all positions between OPEN and CLOSE by means of an electrical or electronic external control, so that the brake pressure for control or comfort braking can be increased or decreased continuously.
  • the analog or analogized valve is preferably set with a current value.
  • the master brake cylinder is preferably of two circuits and, in particular, is designed as a tandem master cylinder (THZ) and the pressure medium reservoir is designed to be depressurized.
  • TTZ tandem master cylinder
  • the external pressure source has a motor-pump unit and a hydraulic high-pressure accumulator on.
  • a hydraulic return pump or a return motor pump unit that is already present in a braking system is preferably used.
  • an electronic control and regulating unit is provided, by means of which the analog or analogized valves are regulated or controlled, in order to apply a specific hydraulic pressure to the booster piston of the hydraulic booster.
  • the master brake cylinder is connected to the wheel brakes of the vehicle via a brake line, into which a separating valve is inserted, and via subsequent brake line parts, into each of which an inlet valve is arranged.
  • the wheel brakes of the vehicle are connected to the skin brake cylinder via a return line, in which outlet valves, a low-pressure accumulator and a changeover valve are arranged.
  • the pump is connected on the input side to the return line and on the output side can be connected to the wheel brakes of the vehicle or to the high-pressure accumulator via a branching point and that a check valve and a damper chamber are arranged between the pressure side of the pump and the branching point. It is provided according to the invention that the pump is connected from the branching point to the high-pressure accumulator via a line into which a first controllable valve is arranged, and that the pump is connected from the branching point to the brake line parts via a line into which a Another controllable valve is arranged.
  • controllable valves are regulated or controlled by means of the electronic control unit for the purpose of regulating a hydraulic brake pressure or pressure build-up in the high-pressure accumulator.
  • FIG. 1 An exemplary embodiment is described in more detail below with reference to drawings (FIGS. 1 and 2).
  • Fig.l a brake pressure sensor for the brake system according to the invention
  • the brake pressure transmitter has a hydraulic amplifier (7) which is designed as an extension of the actuating unit (THZ) 11 with container 13.
  • the booster piston 41 is guided in an booster housing, a push rod 42 of the booster piston 41 being supported in the piston 51 of the push rod circuit of the THZ 11 or by a corresponding disk-like enlargement 52 of the Diameter is guided in the THZ bore 53.
  • the amplifier housing 40 can be designed as a component with the THZ housing 40, but can also be flanged to the THZ 11 as a separate component.
  • a vent hole 44 (or for ventilation) is provided.
  • the travel of the booster piston 41 corresponds to the added stroke of both circuits (floating circuit SF and push rod circuit DK) of the THZ 11.
  • This emergency actuation corresponds to the emergency actuation of a vacuum brake booster.
  • booster piston 41 and THZ area in conjunction with the pressure provided by a high pressure source, results in the THZ pressure to be achieved with reinforcement.
  • a hydraulic high-pressure accumulator is preferably used as the high-pressure source.
  • a high-pressure gas storage with a volume of 200 to 300 cm 3 and a gas filling pressure of approx. 10 to 15 bar at 20 ° C is used.
  • the high-pressure accumulator is preferably supplied by a hydraulic pump with pressurized brake fluid, ie “charged”.
  • the accumulator is loaded after braking, for example when the hydraulic pressure in the accumulator is less than 40 to 50 bar, which corresponds to a brake pressure (actuation pressure ) from 80 to 90 bar, until an upper limit for the hydraulic pressure in the accumulator from 50 to 70 bar, corresponding to a modulation pressure of 100 to 110 bar, the pump takes about 2 to 3.5 seconds to charge If the hydraulic accumulator is completely emptied by repeated braking, for example a number of approx. 15 braking, the pump needs approx. 30 to 40 seconds to refill the hydraulic accumulator up to a hydraulic pressure of 50 to 70 bar. With this design, an adequate supply of the hydraulic brake booster and thus support for the driver's foot power can be achieved Auxiliary energy can be guaranteed.
  • the structure and function of the second brake circuit for the two other wheel brakes is identical to the brake circuit shown and therefore need not be described in more detail.
  • the brake circuits are acted upon by a master cylinder (THZ) 11, which is supplied with hydraulic fluid via a hydraulic reservoir 13.
  • the master cylinder 11 is actuated via the hydraulic brake booster 7 described above.
  • the pressure requested by the respective control or regulation of an electronic unit 28 is generated via the hydraulic amplifier 7 and the master cylinder 11.
  • the wheel brakes 30, 31 are supplied with pressure by normally open (SO) valves 15.1 and 15.2 directly from the THZ 11 via a line 14, an SO isolating valve 9 and subsequent lines 14.1 and 14.2, the THZ 11 via the hydraulic amplifier 7 is actuated, which can be acted upon by a pressure source 4, 19, 20 with hydraulic pressure.
  • SO normally open
  • Brake pressure is reduced via a return line 17 and normally closed (SG) valves 16.1 and 16.2, one Low pressure accumulator 18 and a SG switch valve 8 made.
  • SG normally closed
  • the charging of a high-pressure accumulator 4 is carried out by opening a valve 2.
