EP3630561A1

EP3630561A1 - Bistable solenoid valve for a hydraulic braking system and corresponding hydraulic braking system

Info

Publication number: EP3630561A1
Application number: EP18716230.0A
Authority: EP
Inventors: Wolf Stahr; Klaus Landesfeind; Massimiliano Ambrosi; Michael Eisenlauer; Edgar Kurz; Wolfgang Schuller
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2017-05-29
Filing date: 2018-04-05
Publication date: 2020-04-08
Also published as: DE102017208937A1; CN110678368A; US20200055509A1; WO2018219529A1

Abstract

The invention relates to a bistable solenoid valve (10A, 10B, 10C) for a hydraulic braking system (1A, 1B), comprising a magnetic assembly (20, 20C) and a guide sleeve (13, 13C), in which a stationary component (11) is fixedly arranged and in which a valve armature (17A, 17B, 17C) having a permanent magnet (18A, 18B, 18C), which is polarized in the direction of motion thereof, is axially movably arranged, the magnetic assembly (20, 20C) being slid onto the stationary component (11) and the guide sleeve (13, 13C), and the stationary component (11) forming an axial stop for the valve armature (17A, 17B, 17C), the valve armature (17A, 17B, 17C) being drivable by a magnetic force produced by the magnetic assembly (20, 20C) or by a magnetic force of the permanent magnet (18A, 18B, 18C) and forcing a closing element (17.1, 17.1C) into a valve seat (15.1, 15.1C) during a closing motion and lifting said closing element out of the valve seat (15.1, 15.1C) during an opening motion. The invention further relates to a hydraulic braking system (1A, 1B) having at least one such bistable solenoid valve (10A, 10B, 10C). The valve armature (17A, 17B, 17C) has, on the first end face thereof facing the stationary component (11), a magnet receptacle (17.3, 17.3C), which holds the permanent magnet (18A, 18B, 18C).

Description

Description title

Bistable solenoid valve for a hydraulic brake system and corresponding hydraulic brake system

The invention relates to a bistable solenoid valve for a hydraulic brake system according to the preamble of independent claim 1. The present invention is also a hydraulic brake system for a vehicle with at least one such bistable solenoid valve.

Known hydraulic vehicle brake systems have a muscle-operated master cylinder, to which wheel brake cylinders of wheel brakes are hydraulically connected. Common is the connection of the wheel brake cylinder via a hydraulic unit, which has solenoid valves, hydraulic pumps and hydraulic accumulator and allows a wheel-specific brake pressure control. Such brake pressure controls allow the implementation of various safety systems, such as anti-lock braking systems (ABS), electronic stability programs (ESP), etc., and the execution of various safety functions, such as anti-lock braking, traction control (ASR), etc. Control can be provided via the hydraulic unit - and or

Control processes in the anti-lock braking system (ABS) or in the traction control system (ASR system) or in the electronic stability program system (ESP system) for the pressure build-up or pressure reduction are performed in the corresponding wheel brakes. To carry out the control and / or regulating operations, the hydraulic unit comprises solenoid valves which, due to the counteracting forces "magnetic force", "spring force" and "hydraulic force", can usually be held in unambiguous positions.

From the prior art, it is also known to form hydraulic vehicle brake systems as a foreign-power brake systems, ie with a foreign to provide energy supply device, which provides the energy required for a service brake. Usually, the external energy supply device comprises a hydraulic pressure accumulator, which is charged with a hydraulic pump. The muscle force exerted by a driver provides a setpoint for the amount of braking force. Only in case of failure of the external power supply device is carried out in an emergency operation actuation of the vehicle brake system by the muscle power of the driver as so-called auxiliary braking. Also, auxiliary power brake systems are known in which a part of the energy required for the brake operation comes from a power supply unit for external energy and the remaining part comes from the muscular force of the vehicle driver.

Both the power and the auxiliary power brake systems do not require a brake booster.

From DE10 2008 001 013 AI is a hydraulic vehicle brake system with a muscle-operated master cylinder, to which wheel brake cylinder of wheel brakes are hydraulically connected, and with a hydraulic pressure source as a foreign energy supply device with which the wheel brake to a brake actuation are hydraulically pressurized. Here, a pressure chamber of the master cylinder is connected via a decoupling valve with a brake fluid reservoir, so that the pressure chamber is depressurized switchable. A brake actuation takes place as a power brake with the external power supply device. In addition, a hydraulic pedal travel simulator is integrated into the master brake cylinder, which can be depressurized via a simulator valve.

From DE 33 05 833 AI a generic bistable solenoid valve is known, which has an excitation coil and an immersing anchor therein, which consists of permanent magnetic material, is polarized in its direction of movement and forms a valve member. A magnetic field guide protrudes like a core into the exciting coil and fills a part of the length of the exciting coil.

Another magnetic field is arranged next to that end of the exciting coil, in which the armature immersed, and in the form of an annular disc which surrounds the armature with a distance. In currentless exciter coil act between these magnetic field and the anchor forces that move the anchor in locking positions or at least hold there, and so on ensure stable switching positions of the solenoid valve. In this solenoid valve, there is no need for a spring that can bring the valve member in a predetermined detent position. Disclosure of the invention

The bistable solenoid valve for a hydraulic brake system with the features of independent claim 1 has the advantage that in a solenoid valve with a de-energized first operating state, another currentless second operating state can be implemented. This means that embodiments of the present invention provide a bistable solenoid valve which can be switched by applying a switching signal between the two operating states, wherein the solenoid valve remains permanently in the respective operating state until the next switching signal. Here, the first operating state of a closed position of the solenoid valve and the second operating state may correspond to an open position of the solenoid valve. The change between the two operating states can be performed, for example, by short energization of the active actuator of the magnet assembly or by applying a switching signal or current pulse to the magnet assembly. With such a short energization of energy consumption can be reduced in comparison with a conventional solenoid valve with two operating states in an advantageous manner, which has only a de-energized first operating state and must be energized to implement the energized second operating state for the duration of the second operating state. Embodiments of the bistable solenoid valve according to the invention can be based on a normally open solenoid valve or on a normally closed solenoid valve.

Alternatively, a bistable solenoid valve based on a normally closed solenoid valve can be replaced by brief energization of the magnet assembly of the

Open position are switched to the closed position and then switched from the closed position to the open position, when a holding pressure in the solenoid valve falls below a predetermined pressure threshold. A bistable solenoid valve based on a normally open solenoid valve can alternatively be replaced by brief energization of the magnet assembly from the solenoid valve. Closed position are switched to the open position and then switched from the open position to the closed position when a fluid force in the solenoid valve falls below a predetermined threshold. Embodiments of the present invention provide a bistable solenoid valve for a hydraulic brake system having a magnet assembly and a guide sleeve in which a stationary component is fixed and a valve armature having a permanent magnet polarized in its direction of movement is disposed axially displaceable. The magnet assembly is pushed onto the stationary component and the guide sleeve. The stationary component forms an axial stop for the valve anchor. The valve armature is drivable by a magnetic force generated by the magnet assembly or by a magnetic force of the permanent magnet and urges a closing element during a closing movement in a valve seat and lifts the closing element during an opening movement of the valve seat. Here, the valve armature on its stationary component facing the first end face on a magnetic recording, which receives the permanent magnet.

