EP2978645A1 - Appareil de freinage pour système de freinage d'un véhicule, et système de freinage pour véhicule - Google Patents

Appareil de freinage pour système de freinage d'un véhicule, et système de freinage pour véhicule

Info

Publication number
EP2978645A1
EP2978645A1 EP14708828.0A EP14708828A EP2978645A1 EP 2978645 A1 EP2978645 A1 EP 2978645A1 EP 14708828 A EP14708828 A EP 14708828A EP 2978645 A1 EP2978645 A1 EP 2978645A1
Authority
EP
European Patent Office
Prior art keywords
brake
volume
valve
partial volume
pressure
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Withdrawn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
EP14708828.0A
Other languages
German (de)
English (en)
Inventor
Herbert Vollert
Oliver Leibfried
Stefan Strengert
Urs Bauer
Volkmar Schlotter
Michael Kunz
Matthias Kistner
Karl-Heinz Willmann
Matthias Schanzenbach
Suekrue SENOL
Dagobert Masur
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2978645A1 publication Critical patent/EP2978645A1/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Withdrawn legal-status Critical Current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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/224—Master control, e.g. master cylinders with pressure-varying means, e.g. with two stage operation provided by use of different piston diameters including continuous variation from one diameter to another
    • 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
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T8/40—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

Definitions

  • the invention relates to a braking device for a brake system of a vehicle. Furthermore, the invention relates to a braking system for a vehicle.
  • the brake system has a master cylinder with a stepped piston, which defines a pressure area formed in the master cylinder with a first Wrk Chemistry and a second Wrk Chemistry a pressure chamber upstream of the filling space.
  • a valve arrangement is formed, by means of which a hydraulic connection between the pressure chamber and the filling chamber should be unlocked so that after reaching a vehicle deceleration of about 0.3 g, a driver brakes only with the first effective area in the master cylinder ,
  • the pressure chamber and the filling chamber are over holes with a
  • Brake fluid reservoir / fluid reservoir hydraulically connected In addition, a brake circuit to the pressure chamber hydraulically connectable.
  • electrohydraulic pressure supply unit for acting on wheel brakes interact with pressure.
  • Valve device can be increased in at least a first wheel brake cylinder of the first brake circuit buildable brake pressure.
  • a brake pressure which can be built up in the at least one wheel brake cylinder of the brake circuit can be achieved by the advantageous design of the
  • Valve device can be significantly increased.
  • the brake device comprises an electrically controllable valve, via which the second subvolume is connected to the brake fluid reservoir so that when the electrically controllable valve is in its open state the second subvolume is depressurized despite the displacement of the second piston wall and in the presence the electrically controllable valve in his
  • Piston wall is effected. Due to the advantageous features of the braking device with the electrically controllable valve can be ensured that in one
  • the electrically controllable valve can be controlled in its open state, that the second partial volume is depressurized, and thus opposes a Mit-displacement of the second piston wall together with the first piston wall no resistance.
  • the driver must therefore in the normal operating mode only with the first surface of the first piston wall in the first
  • the brake device is operable in a fallback mode, in which the
  • Einbrems Design by means of which the driver brakes in the first pressure chamber, can be increased relative to the normal operating mode.
  • an additional pressure build-up in the second sub-volume can be realized.
  • the advantageous mechanical design of the valve device that the pressure present in the second partial volume has a (mechanically) predetermined limit pressure. exceeds.
  • the master cylinder can be a second
  • the brake device can thus be used advantageously in a dual-circuit braking system.
  • the second subvolume can additionally be connected to the second brake circuit via at least one further subcomponent of the valve device
