EP2222523A1 - Système de freinage d'un véhicule comprenant une régulation de comportement dynamique et un capteur de pression intégré dans une soupape d'inversion - Google Patents

Système de freinage d'un véhicule comprenant une régulation de comportement dynamique et un capteur de pression intégré dans une soupape d'inversion

Info

Publication number
EP2222523A1
EP2222523A1 EP08861954A EP08861954A EP2222523A1 EP 2222523 A1 EP2222523 A1 EP 2222523A1 EP 08861954 A EP08861954 A EP 08861954A EP 08861954 A EP08861954 A EP 08861954A EP 2222523 A1 EP2222523 A1 EP 2222523A1
Authority
EP
European Patent Office
Prior art keywords
connection
pressure
valve
pressure sensor
brake
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Withdrawn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
EP08861954A
Other languages
German (de)
English (en)
Inventor
Kurt Stanger
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.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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 Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP2222523A1 publication Critical patent/EP2222523A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/34Arrangements 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
    • B60T8/341Systems characterised by their valves
    • B60T8/342Pneumatic systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements 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
    • B60T8/321Arrangements 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
    • B60T8/3255Systems in which the braking action is dependent on brake pedal data
    • B60T8/327Pneumatic systems

Definitions

  • the present invention relates to a brake system of a vehicle including a vehicle dynamics control (ESP) for influencing the vehicle behavior in the dynamic range, with a service brake valve for generating a driver brake request dependent pressure, at least one pressure sensor for generating a signal generated by the service brake valve pressure signal, at least a shuttle valve incorporating a shuttle valve for relaying the pressure generated by the service brake valve or a reservoir pressure or a pressure derived therefrom to at least one brake cylinder, depending on the height of the respective pressure acting on the valve member, according to the preamble of claim 1.
  • ESP vehicle dynamics control
  • the control of the driving behavior in the driving-dynamic border area influences the three degrees of freedom of the vehicle in the plane (longitudinal, lateral and yaw speed about the vertical axis) in the sense of a driving behavior adapted to the driver's request and the roadway. For this purpose, it is determined how the vehicle should behave in the boundary area according to the driver's request (target behavior) and how it actually behaves (actual behavior). In order to reduce the difference between the actual and desired behavior, the tire forces are then influenced by control elements of the control. To determine the desired behavior, the signals of a steering wheel angle sensor (steering request), a pressure sensor (deceleration request) and the engine management (desired torque) describing the driver's request are evaluated.
  • Such ESP systems are usually based on brake systems which are equipped with an anti-lock braking system (ABS) and traction control (ASR).
  • ABS anti-lock braking system
  • ASR traction control
  • the ESP uses the method already used in the ASR on the drive axles to generate braking forces individually for each wheel independently of the driver's request by means of an ASR valve and the downstream ABS valves.
  • Traction Control (ASR) also uses ABS components such as speed sensors and pressure control valves.
  • the control device consists of a brake control circuit and a motor control circuit.
  • the ASR brake control circuit additionally requires a shuttle valve for the pressure generated by the service brake valve or a supply pressure or from a pressure derived therefrom to at least one brake cylinder, depending on the height of the respective pressure per brake circuit of the service brake valve, such as a Vorderachsbremsnik and a Schuachsbremsnik is ever assigned such a shuttle valve.
  • each brake circuit of the service brake valve is assigned a respective pressure sensor.
  • the brake sensors of the service brake valve associated pressure sensors are integrated in the prior art in each of the service brake valve leading to the shuttle valves compressed air lines.
  • ESP vehicle dynamics control
  • ABS antilock braking system
  • ASR traction control system
  • At least one pressure sensor be integrated in a shuttle valve and combined with this to form a structural unit.
  • the supply pressure and the pressure generated by the service brake valve to, at least the latter represents the deceleration request of the driver and is to measure for the ESP control, as stated in the introduction.
  • Such an integration of the pressure sensor in the shuttle valve or such a summary of these components in a structural unit is carried out by the spatially close arrangement of the shuttle valve and the pressure sensor.
  • the shuttle valve and the pressure sensor can be summarized by a) flanging their housing, b) integration in a common housing to form a structural unit.
  • the shuttle valve and the pressure sensor are housed in or on a common housing.
  • This housing is preferably a molding.
  • the housing has at least four connections, a connection for a connection to a reservoir pressure vessel, a connection for a connection to the service brake valve, a connection for a connection to the brake cylinder and a receptacle for at least partial insertion of the pressure sensor.
  • a particularly short structural length of the assembly is obtained when the receptacle for inserting the pressure sensor and the connection for the connection to the brake cylinder is arranged perpendicular to a central axis of the housing, with which the connection for connection to the reservoir pressure vessel and the connection for the connection to the service brake valve and the axially movable valve member of the shuttle valve are arranged coaxially.
  • the receptacle for inserting the pressure sensor is arranged substantially midway between the connection for connection to the storage pressure vessel and the connection for the connection to the service brake valve, depending on the position of the valve member of the shuttle valve, either the pressure in the connection to the service brake valve or the pressure be measured in the connection to the reservoir pressure vessel.
