US20110006596A1 - Brake system comprising at least one conveying unit for redelivering brake fluid to the working chambers of a brake booster - Google Patents

Brake system comprising at least one conveying unit for redelivering brake fluid to the working chambers of a brake booster Download PDF

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Publication number
US20110006596A1
US20110006596A1 US12/809,725 US80972508A US2011006596A1 US 20110006596 A1 US20110006596 A1 US 20110006596A1 US 80972508 A US80972508 A US 80972508A US 2011006596 A1 US2011006596 A1 US 2011006596A1
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Prior art keywords
brake
piston
pressure
feeding
working chamber
Prior art date
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Abandoned
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US12/809,725
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English (en)
Inventor
Heinz Leiber
Valentin Unterfrauner
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Ipgate AG
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Ipgate AG
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Publication date
Priority claimed from DE102007062839A external-priority patent/DE102007062839A1/de
Priority claimed from DE200810051316 external-priority patent/DE102008051316A1/de
Application filed by Ipgate AG filed Critical Ipgate AG
Assigned to IPGATE AG reassignment IPGATE AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: UNTERFRAUNER, VALENTIN, LEIBER, HEINZ
Publication of US20110006596A1 publication Critical patent/US20110006596A1/en
Abandoned legal-status Critical Current

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    • 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
    • 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
    • B60T13/74—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 electrical assistance or drive
    • B60T13/745—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 electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • 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
    • B60T8/42—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 having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4208—Debooster systems
    • B60T8/4266—Debooster systems having an electro-mechanically actuated expansion unit, e.g. solenoid, electric motor, piezo stack
    • 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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/447—Reducing the boost of the power-assist booster means to reduce brake 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
    • F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
    • F16D55/2265—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing
    • F16D55/22655—Constructional details of guide pins
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/02—Release mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2129/00—Type of operation source for auxiliary mechanisms
    • F16D2129/06—Electric or magnetic
    • F16D2129/08—Electromagnets