In addition, a hydraulic braking system for a vehicle, with a hydraulic unit and several wheel brakes is proposed. The hydraulic unit has at least one brake circuit, which comprises at least one solenoid valve and performs a wheel-specific brake pressure control. In this case, the at least one brake circuit has at least one bistable magnetic valve. The use of bistable solenoid valves opens at a hydraulic

Brake system Savings potential through standardization of the valve types used and reduction of the variety of valve types in the modular system for the hydraulic unit. Generally and independent of the design of the brake system, the use of a bistable solenoid valve instead of a permanently energized solenoid valve saves potential by reducing the electrical

Energy needs. In addition, the short current supply to the magnet assembly relieves the on-board vehicle network and reduces CO 2 emissions. Furthermore, can be dispensed with costly Entwärmungskonzepte in the electronic control unit of the brake system. In addition, fewer or fewer coolers, less heat-resistant materials and smaller distances between the Components in the control unit possible, so that space can be saved in an advantageous manner.

Advantageous improvements of the bistable solenoid valve specified in independent claim 1 for a hydraulic brake system and the hydraulic brake system specified in independent claim 21 are possible due to the measures and further developments listed in the dependent claims.

In an advantageous embodiment of the invention, the bistable solenoid valve based on a normally closed solenoid valve. This means that the guide sleeve can be made open at both ends, and the stationary component can be a pole core which closes off the guide sleeve at a first end. In addition, the guide sleeve may be connected at a second end with a hood-shaped valve sleeve, at the bottom of the valve seat can be formed at the edge of a through hole. The non-moving component or the pole core is preferably made of a ferromagnetic material. In an advantageous embodiment of the bistable solenoid valve, the permanent magnet can hold in a de-energized open position of the solenoid valve on the pole core, so that an air gap between the pole core and valve armature is minimal and the closing element is lifted from the valve seat.

In a further advantageous embodiment of the bistable solenoid valve, the magnet assembly can be energized during the closing movement with a first current direction, which generates a first magnetic field, which causes the pole core repels the permanent magnet with the valve armature, so that the air gap between the valve armature and the pole core enlarged and the closing element is urged into the valve seat.

In a further advantageous embodiment of the bistable solenoid valve, a return spring can be arranged between the pole core and the valve armature. Advantageously, a spring force of the return spring support the closing movement. In addition, in an energized closed position of Solenoid valve a confined in the solenoid valve pressure and / or the return spring sealingly hold the closing element in the valve seat. Furthermore, during the opening movement, the permanent magnet can move the valve armature in the direction of the pole core, so that the air gap between the valve armature and the pole core decreases and the closing element is lifted out of the valve seat when the pressure locked in the solenoid valve falls below a predefinable limit value. About the properties of the return spring, the effective spring force can be set so that the solenoid valve remains independent of the caged pressure in the closed position and the effective magnetic force of the permanent magnet is compensated. In one embodiment without return spring, a pressure limit can be specified on the properties of the permanent magnet and the resulting magnetic force, which falls below the caged pressure in the solenoid valve, the valve armature moves from the closed position to the open position. Alternatively, the resulting magnetic force of the permanent magnet can be set so small that the valve armature with the closing element remains independent of the caged pressure in the closed position.

In a further advantageous embodiment of the bistable solenoid valve, the magnet assembly can be energized during the opening movement with a second current direction, which generates a second magnetic field, which causes the pole core and the permanent magnet tighten with the valve armature, so that the air gap between the valve armature and the pole core reduced and the closing element is lifted from the valve seat. In this embodiment, the properties of the permanent magnet are chosen so that the

Magnetic force of the permanent magnet is smaller than the acting closing force, which generate the caged pressure and / or the return spring.

In an alternative advantageous development of the invention, the bistable solenoid valve can be based on a normally open solenoid valve. This means that the guide sleeve can be formed as a capsule open at one end, and the stationary component can be a valve insert with a through opening on which the guide sleeve can be pushed with its open end. The non-moving component or the pole core is preferably made of a ferromagnetic material. Here, the Valve armature between the valve core and the closed end of the guide sleeve are arranged and have on its first end face a plunger, which can be guided in the through hole of the valve core and on its side facing away from the valve armature side, the closing element can be arranged. In addition, at a second end of the valve insert, a hood-shaped valve sleeve can be inserted into the passage opening, at the closed end of which the valve seat can be formed at the edge of a passage opening. In a further advantageous embodiment of the bistable solenoid valve, the

Hold the permanent magnet in an energized closed position of the solenoid valve on the valve core, so that an air gap between the valve core and valve anchor is minimal and the closing element can sealingly rest in the valve seat. In a further advantageous embodiment of the bistable solenoid valve, the

Magnetic assembly during the opening movement are energized with the second current direction, which can generate the second magnetic field, which causes the valve insert repels the permanent magnet with the valve armature, so that the air gap between the valve armature and the valve core can increase, and the closing element can be lifted from the valve seat.

In a further advantageous embodiment of the bistable solenoid valve, a return spring can be arranged in the through hole of the valve core, which can be supported at one end on a spring support and at the other end on the plunger on the valve armature can act, so that a spring force of the return spring support the opening movement can. In addition, in a de-energized open position of the solenoid valve, a fluidic force acting in the solenoid valve and / or the return spring can hold the closing element in the lifted position from the valve seat. Furthermore, during the closing movement, the permanent magnet can move the valve armature in the direction of the valve insert when the fluidic force acting in the solenoid valve falls below a predefinable limit value, so that the air gap between the valve armature and the valve core can decrease, and the closing element into the valve seat can be urged. About the properties of the return spring, the effective spring force can be set so that the solenoid valve remains independent of the acting fluidic force in the open position and the effective magnetic force of the permanent magnet is compensated. In an embodiment without return spring, a limit value for the fluidic force can be specified via the properties of the permanent magnet and the resulting magnetic force, below which the valve armature moves from the open position into the closed position. Alternatively, the resulting magnetic force of the permanent magnet may be set so small that the magnetic force of the permanent magnet is smaller than the acting opening force, which the acting fluid force and / or the return spring generate, and the valve armature with the closing element remains independent of the acting fluid force in the open position ,

In a further advantageous embodiment of the bistable solenoid valve, the magnet assembly can be energized during the closing movement with the first current direction, which can generate the first magnetic field, which causes the valve core and the permanent magnet tighten with the valve armature, so that the air gap between the Can shrink valve anchor and the valve core, and the closing element can be urged into the valve seat.

