EP4308423A2 - Système d'actionnement hydraulique pour un système de freinage comprenant un distributeur 3/2 servant à relier sélectivement le maître-cylindre de frein soit au simulateur de course soit à au moins un circuit de freinage - Google Patents

Système d'actionnement hydraulique pour un système de freinage comprenant un distributeur 3/2 servant à relier sélectivement le maître-cylindre de frein soit au simulateur de course soit à au moins un circuit de freinage

Info

Publication number
EP4308423A2
EP4308423A2 EP22714834.3A EP22714834A EP4308423A2 EP 4308423 A2 EP4308423 A2 EP 4308423A2 EP 22714834 A EP22714834 A EP 22714834A EP 4308423 A2 EP4308423 A2 EP 4308423A2
Authority
EP
European Patent Office
Prior art keywords
valve
way valve
brake
hydraulic
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.)
Pending
Application number
EP22714834.3A
Other languages
German (de)
English (en)
Inventor
Anton Van Zanten
Heinz Leiber
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.)
Ipgate AG
Original Assignee
Ipgate AG
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 Ipgate AG filed Critical Ipgate AG
Publication of EP4308423A2 publication Critical patent/EP4308423A2/fr
Pending 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
    • 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
    • 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
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B60T8/366—Valve details
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
    • F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
    • F16K31/0603—Multiple-way valves
    • F16K31/0624—Lift valves
    • F16K31/0634—Lift valves with fixed seats positioned between movable valve members
    • F16K31/0637—Lift valves with fixed seats positioned between movable valve members with ball shaped valve members

