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
  • 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
  • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
  • B60T13/146—Part of the system directly actuated by booster pressure
• • 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
  • B60T7/00—Brake-action initiating means
  • B60T7/02—Brake-action initiating means for personal initiation
  • B60T7/04—Brake-action initiating means for personal initiation foot actuated
  • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
• • 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
  • B60T8/4068—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 the additional fluid circuit comprising means for attenuating pressure pulsations
• • 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 damping device according to the features of the preamble of claim 1 and a slip-controllable vehicle brake system according to the features of claim 8. Damping devices are particularly in slip-controlled
• Pressure pulsations arise, for example, by piston pumps, which are actuated as needed to adjust together with other actuators of the vehicle brake system, the brake pressure of a wheel brakes on the slip conditions of the wheel brake associated wheel.
• the piston pumps carry out in a cyclic change suction strokes and delivery strokes, which trigger in the brake circuits of the vehicle brake system flow or pressure pulsations and can cause disturbing operating noise.
• Damping devices are ideally located in close proximity to the location of the formation of the pressure pulsations, e.g. near a pump outlet and an outlet valve of a piston pump, respectively.
• the damping devices are housed together with their associated piston pumps in common mounting holes of a hydraulic block of a hydraulic unit.
• Damping devices are disclosed e.g. DE 101 12 618 AI.
• Some of these variants shown use an elastically deformable membrane, which has a fluid filled with a first pressure chamber over a gas-filled second pressure chamber seals. If pulsations occur, the membrane deviates towards the pressure space filled with compressible gas, so that the fluid-filled pressure chamber increases in volume and thus the pressure is increased
• Pulsation smoothes Downstream of the fluid-filled pressure chamber, a throttle is provided to counteract the fluid flowing out a hydraulic resistance.
• the first pressure chamber with the variable storage capacity, forms a so-called C-member, which is the hydraulic resistor, also referred to as R-member downstream.
• the R-element can be represented as a constant throttle or as a dynamic throttle, which provides a pressure-dependent variable resistor.
• a dynamic throttle has the advantage of being able to operate at low pressures, such as those required for comfort functions, e.g. Distance controls, typically (about 40 bar), provide a strong throttle effect and thus high noise attenuation, while at pressures above about 40 bar, like them
• Blockage protection or slip control operations occur, a high flow or a low flow resistance allowed.
• Damping devices according to the features of claim 1 behave independently of the operating pressure and show almost constant
• Damping properties over the entire pressure range of the system pressure are also characterized by the fact that they have no negative impact on the pressure build-up dynamics of the vehicle brake system, because they have little
• a damping device has, in addition to the two existing pressure chambers, a third pressure chamber, which is coupled to the first fluid-filled pressure chamber via a fluid connection equipped with a hydraulic resistance.
• the separator separates the third pressure chamber from the second pressure chamber, but still allows the second pressure chamber can be acted upon by the pressure level of the third pressure chamber.
• This constellation allows the second pressure chamber filled with compressible medium to be at the fluid pressure in the pressure chambers one and three and thus to apply the current system pressure.
• the separating device is equipped with a membrane which can assume a neutral position regardless of the level of the instantaneous system pressure, so that almost all of the mechanical stroke is available for damping pressure pulsations of the membrane.
• this stroke can be limited by end stops to which the diaphragm can engage if a certain pressure level is exceeded or undershot. About the end stops and the bias pressure in the second pressure chamber, the pulsation diaphragm stroke and thus the maximum absorption
• Limit brake fluid through the damping device or set the pressure range within which takes place a damping or from which the effect of the damping device decreases.
• FIG. 1 shows a schematic representation of a one-stage damping device designed according to the invention
• FIG. 2 likewise a schematic illustration of an exemplary embodiment of a two-stage damping device
• Fig. 3 an alternative embodiment of a single-stage
• Fig. 5 a illustrated with reference to a hydraulic circuit diagram Bremsreis with provided damping device. Disclosure of the invention
• FIG. 1 shows a first exemplary embodiment of a damping device 10 according to the invention. This is connected to a brake fluid-carrying line 12, which forms an outlet 14 upstream of the damping device 10 and a drain 16 downstream of the damping device.
