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
• • 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
  • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
  • B60T8/4081—Systems with stroke simulating devices for driver input
• • 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

Definitions

• the invention relates to a novel brake system with at least one
• Modern vehicles usually have a brake system that for ABS or a vehicle dynamics control, such. B. ESP, is designed.
• B. ESP vehicle dynamics control
• Brake systems include a number of valves, such as: B. inlet and
• Outlet valves that are automatically controlled by a control unit to build up or remove brake pressure at the wheel brakes. Furthermore, i. d. R. provided a hydraulic pump, with the at the wheel brakes automatically
• Brake pressure can be built up.
• a hydraulic brake system which, instead of a hydraulic pump, has a pressure modulation cylinder with which the brake pressure at the wheel brakes can be actively built up or released.
• a travel simulator is necessary, which must be switched off in case of failure of the electrical power supply.
• a low-pressure solenoid valve is provided, which is a suction of
• a brake device in which a pressure modulation cylinder is provided between the master brake cylinder and the wheel brakes, which has a plurality of chambers. A first chamber of the pressure modulation cylinder is connected via a first fluid line with the
• Standard mode in which the driver builds brake pressure in a conventional manner by operating a foot brake pedal, as well as operating in an automatic mode, e.g. an ABS control or an automatic pressure build-up can be performed.
• an automatic mode e.g. an ABS control or an automatic pressure build-up
• Each wheel brake is preferably associated with a separate, combined intake / exhaust valve, which performs both the function of a conventional intake and exhaust valve. It is therefore no longer necessary to provide separate intake and exhaust valves.
• the combined intake / exhaust valve according to the invention is preferably arranged between one of the wheel brakes and the aforementioned valve, which is arranged in the fluid line which connects the two chambers of the pressure modulation cylinder.
• the valve connected between the two chambers of the pressure modulation cylinder is preferably connected via a fluid line to the master brake cylinder and via a further fluid line to one or more inlet / outlet valves.
• the brake pressure generated by the pressure modulation cylinder is preferably measured by means of a Raddrucksensors.
• the wheel pressure sensor is
• Pressure modulation cylinder and an inlet / outlet valve arranged.
• the pressure modulation cylinder of the present invention may be two or more
• the chambers are preferably by a displaceable piston separated from each other.
• the piston is preferably by a piston drive, such as. B. an electric motor driven.
• the chambers of the pressure modulation cylinder preferably each have an input which simultaneously acts as an output.
• each brake circuit preferably has its own pressure modulation cylinder.
• multiple pressure modulation cylinders can be driven by a single drive.
• only a single pressure modulation cylinder drive is provided in the entire brake system in this case.
• the movement of the individual pressure modulation cylinders is then preferably synchronous.
• different drives for the individual pressure modulation cylinder can be provided.
• valves of the braking device according to the invention are preferably designed as 2/2-way valves. You can z. B. be open without power.
• the prevailing at a wheel brake pressure is preferably measured and stored when the associated inlet / outlet valve is closed.
• the brake pressure applied to the wheel brake is thus known and can at a later time z. B. can be used for the control of the pressure modulation cylinder.
• the piston of the pressure modulation cylinder is brought into a position in which the pressure drop across the respective inlet / outlet valve is approximately 0 bar. This avoids a pressure equalization impact when opening the inlet / outlet valve.
• Fig. 1 is a single-circuit brake system for explaining the basic
• Fig. 2 shows an embodiment of a dual-circuit brake system.
• Fig. 1 shows a preferred embodiment of a hydraulic
• the dargixie brake system comprises a brake pedal 1, which acts on a master cylinder 2. On the master cylinder 2, a brake fluid reservoir 6 is arranged. The force F or the pedal travel s exerted on the brake pedal 1 can be detected by means of a force sensor 4 or
• Displacement sensor 5 are measured.
• the brake pressure generated by the driver is measured in a conventional manner by means of a so-called admission pressure sensor 3.
• the output of the master cylinder 2 is connected via a hydraulic line 19 to the pressure modulation cylinder 7.
• the pressure modulation cylinder 7 here comprises two chambers 17, 18, namely a first chamber 17 and a second chamber 18, which are separated from each other by a displaceable piston 21.
• the piston 21 is of a
• Piston drive 8 driven which in the present example comprises an electric motor 10 with a pinion located on its shaft and a rack 1 1.
• the exact position of the pinion drive 10 can be measured by means of a position sensor 9.
• the two chambers 17, 18 of the pressure modulation cylinder 7 each have an input, which also serves as an output.
• the input of the first chamber 17 is connected to the master cylinder and further via a further fluid line 16 with the two wheel brakes 15 a, 15 b.
