JPH06156249A - Brake device - Google Patents

Abstract

PURPOSE: To keep antilock control, traction slip control and the merit of a brake distributor by controlling a valve system and operationally connecting the pump of a combination device so as to form the brake pressure of front wheels when the over control tendency of a hydraulic brake system exceeds a permissible limit. CONSTITUTION: Respective signals from sensors 51a-51d, brake lamp switch 3 and pressure sensors 48 and 49 arranged on respectively correspondent wheels are inputted to a control unit 50. The monitoring device 50 monitors the over control tendency from these respective kinds of inputted information at all the time. When the over control tendency reaches the permissible limit, a brake circuit switching valve, traction slip control, inlet valve and outlet valve, which are connected by a connection conduit pipe 52, or the like are controlled. Besides, pumps such as front load pump and return feed pump, for example, connected by a conduit pipe 53 are controlled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake device having a master brake cylinder and a wheel brake for a vehicle wheel, and a brake is provided between the master brake cylinder and the wheel cylinder. A combined device is provided for providing anti-lock control during operation, traction slip control on at least one drivable wheel, and electronically controlled braking force distribution between the front and rear axles. , These combined devices
It has at least one pump for producing a pressure, a valve device associated with the wheel brake for reducing and maintaining the wheel brake pressure, and a control device, the control device comprising a master brake cylinder. The pressure of the wheel and the signal from the pressure sensor which informs the control device of the pressure of at least one wheel brake, depending on the succession of the wheel speed signal from the sensor assigned to the wheel when the danger of wheel lock is detected. Control the at least one valve device for reducing the wheel brake pressure by means of pressure, and pressurize the brake pressure in the wheel brakes of at least one drivable wheel when the traction slip increases unacceptably, and Controlling at least one valve arrangement for providing a brake pressure distribution between the front axle and the rear axle of the at least one valve arrangement It has been, when these valve devices are controlled, regarding of the type in which at least one pump to a pressure adapted to be actuated.

[0002]

Many braking devices of this type are known. What is important in these known braking devices is the interlocking of anti-lock control and traction slip control. The antilock control takes place via inlet and outlet valves which are connected in front of the corresponding wheel cylinder brakes. Depending on their positions, these inlet and outlet valves perform pressurization by brake fluid, pressure retention by a common closed position, or pressure reduction by opening the outlet valve.

On the other hand, the traction slip is
This is done via a preload and feed pump which is activated when traction slip is detected by the corresponding wheel sensor. This pump delivers a pressure medium from a corresponding storage container to a predetermined wheel brake cylinder, so that the brake fluid is guided regardless of the brake pressure buildup in the master brake cylinder. .

German Patent Application No. 446264
A hydraulic brake system is known from the specification of No. 2. This known braking device has a solenoid valve device connected to a pump for a number of systems, a pressure sensor connected to a master brake cylinder, a pressure sensor connected to a wheel brake, and a control device. ing. This control device activates the pump and, in the wheel brakes, is detected by the pressure sensor in relation to the indicated pressure emitted by the pressure sensor assigned to the master brake cylinder, for example in the desired manner by the driver. The control is performed so that a brake pressure higher than the pressure in the master brake cylinder adjusted by is formed. When the pump and the solenoid valve device are operating normally, boosting of the brake pressure is performed, for example. The control device further controls the solenoid valve device for anti-lock control in relation to the rotational characteristics of the wheels assigned to the wheel brakes.

German Patent Application Publication No. 4106
No. 336 and corresponding US patent application Ser. No. 834094/1992, normal braking operation, antilock control by means of a valve and at least one pump, as well as traction slip control and front axle. Brake devices have been proposed that provide electronically controlled braking force distribution between the vehicle and the rear axle. These operations and controls are performed by the first pressure sensor and the second pressure sensor (at least 1) connected to the master brake cylinder.
Can be connected to one wheel brake) and a shut-off valve provided in the master brake conduit starting from the master brake cylinder.

This known brake device has a drawback that the operability of the brake pedal is poor especially during antilock control. This is because the return pump guides all excess volume of brake fluid back to the master brake cylinder by means of the switching valve and the brake pedal is forced back until the compensating valve in the master brake cylinder opens. In this pushed-back position, the brake pedal stops, at which time it may oscillate due to pump pulsation and possibly hysteresis in the master brake cylinder. Such a process also causes inconvenient noise.

Furthermore, brake systems are also known, for example from US Pat. No. 4,809,183, which have an antilock control device and an additional dynamic drive control device with pressurization for the front wheels. In this known braking system, when a corresponding control unit detects vehicle instability, pressure is built up in at least one front wheel brake, which reduces the side force on the front axle and increases the yaw speed of the vehicle. To slow down and improve the stability of the vehicle.
Pressure regulation at the front wheels is performed using the solenoid valve and pressure source of the antilock controller.

The braking device has a computer for reducing the side force of the wheels of the front axle, which computer, for example, steers the wheel, the magnitude of the slip and / or the diagonal of the front and rear wheels. The display of the angle and / or the gyroscope is evaluated, and when a predetermined threshold value is exceeded, the solenoid valve of the antilock control device is controlled,
The side force is reduced so that the pressure from the pressure source reaches into at least one front wheel brake in order to avoid running instability of the vehicle.