Definitions

  • the present invention relates to a brake system according to the preamble of claim 1 .
  • the master brake cylinder (HZ) of an automotive brake system is adapted to have a volume of displacement that corresponds to the volume intake of the wheel brakes required for reaching the maximum brake pressure. Additionally, a reserve for extreme situations such as brake fading or poorly vented brake systems is provided.
  • the volume intake of the wheel brakes depends on the vehicle. In principle, the volume increases relative to the weight of the vehicle.
  • the displacement volume of the Hz can be determined by the diameter of its piston and its stroke.
  • the brake pedal is connected to the Hz via the push rod piston (DK), the pedal travel being connected to the push rod piston (DK) of the Hz via a constant pedal ratio.
  • DK push rod piston
  • the brake system is designed for a locking pressure to be reached at about 50% of pedal travel. For higher vehicle categories the required necessary displacement volume has to be provided by an increase of the diameter of the Hz since the pedal travel in the vehicle is limited.
  • the piston force required for achieving the desired brake pressure is a result of the piston surface area.
  • the pedal force is boosted by a so-called vacuum brake booster (Vak. BKV) so that with an intact-brake power assistance the pedal forces will be moderate.
  • Vak. BKV vacuum brake booster
  • Hz In systems with travel simulator the Hz can be more freely dimensioned as the pedal travel and the piston travel are not fixedly coupled.
  • a piston travel increase of approx 20-30% is used and at the same time the entire piston travel is employed for braking at high locking pressures including fading.
  • This enables the use of HZ piston surface areas of only 50% of the conventional design, smaller pedal forces thus being sufficient for generating the required brake pressure.
  • Electromotive brake boosters such as those described in DE 102005018649.19 and DE 102006059840.7 particularly lend themselves for a travel simulator system. In a corresponding embodiment these solutions have the additional advantage of very small friction and restoring forces of the electric motor, causing about 50% lesser response forces.
  • the object of the invention is to provide a brake system that may be employed in several sizes of vehicles wherein in heavy vehicle categories, too, only minor pedal forces need to be applied.
  • the invention is based on the idea of using only one smaller diameter master brake cylinder having a size of master brake cylinder sufficient, for example, for a lower class of vehicles for larger vehicles as well. This is possible particularly with an electromotive brake system as long as the volume of the working chambers of the master brake cylinder is effectively increased by re-feeding. With this, re-feeding always takes place when the pistons of the master brake cylinder have nearly reached their end position during braking and no further build-up of pressure is possible. Prior to re-feeding decoupling of the brake circuits by means of the valves already present takes place.
  • the piston drive of the master brake cylinder moves the piston(s) back, while at the same time additional brake fluid is supplied from at least one reservoir into the working chamber or chambers, respectively, of the master brake cylinder.
  • the master brake cylinder can be coupled again to the brake circuits and the pressure in the brake circuits can be increased further.
  • each conveying unit is again disconnected or decoupled from the brake circuit by means of the switched valves.
  • the invention advantageously provides at least one additional conveying unit comprising a reservoir and a valve.
  • the master brake cylinder provides one or two working chambers said one working chamber or both may be charged via a single delivery unit.
  • a master brake cylinder with reduced diameter may be used wherein the volume of the master brake cylinder is under dimensioned relative to the volume intake of the wheel brakes.
  • the necessary additional volume of brake fluid may be obtained from a reservoir, if required, this subsequently being re-fed into the brake circuits by the electromotively driven BKV.
  • the requirement for re-feeding is identified using the distance travelled by the master brake cylinder and the built up pressure. If, for example, piston travel is spent at 140 bar then additional brake fluid is delivered from the re-feeding chamber into the Hz so that the pressure may be increased to maximum pressure.
  • the conveying unit(s) is/are respectively disposed on or integrated in the housing of the electromotively driven brake booster.
  • the re-feeding chamber may be used for yet another function, namely for adjusting the brake lining clearance.
  • contacting brake linings cause considerable additional fuel consumption.
  • This application describes how this is achieved through the negative pressure in the brake line and brake pistons and through specific piston control and activation of the switching valves.
  • the activation is very complex if the piston cannot be retracted from its initial position, as this means additional constructive efforts regarding the electromotive brake booster.
  • the re-feeding chamber it is simple as a corresponding volume is temporarily fed from the HZ into this chamber and the piston of the HZ is moved back by switching the valves accordingly to generate a negative pressure in preferably one wheel cylinder. The remaining wheel cylinders are served consecutively.
  • FIG. 1 is a brake system according to the first embodiment including one delivery unit for each working chamber of the master brake cylinder;
  • FIG. 1 a is a diagram of travel vs. pressure for the brake system in FIG. 1 of two vehicles having different wheel brake volumes;
  • FIG. 2 is a brake system according to a second embodiment including a coupled delivery unit for both working chambers of the master brake cylinder;
  • FIG. 3 is a brake system according to a first embodiment including one solenoid valve each between the working chambers of the master brake cylinder and the reservoir.
  • FIG. 1 shows the basic construction Of an electromotive brake booster as described in DE 102005018649.19, DE 102006059840.7 and DE 102005003648, the entire disclosure content of which hereby being incorporated by reference into the application.
  • the pedal When the BKV is inactive the pedal is decoupled from the Hz. The pedal force is measured by the travel simulator, not shown, which generates the familiar pedal feel.
  • Pedal travel sensor 11 detects the pedal travel, which can be associated with a desired brake pressure by means of a characteristic.
  • the brake booster 2 acting on the push rod piston 3 of the master brake cylinder 5 is activated by actuation of the brake pedal 1 .
  • the floating piston 4 is moved by the volume displacement and pressure. Both piston 3 and piston 4 cause the generation of pressure in the respective brake circuits.
  • the corresponding brake fluid is provided in the reservoir.
  • DE 102005018649.19, DE 102006059840.7 and DE 102005003648 It is known that in travel simulator systems the pedal travel and the piston travel can vary. During braking with a high friction value the piston runs ahead of the pedal.
  • the re-feeding process takes place when the piston 3 , 4 reaches the end region of travel.
  • the control valves 7 are closed and the pressure achieved is trapped in the wheel brakes.
  • the re-feeding valves 8 are opened.
  • the push rod piston 3 is retracted by the electromotive BKV causing the pressure in the master brake cylinder to fall towards zero (0).
  • the stored brake fluid from the already charged re-feeding chambers 20 is delivered into the working chambers A 1 , A 2 of the master brake cylinder by means of the spring 10 and the piston 9 .
  • there is a positive pressure e.g.
  • the bias of the spring 10 makes for a charge pressure of e.g. 5 to 10 bar.
  • a charge pressure e.g. 5 to 10 bar.
  • this enables fast re-feeding into the working chambers A 1 , A 2 in, for example, about 50 ms, thus preventing a significant delay in the pressure increase.
  • the re-feeding valves 8 should be optimized for flow and switching times.
  • the valves 8 which should preferably be of a normally closed design may have a large valve seat cross-section.
  • the valve 8 can then open for medium high pressures such as for example 50 bar only. This is not disadvantageous for re-feeding as the switching of the re-feeding valves takes place at about 10 bar. There is therefore no need for expensive pressure-compensated valves for re-feeding. For reasons of time it might make sense to not re-feed the entire volume in the re-feeding block 20 in one go. If the piston 3 , 4 approaches the end position for example at 140 bar then at first a volume sufficient for a build-up of pressure to 170 bar may be re-fed.
