JPS6022549A - Brake gear for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The invention relates to a brake system for vehicles, in particular motor vehicles, which comprises at least one closed brake circuit and a pressure-supplied brake force multiplier. the brake force booster comprises a brake force amplifier operated by a brake pedal and a supply valve, the antiskid device comprises a brake force amplifier operated by a brake pedal and an anti-skid device; ) Equipped with a solenoid valve having six switching positions, each corresponding to each brake circuit, and an electronic control device, which generates a control signal to switch the solenoid valve to a pressure holding position and a pressure building position. Regarding formal matters.

In hydraulic brake systems known from the prior art, it is customary for brake pressure to be supplied into the closed brake circuit by means of a supply valve as a function of a control signal.

Problems to be Solved by the Invention Depending on the pressure supply, the characteristic curves of the brake pedal depression force and the brake pedal stroke required for braking change significantly. That is, due to the pressure supply, the brake pedal is locked and the pressure increases, and the pedaling force increases accordingly.

When the brake pedal is released, a significantly greater force is required for the same stroke and a new characteristic curve occurs. Such a shift in the characteristic curve when the brake pedal is released occurs in the brake force booster with or without pedal stroke simulation. If such a shift of the characteristic curve occurs, the driver's feeling is disturbed, with the result that there is a risk of erroneous braking and damage to the sleeve of the mask cylinder.

Means of the Invention for Solving the Problems The means of the invention for solving the problems described above has an arrangement in which an output signal is applied to the solenoid of each solenoid valve as a switching signal for switching the solenoid valve to its pressure relief position. This is because a control circuit is provided that is effective when the brake pedal is released.

1000,000 Liaoho → Advantageous embodiments of the invention are described in the dependent claims. According to the embodiment set forth in claim 6, a particularly simple and robust control circuit is formed which is able to satisfactorily compensate for movements of the curve. The pressure reduction by discharging the pressure medium takes place a fixed predetermined time after the brake pedal is released.

Correspondingly, seven technically refined embodiments are described in claims 8 and 9. Such a structural 119 embodiment of the control circuit is used in particular in brake systems with a brake force booster activated by a brake stroke simulation. By comparing the stroke of the piston of the cylinder with the stroke of the brake pedal, it can be determined that when the brake pedal is pressed, the pressure medium is discharged as soon as the pedal force and the stroke correspond exactly (1), and the pressure supply is increased at the same time as the brake pedal is pressed. A precise adaptation of the control circuit is also possible.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The hydraulic brake system for a motor vehicle shown in FIG. 1 has two closed brake circuits 1. l and this brake circuit I
, II is provided. This brake booster 70 has a two-circuit tandem type mask cylinder 10, and a rod 12 that is operated via a brake circuit (vll) is arranged coaxially with this tandem type mask cylinder 10. I'm here. The rod 12 is mounted in a movable piston 13 which delimits on its inner surface a chamber 14 which communicates via a passage 15 with a control valve 16 . The rod 12 is provided with a plate 17 which has a spring 18
It is supported by a tandem type master cylinder 1o. A pin 19 is fixed to the plate 17, which co-operates with a cap pin 2o for the brake pedal stroke generator 21. The control valve 1G has a pressure source 22.
is connected and read, and this pressure source is at least
Equipped with a pump and an accumulator. This pressure source 2
2 is connected via a suction conduit 23 to a replenishment tank 24 via U7. This replenishment tank is formed as a 6-chamber container equipped with a suitable small pressure c, 1III (heat) for the tandem type mask cylinder 1o. Vessel 27.
28 is used, the conostroke generator detects the stroke of the piston 25, 26 via the control bins 29 and 30. The stroke generators 27, 28 and the brake pedal stroke generator 21 emit control signals proportional to their respective strokes and apply them to a control logic circuit 33, which will be described below.

Furthermore, a supply valve 34 is provided, which is designed as a solenoid with two switching positions.
Tiro. The control winding 1l-11 of this supply valve 34 is connected to the output A of the control logic circuit 33.

The present brake device further includes a known anti-skid device 35.
Prepare. This anti-skid device neck has four solenoid valves 36, 37 corresponding to the wheel brake cylinders, respectively.
．． 38.39, solenoid valves 35.36, 37.38
．． 39, and one electronic control device 40 for controlling 39.

The inlet sides of the solenoid valves 36 and 3γ are connected via a pressure conduit 41 and a return conduit 42 to cylinder chambers located before and after the piston 25, respectively.