In a further advantageous embodiment of the bistable solenoid valve, the permanent magnet can be arranged independently of the armature stroke within the magnet assembly. As a result, when the magnet assembly is energized, the permanent magnet is always within the range of action of the magnetic field generated by the magnet assembly and can thus advantageously have smaller dimensions.

In an advantageous embodiment of the hydraulic brake system, the at least one bistable solenoid valve in the de-energized open position can release a brake pressure control in at least one associated wheel brake and include a current brake pressure in the at least one associated wheel brake in the de-energized closed position. As a result, an additional function can be realized with little additional effort on a mostly existing hydraulic unit with ESP functionality, which provides a current Include brake pressure in the corresponding wheel brake electro-hydraulically and can hold for a longer period of time with low energy consumption. This means that the existing pressure supply, the piping from the hydraulic unit to the wheel brakes as well as sensor and communication signals not only for the ESP function and / or ABS function and / or

ASR function, but also can be used for an electro-hydraulic pressure holding function in the wheel brakes. As a result, costs, installation space, weight and wiring can advantageously be saved with the positive effect that the complexity of the brake system is reduced.

In a further advantageous embodiment of the hydraulic brake system, the at least one brake circuit, a fluid pump, a suction valve, which connects a suction line of the fluid pump with a muscle-operated master cylinder during brake pressure control and separates the suction line of the fluid pump from the muscle-power-operated master cylinder in normal operation, and include a switching valve, which in Normal operation connects the muscle-operated master cylinder with at least one associated wheel brake and holds the system pressure in the brake circuit during a brake pressure control. Here, the switching valve and / or the intake valve can be designed as a bistable solenoid valve.

In an alternative embodiment of the hydraulic brake system, the at least one brake circuit may have a hydraulic pressure generator whose pressure is adjustable via a servomotor, a simulator valve which connects a pedal simulator with a muscle-operated master cylinder in normal operation, and in emergency operation and during brake pressure control the pedal simulator of the master cylinder separates, a Bremskreistrenn- valve which connects in emergency operation, the muscle-operated master cylinder with at least one associated wheel brake and during normal operation and during a brake pressure control the muscle-operated master cylinder from the at least one associated wheel brake, and comprise a pressure switching valve, which in normal operation and during a brake pressure control the hydraulic pressure generator with the at least one associated wheel brake connects and in emergency operation, the hydraulic pressure generator of the mi At least one associated wheel brake separates. In doing so, NEN the simulator valve and / or the brake circuit selector valve and / or the pressure switching valve are designed as a bistable solenoid valve.

Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. In the drawing, like reference numerals designate components that perform the same or analog functions.

Brief description of the drawings

1 shows a schematic sectional view of a first exemplary embodiment of a bistable solenoid valve according to the invention in the open position.

Fig. 2 shows a schematic sectional view of the bistab ilen solenoid valve according to the invention of FIG. 1 during the closing movement.

Fig. 3 shows a schematic sectional view of the bistab ilen solenoid valve according to the invention from FIGS. 1 and 2 in the closed position.

Fig. 4 shows a schematic sectional view of the bistab ilen solenoid valve according to the invention from FIGS. 1 to 3 during the opening movement.

5 shows a schematic sectional illustration of a second exemplary embodiment of a bistable solenoid valve according to the invention in the closed position.

6 shows a schematic sectional view of a third exemplary embodiment of a bistable solenoid valve according to the invention in the open position.

Fig. 7 shows a schematic circuit diagram of a first embodiment of a hydraulic brake system according to the invention.

Fig. 8 shows a schematic circuit diagram of a second embodiment of a hydraulic brake system according to the invention. Embodiments of the invention

As is apparent from Figs. 1 to 6, the illustrated embodiments of a bistable solenoid valve 10A, 10B, IOC according to the invention for a hydraulic brake system 1A, 1B respectively comprise a magnetic assembly 20, 20C and a guide sleeve 13, 13C, in which a stationary component 11 fixed and a valve armature 17A, 17B, 17C having a permanent magnet 18A, 18B, 18C, which is polarized in its direction of movement, are arranged axially displaceable. The magnet assembly 20, 20C is pushed onto the stationary component 11 and the guide sleeve 13, 13C. The unmoved component

11 forms an axial stop for the valve armature 17A, 17B, 17C. In addition, the valve armature 17A, 17B, 17C is drivable by a magnetic force generated by the magnet assembly 20, 20C or by a magnetic force of the permanent magnet 18A, 18B, 18C and urges a closing element 17.1, 17.1C into a valve seat 15.1, 15C during a closing movement and lifts the closing element 17.1, 17.1C during an opening movement from the valve seat 15.1, 15th IC. In this case, the valve armature 17A, 17B, 17C has a magnet receptacle 17.3, 17.3C on its first end side facing the stationary component 11, which receives the permanent magnet 18A, 18B.

As is further apparent from FIGS. 1 to 5, the bistable magnetic valve 10A, 10B is based on a currentless closed solenoid valve in the two illustrated exemplary embodiments. This means that the guide sleeve 13 is made open at both ends, and the stationary component 11 is a pole core IIA, IIB made of a ferromagnetic material, which closes the guide sleeve 13 at a first end. In addition, with a second end of the guide sleeve 13, a hat-shaped valve sleeve 15 is connected to a valve seat 15.1, which is arranged between at least one first flow opening 15.2 and at least one second flow opening 15.3. The solenoid valve 10A, 10B is caulked via a Verstemmscheibe 14 with a receiving bore 32 of a fluid idblocks 30 having a plurality of fluid channels 34, 36. As is further apparent from FIGS. 1 to 5, a first flow opening 15. 2, at the inner edge of which the valve seat 15. 1 is formed, is introduced into a bottom of the hat-shaped valve sleeve 15 and fluidically connected to a first fluid channel 34. The at least one second flow opening 15.3 is as a radial bore in the lateral lateral surface of the hat-shaped valve sleeve 15 is introduced and fluidly connected to a second fluid channel 36.

As can also be seen from FIGS. 1 to 5, the closing element 17. 1 is embodied as a ball in the exemplary embodiments shown and into a receptacle in FIG

Valve armature 17A, 17B pressed, which is arranged on a valve seat 15.1 facing the second end face of the valve armature 17A, 17B. In addition, the valve armature 17A, 17B comprises a plurality of compensating grooves 17.2 designed as axial grooves, which allow pressure equalization between the first and second end faces of the valve armature 17A, 17B.

As is further apparent from FIGS. 1 to 5, the magnet assembly 20 in the illustrated embodiment comprises a hood-shaped housing shell 22, a winding body 24, on which a coil winding 26 is applied, and a cover plate 28, which closes the hood-shaped housing shell 22 at its open side , The coil winding 26 can be energized via two electrical contacts 27, which are led out of the housing shell 22. As is further apparent from FIGS. 1 to 5, the permanent magnet 18A, 18B is arranged independently of the armature stroke within the magnet assembly 20.

