US20170327098A1 - Actuating system for a vehicle brake and method of operating the actuating system - Google Patents

Actuating system for a vehicle brake and method of operating the actuating system Download PDF

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Publication number
US20170327098A1
US20170327098A1 US15/312,292 US201515312292A US2017327098A1 US 20170327098 A1 US20170327098 A1 US 20170327098A1 US 201515312292 A US201515312292 A US 201515312292A US 2017327098 A1 US2017327098 A1 US 2017327098A1
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United States
Prior art keywords
piston
pressure
cylinder unit
valve
actuating device
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
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US15/312,292
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English (en)
Inventor
Heinz Leiber
Valentin Unterfrauner
Christian Köglsperger
Anton van Zanten
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Ipgate AG
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Ipgate AG
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Publication date
Priority claimed from DE102014107112.3A external-priority patent/DE102014107112A1/de
Priority claimed from DE102014109628.2A external-priority patent/DE102014109628A1/de
Application filed by Ipgate AG filed Critical Ipgate AG
Priority claimed from PCT/EP2015/061105 external-priority patent/WO2015177207A1/de
Assigned to IPGATE AG reassignment IPGATE AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KOGLSPERGER, CHRISTIAN, UNTERFRAUNER, VALENTIN, VAN ZANTEN, ANTON, LEIBER, HEINZ
Publication of US20170327098A1 publication Critical patent/US20170327098A1/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
    • 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
    • B60T8/4031—Pump units characterised by their construction or mounting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/341—Systems characterised by their valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—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
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • 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
    • B60T8/4018—Pump units characterised by their drive mechanisms
    • B60T8/4022—Pump units driven by an individual electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • B60T8/4018—Pump units characterised by their drive mechanisms

Definitions

  • the invention relates to an actuating system for a vehicle brake according to the preamble of claim 1 and a method of operating the actuating system.
  • Braking systems are subject to increasing demands. This is particularly the case in terms of reliability and a good fallback level. If the brake booster fails, then for the internationally prescribed foot force of 500 N, ideally a deceleration of more than 0.64 g should be achieved, which is considerably higher than the minimum required by law of 0.24. An advantage of the high achievable deceleration is also that a red warning lamp, which is irritating for the driver, does not have to be activated.
  • DE 102011111369 of the applicant describes a system with an additional piston, which delivers the necessary pressure medium volume and has the advantage that it is operated by the motor spindle and is not active in the fallback level, e.g. allows the specified deceleration.
  • the disadvantage here can be that in some cases correspondingly high forces arise which place stress on the spindle, the ball screw unit (KGT) and the bearings.
  • S system serial type
  • P system parallel type
  • the master cylinder THZ the main components (such as for example in DE 102011111369) of the master cylinder THZ, motor with ball screw unit KGT and auxiliary piston are arranged in a single axis and with the P system (such as for example in DE 10 2012222897 A1), the master cylinder THZ is arranged in one axis and a plunger for volume provision with motor is arranged in a laterally displaced second axis.
  • P systems require less installed length, but are more complicated and less reliable than S systems.
  • a P system is implemented with a double stroke piston and THZ, the installed length and valve switching of which does not meet all requirements.
  • the object of the invention is to provide a system with a short installed length and great reliability.
  • an actuating system for a vehicle brake and a method of operating the actuating system with reduced installed length and improved reliability are provided.
  • Such an actuating system is also provided with a little constructional effort and less pressure loads from extreme pedal forces.
  • a further hydraulic line section can expediently be run to a working chamber formed on the rear of a piston of the first pressure source or piston-cylinder unit (master cylinder), in which in particular a switching valve is arranged.
  • a further advantageous design provides that a working chamber of a third pressure source or piston-cylinder unit (auxiliary piston) by means of a hydraulic line, in which in particular a valve device is arranged, is connected with at least one working chamber of the second (DHK) and/or first pressure source or piston-cylinder unit (master cylinder).
  • the invention or its embodiments/designs also provide sufficient brake fluid volume with an additional prefill function.
  • the system with serial (S) arrangement of THZ and Motor is longer in design than the parallel (P) system, in which the THZ and motor are arranged in separate axes.
  • the P system is more complex with housings and valves. With the extensive functions and dimensions described it is intended that the complexity of the P system can be reduced and that the functions can be expanded.
  • the piston-cylinder unit or the double stroke piston can also be replaced by a pressure source with continuous delivery, e.g. an electromotor-driven high pressure pump.
  • valves used to open the braking circuit for pressure reduction are checked for tightness with each braking.
  • a pressure sensor can be dispensed with, since the volume delivery by the double stroke piston DHK, in comparison with the pressure-volume characteristic curve and pressure, identifies both the volume intake and leakage or brake circuit failure.