Definitions

  • Hydraulic actuation system for a brake system with a 3/2-way valve for selectively connecting the main brake cylinder either to the travel simulator or to at least one brake circuit
  • the invention relates to a hydraulic actuation system for a brake system with the features of the preamble of claim 1 and a 3/2-way valve designed accordingly for this purpose.
  • the brake system has a master brake cylinder HZ, which is designed as a tandem master brake cylinder with two working chambers RI and R2, the working chamber RI being able to be connected to the brake circuit BK2 via the hydraulic line L2 and the connecting valve V3.
  • the working chamber R2 can be connected to the brake circuit BK1 via the hydraulic lines LI and L4 and the connecting valve VI.
  • the hydraulic line LI is also connected to the hydraulic line L3, to which a displacement simulator WS is connected, the hydraulic line L3 being able to be shut off by means of the connecting valve V2.
  • the brake system has at least one pressure supply device DZ, which is connected to the brake circuits BK1 and BK2 via hydraulic lines L5 and L6, with additional valves not shown in FIG. 1 usually being provided to shut off the lines L5 and L6 see are.
  • the two connecting valves VI and V3 are closed and the connecting valve V2 is open. If the brake pedal 1 is actuated by the person driving the vehicle, the brake pressure in the brake circuits BK1 and BK2 is controlled or adjusted with the at least one pressure supply device DZ, depending on the brake pedal position, which is determined by means of the sensor 2.
  • Connection valve V 2 is always designed as a 2/2-way valve. Should a malfunction occur in which pressure control in the brake circuits BK1 and BK2 is no longer possible using the at least one pressure supply device DZ, the two connecting valves VI and V3 are opened and the connecting valve V2 is closed.
  • the master brake cylinder HZ acts as a pressure supply source for the brake circuits BK1 and BK2, with the pressure in the brake circuits being able to be built up in this state by means of the brake pedal 1.
  • Closing the connecting valve V2 Shen avoids the brake pressure build-up being influenced by the path simulator WS. If the connecting valve V2 were not closed, the volume of the displacement simulator WS would act as a loss volume of the master brake cylinder, which would lead to an extension of the pedal travel and, as a result, to a lower brake pressure. Because of the lack of the brake booster, very high foot forces would be required if the connecting valve V2 remained open, which would be far above the legal requirements. In the absence of a brake booster, the main brake cylinder HZ is often referred to as an auxiliary circuit.
  • the disadvantage of the prescribed brake system is that at least three connecting valves and, as a result, a relatively large number of hydraulic lines are required to shut off the master brake cylinder HZ from the brake circuits BK1 and BK2 and the travel simulator WS, which is not only expensive to produce, but also a relatively large construction volume of the hydraulic module, in which the valves of the brake system are combined, leads.
  • 3/2-way solenoid valves are widely used in hydraulic drives and especially in automotive braking systems.
  • 2/2-way solenoid valves are mostly used for pressure control and regulation.
  • 3/2-way solenoid valves are mostly used to switch individual components of the brake system on and off.
  • DE 10 2017 000 472 A1 discloses the use of 3/2-way solenoid valves in order to connect the brake circuits either to the motor-driven pressure supply device or to the master brake cylinder.
  • the use of 3/2-way valves leads to problems in the event of a failure or a leaky valve seat.
  • the invention is based on the idea of the invention that the two 2/2-way solenoid valves VI and V2 (see FIG. 1), which have traditionally been used to selectively connect one working chamber of the master brake cylinder either to the path simulator or to the brake circuit, to be replaced by a single 3/2-way valve.
  • This advantageously saves costs and installation space in the so-called hydraulic control unit.
  • pressure control by means of the pressure supply device is advantageously still possible, while at the same time a pressure in the master brake cylinder can still be adjusted to adjust a pedal feel by appropriate activation of the 3/2-way valve.
  • the braking system according to the invention is advantageously much more fail-safe than conventional braking systems.
  • one working chamber of the master brake cylinder can be connected via the controlled 3/2-way valve either to a brake circuit or to the travel simulator.
  • the brake system has at least one pressure-generating device for pressure control or regulation, in particular for pressure build-up and/or pressure reduction, in the at least one brake circuit.
  • the brake system also has at least one outlet valve for pressure reduction and/or an alternative control element, such as an electromotively driven further pressure supply device DZ for pressure reduction.
  • the pressure is controlled or regulated in the at least one brake circuit by means of the pressure generating device