Published German Patent Application No. 0394
No. 387, there is likewise known a braking device with a device for maintaining the driving stability of a motor vehicle and an antilock control system. Due to the hard braking of the front wheels, especially the locking, the tendency of the vehicle to skid is impeded. To strongly brake and especially lock the front wheels, the anti-lock system 3/3 stroke valve and pressure source are used. According to another configuration for performing anti-lock control in this known braking device, it has been proposed to detect the occurrence of a side slip with an engine of a vehicle. In addition, three methods have been proposed, in accordance with these three methods, a control for controlling the 3/3 stroke valve for the purpose of obtaining a strong braking of the front wheels, in particular a lock, in order to improve the running stability of the vehicle. You can get a signal.

[0010]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a braking system which has the advantages of anti-lock control, traction slip control and electronically controlled braking force distribution device. .

[0011]

According to the configuration of the present invention which has solved this problem, the control device further detects when the tendency of the vehicle overcontrol becomes unacceptably large, and at least one By controlling the valve device and actuating at least one pump of the combined device, the brake pressure in the wheel brakes of the front wheels is automatically generated and increased.

[0012]

The braking device of the present invention provides the advantages of antilock control, traction slip control, and running stability when the vehicle is in an unfavorable manner when it is prone to overcontrol or skidding. And the advantage of an electronically controllable brake pressure generator for distributing the braking force between the device and the vehicle axis can be combined in a low-cost manner.

According to a feature of the second aspect, means are available for producing the wheel brake pressure, which pressure may possibly exceed the respective pressure established in the master brake cylinder. The advantage is that it is used to keep the running stability of the vehicle. The main advantages of the present invention are emphasized insofar as many advantageous functions are obtained with an overall acceptable technical cost.

According to the invention, the pump for performing the traction slip control of the front wheels is directly connected to the inlet valve of the traction control device. Further, the pressurization of the front wheels in the wheel brake cylinder is performed even when the brake pressure in the master brake cylinder is exceeded.

As a result, dynamic running control involving pressurization of the front wheels is performed. This pressure is greater than the pressure generated when the driver depresses the brake pedal. In this case, there is no reaction on the master brake cylinder. This is because the corresponding switching valve is shut off when the pump is operating. As a result, a good feeling of depression of the brake pedal is obtained and noise is avoided. During control, excess brake medium is not pumped back to the master brake cylinder.

Since the brake pedal is separated from the pressure adjusting operation by the switching valve, a good feeling of depressing the brake pedal can be obtained even during antilock control.

The good feeling of depression of the brake pedal, which is formed during the anti-lock control, can be obtained even in a brake device which does not have the traction slip control device and / or the dynamic travel control device. Such a braking device is a braking device that does not have all the combinations of the features of claim 1.

Noise is minimized during traction slip control. This is because the outlet pressure of the pump is not greater than the maximum instantaneous wheel brake pressure required, for example, in the two wheel brakes supplied by this pump.

A corresponding pressure sensor connected to the control device is provided for controlling the additional pressurization in the brake line leading to the front wheels. A target value is supplied to this control device, which target value is constantly compared with the actual value of the pressure sensor and the valve member is controlled accordingly.

In order to make the operation of the pump flexible, on the rear side of this pump there is a buffer chamber and possibly a throttling point in front of the corresponding pressure medium flowing into the brake conduit leading to the wheels. It is connected.

Various modifications can be considered for the arrangement of the present invention. As one example, a TT brake circuit split type (front axle-rear axle-split type) is conceivable.
In this case, the outlet valves of the front wheel brake cylinder are connected together to the pressure medium container. However, the return guide of the pressure medium from the rear wheel brake cylinder is provided by a return feed pump. This return feed pump supplies the pressure medium directly to the brake line again before the inlet valve. However, since this return line is also connected to the traction slip control device, a corresponding check valve is provided, by means of which the pressure can be increased at one rear wheel and at the other rear. Wheels can be decompressed. The pressure medium supplied from one of the wheel brake cylinders flows into a separate reservoir and is later withdrawn by the return feed pump. In contrast, a separate preload pump sends the pressure medium through a check valve into the other wheel brake cylinder where pressurization is required.

What is important here, however, is that the pump for the front wheels can also produce different pressures, depending on how much pressure is required. In this case, the pressures on the wheels requiring a relatively low pressure are controlled differently with respect to the wheels requiring a relatively high pressure. Accordingly, the traction noslip control valve, the inlet and the outlet valve are also controlled. All of these controls are performed while monitoring the pressure sensor.

However, since it is desired to be able to adjust the rear axle as well, a feed pump for pressurization is assigned to the wheel of the rear axle, instead of the return feed pump, like the front wheel in the above embodiment. This variant embodiment is particularly effective in reducing noise, since the pump outlet pressure is not higher than the required maximum wheel pressure.