  • FIG. 1 a system in the P version with reduced complexity
  • FIG. 1 a an additional spring arrangement in the floating piston SK
  • FIG. 2 a system as in FIG. 1 with simplified valve switching of a double stroke piston DHK;
  • FIG. 2 a a system with a high-pressure pump, instead of a piston-cylinder unit;
  • FIG. 3 a system as in FIG. 1 with additional valves of the tandem master cylinder to the reservoir;
  • FIG. 4 a system in the P design with parallel double stroke pistons (DHK 3 ) with three effective piston surfaces;
  • FIG. 5 a system in the P design simplified with parallel double stroke pistons (DHK 2 ) with two pistons;
  • FIG. 5 a a system with simplified twin piston version
  • FIG. 6 a system in P design with a motor arranged in parallel with drive belts
  • FIG. 7 a particularly simple implementation (minimal version) of the system with additional installed length reduction
  • FIG. 7 a a spring arrangement
  • FIG. 7 b spring characteristics
  • FIG. 7 c a cross bore arrangement.
  • the system shown in FIG. 1 represents minimum complexity for minimum function.
  • a (first) piston-cylinder unit (master cylinder) with plunger rod piston (DK) 12 a and floating piston (SK) 12 and a further (second) piston-cylinder unit with a piston 16 (auxiliary piston) are situated, and on a second axis A 2 , which is radially displaced with respect to the first axis, a piston-cylinder unit with a double stroke piston (DHK), a ball screw unit (KGT) with spindle 5 and a drive motor 8 are situated.
  • DHK double stroke piston
  • KGT ball screw unit
  • the piston-cylinder unit with auxiliary piston can also be arranged on a parallel axis, as for example in applicant's patent application DE 102011017436.2, in which the pedal plunger is arranged on the central axis of the master cylinder and two auxiliary pistons on axes displaced parallel thereto.
  • hydraulic lines HL 1 and HL 2 (without isolation valve) are connected via a valve block (VBL) with wheel brakes (not shown).
  • hydraulic lines From the working chambers 10 a and 10 b of the double stroke piston, hydraulic lines also run (shown by dashes), in which non-return valves are fitted, to a reservoir VB.
  • a travel simulator arrangement with a travel simulator WS with pistons, non-return valves RV 0 , RV 1 and UV, and an aperture D and a solenoid valve WA is connected via a hydraulic line HL 3 with a working chamber of the piston-cylinder unit with auxiliary piston 16 and corresponds to the travel simulator described in applicant's patent applications DE 102013111974.3 and DE 10 2104 102 536.9, to which in this respect reference is made.
  • the pressure relief valve UV has two functions here: in normal functioning at high pedal speed to reduce the throttle force and similarly in the fallback level RFE, to allow the pedal force to be converted more quickly into pressure.
  • the travel simulator arrangement can expediently be arranged parallel to the THZ or also in the valve block VBL.
  • the working spaces of the plunger rod piston DK and the floating piston SK are connected via hydraulic line sections HL 1 and HL 2 with the valve block VBL, wherein in these line sections no valves, in particular no switching valves, are arranged (unlike the designs according to FIGS. 4 and 5 .
  • a volume supply from the working chamber 10 a of the double stroke piston DHK into the working chamber 12 c of the plunger rod piston, e.g. to the rear of the plunger rod piston DK of the piston-cylinder unit (THZ) is effected, so that the pistons DK and SK develop or increase pressure in their pressure chambers or the lines HL 1 , HL 2 .
  • the volume or pressure is directed from the piston-cylinder unit (THZ) via the pressure control valves (not shown) in the valve block VBL directly to the braking circuits (BK) or the wheel brakes.
  • Pedal travel sensors 2 a, 2 b determine the pressure in the braking circuits BK, which is brought about via the drive of the double stroke piston DHK and appropriate volume supply.
  • the travel simulator WS determines the pedal force characteristic. For a travel of ⁇ WS this travel simulator is activated, accounting for approximately 40% of the entire travel of the pedal plunger.
  • the volume supply can in a first operating mode 1 be changed for the corresponding travel in that by opening the two valves EA volume directly from the working chamber of the double stroke piston DHK reaches the hydraulic lines associated with the pistons DK and SK.
  • the pistons DK and SK remain in the position, indicated by the travel of the DK piston or the spring forces of the springs of the pistons DK and SK.
  • the valves EA there is in practice the same pressure on both sides of the pistons SK and DK, so that the plunger rod piston DK rests on the pedal plunger (PS) 3 , provided the springs are suitably coordinated. This can be performed selectively with an additional spring, as for example described in connection with FIG. 1 a.
  • a progressive spring characteristic of the floating piston SK allows the plunger rod piston DK to stay in position for a travel of ⁇ WS and the floating piston SK to have a particular distance to the plunger rod piston DK.
  • the positioning of the plunger rod piston DK on the pedal plunger 3 is preferably used in the ABS function (operating mode 2 ).
  • the ABS function can also be performed before the full travel ⁇ WS, since here the maximum brake pressure of, for example, 200 bar is applied.
  • the ABS function can be performed at a low ⁇ of just 10 bar and a correspondingly low travel of the pedal plunger 3 .