  • the hydraulic connection from the working chamber to the brake circuit is interrupted.
  • the 3/2-way valve is energized and the magnet armature assumes a first position, which is also referred to below as the second switching state of the 3/2-way valve, in which it has a first valve closing body presses against the associated valve seat and thus closes a first hydraulic connection of the 3/2-way valve, which is used to connect the connections for the brake circuit and the master brake cylinder.
  • the 3/2-way valve is provided according to the invention arranged in the hydraulic connection between the pressure supply device and the master brake cylinder.
  • the valve spring in the 3/2-way valve can thus be dimensioned with increased restoring force, so that the 3/2-way valve can still be safely removed from the pressure even when the pressure in the brake circuit is greater than 150 bar, i.e. beyond the pressure in the event of fading first position of the magnet armature to the second position of the magnet armature to the second switching state of the 3/2-way valve. This advantageously increases the reliability of the braking system.
  • a diagnosis to determine the failure of the valve spring can advantageously be carried out easily via the switching current of the solenoid valve.
  • the brake system can advantageously continue to be operated with the pressure supply device for pressure control in the wheel brakes or brake circuits.
  • Appropriate control of the 3/2-way valve allows a pedal characteristic that is still acceptable for the person driving to be adjusted.
  • the pressure in the working chamber of the master brake cylinder can advantageously be regulated by switching the 3/2-way valve between its two switching states in order to regulate a specific pedal characteristic, the pressure generated by the pressure supply device being used for this purpose.
  • a brake booster can advantageously still be maintained by means of the at least one pressure supply device.
  • Many components of conventional 2/2-way valves such as those used for the anti-lock braking function (ABS), can advantageously be used for the 3/2-way valve according to the invention.
  • the electromagnetic part of a conventional 2/2-way valve can be used for the 3/2-way valve according to the invention.
  • the additionally required second valve seat with the second valve closing body and valve spring can be combined in a separate unit.
  • the first valve closing body is arranged in a first valve chamber and the second valve closing body in a second valve chamber.
  • a third valve chamber is arranged between the two valve seats.
  • the first valve chamber is connected via a channel to a first valve connection for the brake circuit and the second valve chamber is connected via a channel to a second valve connection for the path simulator.
  • the third valve chamber is connected to the valve port for the master brake cylinder via a channel.
  • the first valve closing body is advantageously connected to the magnet armature, with a tappet being arranged on the first valve closing body, which penetrates both valve seats and is dimensioned in terms of its length such that in the first switching state of the solenoid valve, the second valve closing body is released from the tappet against the valve spring force from the second valve seat is lifted, so that the hydraulic connection between the second and the third valve port is opened.
  • valve spring presses the second valve-closing body in a sealing manner against the second valve seat, and the first valve-closing body is lifted off the first valve seat by the plunger, thereby creating the first hydraulic connection between the first and third Valve connection is opened and the second hydraulic connection between the third and the second valve connection is interrupted.
  • the diameter of the bolt connecting the magnet armature to the first valve-closing body can be made smaller than in standard 2/2-way valves for ABS, as a result of which approximately 20% of the magnetic force can advantageously be realized.
  • the field winding of the 3/2-way valve can advantageously be cast into the magnet housing and this can be provided with a heat sink. It is also possible to arrange a permanent magnet in the yoke to reduce the power loss.
  • Both a single and a tandem master brake cylinder can be used as the master brake cylinder.
  • the use of a single master brake cylinder advantageously results in a cost reduction and increased security through smart redundancy.
  • Wheel brakes are connected to the above-described brake circuits in a known manner via additional valve circuits that are not explained further here.
  • Fig. 1 conventional brake system with master cylinder, pedal, Wegsi simulator and three 2/2-way valves;
  • Fig. 2 First possible embodiment of a hydraulic's actuating system according to the invention for a braking system with a 3/2-way valve for selectively connecting the master brake cylinder designed as a tandem brake cylinder to the path simulator or the brake circuit;
  • Fig. 3 second possible embodiment of a hydraulic's actuation system according to the invention for a brake system with a 3/2-way valve for selectively connecting the master brake cylinder designed as a single brake cylinder to the displacement simulator or the brake circuit;