As is further apparent from FIGS. 1 to 4, in the illustrated first exemplary embodiment of a bistable magnetic valve 10A a return spring 16 is arranged between the pole core IIA and the valve armature 17A. In this case, a spring force of the return spring 16 can assist the closing movement of the valve anchor 17A or the closing element 17.1. As is further apparent from FIGS. 1 to 4, the return spring 16 is at least partially received in the exemplary embodiment shown by a spring receptacle 19, which is introduced as a bore in the valve armature 17A. The permanent magnet 18A is designed in the illustrated embodiment as a circular perforated disc, which passes through the return spring 16. Alternatively, the permanent magnet 18A may be embodied as an angular perforated plate. In an alternative embodiment, not shown, the spring seat 19 can be introduced as a bore in the pole core IIA. In this embodiment, the permanent magnet 18A can then be made as a disk or as a plate without a hole. In addition, can both the pole core IIA and the valve armature 17A have a spring receptacle 19 which receive the return spring 16 at least partially.

As is further apparent from FIG. 1, the permanent magnet 18A in the illustrated currentless open position of the solenoid valve 10A adheres to the pole core IIA, so that an air gap 12 between pole core IIA and valve armature 17A is minimal and the closing element 17.1 is lifted off the valve seat 15.1.

2, the solenoid assembly 20 is energized to close the solenoid valve 10A during the closing movement with a first current direction that produces a first magnetic field 29A that causes the pole core IIA to repel the permanent magnet 18A with the valve armature 17A. so that the air gap 12 between the valve armature 17A and the pole core IIA increases and the closing element 17.1 is forced into the valve seat 15.1. In addition, the spring force of the return spring 16 supports the closing movement of

Valve armature 17A and the closing element 17.1.

As is further apparent from FIG. 3, in the illustrated exemplary embodiment, after the current through the magnet assembly 20 has been switched off, a pressure locked in the solenoid valve 10A and the return spring 16 hold the closing element

17.1 sealing in the valve seat 15.1. In the illustrated embodiment, the magnetic force of the permanent magnet 18A is smaller than the acting closing force, which generate the caged pressure and / or the return spring 16. 4, the magnet assembly 20 is energized to open the solenoid valve 10A during the opening movement with a second current direction that generates a second magnetic field 29B that causes the pole core IIA and permanent magnet 18A to engage the valve armature 17A tighten, so that the air gap 12 between the valve armature 17A and the pole core IIA decreases and the closing element 17.1 is lifted from the valve seat 15.1. This means that the current flow through the magnet assembly 20 upon opening the solenoid valve 10A is simply reversed compared to closing the solenoid valve 10A. Alternatively, the magnetic force of the permanent magnet 18A can be set such that, for the opening of the solenoid valve 10A, the permanent magnet 18A moves the valve armature 17A in the direction of the pole core IIA during the opening movement, when the pressure trapped in the solenoid valve 10A drops below a predefinable limit value, so that the air gap 12 reduced between the valve armature 17A and the pole core IIA and the closing element 17.1 is lifted from the valve seat 15.1. In this embodiment, the solenoid valve 10A changes without energization of the magnet assembly 20 in response to the effective hydraulic force or the caged pressure from the closed position to the open position. This means that the magnetic force of the permanent magnet 18A is greater than the acting closing force, which the caged pressure and / or the return spring 16 generate when the caged pressure falls below the predetermined limit.

As is further apparent from FIG. 5, in the illustrated second exemplary embodiment of a bistable magnetic valve 10B, in contrast to the first exemplary embodiment of the bistable magnetic valve 10B, no return spring 16 is arranged between the pole core IIB and the valve armature 17B. The permanent magnet 18B is designed in the illustrated embodiment as a circular disc. Alternatively, the permanent magnet 18B may be implemented as a square plate.

Analogous to the first embodiment, the permanent magnet 18B keeps in the de-energized open position of the solenoid valve 10 B on the pole core IIB, so that the air gap 12 between the pole core IIB and valve armature 17B is minimal and the closing element 17.1 is lifted from the valve seat 15.1. For closing, the magnet assembly 20 of the solenoid valve 10B is energized during the closing movement with a first current direction, which produces the first shown in Fig. 5 left first magnetic field 29A, which causes the pole core IIB repels the permanent magnet 18B with the valve armature 17B, so that the air gap 12 between the valve armature 17B and the pole core IIB increases and the closing element 17.1 is forced into the valve seat 15.1. After switching off the current through the magnet assembly 20, a pressure locked in the magnetic valve 10B holds the closing element 17.1 sealingly in the valve seat 15.1. To open the solenoid valve 10B, the magnet assembly 20 is energized during the opening movement with a second current direction, which in Fig. 5 right dar- Asked second magnetic field 29 B generates, which causes the pole core II B and the permanent magnet 18 B to tighten with the valve armature 17 B, so that the air gap 12 between the valve armature 17 B and the pole core II B is reduced and the closing element 17.1 lifted from the valve seat 15.1.

Alternatively, the magnetic force of the permanent magnet 18B may be set so that the opening of the solenoid valve 10B causes the permanent magnet 18B to move the valve armature 17B in the direction of the pole core IIB when the pressure trapped in the solenoid valve 10B falls below a predeterminable limit value the air gap 12 between the valve armature 17B and the pole core IIB is reduced and the closing element 17.1 is lifted out of the valve seat 15.1. In this embodiment, the solenoid valve 10B changes without energization of the magnet assembly 20 depending on the effective hydraulic force or the caged pressure from the closed position to the open position. This means that the magnetic force of the permanent magnet 18B is greater than the acting closing force, which generates the caged pressure when the caged pressure falls below the predetermined limit. As can also be seen from FIG. 6, the bistable magnetic valve 10C in the illustrated third exemplary embodiment is based on a normally open solenoid valve. That is, the guide sleeve 13C is formed as a capsule open at one end, and the stationary component 11 is a valve core HC made of a ferromagnetic material having a through hole on which the guide sleeve 13C is pushed with its open end. As further shown in Fig. 6, the valve armature 17C is disposed between the valve core HC and the closed end of the guide sleeve 13C. In addition, the valve armature 17C has on its first end face a plunger 17.4C, which is guided in the through hole of the valve core HC. The closing element 17. IC is arranged on the side facing away from the valve armature 17C side of the plunger 17.4C. The closing element 17. IC is formed in the illustrated third embodiment as a spherical cap. In addition, the plunger 17.4C comprises a plurality of compensating grooves 17.2C designed as axial grooves, which provide pressure equalization between the end face of the plunger 17.4C facing the valve seat 15.1C and an air gap 12C between the valve anchors 17C and valve insert HC allow. At a second end of the valve core HC, a dome-shaped valve sleeve 15C is inserted into the through hole, at the closed end of which the valve seat 15C is formed at the edge of a through hole. The valve seat 15. IC is arranged between at least one first flow opening 15.2C and at least one second flow opening 15.3C. The solenoid valve IOC is caulked via a Verstemmscheibe 14 with a not shown in FIG. 6 receiving bore of a fluid block, which has a plurality of fluid channels. As can also be seen from FIG. 6, a first flow opening 15. 2 is arranged on a valve lower part 37 C with a flat filter 39 C and is formed by the hood-shaped valve sleeve

15C and the through hole continued, at the inner edge of the valve seat 15th IC is formed. The at least one second flow opening 15.3 is introduced as a radial bore in the lateral lateral surface of the valve core HC. In the area of the second flow openings, a radial filter 38C is arranged.