  • the plunger rod piston DK is intended to come up against the pedal plunger 3 . With further movement of the pedal plunger 3 this causes additional counterforces due to friction and spring forces and compressive force via the pedal plunger 3 . This is quite advantageous, because a small reaction by ABS against the pedal 1 is desirable. This can be further reinforced and modulated by varying the admission pressure Pvor by means of the double stroke piston DHK.
  • the starting position of the floating piston SK with stroke reserve is of major significance for the “worst case” failure of the motor at low ⁇ and subsequent positive ⁇ -jump.
  • the floating piston SK can only deliver enough volume, if it has sufficient stroke and is not already up against the end of the housing.
  • the pistons SK and DK deliver volume via the residual stroke, without the pistons DK and SK clashing, whereupon disadvantageous asymmetric brake pressures would arise.
  • the pressure build-up P auf takes place for as long as the pedal travel sensors 2 a / 2 b specify this to the motor controller. If, for a high pressure level or volume, e.g. during fading, the volume of the double stroke piston DHK in the advance stroke via the pressure relief valve S 1 is insufficient, then in the return stroke a further volume boost takes place via valve S 2 .
  • valve block VBL The eight valves necessary for pressure regulation (four inlet valves EV and four exhaust valves AV) or alternatively four switching valves SV in multiplex operation MUX are contained in the valve block VBL.
  • the double stroke piston DHK works continuously with advance stroke and return stroke, since the volume drawn for the pressure reduction P ab via the exhaust valves AV must be repeatedly requested. If a pressure reduction P ab initiated by the pedal sensors 2 a / 2 b takes place, then this similarly takes place via the valves AV in the return stroke R. This preferably takes place via only one valve AV, e.g. in the DK circuit with open valves EA.
  • FIG. 1 a shows a spring arrangement with an additional spring on the floating piston SK.
  • a spring housing 26 with floating piston-spring F SK is shown, as is standard in tandem master cylinders THZ.
  • a spring F X arranged between the floating piston and spring housing acts, corresponding to the starting spring force of the conventional spring of the floating piston SK. It is known that this is designed such that as a result the floating piston SK and plunger rod piston DK are reset and the friction forces overcome.
  • the spring of the plunger rod piston DK is constrained to a high force level.
  • operating mode 1 can be activated, in which the parallel connection of valve EA does not take place and the floating piston SK and if necessary also the plunger rod piston DK are moved to the stroke end. This has the advantage that the seals can in each case be checked over the full stroke, such that “dormant failures” are impossible.
  • FIG. 2 shows the next configuration level with valves ESV in line section HL 4 and V DK in line section HL 5 , and with SV 5 in line section HL 6 , and correspondingly expanded functions.
  • the feeding-in ES of additional volume into the braking circuits BK has major advantages at the fallback level RFE, since the additional volume results in a higher pressure level or shorter pedal travel.
  • the feeding-in ES requires that the valve V DK is closed, so that a pressure equalisation, which occurs when the valve EA is open, is prevented here.
  • the feeding-in via the valve EA is possible optionally in one braking circuit BK or both together. Since during feeding-in, compressive forces from auxiliary piston 16 and also plunger rod piston DK act on the pedal 1 , the feeding-in ES is limited to pressures of, for example, 20-25% of the blocking pressure, e.g. 20-25 bar due to excessive pedal forces.
  • valve ESV is closed (operating mode 5). This is effective with 30-40% additional volume in the fallback level RFE. Since the pressures in the fallback level RFE are lower than is normally the case, the valve V DK can have a correspondingly smaller design in the switchable pressure range. This allows larger cross-sections or lower magnetic forces, which is cost-relevant.
  • valve V DK Since with the valve V DK closed, the plunger rod piston DK is moved via the pedal plunger PS, the valve SV 5 is necessary to avoid a depression as the piston moves. With the pressure reduction P ab the valve V DK is opened, and the volume reaches the reservoir VB via the open valves ES and WA or similarly the reservoir VB via the valves EA and AV.
  • a free travel LW between pedal plunger 3 and the plunger rod piston DK can be employed, which in combination with valve ESV provides advantages, namely no activation of the double stroke piston DHK and of the motor for pressure build-up and pressure reduction or no piston operation during recovery and a reduction in installed length.
  • the plunger rod piston DK does not have a standard design here as in a conventional THZ with two seals (the second seal serves to avoid external oil leaks).
  • the plunger rod piston DK is combined with the double stroke piston DHK as a 3-piston solution and advantageously has just one seal with its pressure chamber.
  • This design with just one seal D 1 can also be used here without combining with the double stroke piston DHK and without stepped piston for the non-stepped cylindrical plunger rod piston DK.
  • a coupling of the spring housing 26 with the floating piston SK is required here, however.
  • valves EA During braking, a phase of constant pressure (e.g. no change in pedal travel) often occurs in the travel simulator step 1 (pressure range ⁇ 30 bar). This is used to diagnose the leak tightness of all components, including the valves EA.
  • valve VDK and valve EA are closed, the motor position is unchanged, and the valves ESV and WA are open, wherein if all components of the braking circuits are leak tight, no pressure reduction should take place.
  • the valves EA are in practice tested during each partial braking (80%) of all braking operations.