  • Fig. 4 is a schematic representation of a possible embodiment of a 3/2-way valve according to the invention for the actuation system according to the invention
  • Fig. 6 Magnet map of the 3/2-way valve
  • Fig. 8 Time course of the pedal travel in the event of an error to generate an acceptable pedal feel.
  • FIG. 2 shows a first possible embodiment of a hydraulic actuating system according to the invention with a 3/2-way valve MV for selectively connecting the master brake cylinder THZ designed as a tandem brake cylinder to the displacement simulator WS or the first brake circuit BK1.
  • the tandem Brake master cylinder (THZ) has a reservoir VB and two working spaces RI and R2.
  • the piston separating the two working spaces RI and R2, which can be adjusted via the bolt 3 by means of the pedal 1, is not shown.
  • the first working chamber RI is connected by means of the hydraulic line L2 to the connecting valve V3, which separates the hydraulic line L2 either from the brake circuit line L8 of the second brake circuit BK2 or connects it to it.
  • the second working chamber R2 of the tandem master brake cylinder THZ is connected to the 3/2-way valve MV via the hydraulic line LI.
  • the hydraulic line LI is connected to the hydraulic line L3 to the displacement simulator WS or to the hydraulic line L4 of the first brake circuit BK1.
  • FIG. 2 shows the 3/2-way valve MV in the non-energized state, which corresponds to the second switching state of the 3/2-way valve MV described above.
  • the three valves PD BPI and BP 2 which are used to connect the pressure supply device DZ to the two brake circuits BK1 and BK2, are shown as an example in the dashed box.
  • a second pressure supply device (not shown) with a correspondingly adapted valve circuit.
  • FIG. 3 shows another second possible embodiment of a hydraulic actuating system according to the invention for a brake system, in which, in contrast to the brake system according to FIG. 2, the master brake cylinder is designed as a single master brake cylinder with only one working chamber RI.
  • the working chamber RI of the single master brake cylinder SHZ is connected via the hydraulic connection line LI to the 3/2-way valve MV, which, analogously to the 3/2-way valve MV shown and described in Figure 2, connects the working chamber RI to either the travel simulator WS or the Brake circuit BK1 connects.
  • the pressure supply device can be connected to the brake circuit BK1 via a separating valve PD with a hydraulic line L5.
  • FIG. 4 shows a schematic representation of a possible embodiment of a 3/2-way valve MV according to the invention for the braking system according to the invention.
  • the 3/2-way valve MV has an excitation winding 5, which is arranged around a Mag netjoch 6, in which the magnet armature 4 is adjustable in the axial direction of the bolt 7, 7a.
  • a stop element 4a is arranged, which in the non-energized second switching state of the valve MV shown in FIG. 4 abuts against the inner wall of the magnet yoke 6.
  • the first Arranged valve closing body VSK1 which is firmly connected to the connecting pin end 7a.
  • the first valve closing body VSK1 interacts with the first valve seat VS1, which can be part of the magnetic yoke 6.
  • the magnet yoke 6 forms a first valve chamber Kl, which is connected via a hydraulic channel to the first valve connection AN1 for connecting the brake circuit BK1.
  • the 3/2-way valve MV also has a second valve chamber K2, in which the valve spring VF and a second valve closing body VSK2 are arranged.
  • the second valve chamber K2 is connected via a hydraulic channel to the second valve connection AN2, to which the displacement simulator WS is connected.
  • the left side of the second valve chamber K2 forms the second valve seat VS2 of the valve MV, which interacts with the second valve closing body VSK2.
  • a third valve chamber K3 is arranged between the two valve seats VS1 and VS2 and is connected to the third valve port AN3 for the master brake cylinder SHZ or THZ.
  • a tappet ST is formed or attached, the length of which is dimensioned such that it penetrates the first valve seat VS1 and the third valve chamber K3 and with its free end on the second Valve closing body VSK2 can act when the 3/2-way valve MV is energized.
  • the "non-energized" state is shown in Figure 4.
  • valve spring VF presses the second valve closing body VSK2 against the second valve seat VS2, with the magnet armature 4 also being adjusted to the left, so that the first hydraulic connection HV1 between the first valve chamber Kl and the third valve chamber K3 is open, so that the master cylinder SHZ or THZ is connected to the first brake circuit BK1 and the travel simulator WS is decoupled from the third valve chamber K3.
  • the dimensioning of the valve spring VF determines the opening pressure in the fallback level, e.g. if the pressure supply device DZ fails.
  • the legislator requires that a vehicle deceleration of 0.24g can be generated with a foot force of 500N on the brake pedal 1. If the valve spring is dimensioned for an opening pressure of 75 bar in the main brake cylinder, almost three times the deceleration value can be achieved.
