GB2084676A - Failsafe operation of hydraulic brake pressure booster - Google Patents
Failsafe operation of hydraulic brake pressure booster Download PDFInfo
- Publication number
- GB2084676A GB2084676A GB8127794A GB8127794A GB2084676A GB 2084676 A GB2084676 A GB 2084676A GB 8127794 A GB8127794 A GB 8127794A GB 8127794 A GB8127794 A GB 8127794A GB 2084676 A GB2084676 A GB 2084676A
- Authority
- GB
- United Kingdom
- Prior art keywords
- pressure
- control valve
- master cylinder
- brake
- wheel cylinders
- 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.)
- Granted
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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/142—Systems with master cylinder
- B60T13/145—Master cylinder integrated or hydraulically coupled with booster
- B60T13/146—Part of the system directly actuated by booster pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
- B60T8/341—Systems characterised by their valves
-
- 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
- B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/92—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
- B60T8/94—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator
Abstract
A boost-pressure responsive valve (shown in its failsafe position) connects a boost chamber 10 to the brakes when pressure source 14 is intact and also connects master cylinder pressure chambers 20, 23 to a pressure-limiting valve 32 whose limit pressure is set by pedal force transmitted via spring 31. Chambers 20, 23 thereby function as hydraulic force simulators in concert with spring 31. On failure of pressure source 14 (as shown), the valve 35 connects the master cylinder pressure chambers 20, 23 to the brakes and isolates them from valve 32; the valve also isolates the boost chamber 10 from the brakes. Failure of the master cylinder piston seals 22, 25 is detected even during normal (boosted) operation by the collapse of pressure in the master cylinders and resultant pedal movement. Valves 41, 46, 49 are responsive to wheel slip control signals. <IMAGE>
Description
SPECIFICATION
Brake booster
This invention relates to a vehicular brake system of the kind which is provided with a hydraulic brake booster and in particular with a brake slip control device wherein the pressure of the brake fluid to be supplied to the wheel cylinders will be achieved by means of a control valve operable by a brake pedal and loaded by a travel simulator if an auxiliary pressure source is intact and wherein, in the case of a defective auxiliary pressure source, the pressure will be supplied by a master cylinder, in particular by a tandem master cylinder, likewise operable by the brake pedal.
In a known vehicular brake system of this type (German Laid-open Print DE-OS No. 2443 545) a control valve is provided with two slides which are movable relative to each other, The inner slide is connected with the brake pedal. One side of the outer slide is subject to the influence of the outlet pressure, while its other side is subject to the influence of a stack of Belleville spring washers serving as a travel simulator. If the auxiliary pressure source such as a pressure accumulator or a compression pump is intact the thus generated dynamic pressure will be supplied to the wheel cylinders via the working chambers of a tandem master cylinder and via brake slip control valves. The brake fluid will enter the working chambers from reservoir chambers by flowing along the gaskets of the master cylinder pistons contrary to their locking direction.If there is a failure of the auxiliary pressure source, the tandem master cylinder will be able to operate in the usual manner as the pistons will be carried along by the brake pedal after a short idle travel, their gaskets thus overriding the feed bores. A disadvantage of this arrangement is that it is impossible to recognize defects at the gaskets as long as the auxiliary pressure source generates pressure.
It is thus an object of this invention to provide vehicular brake system of the kind referred to above where the operability of the master cylinder in respect of emergencies may also be checked during normal operation.
According to the invention in its broadest aspect, a vehicular brake system of the kind referred to is characterised in that the travel simulator has a pressure limiting valve whose closing pressure is controlled in dependence on the pedal travel and in that a directional control valve arrangement is provided which in its rest position connects the outlet port of the master cylinder with the wheel cylinders and which in its working position, adoptable only if the auxiliary pressure source is intact, connects the outlet port of the control valve with the wheel cylinders and the outlet port of the master cylinder with the pressure limiting valve.