• Inflowing brake fluid first passes from the line 12 into a first pressure chamber 20 which is separated from a second pressure chamber 24 by an elastically deformable membrane 22.
• the second pressure chamber 24 is filled with a compressible medium, preferably a gas, said gas is under a biasing pressure, which biases the membrane 22.
• a stroke of this membrane 22 is in both spatial directions by mechanical
• Limit stops 26, 28 which are each formed in one of the two pressure chambers 20, 24. If a pressure difference between the two pressure chambers 20, 24 exceeds or falls below a structurally definable order of magnitude, the membrane 22 abuts against one of the stops 26, 28 and is thereby protected against mechanical damage or overloading.
• a third pressure chamber 30 is provided, which is contacted via a pressure medium connection 32 with the inlet 14 or with the first pressure chamber 20.
• the pressure medium connection 32 bypasses the second
• Pressure medium chamber 24 and is filled as well as the first pressure chamber 20 with incompressible brake fluid. Downstream of its branch from the inlet 14, the fluid connection 32 is connected to a hydraulic resistance 34, e.g. equipped with a throttle or aperture.
• the third pressure chamber 30 encloses the second pressure chamber 24 both on its peripheral side and on one of its two end faces. For separating the different media of the second pressure chamber 24 and the third pressure chamber 30 is a cup-shaped
• Hollow body damping element 36 together form a separating device 40, which separates the second pressure chamber 24 from the first pressure chamber 20 and from the third pressure chamber 30 and yet allows the second pressure chamber 24 from the pressure of the third pressure chamber 30 and the pressure in the first pressure chamber 20 acted upon is.
• the hydraulic pressure of the inlet 14 and the first pressure chamber 20 is via the pressure medium connection 32 with the built-hydraulic
• Resistor 34 transmitted to the third pressure chamber 30 and acts on the cup-shaped, elastically deformable hollow body damping element 36 on the filled with compressible medium second pressure chamber 24 a. Depending on the respective pressure conditions thereby the membrane 22
• the diaphragm 22 therefore assumes a neutral position within its installation space, since the pneumatic forces acting on it from the second pressure chamber 24 essentially keep the counteracting hydraulic forces from the first pressure chamber 20 in equilibrium.
• the membrane 22 is therefore for damping of
• the second filled with compressible fluid pressure chamber 24 is therefore pressurized in two different ways, these routes differ in their throttle effect from each other.
• the first way is unthrottled. It comprises the first pressure chamber 20 and is bounded by the membrane 22.
• the first way can only the displacement or absorption of a small
• the second way is throttled and includes the pressure medium connection 32 with the built-hydraulic resistance 34 and the third coupled thereto and bounded by the elastic hollow body damping element 36
• the volume of the second path may be due to the Deformability of the hollow body damping element 36 change to a much greater extent than the volume of the first pressure chamber 20, whereby this second way can accommodate a large volume of pressure medium.
• Pulsations first propagate into the first pressure chamber 20, where they cause the deflection of the membrane 22 and are effectively damped by the elasticity of the volume contained in the second pressure chamber 24 compressible medium.
• the damping thus takes place on the unthrottled first path and the damping device 10 extracts the entire system only a relatively small volume of hydraulic pressure fluid, thus showing a low absorption capacity.
• the connected hydraulic system thus has almost the entire amount of hydraulic pressure fluid available, thus ensuring that
• Vehicle brake system a sufficiently good pressure build-up dynamics for unexpected emergency braking situations.
• the pneumatic biasing force of the diaphragm 22 can be adjusted to the system pressure in the inlet 14.
• the necessary shift of a larger amount of brake fluid into the third pressure chamber 30, is possible via the above-explained second way. Since this second path is provided with a hydraulic resistor 34, the adaptation to the changed pressure in the inlet 14, however, can only take place with a time delay.
• the adjustment of the pneumatic biasing force of the diaphragm 22 to the pressure in the inlet 14 allows pressure pulsations occurring after pressure adjustment to be damped as well, without the need to shift large amounts of pressure fluid, which are then no longer available to the rest of the vehicle braking system. for braking maneuvers in which it depends on a high pressure build-up dynamics, so a large amount of available pressure medium.
• the second embodiment of the invention of Figure 2 is basically the same structure and also works as related to Embodiment 1 described, but differs from this in that the separator 40 in addition to the membrane 22 and the
• the second diaphragm 42 separates a fourth pressure chamber 44 connected to the first pressure chamber 20 with an integrated mechanical stop 46 from a fifth pressure chamber 48 connected to the atmosphere.
• the first pressure chamber 20 and the fourth pressure chamber 44 are opposite each other and can also be combined to form a single pressure chamber connected to the inlet 14 and the outlet 16.