Similarly, solenoid valves 38, 39 are connected via pressure conduit 43 and through conduit 44 to the itf? The four cylinders are connected to the cylinder chamber located at the rear. The outlet side of each solenoid Ji'', indicated by the arrow, is connected to one of the four wheel brake cylinders.For the sake of simplicity, the wheel brake cylinders are not shown.

Each electromagnetically controlled solenoid valve 36°37.38.
39 has six switching positions, the first position of which is the basic position and opens the passage of pressure medium from the pressure line 41 or 43 to the wheel brake cylinder. Second
In the 6th position, the pressure is maintained in the heavy wheel brake cylinder, and in the 6th position, the so-called pressure relief position, the 2J4 pipe 4
2.44 J, Jl-division of the pressure medium into the wheel brake cylinder causes the pressure in the wheel brake cylinder to be 04 (Jj). (The electronic control unit 40 processes this No. 1.1 with the output signals of various sensors and outputs it by the electronic control unit 40.)

For this purpose, the four control outputs of the electronic control unit 400 are connected via control lines 45 to the solenoid valves 36, 3γ, 3.
8.It is in contact with the solenoid at 39. The control 1 output terminal of the electronic control device 40 is also connected to the OR key 1.
-46 via Seikenron JJ1j 11:! 1 path 33 (7'). In this way, the control output Hh of the electronic control device 40 is controlled by 1i to 1i.
No. g applies an input No. 1 to the input terminal E2 of the control logic circuit 33 together with the solenoid valves 36, 37, 38, and 39 being turned off to the pressure relief position. The output end A of the layer 33 is the four solenoid valves 3.
G, 37° 38.39 All solenoids connected w +
Jf, and this connection is made with O arranged in the control conductor 45.
This is done via the R logic logic circuit 47.

The supply valve 34 is connected to the mask shilling 1 via a pressure conduit 48.
It is connected to the chamber 14 corresponding to the piston 13 of 0,
and the solenoid valves 36, 37, 38 .
It is connected to a pressure conduit 41.43 leading to 39. Check valves 51 and 52 are inserted into the supply conduits 49 and 50, respectively. The connection between the pressure line 48 and the supply line 49,50 is made in the switching position of the supply valve 34.

The control logic circuit 33 connects the solenoid valve 3 to its output terminal A.
6, 3.gamma., 38.39 are formed at 5 to produce a switching signal to switch them to their pressure-relaxed positions. But this system?
The al logic circuit 33 operates only when the brake pedal is in the OFF position.

This return of the brake pedal is detected by the brake pedal stroke generator 21. Furthermore, the control logic circuit 3
As shown in FIGS. 2 and 6, the locking device 537J is installed in
Connected to the electronic control device 40 via the
When the brake pedal is released, the pressure on the solenoids 36, 37, 38, 39 is increased to 1!4-
The control 111 logic circuit 33 is activated for a predetermined and predetermined duration only when a signal for switching to reduced purchase occurs at one of the outputs of the electronic control device 4o.

In order to realize this function, a first embodiment of the control L'lj logic 1/11 circuit is shown in the second section, which allows for the following:
The control logic circuit 33 is provided with a differential element 54 connected to a first input terminal E1 connected to the output terminal of the brake pedal stroke generator 21, by means of which the differential element 54 controls switching of the brake pedal. , In short, the warpage of the brake pedal is detected. via OR gate 46'
A time limit switch 55 is connected to the second input terminal E2 connected to the Ichiko drawing device 40, and this 11q limit switch is formed by a univibrator, a monostable or metastable multivibrator, in short, a monoflocator. It is effective. The output ends of the differential element 54 and the time switch are connected to AND r -) 56, and this AND
)f''-) 56 forms the locking device 53.

This AND gate 56 is a monostable multivibrator 5
7 to the output terminal A1 of the control logic circuit 33, and to this output terminal A, the solenoids of the solenoid valves 36, 37, 38, 39 are connected as already mentioned.
ing. In this case, the monostable flip-flop 57 is A
ND)f''-gate 58 and delayed-embryo 59 form Jt, one input terminal of ANDPf+-gate 58 is connected directly to the output terminal of ANDgate 56, and the other input The terminal is connected to the output terminal of the AND gate 56 via the delay element 59.Control logic J1!1 circuit 3
According to this structure of No. 3, the stroke generators 27 and 28 can be omitted.