During normal operation, according to this design, the working chamber of the master cylinder will have an additional accumulating function. Together with the pressure limiting valve, it will form a hydraulically operating travel simulator. As compared with a spring system, this travel simulator is advantageous in that the great forces required for the control valve may be generated without any difficulties, that no ageing has to be feared, and that the dependence on control is easily influenceable by changing the characteristic line. However, such a simulator pressure may only be accumulated in the working chamber of the master cylinder if the gaskets are in good order and will thus also be leakproof in an emergency.Any defect in the functioning of the master cylinder may be recognized by the driver even during normal operation if the pedal is easily pressed down because of the lack ofcounteraction of the simulator force.
It is e.g. possible for the directional control valve arrangement to be directly controlled by the pressure of the auxiliary pressure source so as to adopt its working position. However, it will be much more advantageous for the directional control valve arrangement to be controllable by the pressure at the outlet port of the control valve so that it adopts its working position if the pressure exceeds a predetermined change-over pressure. As a result, the wheel cylinders will be communicating with the working chamber of the master cylinder at the onset of any braking operation. All empty ways in the wheel cylinders will thus be filled by brake fluid from the master cylinder and, depending on the dimensioning of the change-over pressure of the directional control valve arrangement, the master cylinder will build up a braking pressure.Accordingly, the auxiliary pressure source will be stressed but slightly. The auxiliary pressure source will then only serve for respectively the actual pressure generation or supply of residual pressure and, if a brake slip control device is provided, for the supply of the brake fluid diverted from the brake slip control valves to the fluid reservoir. A further advantage is to be seen in that the gasket of the master cylinder piston will positively have overriden the feed bore at the moment of change-over, thus the master cylinder working chamber will immediately perform its accumulating function after change-over of the directional control valve arrangement.
The change-over pressure will expediently lie at 1 to 2 bars.
If a tandem master cylinder is used, the directional control valve arrangement should be able to connect the two outlet ports of the tandem master cylinder separately to the various wheel cylinders, yet jointly to the pressure limiting valve. Thus, the two working chambers of the tandem master cylinder will serve as accumulating chambers, the pressure in one of the accumulating chambers directly acting on the control valve and the pressure in the other accumulating chamber acting on the control valve via the usual compression spring.
Further, it will be advantageous for the paths of the directional control valve arrangement, leading from the outlet port of the control valve to the wheel cylinders, to be bridged by a check valve each of which will open towards the wheel cylinder if the pressure exceeds the change-over pressure of the directional control valve arrangement by a predetermined value. These check valves serve as safety valves in case there should be a failure of the directional control valve arrangement for some reason or other.
An embodiment of the invention will now be described by way of example with reference to the accompanying drawing in the form of a schematic representation of a vehicular brake system according to the invention.
A brake booster 2 and a tandem master cylinder 3 are arranged in a housing 1. The moving parts are accommodated in a housing bore 4.
The brake booster has a control valve 5 having an outer piston 6 and an inner slide 7. The latter is coupled with a brake pedal 8, a spring 9 pressing the slide 7 to the right in relation to the piston 6. The piston 6 separates an outlet chamber 10 from an unpressurized chamber 11 which communicates with a fluid reservoir 13 via a feed bore 12. An auxiliary pressure source 14 communicates with an annularchamber 15 bandan annular groove 16 in the piston 6.Upon a movement of the slide 7 to the left in relation to the piston 6, communication will be brought about betwen the annular groove 16 and the outlet chamber 10 via the annular groove 17 and the axial channel 18 of the slide 7, an outlet opening 19 being closed at the same time; in the rest position the outlet chamber 10 communicates with the reservoir 13 via the outlet opening 19.
The tandem master cylinder 3 has a first working chamber 20 with a piston 21 and a gasket 22 as well as a second working chamber 23 with a piston 24 and a gasket 25. Via a piston rod 26, the piston 21 is connected with the piston 6 of the hydraulic booster.