  • brake fluid is drawn in by the THZ 11 via the open changeover valve 8 and by means of the pump 19 operated by the motor 20.
  • the brake fluid is pumped into the high-pressure accumulator 4 via a check valve 23 connected to the pressure side 21 of the pump 19, a damping chamber 57, a line branch 22 and a line 24 into which the valve 2 and a pressure sensor 3 are inserted.
  • the motor 20 is controlled until a predetermined target pressure is reached.
  • the pressure is measured by a pressure sensor (pressure sensor 3).
  • valve 5 When filling the high-pressure accumulator 4 (accumulator charging), the valve 5 arranged in a line 50 between the high-pressure accumulator 4 and the amplifier 7 is closed.
  • the pressure side of the pump is also connected to the wheel brakes 30, 31 via the branch 22 and an adjoining line 25, into which a valve 1 is inserted.
  • Valve 1 is preferably closed when de-energized (SG valve) and valve 2 is open when de-energized (SO valve). Then these valves are not energized during the store charging, advantageously only the changeover valve 8 then having to be energized for filling. It is also possible to design valve 1 as an SO valve and valve 2 as an SG valve, in which case the switching states must be reversed accordingly. At high control frequencies with low volume requirements in the wheel brake, all or part of the volume removed can be used to charge the high-pressure accumulator 4.
  • the charging process of the high-pressure accumulator 4 is stopped immediately. Charging processes are preferably carried out in acceleration phases without regulation).
  • the braking detection is carried out via a pedal travel sensor 60 or another sensor that detects the driver's braking request.
  • the valve 5, which is preferably to be operated analogously, is opened accordingly, depending on the travel path of the push rod 46 of the brake pedal 24 and / or the actuation speed, so that brake fluid from the charged high-pressure accumulator 4 into the space behind the booster piston 47 can flow.
  • the build-up of the pressure in the amplifier 7 is monitored by the pressure in the THZ using a pressure sensor 10. This means that a certain path is assigned and regulated to a certain pressure in the THZ.
  • the booster piston 41 moves in front of the push rod 46 of the brake pedal 26, which is increasingly penetrating into the booster chamber, without any contact being made or having to be made. It is preferably provided to provide an elastic means, in particular a spring, between the push rod 46 and the booster piston 41 in order to achieve an elastic coupling.
  • valve 5 is closed and on likewise preferably to be operated analog valve 6 in a line 12 between the high-pressure accumulator 4 and the container 13, analogously opened in accordance with the withdrawal of the driver's request, and the brake fluid can flow back into the reservoir 13.
  • the valve 6 is designed as an SO valve, it is possible to actuate the amplifier in the event of a system failure, without negative pressure being generated in the amplifier 4 (or in the amplifier chamber 47), because volume compensation takes place via the valve 6.
  • the driver only has to overcome the additional force which is generated by the pressure already set in the booster 7. This additional force is only dependent on the surface of the push rod 46 which penetrates into the amplifier 7.
  • the combination according to the invention of the hydraulic booster and the auxiliary pressure source with high-pressure accumulator 4 can be designed such that the entire required brake pressure is generated by the booster. However, this increases the required storage pressure in the high-pressure accumulator 4.
  • Another embodiment provides only to provide a reduced maximum brake pressure of the booster (modulation pressure) (similar to a vacuum brake booster). This then already covers a large range of all braking operations, for example all “normal braking operations” in a range of maximum brake pressure resulting from up to 60 to 80 bar.
  • the brake applications that have a brake pressure above this control point (approx. 60-80 bar) required area are then built up by additional pressure build-up by means of the hydraulic pump 19. This can cause the THZ Piston condition.
  • pressure medium is fed into the booster chamber 47 via the line 50 and valve 5 and the piston 41 is thus tracked.
  • This embodiment is preferred because the installation space is further reduced.
  • Another advantage is the fact that only relatively small volume flows of brake fluid are then to be moved, which increases the system dynamics.
  • the additional hydraulic support by means of a pump 19 means that the volume of the high-pressure accumulator 4 can also be designed for a lower frequency of braking repetitions. This means that the number of possible braking operations can be reduced to z. B. 2 times 60 bar to 90 bar, preferably about 80 bar, THZ pressure. In the rare cases of a pressure request going beyond this, a corresponding brake pressure can then be generated by means of pump 19.
  • the system described is advantageously suitable for electronic brake control systems, such as ABS (anti-lock braking system), EDS (electronic differential lock, traction control), ESP (electronic stability program), or HDC (hill descent control, downhill regulation). It can also be used for systems with distance and follow-up control (ACC, Adaptive Cruise Control), since the THZ automatically balances the pressure in the circuits.
  • ABS anti-lock braking system
  • EDS electronic differential lock, traction control
  • ESP electronic stability program
  • HDC hill descent control, downhill regulation
  • ACC Adaptive Cruise Control