In a variant embodiment, electronic braking force distribution is also possible. In other words, the braking force distribution between the front axle and the rear axle provides a frictional connection of approximately the same magnitude when traveling straight ahead, and neutral traveling characteristics when traveling around a curve while braking.

In this variant embodiment, both the front and rear axle wheels can be braked, so that regardless of the braking pressure applied by the driver to the master brake cylinder,
A target braking force distribution can be obtained.

The present invention can also be applied to K-brake circuit division (diagonal division). In this case, the corresponding rear wheels and front wheels are connected to the corresponding pumps. Within the framework of the invention, it is also possible to carry out traction slip control by means of said pump, in particular for electronic braking force distribution, and thereby omitting a load-bearing preload pump. By doing so, the cost can be reduced.

[0027]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A hydraulic brake device B1 having anti-lock control and traction slip control shown in FIG.
Has a two-circuit master brake cylinder 1 operated by a brake pedal 2. A brake light switch 3 is assigned to the brake pedal 2. A pressure medium storage container 4 is attached to the master brake cylinder 1.

Two brake circuits I and II are connected to the master brake cylinder 1. Brake circuit I
Supplies a pressure medium to the front wheels which are not driven or to their wheel brake cylinders 5, 6 to which the brake circuit II is connected to the rear wheels which are driven, with which the corresponding wheel brake cylinders 7, Supply pressure medium to 8.

Each of the two brake circuits I and II incorporates a switching valve or 10, respectively, which switching valve has a through-flow stage 11a or 11b and a stage 12a or 12b in which a pressure limiting valve is interposed. Made of. Each switching valve 9 or 10 is connected to the master brake conduit 1
3 or 14, the master brake conduit 13 or 14 is divided into brake conduits 15a and 15b or 16a and 16b after the switching valve 9 or 10. Each brake conduit 15a, 1
Inlet valves 17a or 17b and 18a or 18b are installed in front of the wheel brake cylinders 5, 6 or 7, 8 in 5b or 16b. Each inlet valve 17a, 17b or 18a,
18b is composed of a two-system solenoid valve and has one flow-through stage and one shut-off stage. Each inlet valve is bypassed by a bypass 19 with an intervening check valve 20, which is open towards each switching valve 9 or 10.

Each brake conduit 15a, 15b or 1
From 6a and 16b, the inlet valves 17a, 17b or 18a, 18b and the wheel brake cylinders 5, 6 are provided.
Alternatively, the return conduits 21a, 21b or 22a, 22b are branched between 7 and 8, and the outlet valves 23a, 23b or 24a, 24b are incorporated in the return conduits. This outlet valve 23 or 2
4 also comprises a two-system solenoid valve having a closed stage and a flow-through stage.

The return conduits 21a and 21b for the brake circuit for the front axle are combined into one return conduit 25 which opens directly into the pressure medium storage container 4.

The return conduits 22a and 22b are also connected to the reservoir 2
7 in one return conduit 26 connected to 7. On the other hand, these return conduits are connected to a return pump 30 via a check valve 28 and another check valve 29 which can be opened in the return guide direction, the outlet side of this return pump 30 being provided with another check valve. It opens to the buffer chamber 32 via the stop valve 31. Behind this buffer chamber 32, a return conduit 26 is again provided between the switching valve 10 and the inlet valve 18b and again the master brake conduit 14
A diaphragm 33 is provided in front of the opening. From the pressure medium storage container 4, a supply line 34 for the pressure medium branches into braking circuits I and II, which supply line 3
4 is particularly used for traction slip control described later. A preload pump 35 is provided for removing the pressure medium from the storage container 4, which throttle valve 36 and a pressure limiting valve 37 are arranged in the bypass. By providing the preload pump 35, the return pump 30 can be configured as a free piston pump.

Behind the preload pump 35, the supply conduit 3
4 is divided into a branch conduit 38 and a branch conduit 39.
In the branch conduit 38, a traction slip control valve 40 for the brake circuit II and, behind it, a check valve 41 are installed. The branch conduit 38 opens into the return conduit 26 between the two check valves 28 and 29.

In the branch pipe 39, another traction slip control valve 42 for controlling the traction slip of the brake circuit I is incorporated. A return feed pump 43 is provided following the traction slip control valve 42, and the return feed pump 43 is interposed between the two check valves 44 and 45. Branch conduit 3
At a position before 9 opens into the master brake conduit 13 between the switching valve 9 and the inlet valve 17a or 17b,
A buffer chamber 46 and a throttled portion 47 are provided following the check valve 45.

To check the brake pressure built up in the brake circuit I for the front axle, a pressure sensor 48 is connected between the master brake cylinder and the switching valve 9 on the one hand and the inlet valve on the other hand. 17a and 17b
A pressure sensor 49 is connected to the branch portion from the master brake conduit 13 before this.

The mode of operation of the braking device B1 according to the invention is as follows.

During normal brake operation, the switching valves 9 and 10 and the inlet valves 17a, 17b and 18
a and 18b are opened. Pressurization of the brake pressure is performed by operating the brake pedal 2, and the normal brake fluid is supplied to the wheel brake cylinders 5, 6 or 7, 8.