  • the master brake cylinder has a stepped bore, within which at least the first pressure chamber is formed, wherein the master cylinder comprises a stepped piston as the at least one adjustable rod piston, which with the first piston wall, the first part volume and the second piston wall, the second Partial volume limited. It should be noted, however, that such a configuration of the master cylinder is optional.
  • the master cylinder with several components can be connected, that brake fluid is transferable via at least the further subcomponent of the valve device in the second brake circuit.
  • a brake pressure which can be built up in at least one second wheel brake cylinder of the second brake circuit can also be increased.
  • the master cylinder has a stepped bore, within which at least the first pressure chamber is formed, wherein the master cylinder comprises a stepped piston as the at least one adjustable rod piston, which with the first piston wall, the first part volume and the second piston wall, the second Partial volume limited.
  • Brake actuation element are adjustable into separate chambers of the master cylinder.
  • valve device can be an overpressure relief valve, via which the second subvolume can be connected or connected to the brake fluid reservoir, and as a subcomponent of the valve device at least one nonreturn valve, via which the second subvolume can be connected to at least the first brake circuit or is connected.
  • overpressure relief valve via which the second subvolume can be connected or connected to the brake fluid reservoir
  • nonreturn valve via which the second subvolume can be connected to at least the first brake circuit or is connected.
  • valve device may additionally comprise a further non-return valve via which the second subvolume can be connected or connected to the second brake circuit. Due to the additional transferability of brake fluid from the second subvolume into the second brake circuit, an increase in the brake pressure which can be built up in the at least one second wheel brake cylinder of the second brake circuit can be realized by means of a cost-effective valve device.
  • valve device can be a regulated non-return valve, via which the second partial volume to the
  • Brake fluid reservoir can be connected or connected, and as a sub-component of the valve device at least one check valve, via which the second sub-volume can be connected or connected at least to the first brake circuit include.
  • This embodiment of the braking device is inexpensive to produce.
  • the brake system can be a
  • the power-operated braking device can be used in the realizable normal operating mode of the brake system described above to build up / increase the brake pressure in the wheel brake cylinders of the brake system.
  • the valve device may include an overpressure relief valve, via which the second subvolume can be connected or connected to the brake fluid reservoir, and as a subcomponent of the valve device comprise at least one lip seal of the external force braking device designed as a plunger.
  • the brake system comprises a
  • Control device which is designed in normal mode at least one
  • a piston may be driven by means of a motor, e.g.
  • the braking system is also suitable for a parallel feed. This advantage is correspondingly also to a braking device with such a control device
  • Fig. 1 is a schematic representation of a first embodiment of the
  • Fig. 2 is a schematic representation of a second embodiment of the
  • Fig. 3 is a schematic representation of a third embodiment of the
  • Fig. 4 is a schematic representation of a fourth embodiment of the
  • FIGS. 5a to 5e show a schematic illustration of a fifth embodiment of the invention
  • FIG. 1 shows a schematic representation of a first embodiment of the invention
  • the braking system for a vehicle schematically shown in Fig. 1 has a
  • Master brake cylinder 10 with at least one first pressure chamber 12, which is at least in a first sub-volume 12a and in a second sub-volume 12b divided or subdivided.
  • the first partial volume 12a is delimited by a first piston wall 14a of at least one adjustable rod piston 16 such that a first volume of the first partial volume 12a can be varied by means of a displacement of the first piston wall 14a.
  • Piston wall 14b of the at least one adjustable rod piston 16 limited such that a second volume of the second sub-volume 14b by means of a displacement of the second piston wall 14b is variable.
  • the partial volumes 12a and 12b may e.g. be formed as two separate or by means of a valve component hydraulically separable chambers.