Actuation of the working brake pedal 11 creates a braking pressure in the closed brake circuit L II. Anti-skid device 3
According to the response of the electricity charge f wholesaler 4υ of No. 5, the solenoid valve is moved to the pressure relief position + j IJ control signal (hereinafter simply referred to as ABS No. 5) is sent to one of the control output terminals of the 11 child control device 400. When the pressure is applied, the supply valve 34 is controlled to open via the output terminal A2 of the control logic circuit 33. This causes the pressure to rise.

The body is fed into the brake circuit I or II via the check valves 51, 52. This system ft111a publication is A
Even after the BS signal disappears, it remains visible at end A2 for a duration defined by time limit switch 55.

It is connected to the time limit switch 55.

A control signal is also applied to the input terminal of the AND gate 56 during this time. (・Oshi, brake circuit/v11
When returned, the interlocking direction of bin 19 is 4! ! 4. Then, the output signal of the brake pedal stroke generator 21 is exchanged. This pre-sign exchange is detected by a differentiating element 54 and applied to an AND gate 56. As a result, the AND gate 56 is exposed to the control logic circuit 33.
A switching signal is produced at the output A1 of the monostable multi-pie break 570 for a time interval defined by the time constant,
This signal applies to all solenoid valves 36.37°38.3
9, the solenoid valves are switched to the pressure relief position. In the pressure relief position, the pressure medium is discharged from the brake circuit ■, ■nl, which reduces the pressure and increases the difference between the brake pedal stroke and the brake pedal force ρ.
Shifts in the characteristic curve are approximately compensated.

The control logic circuit 33 of the embodiment shown in FIG. 6 similarly includes a differential element 60, which is also connected to the input terminal E1. A comparator 151 is connected to this input end E1 and a third input end E3 that is connected to a stroke generator 27 that detects the piston stroke. Furthermore, a differential amplifier 62 is connected to the input terminal E and E3.
is connected. A bistable flip-flop 63 is connected to the input terminal E2 of the electronic control unit 40 to which the ABS signal is applied, and its Q output terminal is connected to the output terminal A2 of the control logic circuit 33. This controls the solenoid of the supply valve 34. The bistable multivibrator 63 is designed in this embodiment as an RS flip-flop, the reset input of which is connected to the input "ll'll E5" of the control logic circuit 33.

The output terminal of the differential element 60 is also connected to the AND Ketro 6 via a time switch 65 formed as a monoflop, and the output terminals of the comparator 61 and the bistable multi-pie break 63 are also connected to it. It is likewise connected to an AND date 66, which in this case also forms a locking device 53. This AND
The output end of ke""-1.66 is connected to an unstable multi-pipe lake 67, and the output end of this is connected to the control logic circuit 3 connected to the solenoid valves 36, 37, 38, 39.
Connect to output terminal A1 of 3. The unregulated multipipe rake 67 has a controllable switching time or clock time, which is adjusted by the differential amplifier 620 control input. The output terminal of the time switch 65 and the negative output terminal of the
r-) 613, and this AND
)f''-) 513 is connected to the reset input of the bistable multivibrator 63 via an OR date 64.

The operation of this embodiment of the control logic circuit is as follows.

Brake pedal stroke generator 21 and piston 2
One word of the stroke generator for 5 is the comparator 6
1 and compared with each other. When the output signal of the brake pedal stroke generator 21 is larger than the output signal of the stroke generator 27, the comparator 61 issues No. 1a.

The output signal of the brake pedal stroke generator 21 is sent to the differential element 60 when the return of the brake pedal is detected by the differential element 60.
``L'' and continues for a specified time within the time limit switch 65. This signal is applied to the bistable multivibrator 63 to produce an ABS signal at the input terminal E2, and as a result, the AND signal is -The output end of Toro 6, and even non-cheap 'j
Ji l! A signal J'L appears at the input end of the Nu multi-by-break 67. The supply valve 34 is previously switched into the switching position via the bistable multi-pipe brake 63.

At the output A1 of the control logic circuit, a Hals train is generated in phase 1 at the clock time of the unstable J1 remultivibrator 67, and this control pulse train intermittently switches the solenoid valve to its pressure relief position.

In each pressure relief position, the pressure medium is discharged 7t from the brake circuit 7741 or II, so that the pressure decreases,
As a result, the return of the brake pedal is 11J [but the normal correspondence between the brake pedal stroke and the brake pedal depression force].