The pistons 21 and 24 are connected with each other via a spring 27 and an anti-backlash coupling 28. The piston 24 is loaded by a return spring 29 and acts on the closing spring 31 of a pressure limiting valve 32 by means of a rod 30. The pressure limiting valve 32 is arranged in a line 33 leading to the fluid reservoir 13.
As a consequence thereof, the closing spring 31 will be compressed in dependence on the travel of the pedal 8, thus causing a pedal-dependent closing pressure. A further consequence will be that normalliy the piston 6 of the control valve 5 will be loaded, from the right-hand side, by the pressure in the outlet chamber 10 and by the force of the spring 9 as well as, from the left-hand side, by the force of a return spring 34 and its pressure in the first working chamber 20 as well as by the force of the spring 27 which on its part depends on the pressure in the second working chamber 23, the piston 6 thus adopting corresponding positions of equilibrium.
A directional control valve arrangement 35 will be switched from the rest position shown into the working position in dependence on the pressure at the outlet port 36 of the control valve 5. In the rest position, the two outlet ports 37 and 38 of the tandem master cylinder 3 communicate with two lines 39 and 40, respectively. Via a brake slip control valve 41, the line 39 leads to the wheel cylinders 42 and 43 of the rear wheels 44 and 45. Via a brake slip control valve 46, the line 40 leads to a wheel cylinder 47 of the left front wheel 48 and, via a brake slip control valve 49, to the wheel cylinder 50 of the right-handfrontwheel 51. Acommon line 52 leads to the fluid reservoir 13. In the working position the outlet port 36 of the control valve 5 will communicate with the two lines 39 and 40.At the same time, the outlet ports 37 and 38 of the tandem master cylinder 3 will be connected to lie 33 with the pressure control valve 32. In addition, the lines 39 and 40 are connected with the outlet port 36 via respective check valves 53 and 54, which will open if a certain pressure is exceeded.
In normal operation, i.e. with the auxiliary pressure source 14 intact, this arrangement will work as follows:- With the pedal 8 pressed down to the extentthatthe annular grooves 16 and 17 overlap and the line 19 will be closed, the pressure in the outlet chamber 10 will increase and the piston 6 will be moved to the left into a position in which the outlet chamber 10 will be communicating with neither the pressure generator 14 nor the fluid reservoir 13. Upon this movement, the piston 21 will be carried along by means of the rod 26 until its gasket 22 overrides the feed bore 55. By means of the spring 27, the piston 24 will also be carried long until its gasket 25 overrides the feed bore 56.
Moreover, brake fluid will be supplied from the two working chambers 20 and 23 into the wheel cylinders 42,43,48, and 50. As soon as the pressure in the outlet chamber 10 exceeds a change-over pressure of 1 to 2 bars the directional control valve arrangement 35 will adopt its working position. Now, the dynamic pressure of the outlet chamber 10 will become effective in the wheel cylinders while the working chambers 20 and 23 of the tandem master cylinder 3 will be kept at a predetermined pressure by means of the pressure control valve 32. This pressure depends on the travel of the pedal 8 as the piston 6 follows the pedal and as its movement is transmitted via the pistons 21 and 24 to the closing spring 31 of the pressure control valve 32. The accumulated pressure in the working chambers 20 and 23 will act on the piston 6 from the left-hand side.Considering the surface ratios and the various springs, a state of balance will be thus be achieved.
In this state of balance, the pressure in the inlet chamber 10 has a defined value in relation to the accumulated pressure in the working chambers 20 and 23 and hence in dependence on the position of the pedal. As, moreover, the pressure in the inlet chamber 10 will also be effective on the left-hand side of the slide 7, the driver will note a resistance at the pedal 8 which will become stronger with the pedal travel increasing. Upon return of the pedal, the pressure fluid will at first flow back into the fluid reservoir 13 via the outlet chamber 10 and the line 19. As soon as the directional control valve arrangement 35 returns into its rest position, the tandem master cylinder 3 will receive the brake fluid.