As can also be seen from FIG. 6, the magnet assembly 20C in the exemplary embodiment illustrated similarly to the magnet assembly 20 from FIGS. 1 to 5 comprises a hood-shaped housing jacket 22C, a winding body 24C, on which a coil winding 26C is applied, and a cover disk 28C, which surrounds the hood-shaped housing shell 22C terminates at its open side. The coil winding 26C can be energized via two electrical contacts 27C, which are led out of the housing shell 22C. In Fig. 6, only one of the electrical contacts 27C is visible. As further shown in Fig. 6, the permanent magnet 18C is disposed within the magnet assembly 20C independently of the armature stroke.

As is further apparent from FIG. 6, in the illustrated third exemplary embodiment of a bistable magnetic valve IOC, a return spring 16 C is arranged in the through hole of the valve insert HC, which is supported at one end on a spring support 11 IC and at the other end via the plunger 17.4 acts on the valve armature 17C, so that a spring force of the return spring 16C supports the opening movement of the valve armature 17C and the closing element 17.1C. As is further apparent from Fig. 6, the spring seat 11. IC is integrally formed with the valve core HC. Alternatively, the spring could be performed as a ring, which is inserted into the through hole of the valve core HC. The permanent magnet 18C is designed in the illustrated third embodiment as a disk or as a plate without a hole. In a non-illustrated embodiment of a bistable solenoid valve, unlike the third embodiment of the bistable solenoid valve IOC, no return spring 16C is disposed between the valve core HC and the valve armature 17C.

As can also be seen from FIG. 6, in the illustrated currentless open position of the solenoid valve IOC, a hydraulic force acting in the magnetic valve IOC and / or the return spring 16C holds the closing element 17.1C in the position raised from the valve seat 15C, so that the air gap 12C between valve insert HC and valve armature 17C is maximum and the closing element 17.1C is lifted from the valve seat 15. IC.

As can further be seen from FIG. 6, the magnetic assembly 20C for closing the solenoid valve IOC during the closing movement is energized with the first current direction, which generates the first magnetic field 29A shown on the left in FIG. 6, which causes the valve core HC and the Tighten permanent magnet 18C with the valve armature 17C, so that the air gap 12C between the valve armature 17C and the valve core HC is reduced and the closing element 17. IC is forced into the valve seat 15th IC. The closing movement of the valve armature 17C or of the closing element 17C takes place against the spring force of the restoring spring 16C and / or the effective hydraulic force in the magnetic valve IOC. In the illustrated embodiment, the magnetic force of the permanent magnet 18 C is smaller than the acting opening force, which generate the hydraulic force and / or the spring force of the return spring 16. In the non-illustrated currentless closed position of the bistable solenoid valve IOC, the permanent magnet 18C on the valve insert HC, so that the air gap 12C between valve insert HC and valve armature 17B is minimal and the closing element 17.1 is sealingly urged into the valve seat 15.1.

Alternatively, the magnetic force of the permanent magnet 18C may be set such that, for closing the solenoid valve IOC, the permanent magnet 18C during the closing movement engages the valve armature 17C in the direction of the valve core HC moves when the force acting in the solenoid valve IOC hydraulic force drops below a predetermined limit, so that the air gap 12 C between the valve armature 17 C and the valve core HC decreases and the closing element 17 is pressed IC in the valve seat 15th IC. In this embodiment, since the solenoid valve IOC without energization of the magnet assembly 20C depending on the effective hydraulic force from the open position to the closed position. That is, the magnetic force of the permanent magnet 18C is greater than the acting opening force that generates the effective hydraulic force and / or the return spring 16C when the effective hydraulic force falls below the predetermined limit.

As further shown in FIG. 6, the magnet assembly 20C for opening the solenoid valve IOC during the opening movement is energized with the second current direction which produces the second magnetic field 29B shown at right in FIG. 6, causing the valve core HC to contact the permanent magnet 18C with the valve armature 17C repels, so that the air gap 12 C between the valve armature 17C and the valve core HC increased and the closing element 17th IC from the valve seat 15th IC is lifted. This means that the current flow through the magnet assembly 20C upon opening the solenoid valve IOC is simply reversed in comparison to closing the solenoid valve IOC.

As further shown in FIGS. 7 and 8, the illustrated embodiments of a hydraulic brake system 1A, 1B for a vehicle include a hydraulic unit 9A, 9B and a plurality of wheel brakes RR, FL, FR, RL, respectively. The hydraulic unit 9A, 9B has at least one brake circuit BC1A, BC2A,

BC1B, BC2B, which comprises at least one solenoid valve HSV1, HSV2, USV1, USV2, EVI, EV2, EV3, EV4, AVI, AV2, AV3, AV4, SSV, CSV1, CSV2, PSV1, PSV2, TSV and performs a wheel-specific brake pressure control , In this case, the at least one brake circuit BC1A, BC2A, BC1B, BC2B has at least one bistable magnetic valve 10A, 10B, IOC.

As can be seen from Figs. 7 and 8, the illustrated embodiments of a hydraulic brake system 1A, 1B according to the invention for a vehicle, with which various safety functions can be performed, each comprise a master cylinder 5A, 5B a hydraulic unit 9A, 9B and several wheel brakes RR, FL, FR, RL. As can also be seen from FIGS. 7 and 8, the exemplary embodiments of the hydraulic brake system 1A, 1B shown each comprise two brake circuits BC1A, BC2A, BC1B, BC2B, each of which has associated therewith two of the four wheel brakes RR, FL, FR, RL. Thus, a first wheel brake RR, which is arranged for example on a vehicle rear axle on the right side, and a second wheel brake FL, which is arranged for example on the vehicle front axle on the left side, a first brake circuit BC1A, BC1B assigned. A third wheel brake FR, which is arranged for example on a vehicle front axle on the right side, and a fourth wheel brake RL, which, for example, at a