When a sensor (not shown in detail) detects the locking of the wheel, the corresponding inlet valve is moved to the shut-off position and the corresponding outlet valve 23a, 23b, 24.
a or 24b is open. This causes the brake fluid to leak out from the corresponding wheel brake cylinders and the return conduit 2
1 or 22 and return conduit 25 or 26. This return guidance is carried out for the front axle circuit without active assistance of the return pump, while for the rear axle circuit.
In II, it is returned to the master brake cylinder with the assistance of the return pump 30. On the other hand, when the pressure is maintained in the wheel brake cylinder, the inlet valve and the outlet valve occupy the blocking position.

In traction slip control for the rear axle brake circuit II, the front load pump 35 is activated. Similarly, the return pump 30, the switching valve 10, and the traction slip control valve 42 are controlled during the total traction slip control. The traction slip control valve 40 is open as long as at least one wheel is pressurized for traction slip control. Otherwise, the traction slip control valve 40 is closed. Inlet valves 18a and 18b and outlet valves 24a and 24b provide pressure regulation for wheel brake cylinders 7 and 8 in a conventional manner.

One wheel brake cylinder 7 or 8
The traction slip control valve 40 is opened when a pressure reduction is requested via the respective outlet valve 24a or 24b inside the vehicle and at the same time a pressure increase is required within the other wheel brake cylinder 7 or 8. Therefore, the check valve 28 prevents the volume of the depressurized pressure medium from reaching the return pump 30. In this case, the traction slip control valve 40 is closed and the return pump 3
The reservoir 27 stores the reduced pressure medium volume until 0 can be guided back from the reservoir 27 into the rear axle brake circuit II, the master brake cylinder 1 or the pressure medium storage container 4. is doing.
This is done via stage 12b with a pressure limiting valve incorporated in the switching valve 10.

In the antilock control in the front axle brake circuit I, the switching valve 9 and the traction slip control valve 42 are operated, and the return pump 43 and the preload pump 35 are operatively connected. When it is desired to maintain the same pressure in the two front wheels, the following control is performed.

For pressurization, the traction slip control valve 42 and the inlet valves 17a and 17b are opened, whereas the inlet valves 17a and 17b are
The outlet valves 23a and 23b are closed.

On the other hand, in order to maintain the pressure,
The traction slip control valve is closed, the inlet valves 17a and 17b are opened, and the outlet valves 23a and 23b are closed.

The pressure reduction is performed by the traction slip control valve 42.
Closed and the inlet valves 17a and 17b and at least one outlet valve 23a and / or 2
It is performed with 3b open.

When the pressure on the left front wheel is different from the pressure on the right front wheel, the following control is performed on the wheel on which the higher pressure is formed.

The traction slip control valve is opened for pressurization, whereas the inlet or outlet valve is not controlled. The traction slip control valve 42 is closed as long as the other wheel does not require pressurization for pressure retention and the inlet and outlet valves are not controlled.

For depressurization, the other wheel does not require pressurization and the traction slip control valve is closed when the inlet and outlet valves are open.

On the other hand, the following control is performed in the wheel in which the lower pressure is dominant.

The traction slip control valve 42 is opened for pressurization, and each inlet valve or outlet valve is not controlled.

Retention of pressure occurs with the traction slip control valve 42 closed when the other wheel does not require pressurization and the inlet and outlet valves are closed.

The decompression does not require pressurization on the other wheel,
It is performed with the traction slip control valve 42 closed while the inlet valve and the outlet valve are being controlled.

The selection of the wheel requiring the higher brake pressure or the wheel requiring the lower brake pressure in each case is done by comparing the pressure indication and the pressure reduction indication of the two wheels. During control, wheels that require higher brake pressure are, of course, adjusted frequently.

The pressure sensors 48 and 49 respectively monitor the brake conduits so that the pressure in the front axle braking circuit I during antilock control is less than that desired by the driver.

The braking device B1 according to the embodiment is particularly suitable for vehicle dynamic control. For example, to reduce lateral sliding force to improve vehicle stability,
The brake pressure at the front wheels is increased. In some cases, the brake pressure at the front wheels is higher than the original brake pressure in the master brake cylinder, which causes the switching valve 9 to close and the return pump 43 and the switching pump 35.
Are operated and the traction slip control valve 40 in the rear axle brake circuit II is closed. Thus, the desired pressure adjustment is performed according to the above description.

A block circuit diagram of the controller 50 is shown in FIG. With this control device 50, during anti-lock control, during traction slip control, during the electronic brake pressure distribution between the front axle and the rear axle, during dynamic traveling operation, the valve and pump are controlled. Control is performed. Sensor 51a,
51b, 51c and 51d are assigned to the corresponding wheels. The brake light switch 3 and the pressure sensors 48 and 49 send corresponding signals to the control device 50. Further, the control device 50 is assigned with a monitoring device 51 for monitoring an excessive control tendency. Control device 50
The output of the is connected to a corresponding valve, the connecting conduit being designated in its entirety by 52. Furthermore, a connecting conduit 53 leading to a corresponding pump motor is provided.