  • the braking system must also be designed for maximum pedal forces that are 12 times greater than the pedal force upon reaching the blocking pressure. This affects the pressure loading of the auxiliary piston, the housing of the auxiliary piston and valves ESV and WA.
  • the existing valve switching offers a simple solution to this. If this case arises and the valve WA designed for a low pressure level, e.g. 200 bar, opens at this pressure, then a pedal movement occurs, which is measured by the pedal sensors 2 a / 2 b. This leads to the closing of valve V DK .
  • the pedal plunger acts on the plunger rod piston DK, and a depression occurs on the secondary side of the plunger rod piston DK.
  • the pressure of the plunger rod piston acts on the primary side, and can be increased to 200 bar on the abovementioned signal.
  • the pedal force is equalised by two pistons rather than one, leading to a significant reduction in pressure level for the abovementioned components (operating mode 5 ).
  • a failure of the travel simulator is also possible with the system according to FIG. 2 .
  • the return spring 18 acts on the pedal force, e.g. the pressure reduction P ab takes place as described by a corresponding motor controller via the pedal travel sensors 2 a / 2 b .
  • the failure of the travel simulator WS is only identified if the valve WA should close for a certain pedal travel. If it does not do so, e.g. due to failed seals also, then this is detected via the force-travel sensor KWS.
  • the pressure build-up P auf then takes place normally following the signal from the pedal travel sensors 2 a / 2 b.
  • volume or pressure is also triggered on the rear of the plunger rod piston DK and in parallel to the prefilling of the braking circuits BK via the two valves EA, i.e. all that is missing is the counterforce of the travel simulator WS.
  • a small counterforce acts on the pedal plunger.
  • a larger counterforce can be developed by closing the valve V DK .
  • the full compressive force of the plunger rod piston DK acts on the pedal plunger PS 3 .
  • PWM pulse width modulation
  • the valves EA can be closed after prefilling.
  • a pressure relief valve UV 2 can be used, which in particular is arranged in a connecting line between the line sections containing non-return valves V 3 , V 4 , wherein for example, up to 30 bar prefilling with larger piston surface takes place and then above 30 bar volume flows for pressure equalisation to the rear of the double stroke piston DHK.
  • up to 30 bar the large piston area of the double stroke piston DHK acts and at >30 bar as a result of the pressure equalisation a smaller effective surface acts for volume supply.
  • valve AVMUX For the application of the multiplex method (MUX)for pressure modulation, for the pressure reduction function during brake boosting operation a valve AVMUX is necessary.
  • MUX multiplex method
  • AVMUX volume for pressure reduction can reach the return flow, providing a pressure build-up for additional volume with return stroke (RH) (fading) takes place via the double stroke piston DHK.
  • RH return stroke
  • this valve AVMUX is unnecessary.
  • a failure of the secondary seal of the floating piston must also be considered. Essentially, normally (no failure) the P vor acts on the plunger rod pistons DK and displaces the pistons DK for pressure build-up in both braking circuits. In the above case the volume would flow from the VDK via the cross bore of the plunger rod piston DK and the failed seal. This can be prevented by the following measures:
  • FIG. 2 a shows an alternative to the double stroke piston DHK, with a pump driven by an electric motor.
  • This can be a gear, vane or piston pump.
  • the motor can expediently be an EC motor.
  • a piston pump does not need an additional non-return valve, unlike a sliding vane pump, since its operating states are at constant pressure without volume delivery, so that here there is no return flow. If for the brake booster BKV mode the pressure reduction is not intended to take place via exhaust valves AV of the ABS pressure regulator device VBL, this is performed via valve AVMUX. With such a system, however, there is no prefilling VF and also no multiplex operation(MUX), nor any pressure reduction as is possible with a double stroke piston DHK with valve AS.
  • FIG. 3 shows a system with additional functions and valve alternatives.
  • the suction valve SV 5 can be avoided by having a 3/2-V DK valve.
  • the return flow is closed.
  • the connection between double stroke piston DHK and plunger rod piston DK is isolated and that to the reservoir VB open.
  • valve arrangement of the double stroke piston DHK with valves AS and V F is known from the applicant's DE 102014107112.3, with the valves TV being left out.
  • valve AS allows a pressure reduction with the open valves EA without opening of the braking circuits BK by valve AV.
  • the valve ESV is closed and only open in fallback level 3 with a failure of the vehicle electrical system, which is particularly effective with a plunger rod piston DK according to FIG. 2 .
  • isolation valves TV are arranged in the lines from the THZ to the valve block VBL. Valves AS, VF and VDK are also provided.
  • FIG. 4 shows the P design, in which in the first axis a piston-cylinder unit with a piston 16 (auxiliary piston), a further piston-cylinder unit (THZ) with DK piston 12 a and SK piston 12 are located, and in the second axis, which in relation to the first axis is laterally or radially displaced, a piston-cylinder unit with a double stroke piston (DHK), a ball screw unit (KGT), with spindle 5 and a drive motor 8 are located.
  • a piston-cylinder unit with a double stroke piston (DHK), a ball screw unit (KGT), with spindle 5 and a drive motor 8 are located.