  • At least the receptacle for inserting the pressure sensor and the connection for the connection to the brake cylinder can be arranged in an ebene, in particular next to one another. Then, however, a pressure supply to the pressure sensor is closed by the valve member of the shuttle valve, when the connection for the connection to the reservoir pressure vessel, a sufficiently large pressure is present to urge the valve member in a connection for connection to the service brake valve closing position or release the pressure supply to the pressure sensor from the valve member of the shuttle valve, when the connection for the connection to the service brake valve, a sufficiently large pressure is present to urge the valve member into a connection for connection to the reservoir pressure-closing position. Compared to the embodiment described above, therefore, only the pressure generated by the service brake valve can be measured by the pressure sensor here.
  • FIG. 1 shows a cross-sectional view of a structural unit in which a shuttle valve and a pressure sensor according to a preferred embodiment of the invention are summarized;
  • brake systems of vehicles with a vehicle dynamics control (ESP) for influencing the vehicle behavior in the dynamic driving range have a service brake valve for generating a pressure dependent on the driver's brake request, at least one pressure sensor for generating a signal dependent on the service brake valve, at least one Valve member 1 containing shuttle valve 2 for forwarding the pressure generated by the service brake valve or a reservoir pressure or from a pressure derived therefrom to at least one brake cylinder, depending on the height of the respective pressure on.
  • ESP vehicle dynamics control
  • At least one pressure sensor 3 is integrated in a shuttle valve 2 and combined with it to form a structural unit 4.
  • the shuttle valve 2 and the pressure sensor 3 are housed in or on a common housing 6, as the embodiment of Figure 1 shows.
  • This housing 6 is preferably a molding.
  • the housing 6 has at least four connections, a connection 8 for connection to a reservoir pressure vessel, a connection 10 for connection to the service brake valve, a connection 12 for connection to the brake cylinder and a connection 14 for at least partial insertion of the pressure sensor 3
  • the latter connection 14 forms a receptacle for the pressure sensor 3, which is preferably screwed into the receptacle 14 and whose sensory surface faces the pressure to be measured.
  • the valve member 1 of the shuttle valve 2 is arranged coaxially in the housing 6 and between the connection 8 for the connection to the storage pressure vessel and the connection 10 for the connection to the service brake valve, depending on the respective pressure at these connections 8, 10 either the supply pressure or to pass the pressure exerted by the service brake valve pressure to the connection 12 for the connection to the brake cylinder on.
  • this connection 12 for the connection to the brake cylinder is arranged at 90 degrees with respect to a plane which includes the central axis 18 of the housing 6 and therefore extends vertically into the plane of the drawing in FIG and is therefore not visible in this illustration.
  • the four ports 8, 10, 12 and 14 then open into a central chamber 20 of the housing 6, in which the valve member 1 of the shuttle valve 2 is guided.
  • the valve member 1 of the shuttle valve 2 is, for example, at least one Spring element 22 is biased in a preferably the connection 8 for the connection to the reservoir pressure closing position. Alternatively, it could also be biased into a position closing the connection 10 for the connection to the service brake valve. Consequently, in the present embodiment, the supply pressure at least by the spring force must be greater than the pressure controlled by the service brake valve, so that the valve member 1 closes the connection 10 for connection to the service brake valve against the action of the spring element 22 and controls the supply pressure to the brake cylinder.
  • an ASR valve can be arranged so that such a connection can also be indirect.
  • an ABS pressure control valve may be arranged in the pressure line between the connection 12 for the connection to the brake cylinder and this brake cylinder.
  • Fig.1 is the receptacle 14 for insertion of the pressure sensor 3 as a vertically opening into the chamber 20 receiving bore threaded and arranged as the connection 12 for the connection to the brake cylinder perpendicular to the central axis 18 of the housing 6, with which the connection 8 for the connection to the reservoir pressure vessel and the connection 10 for the connection to the service brake valve and the axially movable valve member 1 of the shuttle valve 2 are arranged coaxially.
  • the receptacle 14 for insertion of the pressure sensor 3 and the connection 12 for the connection to the brake cylinder can then be arranged, for example, in a plane perpendicular to the central axis 18 by 90 degrees or by 180 degrees offset from each other.
  • the connections 8, 10, and 12 of the structural unit 4 are preferably provided with internal threads for screwing in corresponding connecting pieces of pressure lines.
  • the receptacle 14 for inserting the pressure sensor 3 is arranged substantially centrally between the connection 8 for the connection to the reservoir pressure vessel and the connection 10 for the connection to the service brake valve, depending on the position. tion of the valve member 16 of the shuttle valve 2 either the pressure in the connection to the service brake valve or the pressure in the connection to the reservoir pressure vessel are measured by the pressure sensor 3, since this is then in pressure communication with the central chamber 20.
  • a pressure channel 24 is formed, which leads from the chamber 20 in the here designed as a blind hole receptacle 14 for the pressure sensor 3.
  • the mouth of this pressure channel 24 in the chamber 20 is closed by the valve member 1 of the shuttle valve 2, when at the connection 8 for the connection to the reservoir pressure, a sufficiently large pressure is present to the valve member 1 in a connection 10 for the connection to the service brake valve closing position to urge. Then the pressure at port 8, but not at port 10, can be measured.
  • the receptacle 14 for the pressure sensor 3 on the one hand and the connection 12 for the connection to the brake cylinder or the connection 8 for the connection to the reservoir pressure vessel or the connection 10 for the connection to the service brake valve on the other hand summarized in one port be. Then, the pressure sensor 3 measures the pressure present at the respective port.