  • the master cylinder 10 still includes a second pressure chamber 18 and one between the first sub-volume 12a of the first
  • Pressure chamber 12 and the second pressure chamber 18 arranged adjustable
  • the master cylinder 10 can thus also be called "modified"
  • Tandem master cylinder can be used. It should be noted, however, that an embodiment of the master cylinder with two pressure chambers 12 and 18 is optional.
  • the master cylinder 10 also has a stepped bore, within which at least the first pressure chamber 12 is formed.
  • the stepped bore may have a first (inner) inner diameter d1 aligned perpendicular to an adjustment direction 22 of the at least one deployable rod piston 16 and / or the floating piston 20, which is smaller than a second (outer) inner diameter d2 of the stepped ones oriented perpendicular to the adjustment direction 22 Hole is.
  • Pressure chamber 18 can perpendicular to the adjustment 22, the first / inner
  • Adjustment 22 has the second / outer inner diameter d2.
  • Master cylinder 10 may also include a stepped piston 16 as the at least one adjustable rod piston 16, which with the first piston wall 14 a first sub-volume 12a and limited to the second piston wall 14b of the second sub-volume 12b.
  • the second partial volume 12b can thus also be designed as an annular volume. It should be noted, however, that the illustrated in Fig. 1 embodiment of the master cylinder 10 is to be interpreted only by way of example. A deviating from the illustration in Fig. 1 design of the master cylinder 10 can be used to implement the braking system described below.
  • the brake system also includes a brake fluid reservoir 24, wherein at least the first sub-volume 12a and the second sub-volume 12b hydraulically connected to the
  • Brake fluid reservoir 24 are connectable / tethered. Also, the second pressure chamber 18 may be anbindbar / tethered to the brake fluid reservoir 24.
  • the volumes 12a, 12b and 18 can be hydraulically connected / connected to the brake fluid reservoir 24 via a respective sniffer bore 26.
  • the brake system also has at least one first brake circuit 28 with at least one first wheel brake cylinder 30, wherein the first brake circuit 28 to the first
  • Partial volume 12a hydraulically connectable / tethered.
  • a second brake circuit 32 with at least one second wheel brake cylinder 34 to the second pressure chamber 18 hydraulically connected / connected Preferably, a second brake circuit 32 with at least one second wheel brake cylinder 34 to the second pressure chamber 18 hydraulically connected / connected. The one described here
  • Brake system is not limited to a design with two brake circuits 28 and 32, however. Likewise, the number of usable in a brake circuit 28 and 32
  • Wheel brake cylinder 30 and 34 relatively freely selectable. Furthermore, a variety of hydraulic components, such as pumps and / or valves, in the
  • Brake circuits 28 and 32 are used.
  • the brake system preferably also has an electrically controllable valve 36, via which the second partial volume 12b is connected to the brake fluid reservoir 24.
  • the electrically controllable valve 36 is inserted in this case between the second sub-volume 12b and the brake fluid reservoir 24, that in a presence of the electrically controllable valve 36 in his
  • the equipment of the brake system with the electrically controllable valve 36 is optional.
  • the brake system has a valve device 38, wherein the second partial volume 12b at least on at least one sub-component 38a of the valve device 38 at least the first brake circuit 28 is connected.
  • the valve device 38 is mechanically designed such that (in the presence of the possibly present electrically controllable valve 36 in its closed state) in the second sub-volume 12b, a pressure build up to one in the valve device 38th
  • Piston wall 14b is effected. Furthermore, brake fluid is at least in the first via at least the subcomponent 38a of the valve device 38
  • Brake circuit 28 transferable. In addition, due to the training of the
  • Valve device 38 ensures that despite a further displacement of the second piston wall (14b), an excess of the limit pressure in the second
  • Partial volume (12b) is prevented.
  • the limiting pressure may for example be between 1 and 3 bar, in particular at 2 bar.
  • Brake circuit 28 flows can be at about 0.5 bar.
  • Normal operating mode are operated in which the driver only by means of a first surface A1 of the first partial volume 12a limiting first piston wall 14a at least in the first pressure chamber 12 brakes. This can be ensured by controlling the electrically controllable valve 36 in its open state. This can also be described in such a way that, in the normal operating mode, the second partial volume 12b is opened by opening the electrically controllable valve 36