FIG. 3 shows another embodiment of the brake device B2 according to a modified embodiment of the rear axle adjustment. In FIG. 3, the two brake circuits I and II have the same structure, so that the rear axle brake circuit II also performs pressure reduction without a return pump. The return conduit 25 is combined with the return conduit 26 in one conduit 55, which
Connects the return circuits of the two brake circuits to the pressure-medium storage container 4 and guides the pressure-medium storage container 4 with the amount of pressure medium discharged from the wheel brakes for depressurization.

On the other hand, also in the rear axle brake circuit II, the traction slip control valve 40 is connected to the master brake conduit 14 via the return feed pump 43a, the buffer chamber 46a and the throttle 47a. The return feed pump 43a is limited by two check valves 44a and 45a. Furthermore, in addition to the pressure sensor 49, another pressure sensor is provided in the master brake conduit 14 between the switching valve 10 and the inlet valve 18a or 18b.

Unless the wheel sensor 51 detects the tendency of the wheels to lock, the valve or pump is not controlled.

The antilock control is performed in the same manner as in the brake circuit I and in the same manner as described above regarding the brake circuit B1.

When the traction slip control intervenes, a switching process similar to the switching process described above for the brake circuit I takes place. In this case, the traction slip control valve 42 for the brake circuit I is closed. The pressure adjustment is carried out in the same way as the antilock control adjustment, but in this case a higher brake pressure is allowed in the rear axle than in the master brake cylinder.

The main advantage of this braking device B2 is that the distribution of the braking force between the front and rear axles is performed electronically. Electronic braking force distribution is
When driving straight ahead, almost the same friction connection usage can be obtained,
The purpose is to optimize the braking force distribution between the front axle and the rear axle so that a neutral traveling characteristic can be obtained when traveling on a curve in a braking state. Another purpose of electronic braking force distribution is to shorten the brake pedal stroke by directly braking the shaft by an external force.

At the start of braking, that is, as soon as the pressure sensor 48 shows a predetermined value, the switching valve 10 in the rear axle brake circuit II and the traction slip control valve 42 in the front axle brake circuit I are closed, and accordingly. The pumps 35, 43 and 43a are activated. The adjustment in the rear axle brake circuit II is performed according to the above-mentioned adjustment in the antilock control. In this case, the same pressure in the two rear wheels is desired, which is detected by the pressure sensor 49b. This means that the two inlet valves are open. The desired pressure height is the pressure sensor 49b.
Detected by the controller 50 and calculated by the controller 50. In this case, correspondingly known target values are entered in the control device 50.

In the electronic braking force distribution adjustment,
The rear wheels of the rear axle are directly driven by an external force, that is, via the pressure medium supply, the preload pump 35 and the return pump 43.
The braking of the front wheels takes place in the conventional manner via the master brake cylinder 1.

On the other hand, in the electronic braking force variation embodiment, the braking of the front wheels is carried out directly by external energy, while the wheels of the rear axle are braked via the master brake cylinder. In this case, due to the start of braking, the switching valve 9 for the rear axle and the traction slip control valve 40 are closed and the pumps 43, 43 and 35
Is activated. The adjustment of the front axle pressure is performed according to the adjustment in the antilock control, and in this case,
The pressures on both wheels are detected by the pressure sensor 49 and are desired to be the same. This desired height of pressure is controlled by the control device 50 for the purpose of electronic braking force distribution, that is, to obtain a uniform frictional connection during straight running and stable running characteristics during curved running while braking. Calculated.

When the wheels are in danger of locking, each wheel is individually adjusted according to the antilock control. This is done even if there is a need for dynamic cruise control.

The brake devices B1 and B2 are adapted to the TT brake circuit division system (front axle-rear axle division), whereas the brake device B3 according to the present invention shown in FIG. Diagonal division). In the following, the braking device B1
Only the points that are different from B2 and B2 will be described.

Instead of the changeover valves 9 and 10 having a through-flow stage and a pressure-limiting stage, a general two-system solenoid valve 9a and 10a is provided in each master brake conduit 13 or 14. Each master brake conduit 13 or 1
4 communicates directly with the front wheel on the right side or the left side from the master brake cylinder 1, or communicates with a predetermined wheel brake cylinder 6 or 5.

Preload pump 35 and feed pumps 43, 4
3a is a traction slip control valve 42a and 40
a, buffer chambers 46 and 46a, and throttle portions 47 and 47
It is forward connected to inlet valves 18a and 18b for the left and right front wheels, along with associated components such as a.

The mode of operation of this brake device B is as follows.

As the brake pressure in the master brake conduits 13 and 14 increases, this increase is monitored by the pressure sensor 48. As soon as a predetermined value is reached, the inlet valves 17a and 17b leading to the front wheel brake cylinders 5 and 6 are closed and the pumps 35, 43 and 43a are activated. As a result, the rear wheels are adjusted as follows.