  • FIGS. 5a to 5e show different operating states of the braking system according to the invention and are explained individually in more detail below.
  • FIG. 5a shows a first limiting case, in which the solenoid valve MV is energized and is in the first switching state, in which the master brake cylinder SHZ is connected to the displacement simulator WS.
  • a pressure of 0 bar prevails in the brake circuit BK1, with a pressure of 220 bar being generated by means of the master brake cylinder SHZ.
  • the valve spring force RF, the magnetic force FM and the force Fp caused by the hydraulic pressure act, with the magnetic force FM having to be greater than the sum of the forces RF and Fp so that the first valve closing body VSK1 remains reliably pressed against the first valve seat VS1 in a sealing manner.
  • the magnet armature 4 has performed a stroke h from its initial position.
  • FIG. 5b shows another borderline case in which a pressure of 220 bar prevails in the brake circuit BK1.
  • the master brake cylinder SHZ only builds up a pressure of 40 bar.
  • the force Fp acting on the first valve closing body VSK1 due to the differential pressure is significantly greater than the force RF of the valve spring, so that in this state the field winding 5 does not have to be energized in order to keep the solenoid valve MV in this switching state.
  • FIG. 5c shows the first switching state for the fallback level, in which no pressure control in the brake circuit is possible by means of the pressure supply device.
  • pressure is only built up via the master brake cylinder SHZ by means of the brake pedal.
  • a pressure of more than 100 bar is built up in the brake circuit BK1, which leads to a deceleration of the vehicle by approx. lg.
  • the valve spring force RF causes the second hydraulic connection HV2 between the second and third valve chambers K2 and K3 to be securely closed.
  • the legislator requires that a braking deceleration of 0.24g is generated with a pedal force of 500N, which not all drivers can muster.
  • the valve spring is designed in such a way that with a foot force of more than 750 N, the pressure in the third valve chamber K3 becomes so great that the second valve closing body VSK2 is lifted off the second valve seat VS2 against the valve spring force RF and thus the hydraulic cal connection HV2 opens, which means that no pressure increase is possible, even with greater pedal force.
  • the figure 5d shows the solenoid valve MV in the second switching state at a stress that occurs in about 70% of all braking operations, with the brake circuit BK1 a pressure of 30 bar prevails and a pressure of 10 bar is built up in the master brake cylinder SHZ by means of the brake pedal. Due to the prevailing differential pressure between the valve chambers K1 and K3, the current flow can be significantly lower than in the state shown in FIG. 5a.
  • FIG. 5e shows an operating state in the event of failure of the electrical control unit (ECU) or the electrical actuation during braking with high pressure in brake circuit BK1. Due to the progressive spring force RF of the valve spring VF, this is still able to close the hydraulic connection HV2 and the first hydraulic connection between the third valve chamber K3 and the first valve chamber even at a pressure of 150 bar in the brake circuit BK1 (design A of the valve spring). to open cl.
  • ECU electrical control unit
  • a decrease in the valve spring force RF can be diagnosed, for example, by the required opening current for the field winding 5 to switch the solenoid valve MV to the second switching state, in which the first hydraulic connection HV1 is closed.
  • Figure 6 shows the magnetic characteristics of the 3/2-way valve MV with current i and magnetic force as a function of the stroke h of the magnet armature 4.
  • the working points for the two main functions are marked with 4b and 4d, with the working point 4b corresponding to that in Figure 5c corresponds to the state shown and described and the working point 4d corresponds to the state shown and described in FIG. 5e.
  • A characterizes the course of the spring force as it results in the design of the valve spring in the preferred design A described above.
  • a force progression C occurs when a permanent magnet PM is provided (see FIG. 7), which applies the necessary opening force (state according to FIG. 5e) with a small stroke h. All of these proposed solutions are aimed at reducing the power loss and heat load.
  • the currents are also assigned to the magnetic curves, with a maximum of 2.5A, for example.
  • the curve or power balance for operating point 4b is reached at a current of 1.5A, for example.
  • FIG. 7 shows a possible construction of the 3/2-way valve.
  • the upper part consisting of magnet armature 4, excitation coil 5, magnet yoke 6, corresponds to the structure of a standard 2/2-way inlet valve for an anti-lock braking system (ABS).
  • ABS anti-lock braking system
  • the magnetic yoke 6 is used to guide the bolt 7, 7a, which is connected to the first valve closing body VSK1.
  • the pin 7 can be made smaller in diameter compared to the standard version of the 2/2-way inlet valve, which increases the effective pole area. This also allows the installation of a permanent magnet PM in the yoke 6 to assist the return spring VF, as described in FIG. 6, in order to achieve smaller power losses.