Vehicle rear axle is arranged on the left side, are associated with a second brake circuit BC2A, BC2B. Each wheel brake RR, FL, FR, RL is associated with an inlet valve EVI, EV2, EV3, EV4 and an outlet valve AVI, AV2, AV3, AV4, wherein in each case via the inlet valves EVI, EV2, EV3, EV4 pressure in the corresponding wheel brake RR, FL, FR, RL can be constructed, and wherein via the exhaust valves AVI, AV2, AV3, AV4 each pressure in the corresponding wheel brake RR, FL, FR, RL can be reduced. To build up pressure in the respective wheel brake RR, FL, FR, RL, the corresponding inlet valve EVI, EV2, EV3, EV4 is opened and the corresponding outlet valve AVI, AV2, AV3, AV4 closed. For depressurization in the respective wheel brake RR, FL, FR, RL, the corresponding inlet valve EVI, EV2, EV3, EV4 is closed and the corresponding outlet valve AVI, AV2, AV3, AV4 opened. As can be further seen from FIGS. 7 and 8, the first wheel brake RR is assigned a first inlet valve EVI and a first outlet valve AVI, the second wheel brake FL are assigned a second inlet valve EV2 and a second outlet valve AV2, the third wheel brake FR is a third one Inlet valve EV3 and a third exhaust valve AV3 associated with the fourth wheel brake RL are associated with a fourth intake valve EV4 and a fourth exhaust valve AV4.

The inlet valves EVI, EV2, EV3, EV4 and the outlet valves AVI, AV2, AV3, AV4 can be used to perform control and / or regulating operations to implement safety functions. 7, in the first exemplary embodiment of the hydraulic brake system 1A, the first brake circuit BCIA has a first intake valve HSV1, a first changeover valve USV1, a first surge tank AC1 with a first check valve RVR1 and a first fluid pump RFP1. The second brake circuit BC2A has a second intake valve HSV2, a second changeover valve USV2, a second surge tank AC2 with a second check valve RVR2 and a second fluid pump RFP2, the first and second fluid pumps RFP1, RFP2 being driven by a common electric motor M. Furthermore, the hydraulic unit 9A comprises a sensor unit 9.1 for determining the current system pressure or brake pressure. The

Hydraulic unit 9A uses for brake pressure control and to implement an ASR function and / or an ESP function in the first brake circuit BCIA the first switching valve USVL, the first intake valve HSVL and the first return pump RFP1 and second brake circuit BC2A the second switching valve USV2, the second intake valve HSV2 and the second return pump RFP2.

As can also be seen from FIG. 7, each brake circuit BCIA, BC2A is connected to the master brake cylinder 5A, which can be actuated via a brake pedal 3A. In addition, a fluid tank 7A is connected to the master cylinder 5A. The intake valves HSVl, HSV2 allow intervention in the brake system without the need for a driver. For this purpose, the respective suction path for the corresponding fluid pump RFP1, RFP2 is opened to the master cylinder 5A via the intake valves HSVL, HSV2, so that they can provide the required pressure for the control instead of the driver. The switching valve USVL, USV2 are arranged between the master brake cylinder 5A and at least one associated wheel brake RR, FL, FR, RL and set the system pressure or brake pressure in the associated brake circuit BCIA, BC2A. As can also be seen from FIG. 7, a first changeover valve USV1 adjusts the system pressure or brake pressure in the first brake circuit BCIA, and a second changeover valve USV2 adjusts the system pressure or brake pressure in the second brake circuit BC2A.

In this case, the at least two brake circuits BCIA, BC2A each have a non-illustrated bistable solenoid valve 10 A, 10 B, 10C, which has an electroless closed position and a normally open position and is switchable between the two positions. For example, because a first bistable solenoid valve 10A, 10B, IOC are so looped into the respective brake circuit that it releases the brake pressure control in at least one associated wheel brake RR, FL, FR, RL in the de-energized open position and in the de-energized closed position a current brake pressure in the at least an associated wheel brake RR, FL, FR, RL includes. The first bistable solenoid valves 10A, 10B, 10C can be looped in at different positions in the respective brake circuit BCIA, BC2A. For example, the bistable solenoid valves 10A, 10B, 10C can be looped into the respective brake circuit BCIA, BC2A between the corresponding switching valve USV1, USV2 and the inlet valves EV1, EV2, EV3, EV4 upstream of an outlet channel of the corresponding fluid pump RFPL, RFP2. Alternatively, the bistable solenoid valves 10A, 10B, 10C may each be connected between the master cylinder 5A and the corresponding changeover valve USV1, USV2 directly in front of the corresponding changeover valve USV1, USV2 in the respective brake circuit BCIA, BC2A. As a further alternative arrangement, the bistable solenoid valves 10A, 10B, 10C can be looped into the respective brake circuit BCIA, BC2A respectively between the corresponding switching valve USV1, USV2 and the inlet valves EV1, EV2, EV3, EV4 downstream of the outlet channel of the fluid pump RFPL, RFP2. In addition, the bistable solenoid valves 10A, 10B, IOC can be looped in a further alternative arrangement respectively between the master cylinder 5A and the corresponding switching valve USV1, USV2 in the common fluid branch directly after the master cylinder 5A in the respective brake circuit BCIA, BC2A. In addition, the bistable solenoid valves 10A, 10B, IOC can be looped into the respective brake circuit BCIA, BC2A respectively directly in front of an associated wheel brake RR, FL, FR, RL.

In addition, in the illustrated embodiment, the two switching valves USV1, USV2 and the two intake valves HSV1, HSV2 are each designed as a bistable solenoid valve 10A, 10B, IOC.

8, the illustrated second embodiment of the hydraulic brake system 1B, unlike the first embodiment, a hydraulic pressure generator ASP, whose pressure can be adjusted via a servomotor APM, and a pedal simulator PFS on. Of the Pressure generator ASP can be charged via a charging valve PRV from the fluid reservoir 7B with fluid. As can also be seen from FIG. 8, each brake circuit BCIB, BC2B is connected to the master brake cylinder 5B, which can be actuated via a brake pedal 3B. In addition, a fluid tank 7B is connected to the chambers of the master cylinder 5B. In normal operation, a simulator valve SSV connects the pedal simulator PFS to the muscle-operated master cylinder 5B, and disconnects the pedal simulator PFS from the master cylinder 5B in the illustrated emergency operation and during brake pressure regulation. The hydraulic unit 9B uses for braking pressure control and to implement an ASR function and / or an ESP function the hydraulic pressure generator ASP, and in the first brake circuit BCIB a first Bremskreistriservels CSV1 and a first pressure switching valve PSVl, and in the second brake circuit BC2B a second Bremskreistrsstventil CSV2 and a second pressure switching valve PSV2. The pressure switching valves PSV1, PSV2 allow intervention in the brake system without the need for a driver. For this purpose, via the pressure switching valves PSV1, PSV2 the pressure accumulator is connected to at least one associated wheel brake RR, FL, FR, RL, so that this can provide the required pressure for the control instead of the driver. As is further apparent from FIG. 8, a first pressure-switching valve PSV1 adjusts the system pressure or brake pressure in the first brake circuit BCIB and a second pressure-switching valve PSV2 adjusts the