When the stroke generator numbers become the same at both input terminals E0 and E3 of the control logic circuit 33, the comparator 6
1 does not generate an output signal. Due to the kneading, the unstable multi-pie break 67 was destroyed, and the solenoid valves 36 and 3
7. 38°39 control was canceled. At the same time, a reset pulse is applied to the reset input terminal of the bistable multi-pipe break 63 via the AND cable 8 that has been traced, and the bi-stable multi-pipe break 63 is reset by this reset pulse Jt. The control of the supply valve 34 is stopped. Brake pedal stroke generator 21
Even when n is in its starting position, a reset signal is applied to the bistable multipipe lake 63 via the input terminal E5.
Ru.

In the configuration of the control logic circuit 33 of the embodiment shown in FIG. 6, the second stroke generator 28 for detecting the stroke of the piston 26 can be omitted. However, this second stroke generator 28 is connected to the brake circuit 1. It is necessary when J'L is separately controlled by the can II control logic circuit 33.

In this case, the control logic circuit 33 has the structure shown in FIG. 6, except that the bistable multivibrator 63 is omitted, and the input terminal E3 is connected to the input terminal E4 connected to the stroke generator 28.
and the control logic circuit 33 further includes an output terminal A3,
The output end A3 is connected to the solenoid valve 38.39, and the output end A0 is connected to the solenoid 36.37.

In the brake system explained above;, χ, the control valve 1 is
6, the pedal stroke of the braking process is simulated with a correspondingly increased pedal cooling force.

The present invention's control for compensating for the movement of the characteristic curve at 9 o'clock of the brake pedal [1st road is a brake force booster without stroke simulation can be used in the same way in 11m brake system III] Not even 1.

Effects of the Present Invention According to the structure of the present invention, the relationship between the brake pedal force and the brake pedal stroke is such that the feeling given to the driver is the same regardless of the control f + j H (in the CL range and the brake pedal stroke). The reason for this is that the position of the brake pedal and, if applicable, the position of the piston is evaluated according to the invention, as well as the solenoid valve of the anti-skid device for discharging the pressure medium from the brake circuit. 1.1i111Il+1, the above-mentioned curve can be significantly avoided or reduced to a small (at least inconspicuous) level of 1. Therefore, the driver only has to brake normally, and therefore the master cylinder Damage to the piston sleeve is largely eliminated.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal cross-sectional view of a brake device according to an embodiment of the present invention, FIG. 2 is a block diagram of an embodiment of the control circuit of the present invention, and FIG. 6 is a block diagram of a control circuit of the present invention. It is a block diagram of another example of 10...mask cylinder, 11... brake pedal i
2...Rod, 13...Piston, 14...Chamber, 1
5... Passage, 16... Control valve, 17... Plate, 18...
・Spring, 19 ・Bin, 20... Control pin, 21...
Brake pedal stroke generator, 22...pressure source, 2
3...Suction conduit, 24...Replenishment tank, 25°26.
...Piston, 27.28...Stroke generator, 2
9,311... Control surface bin, 33... Control logic circuit, 34... Supply valve, 35... Anti-skid device, 3
6.37.38.39...Solenoid valve, 40...Electronic control device, 41...Pressure lead, h, 42...Bridging pipe, 4
3...Pressure conduit, 44...Next 2 dedicated pipe, A5...Control lead wire, 46...OR gate, 4γ...OR logical sum circuit, 48...Pressure conduit, 49.50. supply conduit, 51
．． 52...Check valve, 53...Lock device, 54...
Differential element, 55...Timed switch, 56...AND)
f-t, 57... Monostable multivibrake, 58...
-AND date, 59...delayed embryo, 60...differential element, 61...comparator, 62...-differential amplifier, 6
3...Bistable multi-pipe rake, 64...OR&
”-t, (55... timed switch, 66... AND
ke″′-1-167・・Unstable multivibrator,
68...ANDkey!・、70・Brake force booster

Claims (1)