  • the remainder of the volume may be re-fed in a new re-feeding step for a maximum pressure of for example 200 bar. Since the first re-feeding step is sufficient for the majority of cases the time delay in the build-up of pressure during re-feeding can be reduced for these braking operations.
  • the re-feeding chamber 20 may be charged and diagnosed after charging at the assembly line end or during service, at each vehicle start or during the, acceleration phases.
  • the maximum pressure in the re-feeding chamber for example 10 bar is preferably introduced at a controlled pressure via the motor drive.
  • the push rod piston 3 When the re-feeding valve 8 is opened at this point the push rod piston 3 must not move. However, should this be the case then this will indicate a leak in the piston seal or a leaking re-feeding valve 8 .
  • the differential volume is identifiable by the piston travel S K .
  • the differential volume and the diagnostic intervals enable detection of the extent of the leakage.
  • the master brake cylinder is adjusted to the maximum re-feeding pressure.
  • the charging level of the re-feeding chamber 20 can be inspected by closing the control valves 7 , adjusting the Hz to the maximum charge pressure of the re-feeding chamber 20 , e.g. 10 bar, controlling the position of the piston to be the manipulated variable, opening the re-feeding Valves 8 and monitoring with the pressure sensor 12 for a pressure drop in the Hz.
  • the venting condition of the brake system can be regularly checked by means of the pressure/volume characteristic, the total volume of the brake actuation consisting of the volume of the master brake cylinder and the displacement volume of the re-feeding block can be reduced in comparison to conventional systems. There is no longer any need to provide the additional safety volume for a poorly vented volume as is the case in conventional systems.
  • a further possibility for monitoring the charge condition of the re-feeding chamber 20 is to employ an optional sensor 24 .
  • This sensor detects the position of the piston 9 .
  • the sensor 24 may be designed as positional resolution sensor or as a switch that detects the position of the piston 9 .
  • This sensor may be used for diagnostics or for the defined control of the piston in order to be able to provide a sufficient volume for the function of generating negative pressure.
  • FIG. 1 a shows the progression of pressure p across piston travel S N of the push rod piston 3 for a small car A and a sport utility vehicle (SUV) B. Both vehicles are using the same master brake cylinder.
  • the dotted line shows the limits at p max and at the end of the piston travel.
  • the small car reaches locking pressure p 1 at a piston travel of only 40%.
  • the SUV has a distinctly higher volume intake, i.e. piston travel, so that p a is reached at for example 70% of piston travel S N . Mention must again be made of the fact that in both cases due to the use of the travel simulator 2 the maximum pedal travel is limited to for example 40%.
  • the Hz piston runs ahead of the pedal and the real piston travel is not identifiable at pedal 1 .
  • the Hz volume of a small car for example 140 bar may be reached in the SUV.
  • additional volume for the increase in pressure to for example 200 bar is provided on reaching S N through the previously mentioned re-feeding process N.
  • FIG. 1 a it becomes apparent how piston 3 , 4 moves back and is then able to build up the pressure to p MAX .
  • R 2 shows an alternative return feed process.
  • the control valves 7 are closed and the re-feeding valves 8 are opened.
  • the re-fed additional volume can now be displaced back into the delivery unit.
  • the control valves 7 are opened again and the pressure reduction in the wheel brakes can continue.
  • no pressure reduction occurs at the wheel brakes. It is therefore important here, too, that this process takes place quickly so that the driver does not notice any interruption of the pressure reduction.
  • FIG. 2 shows an alternative second embodiment of the invention in which volume is also re-fed from a re-feeding chamber into the master brake cylinder.
  • This unit consists of a cylinder 13 containing two pistons coupled to the drive of the piston 3 via a rod 16 above a tappet.
  • the drive acts directly on piston 14 , when moving back the rod 16 is carried along via the spring 17 .
  • This serves a safety purpose so that for example in case of the solenoid valves malfunctioning or the rod 16 jamming the piston 3 can travel back to initial position for a full reduction of pressure.
  • re-feeding is restricted to the volume of the re-feeding chamber 20 .
  • re-feeding can continue until the reservoir is empty.
  • FIG. 3 shows the possible use of the delivery unit 20 in order to positively adjust a lining clearance at the wheel brake RB.
  • the construction of a wheel brake RB is generally well known and will not be explained in greater detail here. For further information see Bremsenhandbuch, 2 nd edition, Vieweg 2004.
  • a negative pressure is temporarily generated in the tandem master brake cylinder (THZ) 3 , 4 , 5 .
  • the brake pistons in the wheel brakes are therefore positively retracted leading to a gap between the wheel lining and the brake disk. This results in the elimination of any residual frictional effect between brake linings and brake disk.
  • the negative pressure can be generated using the re-feeding chamber 20 , the basic function of which has already been explained in FIG. 1 .
  • a switching valve 18 each has been placed between the working chambers A 1 end A 2 of the master brake cylinder and the reservoir 6 .
  • the re-feeding chambers 20 are not fully charged. They contain a sufficient volume to provide brake fluid for high pressure requirements as in the case described in FIG. 1 , but can also take in additional volume.
  • the travel of piston 3 is proportional to the travel of the brake piston.
  • the negative pressure is evaluated so that the movement of the piston is only evaluated under pressure level or a temporal progression of pressure.
  • Temporal progression of pressure means that when the negative pressure through friction of the piston is constant then this equally corresponds to movement of the brake piston.
  • the solenoid valves 18 are opened again.
  • the negative pressure in the THZ 5 is eliminated. It is the task of the solenoid valves 18 to prevent brake fluid reaching the working chambers A 1 and A 2 of the THZ from the reservoir via the THZ seals during the negative pressure phase in the THZ. It is also possible to retract all brake pistons of the wheel brakes RB simultaneously by opening all of the control valves 7 in the negative pressure phase.
  • the re-feeding chambers are not fully charged so that they can take in volume for the adjustment of the lining clearance.
  • the charging condition may be monitored via sensor 24 .
  • a further possibility is to completely empty the re-feeding chambers and to introduce a defined volume via the piston travel 3 .
  • both re-feeding chambers 20 are charged separately from each other so that one chamber 20 is always fully charged and the volume for an emergency as described in FIG. 1 is provided.
  • the brake fluid from re-feeding chambers 20 may be used.
  • solenoid valves 12 are closed, control valves 7 are opened and subsequently re-feeding valves 8 are opened.
  • the springs 10 displace the brake fluid from the re-feeding chambers 20 via the piston 9 into the wheel brakes RB.
  • the required volume can be controlled through the position of piston 9 supplied by sensor 24 .
  • the pre-charge volume may be adjusted from the opening time of the re-feeding valves and the charging pressure of the re-feeding chamber 20 .
  • the pressure sensor 12 also allows detection of when the lining clearance has been eliminated. As soon as the brake linings are in with the brake disk the pressure in the brake circuit rises. Concerning the reduction of the brake travel, a pre-charge to about 5 bar is even more effective, this requires an external sensor, e.g. a pedal proximity sensor.
  • One method which is applicable when, with the lining clearance adjusted, the re-feeding chambers 20 have become discharged for example due to a leak, provides the following working steps:
  • the re-feeding valves 8 remain closed at first, the control valves opened. Piston 3 is actuated by the motor drive so that a corresponding volume of brake fluid is delivered into the brake circuits until the linings are brought into contact. Subsequently control valves 7 are closed and piston 3 is retracted again. This generates negative pressure in the working chambers A 1 and A 2 . As soon as piston 3 has reached its initial position the negative pressure draws the corresponding differential volume from the reservoir.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Braking Arrangements (AREA)
US12/809,725 2007-12-21 2008-12-22 Brake system comprising at least one conveying unit for redelivering brake fluid to the working chambers of a brake booster Abandoned US20110006596A1 (en)