  • Brake fluid reservoir 24 is short-circuited.
  • the timing of this control can be detected at a rapid deceleration, such as in particular
  • the brake system is operable in a fallback mode in which the braking surface (for braking at least into the first pressure chamber 12) is increased compared to the normal operating mode.
  • a fallback mode in which the braking surface (for braking at least into the first pressure chamber 12) is increased compared to the normal operating mode.
  • Pressure chamber 12 thus corresponds to a sum of the first surface A1 and a second surface A2 of the second partial volume 12b limiting second piston wall 14b.
  • Driver braking force can cause even greater brake pressures in the wheel brake cylinders 30 and 34 of the brake system. Thus, the effects of the operating conditions to be considered can be reduced.
  • valve device 38 ensures that the pressure present in the second partial volume 12b exceeds (barely) a mechanically predetermined limit pressure.
  • Brake actuator feels comfortable.
  • the brake pressure that can be built up in the at least one first wheel brake cylinder 30 of the first brake circuit 28 can also be increased. It is expressly pointed out that a sudden emptying of the second partial volume 12b after a comparatively strong pressure build-up in the second partial volume 12b is prevented by means of the present design of the valve device 38. This prevents a sudden drop in driver braking power even in the fallback mode. This ensures that even in the fallback mode no irregularities during the
  • the braking system can be operated in particular in the event of a partial failure or complete failure of at least one electrical component of the brake system or in the event of a failure of the vehicle electrical system in the fallback mode.
  • the electrically controllable valve 36 is controlled in the fallback / mechanical fallback mode in its closed state. In a configuration of the electrically controllable valve 36 as normally closed valve, this is automatic can be realized by interrupting the power supply of the electrically controllable valve 36.
  • the valve device 38 for example, for a brake pressure between 1 bar and 3 bar, as in particular for a brake pressure of 2 bar, be mechanically designed. Due to the mechanical design of the valve device 38 for setting the brake pressure can be ensured that the valve device 38 in the fallback mode even with a total failure of the vehicle electrical system performs its desired function still reliable.
  • the electrically controllable valve 36 is preferably used in a conduit 40 which extends from a bore 42 of the master cylinder 10 to the second
  • Partial volume 12b extends to the brake fluid reservoir 24. It should be noted that under the bore 42 no sniffer opening 26 is to be understood. Thus, the bore 42 is even at a significant Fineinverstellen the second
  • the brake system also includes a power brake device 44, by means of which the brake pressure build-up in the wheel brake cylinders 30 and 34 can be executed or supported during the normal operating mode.
  • the power brake device 44 may be a pneumatic, electric or electro-hydraulic
  • the power-operated brake device 44 is a plunger 44, whose two pressure chambers 46a and 46b are delimited by means of a respective piston 50a and 50b which can be adjusted by operation of a motor 48.
  • the first brake circuit 28 is connected to the first pressure chamber 46 a of the plunger 44, while the second
  • Pressure chamber 46 b of the plunger 44 is associated with the second brake circuit 32.
  • Each of the pressure chambers 46a and 46b of the plunger is hydraulically connected via a respective line 52a and 52b, each having a separating valve 54a and 54b inserted therein to the master cylinder 10, the first pressure chamber 46a of the plunger 44 to the first partial volume 12a and the second pressure chamber 46b of the plunger 44 to the second
  • Pressure chamber 18 are hydraulically connected.
  • the master cylinder 10 can thus be decoupled from the brake circuits 28 and 32 by closing the isolation valves 54a and 54b. In this way it can be ensured that in the presence of the Brake system in the normal operating mode only by means of the plunger 44, a brake pressure build-up in the wheel brake cylinders 30 and 34 is effected, while in the fallback mode, the master cylinder 10 for building up the desired high brake pressure in the wheel brake cylinders 30 and 34 is available.