  • hydraulic lines, in which the solenoid valves TV associated with the braking circuits are connected are connected via a valve block (VBL) with wheel brakes (not shown).
  • VBL valve block
  • wheel brakes not shown
  • hydraulic lines in which non-return valves S 1 and S 2 are connected, also run to reservoir VB.
  • a travel simulator WS with piston, non-return valves RV 0 , RV 1 , aperture D and solenoid valves ESV, WA is connected via a hydraulic line with aperture D or non-return valve RV 0 with a working chamber of the piston-cylinder unit with auxiliary piston and corresponds to the travel simulator described in the applicant's patent applications DE 102013111974.3 and DE 102014102 536.9, to which reference is made in this connection.
  • a pressure relief valve UV here has two functions: during normal functioning at high pedal speed, to reduce the plunger force and similarly in the fallback level RFE, to allow the driver to convert the pedal force more rapidly into pressure.
  • the travel simulator WS can expediently be arranged parallel to the THZ or in the valve block VBL.
  • a force-travel-simulator KWS (see applicant's DE 102010045617.9) and pedal travel sensors 2 a, 2 b are activated. These activate the motor 8 , which via the spindle 5 with KGT 7 via the piston plunger 4 drives the double stroke piston (DHK 3 ) 10 with three or (DHK 2 ) with two pistons or effective piston surfaces.
  • the volume delivery in the braking circuit is performed in the S design and the P design by the double stroke piston DHK.
  • the volume delivered is determined by the effective piston surface and the piston stroke.
  • the S design the delivery is performed during the forward stroke directly into the braking circuit and with the P design via the EA valves into the braking circuit.
  • the return stroke both with the S design and the P design, the delivery is performed via the EA valves. If what is referred to as prefilling VF takes place, then as a result of valve switching the effective piston surface is greater.
  • the double stroke piston DHK is configured with three (DHK 3 ) and/or two (DHK 2 ) effective piston surfaces.
  • the double stroke piston DHK must deliver the volume in the braking circuit for pressure build-up during the forward stroke and similarly during the return stroke. Since here the piston with seal D 1 and D 3 draws volume from the braking circuit, the annular surface must be suitably dimensioned. Furthermore, during prefilling it is intended that the effective piston area is increased. Here, the volume from the annular surface is pushed through under the unilaterally operating sleeve gasket, with the advantage that this already takes place in the area of the cross bore and thus relieves the gasket.
  • a piston movement with the generation of a depression in the brake calliper is desirable for setting the lining clearance, to reduce the residual frictional moment and thus the CO2.
  • the seal D 1 must be depression-proof.
  • the result is a double stroke piston DHK 3 with three effective surfaces. This can also be used in a P arrangement (e.g. according to FIG. 4 ).
  • One piston area of the double stroke piston DHK 2 can be reduced by giving up the underpressure delivery. Furthermore, with the double stroke piston DHK, as shown in FIG. 5 a and further described below, the isolation valve can be dispensed with. However, here the reduction in braking circuit BK pressure must take place either via the ABS valves AV or an additional valve AUX.
  • the volume delivery in the braking circuit correlates with the volume increase as a function of the pressure for the individual wheel circuits or the braking system as a whole. This is referred to as the p-v curve. Therefore, the correlation can be used for diagnosing the braking circuit (fill level, leakage, BK failure). But also for the abovementioned pressure control for the pressure build-up P auf and also the pressure reduction P ab .
  • Part-MUX partial multiplex
  • Part-MUX partial multiplex
  • the piston plunger preferably has an elastic configuration, so that under the impact of the spindle a lower transverse force on the double stroke piston(DHK) 10 is developed.
  • the torque support is not implemented here and corresponds to the torque support described in the applicant's DE 102012103506, to which in this respect reference is made.
  • the functions of the double stroke piston (DHK 3 ) 10 with suction valves S 1 and S 2 with isolation valve AS correspond to the functions described in the applicant's DE 102013111974. If the double stroke piston (DHK) 10 is operated via the motor drive, then the brake fluid volume is delivered from the pressure chamber 10 b via the valves EA in the braking circuits DK and SK.
  • the valve AS remains open, and the valve VF is open.
  • the delivery volume is checked using the pressure in the braking circuits BK via pressure sensor DG. If it does not match the pressure-volume curve, then an EA valve is closed alternately and the further pressure build-up monitored. If a BK failure is identified, the corresponding valve EA remains closed. Simultaneously with the motor operation the isolation valves TV are closed.
  • the return stroke takes place as described in the applicant's application DE 102013111974.3, during which the valve AS is closed and the valve VF is open. If the VF function claimed in application DE 102013111974.3 is required, then during the forward stroke the valve AS and the valve VF are closed. If now the ABS function is required, then for example the pressure regulation takes place according to the prior art with inlet valves EV and exhaust valves AV for pressure reduction (see valve block VB). Here the volume for the pressure reduction reaches the reservoir VB via the return lines R.