System pressure or brake pressure in the second brake circuit BC2B. In the illustrated emergency mode, the brake circuit valves CSV1, CSV2 connect the muscle-operated master cylinder 5B to at least one associated wheel brake RR, FL, FR, RL and disconnect the muscle-operated master cylinder 5B from the at least one associated wheel brake RR, FL, FR during normal operation and during brake pressure regulation , RL. The pressure switching valves PSVl, PSV2 connect the hydraulic pressure generator ASP with the at least one associated wheel brake RR, FL, FR, RL in normal operation and during a brake pressure control, and disconnect the hydraulic pressure generator ASP during emergency operation from the at least one associated wheel brake

RR, FL, FR, RL. Furthermore, the hydraulic unit 9B comprises a plurality of sensor units (not shown) for determining the current system pressure or brake pressure. In the illustrated embodiment, the simulator valve SSV and the two pressure switching valves PSVl, PSV2 and one of the two brake circuit valves CS VI, CSV2 each as a bistable solenoid valves 10 A, 10B, IOC performed. Since in a bistable solenoid valve in case of failure of the electrical system, the current switching position is maintained and the bistable solenoid valves could be closed normally at this moment, it makes sense for the illustrated embodiment, only one of the two Bremskreistrenn- valves CSV1, CSV2 by a bistable solenoid valve 10A , 10B, to replace IOC, so that in case of failure of the electrical system, the vehicle with a brake circuit BC1B, BC2B can be braked, since the conventional Bremskreist- racing valve is designed as a normally open solenoid valve and is held by its return spring in the open position.

In the illustrated hydraulic brake system 1B, the brake pressure in the normal driving operation is not conventionally generated by the driver's foot supported by a vacuum brake booster, but via the motor-driven

Pressure generator ASP. When the driver operates the brake pedal 3B, this braking request is sensed by the system via corresponding sensor units, not shown, and the simulator valve SSV and the pressure switching valves PSV1, PSV2 and the brake circuit isolation valves CSV1, CSV2 are switched simultaneously. The simulator valve SSV is switched from the de-energized closed position to the de-energized open position. As a result, the driver shifts volume in the pedal simulator PFS and the driver receives a haptic feedback on the braking process. The two brake circuit isolation valves CSV1, CSV2 are switched from the de-energized open position to the de-energized closed position, whereby the brake lines are blocked by the master cylinder 5B. The pressure switching valves PSV1, PSV2 are switched from the de-energized closed position to the de-energized open position, whereby the brake lines are opened by the pressure generator ASP to the brake circuits BC1B, BC2B and the pressure generator ASP can set the desired wheel-specific brake pressure via the positioning motor APM.

Claims

claims

1. Bistable solenoid valve (10A, 10B, IOC) for a hydraulic brake system (1A, 1B), comprising a magnet assembly (20, 20C) and a guide sleeve (13, 13C), in which a stationary component (11) fixed and a valve anchor (17A, 17B, 17C) having a permanent magnet (18A,

18B, 18C), which is polarized in its direction of movement, are arranged so as to be axially displaceable, the magnet assembly (20, 20C) being pushed onto the non-moving component (11) and the guide sleeve (13, 13C), and wherein the stationary component (11 ) forms an axial stop for the valve armature (17A, 17B, 17C), wherein the valve armature (17A, 17B, 17C) of a magnetic force generated by the magnet assembly (20, 20C) or by a magnetic force of the permanent magnet (18A, 18B, 18C ) is drivable and a closing element (17.1, 17.1C) during a closing movement in a valve seat (15.1, 15 IC) and urges during an opening movement of the valve seat

(15.1, 15th IC), characterized in that the valve armature (17A, 17B, 17C) on its the stationary component (11) facing first end face a magnetic receptacle (17.3, 17.3C), which the permanent magnet (18A, 18B , 18C).

2. Bistable solenoid valve (10A, 10B) according to claim 1, characterized in that the guide sleeve (13) is designed to be open at both ends and the stationary component (11) is a pole core (IIA, IIB), which the guide sleeve (13). at a first end.

3. Bistable solenoid valve (10A, 10B) according to claim 2, characterized in that the guide sleeve (13) is connected at a second end with a hood-shaped valve sleeve (15), at the bottom of the valve seat (15.1) is formed at the edge of a through hole , Bistable solenoid valve (10A, 10B) according to claim 2 or 3, characterized in that the permanent magnet (18A, 18B) in a de-energized open position of the solenoid valve (10A, 10B) on the pole core (IIA, IIB) holds, so that an air gap ( 12) between pole core (IIA, IIB) and valve armature (17A, 17B) is minimal and the closing element (17.1) is lifted from the valve seat (15.1).

Bistable solenoid valve (10A, 10B) according to one of claims 2 to 4, characterized in that the magnet assembly (20) is energized during the closing movement with a first current direction, which generates a first magnetic field (29A), which causes the pole core ( IIA, IIB) abuts the permanent magnet (18A, 18B) with the valve armature (17A, 17B), so that the air gap (12) between the valve armature (17A, 17B) and the pole core (IIA, IIB) increases and the closing element ( 17.1) is forced into the valve seat (15.1).

Bistable solenoid valve (10A) according to any one of claims 2 to 5, characterized in that between the pole core (IIA) and the valve armature (17A) a return spring (16) is arranged, wherein a spring force of the return spring (16) supports the closing movement.

Bistable solenoid valve (10A, 10B) according to one of claims 2 to 6, characterized in that in a de-energized closed position of the solenoid valve (10A, 10B) in the solenoid valve (10A, 10B) imprisoned pressure and / or the return spring (16) the closing element (17.1) seal in the valve seat (15.1).

Bistable solenoid valve (10A, 10B) according to one of claims 2 to 7, characterized in that the permanent magnet (18A, 18B) during the opening movement, the valve armature (17A, 17B) in the direction of pole core (IIA, IIB) moves when in the solenoid valve (10A, 10B) clogged pressure falls below a predefinable limit, so that the air gap (12) between the valve armature (17A, 17B) and the pole core (IIA, IIB) decreases and the closing element (17.1) from the valve seat (15.1) is lifted. Bistable solenoid valve (10A, 10B) according to one of claims 2 to 7, characterized in that the magnet assembly (20) is energized during the opening movement with a second current direction, which generates a second magnetic field (29B), which causes the pole core (IIA, IIB) and the permanent magnet (18A, 18B) with the valve armature (17A, 17B) tighten, so that the air gap (12) between the valve armature (17A, 17B) and the pole core (IIA, IIB) decreases and the Closing element (17.1) from the valve seat (15.1) is lifted.

Bistable solenoid valve (10A, 10B) according to claim 9, characterized in that the magnetic force of the permanent magnet (18A, 18B) is smaller than the acting closing force, which generate the caged pressure and / or the return spring (16).