  • the plunger 44 is preferably self-locking.
  • the electrically controllable valve 36 may be designed as a normally closed valve. Accordingly, normally open valves can be used as isolation valves 54a and 54b. In this way, it is possible to ensure that the brake system is automatically controllable from the normal operating mode in the fallback mode in the event of a vehicle electrical system failure.
  • the valve device 38 as the at least one subcomponent 38a, via which the second subvolume 12b is connected at least to the first brake circuit 28, has a check valve 38a.
  • the check valve 38a via which brake fluid can be transferred from the second subvolume 12b into the first brake circuit 38, can be inserted in a line 58 which extends from a further bore 60 of the master brake cylinder 10 at the second subvolume 12b in the direction of the first brake circuit 28 extends.
  • the conduit 58 may open into the conduit 52a.
  • the further bore 60 is formed on the master cylinder 10 so that it remains exposed even if the second piston wall 14b is significantly moved inwards.
  • the valve device 38 comprises a pressure relief valve 38b, via which the second partial volume 12b to the
  • Brake fluid reservoir 24 is connected.
  • the overpressure relief valve 38b may in particular be arranged in a bypass line 56 running parallel to the electrically controllable valve 36.
  • the simulator device 62 comprises a pressure chamber 62a, a spring chamber 62b and a piston 62c which is adjustably arranged between the pressure chamber 62a and the spring chamber 62b and which is adjustable against a spring force of at least one simulator spring 62b into the simulator chamber 62b.
  • Pressure chamber 62 a is connected via a line 64 optionally to the first partial volume 12 a or to the second pressure chamber 18.
  • a further separating valve 66 which is preferably designed as a normally closed valve, the
  • Simulator device 62 at a vehicle power failure automatically from the brake system be decoupled.
  • the simulator device 62 during the fallback mode the driver when building a brake pressure in the
  • Wheel brake cylinders 30 and 34 does not counteract.
  • the brake system shown schematically in FIG. 2 has a power-operated braking device 44, which is designed as a plunger 44 with only one pressure chamber 46 and one by means of the motor 48
  • the pressure chamber 46 of the plunger 44 is connected via a bore / seal 70 at a lying between the bore 60 and the check valve 38 a portion of the conduit 58.
  • the pressure chamber 46 of the plunger 44 via a respective line 72, each with a de-energized therein
  • Radbremszylindern 30 and 34 of the brake circuits 28 and 32 present brake pressure in the normal operating mode are set freely.
  • the second subvolume 12b is additionally connected to the second brake circuit 32 via at least one further subcomponent 38c of the valve device 38 in such a way that brake fluid flows over at least the further brake fluid
  • Subcomponent 38c of the valve device 38 in the second brake circuit 32 is transferable.
  • the driver in the fallback mode can switch to the second partial volume 12b
  • the valve device 38 has a further subcomponent 38c
  • second brake circuit 32 is connected. This can be realized in a simple manner by inserting the further check valve 38b into a line 76 which leads from a section of the line 58 lying between the bore 60 and the check valve 38a to the second brake circuit 32.
  • FIG. 3 shows a schematic representation of a third embodiment of the invention
  • a valve device 38 which in addition to the pressure relief valve 38 b, via which the second sub-volume 12 b is connected to the brake fluid reservoir 24, at least one lip seal 80 of as a plunger 44
  • Non-return valve can be dispensed with. In this way, the manufacturing costs and a space requirement of the brake system of Fig. 3 can be reduced.
  • the reproduced in Fig. 4 brake system has a master cylinder 10, which is designed as a stepped piston 16 rod piston 16 between the first pressure chamber 12 and a pressure build-up chamber 90 is adjustably arranged.
  • An output piston 92 extends from the stepped piston 60 toward a brake actuator 94, such as a brake pedal 94
  • Output piston 92 is through an opening in an outer wall 96 of the
  • Main brake cylinder 10 is guided, which defines the pressure build-up chamber 90 on a side facing the brake actuator 94 side.