  • the pressure difference at the valve EV it is possible to set the pressure difference at EV for example at only 20% higher than the blocking pressure of what is referred to as the high wheel. Due to the lower pressure difference, with the same maximum pressure gradient the valve cross-section can be selected to be greater, so that during rapid braking the dynamic pressure is lower and what is referred to as the time-to-lock is shorter.
  • the MUX pressure controller can be used with four switching valves SV.
  • One of the many advantages is accurate pressure control, because the piston (DHK) sets the appropriate volume in the wheel circuit. This method can also be used here during pressure build-up P auf via valve EV.
  • the redundant pedal travel sensors 2 a and 2 b are operated in a function to be defined by the OEM, determined by the motor 8 and thus the pressure build-up and the brake booster (BKV). Between the pedal plunger 3 and DK piston a small amount of free travel LW is built-in, so that the pedal initial force is small. This is determined by the restoring forces of the springs, friction in the guides, pedal travel sensors and essentially by the friction of the seals, which are pressure-dependent. This overall friction, acting on the pedal, is conceptually very different.
  • the actuation according to b. has many advantages.
  • the seals of the master cylinder piston are always loaded with real pressure.
  • the WS pressure acts here which is approximately only 30% of the brake pressure in the braking circuit BK.
  • step 2 the valve WA is open, wherein only the return spring 18 and the seal friction at the auxiliary piston 16 essentially act on the pedal force.
  • step 2 the valve WA is closed, i.e. the travel simulator piston with its spring characteristic acts on the pedal.
  • the pressure reduction in the brake booster (BKV) mode takes place by a return movement of the double stroke piston 10 DHK by additional pressure reduction via AV valves in the return R since the additional volume of VF is not equalised in the return stroke of the double stroke piston DHK.
  • the brake booster BKV acts like a conventional brake booster with pedal force support as a follow-up brake booster (Fo-BKV).
  • Fo-BKV follow-up brake booster
  • the valves ESV, VDK and WA are open here, the valves EADK, EASK are closed.
  • the pedal plunger acts on DK piston 12 .
  • the pressure is developed conventionally via the pedal force.
  • FIG. 5 differs from FIG. 2 by the absence of valve HLF, in that only actuation method b. is used, and a double stroke piston (DHK 2 ) 15 with two pistons. Furthermore, by dispensing with VF this valve can be omitted. In FIG. 5 this valve is shown for the function VF and is, however, unlike in FIG. 4 positioned between valve AS and the double stroke piston 15 .
  • This double stroke piston DHK 2 or also DHK 3 according to FIG. 4 can also be used in a P design according to DE 10 2012 222 897 A1.
  • the double stroke piston DHK 3 can develop a depression in the pressure chamber 10 b , if the Dl seal is depression-proof. This is an advantage when setting the lining clearance of the brake pistons with depression as described in the applicant's DE 10 2008 051 316.4, to which in this respect reference is made here.
  • the second advantage is the reliability in the event of failure of the seals D 1 -D 3 . If one of the three seals fails, then pressure can be developed in the advance stroke, and the BKV function is maintained. Furthermore, the failure is diagnosed. This is important for autonomous driving/braking, since in the event of single faults the function must be retained.
  • FIG. 5 a shows a simplification of the 2-piston version.
  • the isolation valve AS is dispensed with, with two pressure relief valves V 1 and V 2 being used.
  • the plunger 4 acts via seal D 3 directly on the piston.
  • FIG. 6 shows a vehicle brake or an actuating system for this, with first, second and third piston-cylinder units arranged one behind the other in a row.
  • a drive with electric motor 8 is arranged, wherein the propulsion takes place from the drive spindle to a surrounding nut and from this to the spindle 5 of a ball screw unit 7 by means of a toothed belt.
  • the other elements of the actuator system correspond extensively to those shown in FIGS. 4 and 5 , so that a more detailed description can be dispensed with here.
  • a parallel arrangement of the motor with belt drive can also be advantageous apart from that in a P arrangement of the actuating system shown in FIGS. 4 and 5 .
  • FIG. 7 shows a particularly simple implementation of the invention with considerable further reduction in installed length in which the (second) piston-cylinder unit DHK (double stroke piston) driven by the electric motor is implemented as in FIG. 2 .
  • the first piston cylinder unit DHK master cylinder
  • the first working chamber of which, provided with a spring F SK is connected via a line HL 1 and via the valve block VBL with corresponding wheel brakes and forms a first braking circuit.
  • a further piston DK (as is present in the implementation according to FIG. 2 ) is not provided here.
  • a further working chamber 12 d formed on the rear of the floating piston SK of the piston cylinder unit (master cylinder) is connected via a line HL 2 and the valve block VBL with corresponding wheel brakes and forms a second braking circuit.
  • the working chamber 12 d expediently has at an appropriate point a vent (not shown), for example by means of a mechanical vent screw or a normally closed solenoid valve.
  • the first piston-cylinder unit (master cylinder) has a stop A for the piston SK, which the piston SK can come up against by means of the piston spring F SK . In this way, free travel a between the piston SK and the pedal plunger 3 arranged on the auxiliary piston 16 is set up.