  • the first valve closing body VSK1 interacts with the first valve seat VS1 and is hemispherical in shape in order to achieve or ensure a reliable sealing effect.
  • the first valve seat VS 1 is arranged in the magnet yoke 6 .
  • first valve seat VS1 can also be integrated in the magnet yoke 6 or run on a flanged plate.
  • a tappet ST is formed on the first valve closing body VSK1 or is connected to the bolt 7a. The tappet passes through the first valve seat VS1 and acts on the second valve closing body VSK2, which is designed as a ball and interacts with the second valve seat VS2.
  • the 2nd valve seat VS2 can be combined with the ball VS K2 and the valve spring VF in a separate housing as a unit.
  • the structural unit is pressed into the yoke housing.
  • the ball stop has a bore to record the path of the ball using a measuring pin.
  • a power supply can be used to ensure a secure connection between the assembly and the magnet yoke.
  • all connections to the brake circuit, master brake cylinder and displacement simulator are protected with filters Fl, F2 and F3.
  • the valve is adjusted in such a way that the tappet ST has a small distance to the ball VSK2.
  • the field winding 5 can be cast with the magnet housing 9 .
  • a finned heat sink 10 can also be provided.
  • FIG. 8 shows a time profile of the pedal travel in the event of an error in order to produce an acceptable pedal feel.
  • a first possible fault can be a leak in the 3/2 solenoid valve.
  • the brake system according to the invention can be used to form a fallback level, in which the brake pedal characteristics or the pedal feel are obtained by blending the brake pedal travel with the pressure supply device DZ.
  • the pressure in the brake circuit is controlled by the pressure supply device DZ to the target pressure of the wheel cylinders, which is derived from the brake pedal travel.
  • brake fluid flows out of the brake circuit, BK1, via the leaking 3/2-way valve into the master brake cylinder SHZ or THZ, which causes the brake pedal to be pressed back and the brake pedal travel to be reduced.
  • each brake pedal travel involves a defined pressure in the main brake cylinder SHZ or THZ, which determines the pedal characteristics.
  • the pressure in the master brake cylinder is measured, e.g. directly with a pressure sensor (not shown), or indirectly with a force-displacement sensor (not shown), which can measure the pedal force, for example.
  • a target brake pedal travel can be determined for each brake pressure in the master brake cylinder.
  • the pedal characteristics are designed in such a way that the pressure in the brake circuit is greater than the pressure in the master brake cylinder.
  • the fault is detected by constantly comparing the actual brake pedal travel with the target brake pedal travel.
  • the fallback level if the difference between rule actual brake pedal travel, which is measured, and target brake pedal travel, Fig. 2, reference numeral 2, falls below a selectable lower limit value, the Druckversor supply device DZ stopped, and the valves to the wheel cylinders (not shown) will be closed.
  • the activation of the 3/2-way valve MV is switched off and an outlet valve (not shown) in the brake circuit is opened.
  • brake fluid flows out of the master brake cylinder HZ, through the open connection from the master brake cylinder to the brake circuit in the brake circuit and through the outlet valve into the reservoir, causing the brake pedal travel to increase again.
  • the outlet valve is closed again and the 3/2-way valve is actuated again, the pressure supply device DZ is switched on again, the switching valves to the wheel cylinders are opened again and the pressure in the wheel cylinders is set to the target pressure again using the pressure supply device DZ.
  • the pressure supply device DZ is stopped again, the switching valves to the wheel cylinders are closed, the outlet valve in the brake circuit is opened and the 3/2-way valve MV is activated turned off and the process repeats itself.
  • the brake pedal feel remains largely normal here. However, the brake pedal may vibrate slightly.
  • the pedal travel is e.g. 54mm. Due to the brake pedal travel blending, the amplitude of the pedal vibration should not be more than 5mm. With a pedal ratio of 4.0, this means a master brake cylinder piston amplitude of 0.125 cm.
  • the master brake cylinder pressure should be approx. 20 bar.
  • the pressure difference between the main brake cylinder and the brake circuit is then 80 bar.
  • the leakage flow through the leaking valve is, for example, 7 cm 3 /s.
  • actuation system according to the invention for a brake system only results in a complete brake system together with wheel brakes and other valve circuits connected in between, such as known ABS/ESP modules or individual switching valves connected upstream of each wheel brake, via which the pressure is controlled.
  • a control and regulation device also generally referred to as an ECU, is also required for this purpose. All of these components are or can of course also be part of the brake system according to the invention.
  • VSK1 first valve closing body