If there is a failure of the auxiliary pressure source 14, the slide 7 will abut at the bottom of the blind bore of the piston 6 after a short travel of the pedal, the piston 6 thus being moved to the left, together with the pistons 21 and 24. As soon as the feed bores 55 and 56 have been overridden, the wheel cylinders will receive the brake fluid exclusively from the working chambers 22 and 23.
If gasket 22 and/or gasket 25 islare not leak-proof it will be impossible to build up a pressure in the associated working chamber 20 and/or working chamber 23 upon normal operation. Consequently, the pedal 8 may be pressed easily to the left by a corresponding amount, the piston 6 being displaced at the same time. Thus the defect will be noted clearly.
This arrangement may also be equipped with a single-type master cylinder. The directional control valve arrangement 35 which in this design features an integral valve slide may also be made up of several individual valves operated by a common control signal.
Claims (6)
1. A vehicular brake system of the kind which is provided with a hydraulic brake booster and in particular with a brake slip control device wherein the pressure of the brake fluid to be supplied to the wheel cylinders will be achieved by means of a control valve operable by a brake pedal and loaded by a travel simulator if an auxiliary pressure source is intact and wherein, in the case of a defective auxiliary pressure source, the pressure will be supplied by a master cylinder, in particular by a tandem master cylinder, likewise operable by the brake pedal, characterized in that the travel simulator has a pressure limiting valve (32) whose closing pressure is controlled in dependence on the pedal travel and in that a directional control valve arrangement (35) is provided which in its rest position connects the outlet port (37,38) of the master
cylinder (3) with the wheel cylinders (42,43, 47, 50) and which in its working position, adoptable only if the auxiliary pressure source (14) is intact, connects the outlet port (36) of the control valve (5) with the wheel cylinders and the outlet port of the master cylinder with the pressure limiting valve (32).
2. Avehicular brake system as claimed in claim 1, characterized in that the directional control valve arrangement (35) is controlled by the pressure at the outlet port (36) of the control valve (5) so as to adopt its working position if that pressure exceeds a predetermined change-over pressure.
3. A vehicular brake system as claimed in claim 2, characterized in that the change-over pressure amounts to 1 to 2 bars.
4. A vehicular brake system as claimed in any one of claims 1 to 3, characterized in that, when a tandem master cylinder (3) is used, the directional control valve arrangement (35) connects the two outlet ports (37,38) of the tandem master cylinder (3) separately to the various wheel cylinders (42,43,47, 50), yet jointly to the pressure control valve (32).
5. Avehicular brake system as claimed in claim 2 or 3, characterized in that the paths of the directional control valve arrangement, leading from the outlet ports (36) of the control valve (5) to the wheel cylinders (42, 43, 47, 50), are each bridged by a respective check valve (53,54) which will open towards the wheel cylinder if the pressure exceeds the change-over pressure of the directional control valve arrangement (35) by a predetermined value.