  • the gap or free travel a corresponds here preferably to half the stroke of the pedal plunger 3 , e.g. 36/2 mm. It can also be smaller, however, wherein the minimum corresponds to the stroke until the stop of the travel simulator WS.
  • a normally closed valve EA SK is used and with regard to braking circuit HL 2 , a normally open valve EA DK is used. Since otherwise the implementation according to FIG. 7 largely corresponds to that of FIG. 2 , reference thereto is also made, so that here a more detailed description can be dispensed with and only the differences concerning implementation and function are described.
  • a third piston-cylinder unit (auxiliary piston) is arranged in series with the first piston-cylinder unit (master cylinder) and has a plunger (pedal plunger 3 ) arranged on the auxiliary piston 16 , the end of which can act on the piston SK.
  • the working chamber of the piston-cylinder unit (auxiliary piston) is connected via a hydraulic line HL 3 , a travel simulator arrangement and a hydraulic line HL 4 with the braking circuits and the second piston-cylinder unit DHK.
  • the travel simulator arrangement largely corresponds to that shown in FIG. 2 wherein, however, in the implementation according to FIG. 7 a normally closed valve WA is used.
  • auxiliary piston 16 In the fallback level RFE, by means of the auxiliary piston 16 from the working chamber of which, via line HL 3 , HL 4 and the normally open valve ESV, hydraulic fluid can be delivered into the braking circuits or the pressure correspondingly raised, wherein the valve WA is normally closed.
  • the auxiliary piston 16 performs the function of the piston DK in the implementation according to FIG. 2 .
  • the hydraulic fluid volume from the working chamber of the auxiliary piston 16 reaches, via the normally open valve EA DK and the normally open valve ESV, the line HL 2 or the corresponding braking circuit.
  • a two-step spring is provided on the floating piston SK.
  • a corresponding spring can also be provided in the implementation according to FIG. 7 , and is shown enlarged in FIG. 7 a .
  • the spring power F SK of this spring does not have to be highly progressive, since a plunger rod piston DK and thus also in this simplest of implementations a spring for this is not present here.
  • the spring provided for on the plunger rod piston in the implementation according to FIG. 1 is unnecessary here or can be replaced by a combined spring arrangement, which is supported on the pedal plunger 3 , as shown in FIG. 7 a.
  • a cross bore SL can be provided on the third piston-cylinder unit (auxiliary piston 16 ).
  • a pressure equalisation advantageously takes place between the double stroke piston DHK and the auxiliary piston 16 and furthermore a reliable deaeration of the auxiliary piston.
  • a pressure equalisation via the cross bore SL can also be dispensed with.
  • the volume expansion of the travel simulator WS is absorbed and can, for example when the vehicle starts up, be equalised by briefly opening the valve EA SK or the valve AV via the return to the reservoir.
  • Volume equalisation can also take place by combining the valve RV 1 with a choke, allowing a small leakage flow, since the temporal change as the temperature rises is small.
  • the pressure build-up takes place upon braking from the working chamber 10 a of the second piston-cylinder unit (double stroke piston DHK) via the valve EA DK in the braking circuit HL 2 and via the working chamber of the piston SK of the first piston-cylinder unit (master cylinder) in the braking circuit HL 1 .
  • the valve ESV is closed and the valve WA is opened, depending on the working range of the travel simulator WS.
  • the valve WA is open, wherein only the return spring 18 of the auxiliary piston 16 determines the pedal force.
  • valve ESV In the ABS mode, the valve ESV is closed and the valve may similarly be closed, depending on the working range of the travel simulator WS.
  • Pressure medium is supplied to the braking circuits HL 1 and H 12 from the working chamber 10 a of the double stroke pistons DHK, so that due to the open valves EA a pressure equilibrium is present at the piston SK.
  • the positions of the piston SK are determined by the springs F SK and F 1 , as shown and described in this respect in FIGS. 7 a and 7 b.
  • the system operates as a follow-up brake booster.
  • the pedal plunger 3 comes up against the floating piston SK.
  • the increase in pedal force is relatively flat.
  • a prefilling already takes place via the valve UV 2 , so that once the pedal plunger 3 comes up against the piston SK a smaller pedal travel is necessary for the pressure increase.
  • the admission pressure of the double stroke piston DHK is controlled via the valve EA DK by means of the force-travel simulator KWS provided on the auxiliary piston 16 such that a desired pedal force or a desired brake pressure develops in the braking circuits HL 1 and HL 2 .
  • the volume displaced from the working chamber of the auxiliary piston 16 acts via valves ESV and EA in the braking circuits HL 1 and HL 2 , wherein an unsymmetrical pressure build-up may result, depending on the position of the piston SK.
  • This can be avoided by a pressure equalisation via open valves EA.
  • the piston SK can be in the starting or end position and the pedal plunger 3 coming up against the piston SK then causes an unsymmetrical pressure level in the braking circuits HL 1 and HL 2 .
  • the volume from the working chamber of the auxiliary piston 16 acts fully on the braking circuit HL 2 and the volume from the working chamber of the floating piston correspondingly on the braking circuit HL 1 .