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

Abstract

L'invention concerne un système d'actionnement hydraulique pour un système de freinage, comprenant les éléments suivants : - au moins un circuit de freinage (BK) avec au moins un frein de roue à actionnement hydraulique, - un maître-cylindre de frein (SHZ, THZ) avec au moins une chambre de travail (R1, R2), ledit maître-cylindre pouvant être actionné au moyen d'un dispositif d'actionnement, en particulier sous la forme d'une pédale de frein, - un simulateur de course (WS) à action hydraulique, destiné à générer une force de réaction sur le dispositif d'actionnement. Selon l'invention, la chambre de travail (A1) peut être reliée soit à un circuit de freinage (BK) soit au simulateur de course (WS) par l'intermédiaire d'un distributeur 3/2 (MV) commandé.
EP22714834.3A 2021-03-15 2022-03-15 Système d'actionnement hydraulique pour un système de freinage comprenant un distributeur 3/2 servant à relier sélectivement le maître-cylindre de frein soit au simulateur de course soit à au moins un circuit de freinage Pending EP4308423A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021106270.5A DE102021106270A1 (de) 2021-03-15 2021-03-15 Hydraulisches Betätigungssystem für ein Bremssystem mit einem 3/2-Wegeventil zur wahlweisen Verbindung des Hauptbremszylinders entweder mit dem Wegsimulator oder mit mindestens einem Bremskreis
PCT/EP2022/056626 WO2022194828A2 (fr) 2021-03-15 2022-03-15 Système d'actionnement hydraulique pour un système de freinage comprenant un distributeur 3/2 servant à relier sélectivement le maître-cylindre de frein soit au simulateur de course soit à au moins un circuit de freinage

Publications (1)

Publication Number Publication Date
EP4308423A2 true EP4308423A2 (fr) 2024-01-24

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22714834.3A Pending EP4308423A2 (fr) 2021-03-15 2022-03-15 Système d'actionnement hydraulique pour un système de freinage comprenant un distributeur 3/2 servant à relier sélectivement le maître-cylindre de frein soit au simulateur de course soit à au moins un circuit de freinage

Country Status (6)

Country Link
EP (1) EP4308423A2 (fr)
JP (1) JP2024510005A (fr)
CN (1) CN117177887A (fr)
DE (1) DE102021106270A1 (fr)
GB (1) GB2619884A (fr)
WO (1) WO2022194828A2 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4201442A1 (de) * 1992-01-21 1995-01-05 Wolfgang Offenwanger Elektronisch geregeltes direkt betätigtes 3-Wege-Druckregelventil für gasförmige und flüssige Medien
DE102004052895B3 (de) * 2004-11-02 2006-06-01 Siemens Ag Dreiwegeventil
DE102011087553A1 (de) * 2011-12-01 2013-06-06 Continental Teves Ag & Co. Ohg Membranventil
DE102013217954A1 (de) * 2013-09-09 2015-03-12 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug und Betriebsverfahren
DE102013222653A1 (de) 2013-11-07 2015-05-07 Robert Bosch Gmbh Schlupfgeregelte hydraulische Fahrzeugbremsanlage
DE102017222440A1 (de) * 2017-01-11 2018-07-12 Continental Teves Ag & Co. Ohg Bremsanlage für ein Kraftfahrzeug sowie Verfahren zu deren Betrieb
DE102017000472A1 (de) 2017-01-19 2018-07-19 Lucas Automotive Gmbh Hydraulische Kraftfahrzeug-Bremsanlage und Verfahren zum Betreiben und zum Prüfen derselben
JP2022520244A (ja) * 2019-02-12 2022-03-29 アイピーゲート・アクチェンゲゼルシャフト ブレーキ回路用の圧力供給装置と安全ゲートとを備えるブレーキシステム
DE102019118895A1 (de) 2019-07-12 2021-01-14 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Parkbremseinrichtung für ein Nutzfahrzeug

Also Published As

Publication number Publication date
JP2024510005A (ja) 2024-03-05
CN117177887A (zh) 2023-12-05
WO2022194828A3 (fr) 2022-11-17
DE102021106270A1 (de) 2022-09-15
WO2022194828A2 (fr) 2022-09-22
GB2619884A (en) 2023-12-20

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