Bistable solenoid valve (IOC) according to claim 1, characterized in that the guide sleeve (13C) is formed as a capsule open at one end and the stationary component (11) is a valve core (HC) with a through hole on which the guide sleeve (13C) with its open end deferred.

Bistable solenoid valve (IOC) according to claim 11, characterized in that the valve armature (17C) between the valve core (HC) and the closed end of the guide sleeve (13C) is arranged and at its first end face a plunger (17.4C), which in the through hole of the valve core (HC) is guided and at its side remote from the valve armature (17C) the closing element (17.1C) is arranged, wherein at a second end of the valve core (HC) a dome-shaped valve sleeve (15C) is inserted into the through hole, at the closed end of the valve seat (15. IC) is formed at the edge of a through hole.

Bistable solenoid valve (IOC) according to claim 11 or 12, characterized in that the permanent magnet (18C) in an energized closed position of the solenoid valve (IOC) on the valve core (HC) holds, so that an air gap (12C) between the valve core (HC) and the valve armature (17C) is minimal and the closing element (17.1C) sealingly abuts the valve seat (15.IC).

Bistable solenoid valve (IOC) according to one of claims 11 to 13, characterized in that the magnet assembly (20C) is energized during the opening movement with the second current direction, which generates the second magnetic field (29 B), which causes the valve core (HC ) repels the permanent magnet (18C) with the valve armature (17C) so that the air gap (12C) between the valve armature (17C) and the valve core (HC) increases and the closing element (17.1C) lifts away from the valve seat (15th IC) becomes.

Bistable solenoid valve (IOC) according to one of claims 11 to 14, characterized in that in the through hole of the valve core (HC), a return spring (16C) is arranged, which at one end on a spring support (11 IC) is supported and at the other End acts via the plunger (17.4) on the valve armature (17C), so that a spring force of the return spring (16C) supports the opening movement.

Bistable solenoid valve (IOC) according to claims 15, characterized in that in a de-energized open position of the solenoid valve (IOC) a fluidic force acting in the solenoid valve (IOC) and / or the return spring (16C) the closing element (17.1C) in the valve seat (17 15. IC) hold it in a raised position.

Bistable solenoid valve (IOC) according to any one of claims 12 to 16, characterized in that the permanent magnet (18C) moves the valve armature (17C) in the direction of the valve core (HC) during the closing movement when the fluidic force acting in the solenoid valve (IOC) falls below a predetermined limit value decreases, so that the air gap (12C) between the valve armature (17C) and the valve core (HC) decreases and the closing element (17.1C) is forced into the valve seat (15th IC). Bistable solenoid valve (IOC) according to one of claims 12 to 16, characterized in that the magnetic assembly (20C) is energized during the closing movement with the first current direction, which generates the first magnetic field (29A), which causes the valve core (HC ) and the permanent magnet (18C) with the valve armature (17C) tighten so that the air gap (12C) between the valve armature (17C) and the valve core (HC) decreases and the closing element (17.1C) in the valve seat (15th IC ) is urged.

Bistable solenoid valve (IOC) according to claim 18, characterized in that the magnetic force of the permanent magnet (18C) is smaller than the acting opening force, which generate the acting fluid force and / or the return spring (16C).

Bistable solenoid valve (10A, 10B, IOC) according to one of claims 1 to 19, characterized in that the permanent magnet (18A, 18B, 18C) is arranged independently of the armature stroke within the magnet assembly (20, 20 C).

Hydraulic brake system (1A, 1B) for a vehicle, comprising a hydraulic unit (9A, 9b) and a plurality of wheel brakes (RR, FL, FR, RL), wherein the hydraulic unit (9A, 9b) comprises at least one brake circuit (BC1A, BC2A, BC1B, BC2B), which comprises at least one solenoid valve (HSV1, HSV2, USV1, USV2, EVI, EV2, EV3, EV4, AVI, AV2, AV3, AV4, SSV, CSV1, CSV2, PSV1, PSV2) and performs a wheel-specific brake pressure control, characterized in that the at least one brake circuit (BC1A, BC2A, BC1B, BC2B) comprises at least one bistable solenoid valve (10A, 10B, IOC), which is designed according to at least one of claims 1 to 20.

Hydraulic brake system (1A, 1B) according to claim 21, characterized in that the at least one bistable solenoid valve (10A, 10B, IOC) in the de-energized open position releases a brake pressure control in at least one associated wheel brake (RR, FL, FR, RL) and in the de-energized closed position includes a current brake pressure in the at least one associated wheel brake (RR, FL, FR, RL).

Hydraulic brake system (1A) according to claim 21 or 22, characterized in that the at least one brake circuit (BC1A, BC2A,) a fluid pump (RFP1, RFP2), an intake valve (HSV1, HSV2), which during a brake pressure control, a suction line of the fluid pump ( RFP1, RFP2) with a muscle-operated master cylinder (5A) connects and in normal operation, the suction line of the fluid pump (RFP1, RFP2) from the muscle-operated master cylinder (5A) separates, and a changeover valve (USV1, USV2), which in normal operation, the muscle-operated master cylinder (5A ) connects to at least one associated wheel brake (RR, FL, FR, RL) and during a brake pressure control maintains the system pressure in the brake circuit (BC1A, BC2A).

Hydraulic brake system (1A) according to claim 23, characterized in that the switching valve (USV1, USV2) and / or the intake valve (HSV1, HSV2) are designed as a bistable magnetic valve (10A, 10B, IOC) according to one of claims 1 to 20.

Hydraulic brake system (1B) according to claim 21 or 22, characterized in that the at least one brake circuit (BC1B, BC2B) a hydraulic pressure generator (ASP) whose pressure via a servomotor (APM) is adjustable, a simulator valve (SSV), which in Normal operation, a pedal simulator (PFS) with a muscle-operated master cylinder (5B) connects, and in emergency operation and during a brake pressure control the pedal simulator (PFS) from the master cylinder (5B), a Bremskreistrennventil (CSV1, CSV2), which in emergency operation, the muscle-operated master cylinder (5B ) with at least one associated wheel brake (RR, FL, FR, RL) and in normal operation and during a brake pressure control the muscle-operated master cylinder (5B) from the at least one associated wheel brake (RR, FL, FR, RL) separates, and a pressure switch valve (PSV1, PSV2), which connects the hydraulic pressure generator (ASP) with the at least one associated wheel brake (RR, FL, FR, RL) during normal operation and during brake pressure control and in emergency operation the hydraulic pressure generator (ASP) of the at least one associated wheel brake (RR, FL, FR, RL) separates.

Hydraulic brake system (1B) according to claim 25, characterized in that the simulator valve (SSV) and / or the brake circuit breaker valve (CSV1, CSV2) and / or the pressure switching valve (PSV1, PSV2) as bistable solenoid valve (10A, 10B, IOC) are executed according to one of claims 1 to 20.