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DE102007062839A DE102007062839A1 (de) 2007-12-21 2007-12-21 Bremsanlage mit mindestens einer Fördereinrichtung zum Nachfördern von Bremsflüssigkeit in die Arbeitsräume eines Bremskraftverstärkers
DE102007062839.2 2007-12-21
DE102008051316.4 2008-08-14
DE200810051316 DE102008051316A1 (de) 2008-08-14 2008-08-14 Bremssystem mit adaptiv steuerbarem Bremsbelaglüftspiel
PCT/EP2008/011021 WO2009083217A2 (de) 2007-12-21 2008-12-22 Bremsanlage mit mindestens einer förderungseinrichtung zum nachfördern von bremsflüssigkeit in die arbeitsräume eines bremskraftverstärkers

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US12/809,725 Abandoned US20110006596A1 (en) 2007-12-21 2008-12-22 Brake system comprising at least one conveying unit for redelivering brake fluid to the working chambers of a brake booster
US12/809,692 Active 2030-09-22 US8864244B2 (en) 2007-12-21 2008-12-22 Brake system with adaptively controllable brake lining clearance

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CN101945787B (zh) 2013-10-23
CN101952148A (zh) 2011-01-19
EP2225132B1 (de) 2011-09-14
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EP2225133B1 (de) 2014-02-19
US8864244B2 (en) 2014-10-21
WO2009083217A2 (de) 2009-07-09
ATE524356T1 (de) 2011-09-15
EP2225133A2 (de) 2010-09-08
KR20100099740A (ko) 2010-09-13
KR20100103633A (ko) 2010-09-27
US20110031072A1 (en) 2011-02-10
JP2011506187A (ja) 2011-03-03

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