  • the outer wall 96 is formed so liquid-tight that by means of a displacement of the piston 50 of the Fremdkraftbremseinnchtung 44 a volume of brake fluid between the
  • Pressure chamber 46 of Fremdkraftbremseinnchtung 44 and the pressure build-up chamber 90 is transferable.
  • the Fremdkraftbremseinnchtung 44 can thus the
  • Master cylinder 10 also be upstream.
  • the simulator device 62 is also connected to the pressure buildup chamber 90.
  • Fremdkraftbremseseinchtung 44 may be connected to the line 98, wherein the
  • Fremdkraftbremseinnchtung 44 preferably between the pressure buildup chamber 90 and the separating valve 100 and the simulator 62 are connected between the separating valve 100 and the prechamber.
  • the electrically controllable valve 36 and the relief pressure relief valve 38b are arranged in series in the conduit 40.
  • the electrically controllable valve 36 is preferably inserted in a section of the line 40 extending between the overpressure relief valve 38b and the brake fluid reservoir 24.
  • the brake system also has a normally closed isolation valve 102, which is inserted into a parallel to the check valve 38 a extending line 104.
  • the brake system of Fig. 4 reliably ensures all the advantages described above.
  • the embodiment of the brake system shown schematically in Fig. 4 can also be operated in a different manner from the upper embodiments.
  • the second partial volume 12b is switched in a normal operating mode such that a build-up of pressure therein by means of a shift of the second
  • Piston surface 14b effected and the two partial volumes 12a and 12b for a
  • Partial volume 12b may be carried out by means of a control device (not shown) which is designed, in the normal mode, for at least one component of the braking system, such as e.g. at least the electrically controllable valve 36, so to control that the pressure build up to that in the valve device 38th
  • Piston wall 14b in the second sub-volume 12b is effected.
  • Fallback level can be the coupling of areas A1 and A2 depending on a
  • the piston 16 can be moved for a brake application or for a brake booster.
  • a mechanical power transmission between the piston 16 and the motor 48 is possible.
  • FIG. 5a to 5e show a schematic representation of a fifth embodiment of the braking system and coordinate systems for explaining their operation.
  • the reproduced in Fig. 5a brake system has a master cylinder 10, on the second sub-volume 12b only a bore 42 is formed.
  • the conduit 40 with the electrically controllable valve 36 inserted therein extends between the bore 42 and a conduit 110, via which the pressure chamber 46 of the plunger 44 is connected to the brake fluid reservoir 24.
  • the pressure chamber 46 of the plunger 44 may optionally be connected via a conduit 114 to the spring chamber 62b of FIG.
  • the valve device 38 has a regulated non-return valve 1 12a, which is inserted into the bypass line 56 guided parallel to the electrically controllable valve 36, and via which the partial volume 12b is connected to the brake fluid reservoir 24.
  • the valve device 38 comprises at least one check valve 1 12b and 1 12c, via which the second partial volume 12b is connected at least to the first brake circuit 28.
  • the second partial volume 12 b is specifically connected to the first brake circuit 28 via a first check valve 112 b inserted into the line 58 and via a second inserted into the line 76
  • Check valve 112c hydraulically connected to the second brake circuit 32.
  • the brake system can optionally also have a check valve 116 arranged parallel to the separating valve 66 of the simulator device 62 and at least one sensor 118.
  • valve device 38 of Fig. 5a is a brake fluid transfer from the second sub-volume 12b in the brake circuits 28 and 32 and in the
  • Brake fluid reservoir 24 mechanically via the closing pressures of the check valves 1 12a to 1 12c controllable.
  • the regulated check valve 112a defines the limit pressure as the maximum allowable pressure in the second sub-volume 12b.
  • About the check valves 1 12b and 1 12c can be a pressure threshold (pressure difference) between the
  • Boundary pressure in the second partial volume 12b is exceeded.
  • the braking system of Fig. 5a thus allows in the fallback level a braking in both brake circuits 28 and 32 with an increased Einbrems character equal to the sum the hydraulically active surfaces A1 and A2. This is a significant improvement for the braking behavior in the mechanical fallback compared to a braking with the two hydraulically active surfaces A1 and A2 in only one of the two brake circuits 28 and 32nd