Landscapes

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

Abstract

L'invention concerne un système de freinage d'un véhicule comprenant une régulation de comportement dynamique (ESP) pour agir sur le comportement du véhicule dans la plage limite de dynamique de marche, comprenant une soupape de frein de service, pour produire une pression dépendant du souhait de freinage du conducteur; au moins un capteur de pression (3), pour produire un signal dépendant de la pression produite par la soupape de frein de service; et au moins une soupape d'inversion (2) contenant un obturateur (1), pour transmettre la pression produite par la soupape de frein de service, ou une pression de réserve ou une pression dérivée de celle-ci, à au moins un cylindre de frein en fonction du niveau de la pression respective agissant sur l'obturateur (16). L'invention prévoit qu'au moins un capteur de pression (3) est intégré dans une soupape d'inversion (2), formant avec cette dernière un module (4).
EP08861954A 2007-12-14 2008-12-05 Système de freinage d'un véhicule comprenant une régulation de comportement dynamique et un capteur de pression intégré dans une soupape d'inversion Withdrawn EP2222523A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007060271A DE102007060271B3 (de) 2007-12-14 2007-12-14 Bremssystem eines Fahrzeugs beinhaltend eine Fahrdynamikregelung
PCT/EP2008/010315 WO2009077090A1 (fr) 2007-12-14 2008-12-05 Système de freinage d'un véhicule comprenant une régulation de comportement dynamique et un capteur de pression intégré dans une soupape d'inversion

Publications (1)

Publication Number Publication Date
EP2222523A1 true EP2222523A1 (fr) 2010-09-01

Family

ID=40451414

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08861954A Withdrawn EP2222523A1 (fr) 2007-12-14 2008-12-05 Système de freinage d'un véhicule comprenant une régulation de comportement dynamique et un capteur de pression intégré dans une soupape d'inversion

Country Status (4)

Country Link
US (1) US20100289325A1 (fr)
EP (1) EP2222523A1 (fr)
DE (1) DE102007060271B3 (fr)
WO (1) WO2009077090A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8287055B2 (en) 2010-09-28 2012-10-16 Robert Bosch Gmbh Brake control of a vehicle based on driver behavior
CN102032363A (zh) * 2010-12-22 2011-04-27 芜湖盛力制动有限责任公司 商用车柴油机制动系统活塞式双通单向阀
CN105752061A (zh) * 2016-05-03 2016-07-13 福建省晋江市东石肖下连盛机械配件厂 转向驱动桥毂刹制动器的防抱死制动装置及其设计方法

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19514383A1 (de) * 1995-04-19 1996-10-24 Teves Gmbh Alfred Hydraulische Kraftfahrzeugbremsanlage mit Bremsschlupfregelung und/oder automatischem Bremseneingriff zur Antriebs- und/oder Fahrdynamikregelung
DE19638545B4 (de) * 1996-09-20 2007-10-18 Wabco Gmbh Zweiwegeventil
DE19653264B4 (de) * 1996-12-20 2008-04-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Elektronisch steuerbares Bremssystem für Fahrzeuge, insbesondere Nutzfahrzeuge
DE19849287A1 (de) * 1998-07-08 2000-01-13 Continental Teves Ag & Co Ohg Bremsdrucksteuergerät
US6179391B1 (en) * 1999-02-01 2001-01-30 Allliedsignal Truck Brake Systems Company Relay valve with integral biased double check valve
DE10038046B4 (de) * 2000-08-02 2005-11-03 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Stabilisierungseinrichtung für Kraftfahrzeuge mit druckluftbetriebenen Bremseinrichtungen
DE10046857A1 (de) * 2000-09-20 2002-05-08 Mercedes Benz Lenkungen Gmbh Hydraulische Servolenkung in integrierter Bauweise
DE10132493C2 (de) * 2001-07-05 2003-05-15 Knorr Bremse Systeme Druckmittelbetätigte Bremsanlage einer Zugfahrzeug-Anhänger-Kombination
DE102004033846A1 (de) * 2004-07-13 2006-02-09 Robert Bosch Gmbh Ventil mit integriertem Drucksensor

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2009077090A1 *

Also Published As

Publication number Publication date
US20100289325A1 (en) 2010-11-18
WO2009077090A1 (fr) 2009-06-25
DE102007060271B3 (de) 2009-07-30

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