6. A vehicular brake system substantially as described with reference to the accompanying drawings.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19803037026 DE3037026A1 (en) | 1980-10-01 | 1980-10-01 | Common source load feeding system - supplies pulsed voltage each being regulated for amplitude and length using RMS value regulator |
| DE19803037460 DE3037460A1 (en) | 1980-10-03 | 1980-10-03 | VEHICLE BRAKE SYSTEM WITH HYDRAULIC BRAKE AMPLIFIER |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2084676A true GB2084676A (en) | 1982-04-15 |
| GB2084676B GB2084676B (en) | 1984-10-10 |
Family
ID=25788191
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8127794A Expired GB2084676B (en) | 1980-10-01 | 1981-09-15 | Failsafe operation of hydraulic brake pressure booster |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2084676B (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2532259A1 (en) * | 1982-08-28 | 1984-03-02 | Teves Gmbh Alfred | METHOD AND DEVICE FOR CONTROLLING AND CONTROLLING HYDRAULIC BRAKE SLIP CONTROL SYSTEMS |
| EP0112997A2 (en) * | 1982-12-02 | 1984-07-11 | Robert Bosch Gmbh | Hydraulic dual circuit brake booster |
| US4578951A (en) * | 1982-12-22 | 1986-04-01 | Itt Industries, Inc. | Dual-circuit hydraulic brake system |
| GB2188994A (en) * | 1986-04-09 | 1987-10-14 | Teves Gmbh Alfred | Hydraulic brake system provided with wheel slip control |
| US4989925A (en) * | 1986-09-04 | 1991-02-05 | Sumitomo Electric Industries, Ltd. | Brake pressure control device for vehicles |
| US5720170A (en) * | 1996-07-22 | 1998-02-24 | General Motors Corporation | Master cylinder and emulator with apply assist |
| WO2011020691A1 (en) * | 2009-08-21 | 2011-02-24 | Robert Bosch Gmbh | Main brake cylinder and method for operating a main brake cylinder |
| CN113665543A (en) * | 2021-08-31 | 2021-11-19 | 中汽创智科技有限公司 | Brake-by-wire system with mechanical backup brake assistance and control method thereof |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102017206250A1 (en) * | 2017-04-11 | 2018-10-11 | Audi Ag | Brake system for a motor vehicle and method for operating a brake system for a motor vehicle |
-
1981
- 1981-09-15 GB GB8127794A patent/GB2084676B/en not_active Expired
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2532259A1 (en) * | 1982-08-28 | 1984-03-02 | Teves Gmbh Alfred | METHOD AND DEVICE FOR CONTROLLING AND CONTROLLING HYDRAULIC BRAKE SLIP CONTROL SYSTEMS |
| EP0112997A2 (en) * | 1982-12-02 | 1984-07-11 | Robert Bosch Gmbh | Hydraulic dual circuit brake booster |
| EP0112997A3 (en) * | 1982-12-02 | 1984-10-03 | Robert Bosch Gmbh | Hydraulic dual circuit brake booster |
| US4578951A (en) * | 1982-12-22 | 1986-04-01 | Itt Industries, Inc. | Dual-circuit hydraulic brake system |
| GB2188994A (en) * | 1986-04-09 | 1987-10-14 | Teves Gmbh Alfred | Hydraulic brake system provided with wheel slip control |
| FR2597052A1 (en) * | 1986-04-09 | 1987-10-16 | Teves Gmbh Alfred | HYDRAULIC BRAKING SYSTEM PROVIDED WITH A WHEEL SLIDING REGULATION DEVICE |
| US4779937A (en) * | 1986-04-09 | 1988-10-25 | Alfred Teves Gmbh | Hydraulic brake system provided with a wheel slip control |
| GB2188994B (en) * | 1986-04-09 | 1989-11-22 | Teves Gmbh Alfred | Hydraulic brake system provided with wheel slip control |
| US4989925A (en) * | 1986-09-04 | 1991-02-05 | Sumitomo Electric Industries, Ltd. | Brake pressure control device for vehicles |
| US5720170A (en) * | 1996-07-22 | 1998-02-24 | General Motors Corporation | Master cylinder and emulator with apply assist |
| WO2011020691A1 (en) * | 2009-08-21 | 2011-02-24 | Robert Bosch Gmbh | Main brake cylinder and method for operating a main brake cylinder |
| CN102481916A (en) * | 2009-08-21 | 2012-05-30 | 罗伯特·博世有限公司 | Main brake cylinder and method for operating a main brake cylinder |
| CN102481916B (en) * | 2009-08-21 | 2016-01-06 | 罗伯特·博世有限公司 | Main brake cylinder and for making the method for main brake cylinder work |
| CN113665543A (en) * | 2021-08-31 | 2021-11-19 | 中汽创智科技有限公司 | Brake-by-wire system with mechanical backup brake assistance and control method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2084676B (en) | 1984-10-10 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19920915 |