• the second diaphragm 42 is provided because the first diaphragm 22 is only able to damp pressure oscillations which are above the prevailing in the second pressure chamber 24 pneumatic biasing pressure, since only such pressure oscillations can cause a deflection of the first membrane 22 at all.
• the second membrane 42 is therefore designed in its material and / or in its elasticity and / or in their dimensions so that it abuts exactly at its associated mechanical stop 46 when the brake fluid of the first pressure chamber 20 just below the biasing pressure of the second Pressure chamber 24 is. If a pulsation vibration occurring in the first pressure chamber 20 causes a lower pressure, a deflection of the second diaphragm 42 in the direction toward the atmosphere and can thus also be damped.
• the second pressure chamber 24 is not filled with compressible medium but with the same hydraulic fluid as the first pressure chamber 20, while in the third pressure chamber 30 now no brake fluid, but compressible medium, preferably a gas is under biasing pressure ,
• the membrane 22 of the separator 40 thus no longer has the task of separating two media from each other and can therefore be provided with a throttle or a diaphragm, via which a
• Pressure chamber 24 can take place. So the throttle allows one
• Pressure fluid displacements to a greater extent are taken up here by the second pressure chamber 24, which is located inside the elastic hollow body damping element 36, also exemplified in the form of a bellows element.
• the separator 40 comprises an open and elastically deformable unchanged
• Hollow body damping element 36 preferably in the form of a bellows for separating the second pressure chamber 24 from the third pressure chamber 30th
• the third pressure chamber 30 filled with compressible medium, preferably gas, under biasing pressure.
• This preload pressure is user-specific selectable and clamped at this third
• Embodiment no longer the membrane 22 of the separator 40, but rather the hollow body damping element 36 before.
• FIG. 4 shows the embodiment according to FIG. 1, but with the modification that the brake-fluid-carrying line 12, to which the damping device 10 is connected, is no longer continuous, but is divided into an inlet 14 and an outlet 16 separated therefrom and drain 16 open into the first pressure chamber 20 in a spatially separated manner and are aligned substantially perpendicular to the direction of extension of the membrane 22.
• the brake-fluid-carrying line 12 to which the damping device 10 is connected
• Pressure medium favors the damping effect of the membrane 22. From each other separate and perpendicular to the direction of extension of the membrane 22nd
• aligned inlets 14 or drains 16 can be transferred to all three embodiments described above.
• FIG. 5 also shows a hydraulic circuit diagram of a brake circuit 50 of a vehicle brake system, which is equipped with one of the damping devices 10 described above. Shown is an example of the damping device 10 according to the embodiment of Figure 1.
• the illustrated brake circuit 50 is operable by a driver
• Master cylinder 52 is connected and includes a wheel brake 54.
• a pressure medium connection from the master cylinder 52 to the wheel brake 54 can be blocked by an electronically controllable switching valve 56, if one
• Wheel brake 54 should be necessary. Downstream of the changeover valve 56, an inlet valve 58 is also arranged in the brake circuit 50, which, together with an exhaust valve 60 also connected to the wheel brake 54, enables a modulation of the pressure in the wheel brake 54.
• a pressure generator 62 preferably a piston pump, which is driven by a drive motor 64.
• the pressure generator 62 conveys pressure fluid from the wheel brake 54 via the damping device 10 according to the invention back into the brake circuit 50, wherein the discharge point in the brake circuit 50 between the
• Switching valve 56 and the inlet valve 58 is located.
• the pressure generator 62 via a
• High-pressure switching valve 66 are connected directly to the master cylinder 52 and can then suck pressure generator 62 directly from the master cylinder 52.
• All of the illustrated valves 56, 58, 60, 66 are a 2/2-way valves which can be switched electromagnetically between a passage and a blocking position. It is possible, in particular for the valves 56 and / or 66 to perform these as proportional valves so that they can take any intermediate positions.
• Hydraulic block of a hydraulic unit of a vehicle brake system arranged.
• the hydraulic block is provided with holes that
• Such a hydraulic block can be formed or equipped in a particularly space-saving and cost-saving manner when the pressure generator 62 with the damping device 10 is arranged in a common receptacle of the hydraulic block.

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=52440693

Family Applications (1)

Country Status (6)

Families Citing this family (3)

Family Cites Families (7)

• 2015
  • 2015-02-03 KR KR1020167027250A patent/KR20160141730A/ko not_active Application Discontinuation
  • 2015-02-03 US US15/301,526 patent/US20170106842A1/en not_active Abandoned
  • 2015-02-03 EP EP15701999.3A patent/EP3126200A1/de not_active Withdrawn
  • 2015-02-03 CN CN201580018350.3A patent/CN106163890A/zh active Pending
  • 2015-02-03 WO PCT/EP2015/052196 patent/WO2015149972A1/de active Application Filing
  • 2015-02-03 JP JP2016551829A patent/JP2017506598A/ja active Pending

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