  • FIGS. 5b to 5e show coordinate systems whose abscissas represent a pedal travel s (in mm) and whose ordinates represent a pressure p1 / p2 (in bar). Based on
  • FIGS. 5b and 5c represent a situation in which no air is present in the brake circuits 28 and 32 at the beginning of the braking:
  • the second brake pressures p2 in bar .
  • the graph g0 2 gives the conventional manner in the second brake circuit 32, that is, without transferring
  • Brake circuit 28 would be fed. The by the feed of
  • Brake fluid from the second sub-volume 12b in both brake circuits 28 and 32 effected second brake pressure p2 is represented by the graph g2 2 . It can be seen that by means of the transferability of brake fluid from the second sub-volume 12b in both brake circuits 28 and 32 of a relatively high Pedalweg s in the second brake circuit 32 effected second brake pressure p2 is significantly increased.
  • the graph g2 2 has a maximum pressure of 100 bar, while the graphs g0 2 and g1 2 each have a maximum pressure of 93 bar.
  • the first brake pressure p1 (in bar) which can be effected in the first brake circuit 28 is shown.
  • the graph gC shows the conventional manner, ie without transferring brake fluid from the second partial volume 12b in one of the two brake circuits 28 and 32, in the first brake circuit 28 can be effected first brake pressure p1.
  • the values of the graph g ⁇ correspond to those in the case of a supply of brake fluid from the second partial volume 12b only in the first brake circuit 28 achievable values of the first brake pressure p1.
  • the first brake pressure p1 is hardly affected at a relatively high pedal travel s, as shown by the graph ⁇ ⁇ is recognizable.
  • the graph ⁇ ⁇ has a slightly reduced maximum pressure of 97 bar compared to a maximum pressure of 99 bar of the graph, these values are well above the maximum pressure of 89 bar of the graph gC ⁇ .
  • the pressure increase effected by means of the additional supply of brake fluid from the second subvolume 12b into the brake circuits 28 and 32 is even more significant if air (eg 2 cm.sup.3) in the brake circuits 28 and 32 is present.
  • the graphs gC and g0 2 ' indicate the conventional way, ie without transferring brake fluid from the second sub-volume 12b into one of the two brake circuits 28 and 32, achievable brake pressures p1 and p2.
  • brake pressures p1 and p2 are reproduced, which can be effected only in the first brake circuit 28 via an injection of brake fluid.
  • the brake pressures p1 and p2 that can be achieved by supplying brake fluid from the second subvolume 12b into both brake circuits 28 and 32 are indicated by means of the graphs ⁇ 'and g2 2 '.
  • the volume feed from the second partial volume 12b thus makes it possible to fill up the volume of air with brake fluid, as a result of which the achievable maximum pressure increases are significantly increased.
  • the graph g2 2 ' has a significantly increased maximum pressure of 46 bar compared to the maximum pressures of 33 bar of the graphs g0 2 ' and g1 2 '.
  • the graph ⁇ '' has a slightly reduced maximum pressure of 52bar compared to a maximum pressure of 58bar of the graph g, but these values are still well above the maximum pressure of 35bar of the graph gC.
  • Fall-back level achievable brake pressure is increased at a full braking. In this way, the maximum possible vehicle deceleration can be increased. In particular, this effect also compensates for possibly contained in the brake circuits 28 and 32 air bubbles, resulting in an additionally increased maximum brake pressure in the
  • Fallback level and thus a significantly shortened stopping distance of the vehicle allows.
  • the additional volume gained also improves the Anbrems from a pressureless braking condition by faster overcoming the dead volume, especially in the first brake circuit 28.
  • These measures can also be significantly increased in a mechanical fallback delay can be significantly increased without affecting the pedal travel through operating conditions adversely. By means of the braking systems described above, the vehicle behavior in the mechanical fallback mode can thus be further improved.
  • the master cylinder 10, the electrically controllable valve 36 and the valve means 38 may be a plurality of separately disposable components. Likewise, the
  • the electrically controllable valve 36 and the valve device 38 may also be formed as a compact (one-piece) braking device. It should be noted that the advantages outlined above can also be met by such a braking device for a braking system of a vehicle.