Landscapes

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

Abstract

La présente invention concerne un système de freinage hydraulique de véhicule comprenant un élément de production de pression de freinage qui peut être actionné par un dispositif d'actionnement de frein, notamment par une pédale de frein, et qui peut être relié à un frein de roue du véhicule par une liaison hydraulique. Selon l'invention, l'élément de production de pression de freinage est composé principalement d'un cylindre de freinage principal (11) et d'un amplificateur hydraulique (7) disposé en amont qui est relié à un réservoir d'agent pressurisé (13) par une conduite (12) dans laquelle se trouve une première soupape (6) analogique ou rendue analogique, et qui présente une chambre d'amplification (47) disposée de façon sensiblement coaxiale au cylindre de freinage principal et un piston d'amplification (41) disposé dans ladite chambre d'amplification. Le piston d'amplification est relié par un élément d'actionnement (42) dans la direction de transmission de force, à un piston de cylindre de freinage principal avec lequel il interagit, et peut, à des fins d'amplification de la force de freinage, être soumis à l'action d'une pression hydraulique appliquée par une source de pression extérieure (4, 19, 20) qui est reliée à l'amplificateur hydraulique (7) par une conduite (50) dans laquelle se trouve une seconde soupape (5) analogique ou rendue analogique.
EP03740417A 2002-07-05 2003-07-04 Systeme de freinage hydraulique de vehicule Withdrawn EP1521699A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10230263 2002-07-05
DE10230263 2002-07-05
DE10244375A DE10244375B4 (de) 2002-07-05 2002-09-24 Hydraulische Fahrzeugbremsanlage
DE10244375 2002-09-24
PCT/EP2003/007171 WO2004005098A1 (fr) 2002-07-05 2003-07-04 Systeme de freinage hydraulique de vehicule

Publications (1)

Publication Number Publication Date
EP1521699A1 true EP1521699A1 (fr) 2005-04-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP03740417A Withdrawn EP1521699A1 (fr) 2002-07-05 2003-07-04 Systeme de freinage hydraulique de vehicule

Country Status (2)

Country Link
EP (1) EP1521699A1 (fr)
WO (1) WO2004005098A1 (fr)

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DE102010041642A1 (de) * 2010-09-29 2012-03-29 Robert Bosch Gmbh Bremssystem für ein Fahrzeug
FR3029911B1 (fr) 2014-12-12 2018-03-09 L'oreal Nouveaux composes 1,2-diphenylethylene glycol pour lutter contre le vieillissement cutane et utilisation en cosmetique
FR3036617B1 (fr) 2015-05-27 2018-08-31 L'oreal Derives (1-phenyl-2-phenyl) ethylene polyhydroxyles a titre d'agent anti-age et photoprotecteur
FR3049602B1 (fr) 2016-03-31 2021-10-15 Oreal Derives polyphenols carboxyles et leur utilisation cosmetique

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