At the desired pressurization, the traction slip control valves 42a and 40a are opened, whereas the inlet valves 18a and 18b and the inlet valves 24a and 24b are opened.
Is not controlled. That is, the inlet valves 18a and 18b are opened and the outlet valves 24a and 24b are closed.

In order to maintain the pressure, the traction slip control valves 40a and 42a are closed, and the inlet valve and the outlet valve are maintained uncontrolled.

For depressurization, the traction slip control valves 40a and 42a are closed, the inlet valves are opened and the respective outlet valves 24a and / or 24b are opened, so that the pressure is transferred via the conduit 55 to the pressure medium storage container. Four
It is decompressed inside.

The same pressure is desired on the two rear wheels. The height of the pressure is detected by the pressure sensors 49 and 49a and compared with the target value by the control device 50, whereby different control of each valve can be performed.

The wheel brake cylinders 5 and 6 of the front wheels are
It is directly operated by the brake fluid from the master brake cylinder 1 via the open switching valves 9a and 10a.
When a locking tendency is detected on one of the wheels, the corresponding switching valve 9a or 10a is closed and the corresponding outlet valve, inlet valve and traction slip control valve make the necessary pressure adjustments on the front and rear wheels. . This is done as follows.

Pressurization [in the brake circuit, at the wheel with the higher pressure] Pressurization: The traction slip control valve is opened and the inlet and outlet valves are not controlled.

Pressure holding: The other wheel does not require pressurization,
The traction slip control valve is closed when the inlet valve and the outlet valve are opened.

Pressurization [on wheels with lower pressure]: The traction slip control valve is open and the inlet and outlet valves are uncontrolled.

Pressure holding: the other wheel does not require pressurization,
The traction slip control valve is closed when the inlet valve and the outlet valve are closed.

Decompression: The traction slip control valve is closed when the other wheel does not require pressurization and the inlet and outlet valves are controlled.

The selection of the wheel with the higher or lower pressure is made by comparing the pressure sensor 49, 49a and the pressurization and depressurization times of the two wheels. In addition, pressure sensors 49 and 49a monitor the front axle pressure to ensure that it is not higher than the driver desires. The pressure sensor 48 also contributes to this monitoring work.

In order to perform dynamic running control, it is desired to pressurize the brake pressure at the front wheels (this brake pressure may be larger than the master brake cylinder pressure in order to eliminate side force and improve running stability). In that case, the corresponding switching valve 9a or 10a is closed and the brake pressure adjustment is carried out by a valve which is controlled when there is a tendency to lock. In this case, the front wheel brake pressure may be higher than the master brake cylinder pressure.

During traction slip control on the front axle, the switching valves 9a and 19a for the rear wheels and the inlet valves 18a and 18b are closed, and the pumps 35,
43 and 43a are activated. As described above, the pressure adjustment is performed by the traction slip control valves 40a, 42a,
Inlet valves 17a and 17b and outlet valve 2
3a, 23ab.

During traction slip control on the rear axle, inlet valves 17a and 17b for the front wheels are used.
Is controlled invariably. Other pressure adjustments are made according to the principles described above.

In a preferred embodiment of the present invention, the preload pump 35 may be omitted if the feed efficiency of the feed pumps 43a and 43b is sufficient. In this case, of course, the feed pumps 43a and 43b are assumed to be configured as automatic suction pumps.

As described at the beginning, the valves 9, 10, 10a, 10b, 40, 40a, 42 or 42a which provide the comfort of stepping on the brake pedal at the time of antilock control are traction slip control, dynamic running control and It can also be used in braking systems that do not have electronic braking force distribution features. This is obtained because the control device 50 is configured to detect and evaluate wheel slips that occur at the onset of the wheel lock hazard, and in some cases to detect traction slips. Interim solutions are possible.

[Brief description of drawings]

FIG. 1 is a schematic circuit diagram of a brake device according to an embodiment of the present invention.

2 is a schematic diagram of a control device for the braking device shown in FIG. 1. FIG.

FIG. 3 is a schematic circuit diagram of a brake device according to another embodiment.

FIG. 4 is a schematic circuit diagram of a brake device according to still another embodiment of the present invention.

[Explanation of symbols]

1 master brake cylinder, 2 brake pedal,
3 brake light switch, 4 pressure medium storage container,
5,6,7,8 wheel brake cylinders, 9,10;
9a, 10a Switching valve (solenoid valve), 11a, 11b
Penetration stage, 12a, 12b stage, 13,14 Master brake conduit, 15a, 15b; 16a, 16b Brake conduit, 17a, 17b; 18a, 18b Inlet valve, 19 Bypass, 20 Check valve, 21
a, 21b; 22a, 22b return conduit, 23, 24;
23a, 24a; 23b, 24b Outlet valves, 2
5,26 Return conduit, 27 Reservoir, 28,29
Check valve, 30 Return pump, 31 Check valve, 32
Buffer chamber, 33 throttle, 34 supply conduit, 35
Preload pump, 36 throttle, 37 pressure limiting valve,
38, 39 branch conduit, 40, 40a traction slip control valve, 41 check valve, 42, 42a traction slip control valve, 43, 43a return feed pump, 44, 45; 44a, 45a check valve, 4
6,46a buffer chamber, 47 throttling points, 48,49;
49a, 49b Pressure sensor, 50 Control device, 5
1 monitoring device, 52, 53 connection conduit, 55 conduit