[Claims] 1. A braking device for a vehicle, comprising at least one closed brake circuit, a pressure-supply brake force booster, and an anti-skid device, the brake force booster is equipped with a brake force amplifier and a supply valve operated by the brake pedal, and the anti-skid device has six switching modes, one for each wheel brake cylinder and/or each brake circuit. A solenoid valve having a position and an electronic control device, the electronic control device generating a control signal for switching the solenoid valve to a pressure holding position and a pressure creation position,
Each solenoid valve (36°37, 38, 39) is used as a switching signal to switch the solenoid valve (36°37, 38, 39) to its pressure relief position.
36° 37, 38, 39), which is characterized by the provision of a control circuit (21, 33) which is effective upon release of the brake pedal, emitting an output signal to be applied to the solenoid of the vehicle. Device. 2. A control signal switching the solenoid valve (36, 37, 38, 39) to its pressure relief position is present at one of the outputs of the electronic control device (40) for a fixed period of time, so that said control circuit ( 2L 33) is released at the moment of actuation. 6. The control circuit includes a stroke generator (21) for detecting a brake pedal stroke and a switching signal. The control logic circuit (33) has a control logic circuit (33) that generates
3 is connected to the stroke generator via its first input (El) and to the solenoid valve (36, 37, 38, 39) via its first output (A1). A brake device according to claim 1 or 2. 4. A control signal is generated on at least one of the outputs of the electronic control device (40) of the anti-skid device for switching the solenoid valves (36, 37, 38, 39) into seven pressure relief positions, respectively. is applied to the input terminal (E2) of the control logic circuit (33) at the second input terminal (E2).
7. The brake device according to claim 6, wherein the brake device is connected to the electronic control device (40) via the brake device (40) via the brake device (40). 5. The control logic circuit (33) has its second output terminal (
5. Brake device according to claim 4, wherein the brake device is connected via A2) to a solenoid of a supply valve (34), which is designed as a solenoid valve with two switching positions. 6. The control logic circuit (33) is connected to the first input terminal (El)
a differential element (54) connected to the second input terminal (E2
) is equipped with a timer switch (55) connected to the
The output ends of this differential element (54) and the time switch (55) form a locking device (53) AND lf″-
) (56), and the output terminal of this AND date is controlled via a monostable multivibrator (57).
is connected to the first output (A) of the logic circuit (33) and advantageously comprises a monostable multi-byte generator (57) consisting of another AND data (5B). one input terminal is directly and the negative input terminal is connected to the first AND data (56) through a delay element (59).
The brake device according to claim 4 or 5, wherein the brake device is connected to the output end of the brake device. Z The output end of the time switch (55) is connected to the control logic circuit (3
The brake device according to claim 6, jH2, which is connected to the second output end (A2) of 3). 8. The brake force booster is connected to each brake circuit (I, 1
1) It has a mask cylinder (10) equipped with screw bins (25, 26) corresponding to the two pistons, and a stroke is generated in both pistons that generates a brake number corresponding to the stroke of the piston. The first stroke generator (27, 28) is placed opposite to the first stroke generator (27, 28), and the output signal of this stroke generator (27, 28) is applied to the first stroke generator (21) placed opposite to the brake circuit zlz (11). Claim: wherein the output signal of the stroke generator (27, 28) is coupled to the locking device (53) so as to release the control circuit (21, 33) only when it is greater than the output signal. The brake device according to any one of Items 2 to 5, Item 1. 9 The second stroke generator (27) is connected to the control logic circuit (
33), and the control logic circuit (33) connects the differential element (60) connected to the first input terminal (Eo) thereof, and the first and second differential element (60). 6 input terminal (E
l. The locking device (53) includes a comparator (60) connected to the terminal (E3) and a bistable multivibrator (63) connected to the second input terminal (E2), and the locking device (53) 66), whose first input terminal is connected to the output terminal of the differential element (60) via the time switch (65), whose second input terminal is connected to the output terminal of the comparator, and whose sixth input terminal is connected to the output terminal of the comparator (66). is a bistable multivibrator (63
), the output terminals of which are connected to the non-stable multivibrator (67), respectively, and the output terminal of the non-stable multivibrator is connected to the first terminal of the control logic circuit 1 (33).
is connected to the output (A1) of the time switch (65) or to one input of another AND gate (68), and the negation of the former AND gate (66). The output cars are connected to the other input terminals of the renamed AND) f-) (68), respectively, and this AND key ″-1・(68)
The output terminal of the bistable multi-pipe rake (63) is connected to the reset input terminal (R) of the claim 8.
Brake device as described in section. 10. The non-stable multivibrator (67) has a controllable switching time or clock time and a control input terminal for adjusting the opening time during iJJ switching, and has a control logic circuit ( 33-pin first and sixth input terminals (El, E3)
10. The brake device according to claim 9, wherein a differential amplifier (62) is connected to the differential amplifier (62), and an output terminal of the differential amplifier (62) is connected to a control input terminal of the non-stable multivibrator (67). The brake device according to claim 9 or 10, wherein the Q output terminal of the single king non-stable multivibrator (63) is connected to the second output terminal (A2) of the control logic circuit (33). .