  • the auxiliary piston 16 acts like a plunger rod piston DK (e.g. the implementation according to FIG. 2 ).
  • the volume of auxiliary piston 16 fed in is reduced by the volume uptake of the travel simulator WS (approx. 20%). This can be avoided if necessary by an isolation valve (not shown) for the travel simulator WS.
  • suitable dimensioning of the auxiliary piston 16 the delivery volume in the fallback level RFE can be increased with a corresponding dimensioning of the travel simulator piston and the travel simulator springs.
  • valves AS and VF and AV MUX By using an extended valve function as shown in FIG. 3 with valves AS and VF and AV MUX , here also the various additional functions described such as defined advance and return stroke, pressure reduction in double stroke piston DHK, prefilling and multiplexing (MUX), can be implemented with relatively little additional cost. It is also possible to use the double stroke piston with three pistons (or three effective piston surfaces) according to FIG. 4 , in order for example to achieve a specific depression for controlling the lining clearance. In this system, the double stroke piston DHK acts to develop pressure (and modulation in the multiplex procedure MUX) in the braking circuits. The auxiliary piston 16 acts together with the travel simulator piston as a travel simulator and determines the pedal characteristic.
  • the auxiliary piston 16 steps in and acts like a plunger rod piston DK and supplies one braking circuit directly or via the piston SK, in which the volume or pressure of the auxiliary piston 16 acts on the secondary side of the piston SK, both braking circuits, with pressure medium. Due to this dual function of the auxiliary piston 16 not only is there a reduction in costs, but also an even simpler implementation of the many functions according to the invention.
  • a pressure reduction from the braking circuits HL 1 and HL 2 takes place in a first step (as far as travel simulator step 1 ) via the valve ESV and WA in the reservoir VB and from the second step (travel simulator step 2 ) via the valves EA and IV from braking circuit HL 2 in the reservoir VB.
  • FIG. 7 a shows in enlarged detail the piston SK with the pedal plunger 3 .
  • the piston SK is fixed in its starting position with springs. The intention here is that when the pedal plunger 3 is operated the piston SK is moved via the cross bore 27 , so that in this position in both braking circuit HL 1 and HL 2 pressure can be fed in. This is achieved by the spring force F 1 as Fx; see also FIG. 7 b . Following a stroke of ⁇ S sk , during which the poppet valve 27 is securely closed, the preloaded spring F then acts. If now volume or pressure is fed from the double stroke piston DHK into the pressure chamber 12 d, then the piston SK moves accordingly.
  • FIG. 7 c shows an alternative to the valve V VB in the connection of cross bore 27 of the piston SK to the reservoir VB.
  • This valve is needed so that in the rare event of the secondary sleeve of the piston SK failing, the pressure supply from the double stroke piston DHK does not fail as well.
  • the double stroke piston DHK would be delivering volume in chamber 12 a without an increase in pressure if there is a major leak.
  • This case is identified by the diagnostics by comparing the volume delivery with the pressure, leading to closure of the valve V.
  • This can be solved at low cost according to FIG. 7 c , by using a choke D and a suction valve in the connecting line.
  • the cross-section of the choke D is very small, since it is used only for volume equalisation with increasing temperature, so that the volume from the braking circuit HL 1 can flow back into the reservoir VB. Due to the choke, the volume delivery of the double stroke piston DHK is significantly greater than the leakage volume, such that sufficient pressure develops.
  • the suction valve SV is used for deaerating the braking circuit HL 1 .
  • the valve EA DK has the task, in the event of a leak in the braking circuit HL 2 , between chamber 12 d and the valve block VBL or in the double stroke piston DHK, of isolating the braking circuit HL 2 by closing EA. Since this can be excluded from the design, the valve EA DK can also be dispensed with.
  • the pressure sensor DG can also be replaced by measurement of the motor current, which behaves approximately proportionally to the pressure.
  • the valve EASK is necessary for pressure equilibrium between the braking circuits HL 1 and HL 2 for the described piston positioning of the piston SK and also in order, in the event of a leak in the braking circuit HL 1 as a whole, to isolate this.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)
US15/312,292 2014-05-20 2015-05-20 Actuating system for a vehicle brake and method of operating the actuating system Abandoned US20170327098A1 (en)

Applications Claiming Priority (7)

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DE102014107112.3 2014-05-20
DE102014107112.3A DE102014107112A1 (de) 2014-05-20 2014-05-20 Betätigungssystem für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems
DE102014109384.4 2014-07-04
DE102014109384 2014-07-04
DE102014109628.2A DE102014109628A1 (de) 2014-07-04 2014-07-09 Betätigungssystem für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems
DE102014109628.2 2014-07-09
PCT/EP2015/061105 WO2015177207A1 (de) 2014-05-20 2015-05-20 Betätigungssystem für eine fahrzeugbremse und verfahren zum betrieb des betätigungssystems

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US20210001825A1 (en) 2021-01-07
KR20170012348A (ko) 2017-02-02
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