Claims (26)

[Claims] 1. A hydraulic brake device, comprising a master brake cylinder and a wheel brake for a vehicle wheel, wherein anti-lock control is performed between the master brake cylinder and the wheel cylinder during brake operation. A combined device is provided for performing traction slip control on at least one drivable wheel and electronically controlled braking force distribution between the front and rear axles, which are combined. The device comprises at least one pump for producing a pressure, a valve device associated with the wheel brake for reducing and maintaining the wheel brake pressure, and a control device, the control device comprising: Considering the signal from the pressure sensor which informs the control device of the pressure of the master brake cylinder and the pressure of at least one wheel brake, the wheel lock is considered. At least one valve device for reducing the wheel brake pressure is controlled in accordance with the continuation of the wheel rotation speed signal from the sensor assigned to the wheel when the risk of brake is detected, and the traction slip becomes unacceptable. At least one valve for increasing the brake pressure in the wheel brake of at least one drivable wheel when increased and for providing a brake pressure distribution between the front axle and the rear axle of the at least one valve device. A control device (50) for controlling the device, wherein at least one pump is activated to create a pressure when these valve devices are controlled. ) Further detects when the over-control tendency of a vehicle equipped with the control device (50) becomes unacceptably large and at least one valve A brake pressure is automatically generated in the wheel brakes of the front wheels (VL, VR) by controlling the device and activating connection of at least one pump (35, 43, 43a) of the combined device. A braking device, characterized in that it is configured to pressurize. 2. The control device (50) influences at least one valve device for distributing the brake pressure when it detects an unacceptably large overcontrol tendency. 2. The braking device according to claim 1, wherein one valve device is associated with the front wheels (VL, VR). 3. In the TT brake circuit division, the master brake cylinder (1) is connected to the master brake conduit (13,
14) via front wheel and rear wheel brake cylinders (5,6,7,8),
In this case, in each master brake conduit (13, 14), a switching valve (9, 10) that is closed during antilock control, traction slip control, braking force distribution, and dynamic travel control is operatively connected, On the other hand, the inlet valves (17, 18) assigned to the wheel brake cylinders (5, 6, 7, 8) of the brake circuit in which a relatively high pressure is formed are always open and The pressure adjustment in the wheel brake cylinder in which a high pressure is formed is performed by the traction slip control valve (40, 42) and the outlet valve (23, 24), and the feed pump (43, 43a) is used as a pressure source. The braking device according to claim 1 or 2, wherein 4. During electronic braking force distribution, the wheel brake cylinders (7, 8) of the rear wheels are pressure-loaded via the master brake cylinder (1), whereas the wheel brake cylinders (5) of the front wheels (5). , 6) is controlled by a traction slip control valve (42) and an outlet valve (23) via a feed pump (43) during pressure regulation. 5. The master brake cylinder (1) has a brake conduit (13, 14) for performing anti-lock control, traction slip control, electronic brake force distribution, and dynamic running control in the K brake circuit division.
Wheel brake cylinders for front and rear wheels via
(5, 6, 7, 8), wherein at least one switching valve (9a, 10a) is directly connected to the wheel brake cylinder (5, 6) of the front wheels, Inlet valves (17a, 17a) for electronic braking force distribution
Brake device according to claim 1 or 2, wherein b) is closed. 6. A pump (35, 43, 43a) for traction slip control of a front wheel is directly connected to an inlet valve (17a, 17b) to exceed a brake pressure in a master brake cylinder (1). Pressurization in the wheel brake cylinders (5, 6) is also performed.
The braking device according to any one of 1 to 5. 7. A brake system according to claim 6, wherein the pressure sensor (49, 49a) is arranged in front of the inlet valve (17a, 17b) in the brake circuit of the front wheel. 8. A brake system according to claim 7, wherein a pressure sensor (48) is arranged in the brake circuit of the front wheels between the switching valve (9, 10a) and the master brake cylinder (1). 9. The feed pump (43, 43a) according to claim 3, wherein the buffer chamber (46, 46a) and the throttled portion (47, 47a) are connected downstream.
Brake device according to the item. 10. An outlet valve (23a, 2a) for a front wheel.
3b) is connected via a common return conduit (25) to the pressure medium reservoir (4), to which the rear wheel outlet valves (24a, 24b) of the corresponding switching valve (10). 10. The master brake conduit (14) is connected in front via a return pump (30).
The breaker device according to any one of items 1 to 7. 11. Check valve (2) in front of the return conduit (30).
8) is provided, and the reservoir (2) is provided in front of the check valve (28) toward the outlet valves (24a, 24b).
7) is branched and, behind the check valve (28), a branch conduit leading to a preload pump (35) connected to the pressure medium storage container (4) opens into the return conduit (25). The brake device according to claim 10. 12. A preload pump (35) and a check valve (2).