Landscapes

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

Abstract

L'invention concerne un appareil de freinage et un système de freinage présentant, respectivement, un maître-cylindre de frein (10) présentant au moins une première chambre de pression (12) qui est subdivisée, ou qui peut être subdivisée, au moins en un premier volume partiel (12a) et en un second volume partiel (12b), qui peuvent être reliés, ou qui sont reliés hydrauliquement à un réservoir de liquide de frein (24), un premier circuit de freinage (28), qui peut être relié, ou qui est relié hydrauliquement au premier volume partiel (12a), et un dispositif de soupape (38) qui est conçu mécaniquement, de façon que, dans le second volume partiel (12b), une élévation de la pression puisse être réalisée jusqu'à une pression limite, prédéterminée mécaniquement, le liquide de frein pouvant être transféré, via au moins un composant partiel (38a) du dispositif de soupape (38), au moins dans le premier circuit de freinage (28), un dépassement de la pression limite dans le second volume partiel (12b) étant entravé.
EP14708828.0A 2013-03-28 2014-02-27 Appareil de freinage pour système de freinage d'un véhicule, et système de freinage pour véhicule Withdrawn EP2978645A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013205627.3A DE102013205627A1 (de) 2013-03-28 2013-03-28 Bremsgerät für ein Bremssystem eines Fahrzeugs und Bremssystem für ein Fahrzeug
PCT/EP2014/053790 WO2014154437A1 (fr) 2013-03-28 2014-02-27 Appareil de freinage pour système de freinage d'un véhicule, et système de freinage pour véhicule

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EP2978645A1 true EP2978645A1 (fr) 2016-02-03

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EP14708828.0A Withdrawn EP2978645A1 (fr) 2013-03-28 2014-02-27 Appareil de freinage pour système de freinage d'un véhicule, et système de freinage pour véhicule

Country Status (7)

Country Link
US (1) US9932023B2 (fr)
EP (1) EP2978645A1 (fr)
JP (1) JP2016517371A (fr)
KR (1) KR102118612B1 (fr)
CN (1) CN105073530B (fr)
DE (1) DE102013205627A1 (fr)
WO (1) WO2014154437A1 (fr)

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KR102682469B1 (ko) * 2019-05-31 2024-07-08 에이치엘만도 주식회사 전자식 브레이크 시스템 및 작동방법
KR102693190B1 (ko) * 2019-05-31 2024-08-09 에이치엘만도 주식회사 전자식 브레이크 시스템 및 작동방법
KR20200138582A (ko) * 2019-05-31 2020-12-10 주식회사 만도 전자식 브레이크 시스템 및 작동방법
KR102682262B1 (ko) * 2019-05-31 2024-07-08 에이치엘만도 주식회사 전자식 브레이크 시스템 및 작동방법
KR102672816B1 (ko) * 2019-05-31 2024-06-07 에이치엘만도 주식회사 전자식 브레이크 시스템 및 이의 작동방법
KR102672811B1 (ko) * 2019-05-31 2024-06-07 에이치엘만도 주식회사 전자식 브레이크 시스템 및 이의 작동방법
KR102625043B1 (ko) * 2019-05-31 2024-01-16 에이치엘만도 주식회사 전자식 브레이크 시스템 및 이의 작동방법
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CN112543720B (zh) * 2020-07-03 2021-12-14 华为技术有限公司 一种踏板感觉调节装置、控制方法
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Also Published As

Publication number Publication date
WO2014154437A1 (fr) 2014-10-02
US20160082938A1 (en) 2016-03-24
KR20150138295A (ko) 2015-12-09
DE102013205627A1 (de) 2014-10-02
JP2016517371A (ja) 2016-06-16
KR102118612B1 (ko) 2020-06-03
US9932023B2 (en) 2018-04-03
CN105073530B (zh) 2019-04-19
CN105073530A (zh) 2015-11-18

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