• Fluid line 16 is upstream of the branch to the wheel brakes 15 a, 15 b an overflow valve 12 is arranged.
• Each of the wheel brakes 15a, 15b comprises an associated, combined one
• Inlet / outlet valve 14a, 14b which is in each case arranged in a separate fluid line.
• the two valves 14a, 14b take over the same function a conventional intake as well as an exhaust valve.
• the valves 14a and 14b are open when de-energized (normally open).
• the input of the second chamber 18 of the pressure modulation cylinder 7 is connected via a further fluid line 20 with the two inlet / outlet valves 14a, 14b.
• the two chambers 17, 18 are connected to each other here via the fluid line 16, in which the overflow valve 12 is arranged, and the fluid line 20.
• Pressure modulation cylinder 7 prevails, is by a movement of the
• Piston drive 8 (to the right) reinforced, so that in the second chamber 18 and the wheel brakes 15 a u. 15b, a higher pressure prevails as in the first chamber 17th
• Overflow valve 12 is opened in the event of failure of the piston drive 8.
• the pressure generated by the master cylinder 2 via the fluid lines 19 and 16, the spill valve 12 and the intake / exhaust valves 14a, 14b acts on the two wheel brakes 15a, 15b.
• the pressure generated by the driver is not amplified.
• the piston drive 8 moves the piston 21 to the right.
• Overflow valve 12 is closed in this state.
• the hydraulic fluid is forced out of the second chamber 18 in the direction of the wheel brakes 15a, 15b, so that brake pressure builds up there.
• the first chamber 17 sucks in hydraulic fluid from the master cylinder 2 via the fluid line 19.
• the piston is moved in the opposite direction, here to the left.
• the combined intake / exhaust valve 14a of the other wheel brake 15a is closed. Beforehand, the brake pressure is still measured and stored by means of a wheel brake pressure sensor 13. The piston 21 is then moved to the left, whereby the brake pressure on the brake 15b degrades. The brake pressure on the brake 15a is included and therefore remains constant. As soon as the pressure modulation cylinder 7 is at the desired position, the associated intake / exhaust valve (in the present example 14b) of the wheel brake 15b is closed.
• Wheel brake 15b is the prevailing in the fluid line 20 brake pressure less than in the wheel brake 15a.
• the piston 21 is first moved before opening the valve 14a in a position in which the brake pressure in the fluid line 20 (at the high pressure side input of the valve 14a) is about the same as the brake pressure the wheel brake 15a.
• the inlet / outlet valve 14a is opened.
• the brake pressure at the wheel brake 15a can be increased or decreased again.
• Fig. 2 shows a brake system that is constructed in principle identical to that of Fig. 1, in contrast to Fig. 1 but comprises two brake circuits I and II, which are connected in parallel to the master cylinder 2.
• the two brake circuits I and II are constructed identically and each have the same elements as in FIG. There are therefore two pressure modulation cylinders 7a, 7b, two overflow valves 12a, 12b, two wheel brakes 15a, 15b and 15c, 15d per brake circuit and a total of four inlet / outlet valves 14a, 14b, 14c and 14d, etc.
• only a single piston drive 8 is provided which drives the two pistons 21 a, 21 b of the pressure modulation cylinder 7 a, 7 b synchronously.
• the associated inlet / outlet valve 14c is opened (if it is not already open), and the remaining inlet / outlet valves 14a, 14b, 14d are closed.
• the two pistons 21 a, 21 b are then moved by the piston drive 8 to the right.
• the responsible for the brake circuit II piston 21 b thus builds pressure on the wheel 15c.
• the associated overflow valve 12b is closed in this case.
• the overflow valve 12a remains open, so that the hydraulic fluid flowing out of the second chamber 18a can flow in a circle back into the first chamber 17a.
• the pistons 21 a, 21 b are preferably brought into a position in which the falling at the associated inlet / outlet valve pressure is substantially equal to 0 bar.
• the valve 14 b is opened.
• the remaining valves 14a, 14c and 14d are closed.
• the prevailing at the wheel brake 15b brake pressure can now be reduced to a desired value.
• the wheel brake pressure is monitored continuously by means of the wheel brake pressure sensor 13a.
• the associated overflow valve 12a is closed.
• the overflow valve 12b of the other brake circuit II is opened to allow a pressure equalization between the two chambers 17b, 18b of the second pressure modulation cylinder 7b.
• the pressure at one or more of the other wheel brakes 15a, 15c, or 15d may similarly be increased or decreased.

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

Applications Claiming Priority (2)

Publications (1)

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ID=43333197

Family Applications (1)

Country Status (6)

Families Citing this family (12)

Family Cites Families (16)

• 2009
  • 2009-12-23 DE DE102009055244A patent/DE102009055244A1/de not_active Withdrawn
• 2010
  • 2010-10-25 KR KR1020127016202A patent/KR20120117789A/ko not_active Application Discontinuation
  • 2010-10-25 CN CN2010800588121A patent/CN102656068A/zh active Pending
  • 2010-10-25 WO PCT/EP2010/066039 patent/WO2011076462A1/de active Application Filing
  • 2010-10-25 EP EP10778903A patent/EP2516226A1/de not_active Withdrawn
  • 2010-10-25 US US13/517,037 patent/US20120326492A1/en not_active Abandoned

Non-Patent Citations (1)

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