A traction slip control valve (40) for the rear wheels is arranged between the feed pump (43) and
12. Braking device according to claim 11, wherein a traction slip control valve (42) for the front wheels is arranged between the preload pump (35) and the preload pump (35). 13. Outlet valves (23a, 23b, 24a, 24b) of the front and rear wheels are connected to a pressure medium storage container (4) via at least one conduit (35), for which Inlet valve (17a, 17
b, 18a, 18b), at least one feed pump (43, 43a) is opened through the buffer chamber (46, 46a) or throttling point (47, 47a) in the brake conduit before the feed pump. (43, 43a)
Each has one traction slip control valve (40,
40a, 42, 42a) via a pressure medium storage container (4)
The brake device according to any one of claims 3 to 9, which is connected to the brake device. 14. At least one additional preload pump (35) is arranged between the pressure medium storage container (4) and the feed pump (43, 43a).
The described braking device. 15. Brake system according to claim 13 or 14, wherein another pressure sensor (49b) is arranged in front of the inlet valve (18a, 18b) in the master brake cylinder (14) leading to the rear wheels. 16. A hydraulic brake device, comprising: a master brake cylinder; a wheel brake for vehicle wheels;
A device arranged between the master brake cylinder and the wheel brake for performing at least antilock control during braking, the device comprising at least one pump for creating pressure and the wheel. It has a valve device assigned to the wheel brake for increasing, holding and reducing the brake pressure, and a control device, which is assigned to the wheel when it detects the risk of wheel lock. Based on the succession of wheel speed signals from the sensor,
Controlling at least one valve device for reducing the wheel brake pressure and a valve device for increasing the brake pressure,
In the type in which at least one pump is operatively connected for pressurization, the master brake cylinder (1) is connected via the master brake conduits (13, 14) to the front wheels and Wheel brake cylinders (5, 6, 7,
8), with each master brake conduit (1
A switching valve (9, 10), which is closed during antilock control, is operatively connected in 3, 14,) to which the wheel brake cylinder (5, 6, 7) of the brake circuit having a relatively high pressure is connected. , 8) assigned to the inlet valve (1
7, 18) are always open and pressure regulation in the wheel brake cylinders (5, 6, 7, 8) having a relatively high pressure causes traction slip control valves (40, 4).
2) and the outlet valve (23, 24), in which case the feed pump (4
3,43a) is used as a pressure source. 17. A pump (35, 43, 43a) for performing slip control of the front wheels is directly connected to an inlet valve (17a, 17b) of the front wheels, and is provided in the master brake cylinder (1). Exceeding brake pressure,
17. Brake device according to claim 16, which also applies pressure in the wheel brake cylinders (5, 6). 18. A pressure sensor (4) in front of the inlet valve (17a, 17b) in the brake circuit for the front wheels.
Brake arrangement according to claim 17, wherein 9, 49a) are arranged. 19. A pressure sensor (48) is arranged in the brake circuit for the front wheels between the switching valve (9, 10a) and the master brake cylinder (1).
The described braking device. 20. A pump (43, 43a), a buffer chamber (46, 46a) and, if necessary, a throttled portion (47, 4).
20. The brake device according to claim 16, wherein the brake device and 7a) are connected afterwards. 21. Outlet valves for front wheels (23a, 2)
3b) is connected via a common return conduit (25) to the pressure medium reservoir (4), to which the rear wheel outlet valves (24a, 24b) of the corresponding switching valve (10). 2. The return pump is connected to the master brake cylinder (14) via (30) in the foreground.
The braking device according to any one of 6 to 20. 22. A check valve (28) is provided in front of the return pump (30), and a reservoir (27) is provided in front of the check valve (28) toward the outlet valves (24a, 24b). A preload pump (3) that is branched and connected to the pressure medium storage container (4) behind the check valve (28).
22. Brake device according to claim 21, wherein the branch conduit leading to 5) opens into the return conduit (25). 23. A preload pump (35) and a check valve (2)
A traction slip control valve (40) for the rear wheels is arranged between the feed pump (43) and
Brake arrangement according to claim 22, characterized in that a traction slip control valve (42) for the front wheels is arranged between the and the preload pump (35). 24. Outlet valves (23a, 23b, 24a, 24b) of the front and rear wheels are connected to the pressure medium storage container (4) via at least one conduit (35), for which Inlet valve (17a, 17
b, 18a, 18b), at least one feed pump (43, 43a) is opened through the buffer chamber (46, 46a) or throttling point (47, 47a) in the brake conduit before the feed pump. (43, 43a)
Each has one traction slip control valve (40,
Brake device according to any one of claims 16 to 20, which is connected to the pressure medium storage container (4) via 40a, 42, 42a). 25. At least one additional preload pump (35) is arranged between the pressure medium storage container (4) and the feed pump (43, 43a).
The described braking device. 26. A brake system according to claim 15, wherein another pressure sensor (49b) is arranged in front of the inlet valve (18a, 18b) in the master brake cylinder (14) leading to the rear wheel.