WO1993008048A2 - Systeme de freinage hydraulique antiblocage - Google Patents

Systeme de freinage hydraulique antiblocage Download PDF

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Publication number
WO1993008048A2
WO1993008048A2 PCT/EP1992/002263 EP9202263W WO9308048A2 WO 1993008048 A2 WO1993008048 A2 WO 1993008048A2 EP 9202263 W EP9202263 W EP 9202263W WO 9308048 A2 WO9308048 A2 WO 9308048A2
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WO
WIPO (PCT)
Prior art keywords
pressure
connection
piston
valve
brake
Prior art date
Application number
PCT/EP1992/002263
Other languages
German (de)
English (en)
Other versions
WO1993008048A3 (fr
Inventor
Dalibor Zaviska
Original Assignee
Itt Automotive Europe Gmbh
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Itt Automotive Europe Gmbh filed Critical Itt Automotive Europe Gmbh
Publication of WO1993008048A2 publication Critical patent/WO1993008048A2/fr
Publication of WO1993008048A3 publication Critical patent/WO1993008048A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—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
    • 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
    • B60T8/4275—Pump-back systems
    • B60T8/4291—Pump-back systems having means to reduce or eliminate pedal kick-back
    • 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
    • B60T8/50—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 means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5018—Pressure reapplication using restrictions
    • B60T8/5025—Pressure reapplication using restrictions in hydraulic brake systems
    • B60T8/5037—Pressure reapplication using restrictions in hydraulic brake systems closed systems

Definitions

  • the invention relates to an anti-lock, hydraulic brake system with a master cylinder to which a wheel brake is connected via a brake line.
  • the wheel brake is in turn connected to a pressure medium collector via a return line, the return line being controlled by an outlet valve.
  • a pump delivers from the pressure medium collector into the brake system.
  • a flow control valve is provided, which consists of a throttle with a constant cross-section (orifice plate) and at least one throttle with a variable cross-section (differential pressure regulator).
  • Such a brake system is known from EP AI 344 544, in which the pump and master cylinder have a common connection to the flow control valve.
  • the quantity of pressure medium that is pumped by the pump and does not flow to the wheel brake via the flow control valve reaches the master cylinder. This has a significant effect on the pedal during regulation.
  • the invention is therefore based on the task of further developing the brake system in such a way that the reaction to the pedal is minimized. It is proposed that the pump not have a common connection with the master cylinder, but that the pump and master cylinder each have a connection to the flow control valve, both connections each having a throttle of variable cross section.
  • the throttle cross-section is changed synchronously, since a common valve body (piston) is provided that controls both throttles. If the piston moves due to a pressure drop at the orifice plate, the master cylinder connection is gradually closed and the pump connection is gradually released.
  • a high-pressure accumulator can be provided on the pressure side of the pump, which stores pressure medium that is pumped by the pump but cannot flow out via the flow control valve.
  • the volume absorption of the high-pressure accumulator is to be designed for unavoidable pressure peaks.
  • a path-controlled valve can be provided which opens a direct line from the pump to the master cylinder if the high-pressure accumulator is filled.
  • the brake system shown in Figure 1 consists of a master cylinder 1, to which two brake circuits I, II are connected.
  • the master cylinder 1 is of a conventional type and therefore need not be explained in more detail.
  • the distribution of the wheel brakes on the brake circuits I, II is arbitrary or corresponds to one of the customary variants. Therefore, only one brake circuit is shown below, the second brake circuit being constructed accordingly.
  • a wheel brake 3 is connected to the master cylinder 1 via a brake line 2. It is also connected to a low-pressure accumulator 6 via a return line 4, into which a proportional pressure relief valve 5 is inserted.
  • a pump 7 delivers from the low-pressure accumulator 6 via a pressure line 8 into the brake line 2 immediately below the master cylinder.
  • a high-pressure accumulator as a damping accumulator 9 and a throttle 10 are provided.
  • a check valve 11 prevents the damping accumulator 9 from being filled during normal braking.
  • the brake line 2 has a flow control valve 20, which will be explained in more detail below.
  • a piston 22 is sealingly guided in a housing 21 with a longitudinal bore closed off on both sides.
  • the housing has four connections 23, 24 25, 26.
  • the first port 23 is connected to the master cylinder 1
  • the second and third ports 24, 25 are connected to the wheel brake 3,
  • the fourth port 26 leads to the proportional pressure relief valve 5.
  • a spring 27, which is on the one hand on the housing 21 and on the other hand is supported on an end face of the piston 22, holds the piston in a basic position.
  • the piston 22 divides the housing bore into two chambers, namely in a Auslrawka mer 28 and in an inlet chamber 29. In the basic position of the piston 22, the inlet chamber 29 has its smallest and the outlet chamber 28 its largest volume.
  • the two chambers 28, 29 are connected to one another by means of a longitudinal bore 30 through the axis of the piston 22.
  • the piston has on its outer surface two ring grooves 31, 32, which are referred to as inlet ring groove 31 and outlet ring groove 32 below.
  • the already mentioned longitudinal bore 30 consists of two bore sections 33, 34, the first bore section 33 having a smaller diameter and the second bore section 34 having a larger diameter.
  • the first bore section opens into the inlet chamber 29, while the second bore section merges into the outlet chamber 28.
  • the transition between the first bore section 33 and the second bore section 34 takes place in steps. This means that the annular surface in the transition region 35 is perpendicular to the longitudinal axis of the bore 30.
  • the inlet groove 31 is connected via one or more transverse bores 36 to the first bore section 33 of smaller diameter.
  • the transverse bores 36 can be aligned perpendicular to the axis of the piston or, as shown in FIG. 1, have a slight inclination with respect to the axis.
  • the inlet groove 31 is now arranged such that in the basic position of the piston 22 both the first connection 23 and the second connection 24 open into the inlet groove 31 with their full cross section. Therefore, there is a direct connection between the master cylinder 1 and the wheel brake 3 without a cross-sectional constriction.
  • the outlet groove 32 which is connected via a transverse bore to the bore section 34 of larger cross-section, has no connection to one of the connections in the basic position of the piston 22. If the piston 22 is now displaced against the force of the spring 27 because of a pressure difference between the inlet chamber 29 and the outlet chamber 28, the control edge 37, which adjoins the inlet groove 31, comes into complete overlap with the second outlet 24 so that it is locked. Since the first connection 23 is offset from the second connection 24, the first connection 23 is still partially open when the second connection 24 is blocked. When the second connection 24 is blocked, the outlet groove 32 reaches the overlap area of the third connection 25, so that there is now a connection between the wheel brake 3 and the fourth outlet 26 to the proportional pressure limiting valve 5.
  • connection between the first connection 23 and the inlet groove 31 is now more or less constricted depending on the position of the piston 22.
  • the position of the piston 22 is in turn determined from the pressure drop between the chambers 28 and 29, which occurs at the transition region 35 due to a pressure drop in the flowing medium.
  • Metering orifice and differential pressure transmitter together result in the function of a flow control valve, so that a constant pressure medium flow is always set, regardless of the pressure drop.
  • Another important element of the brake system is the outlet or proportional pressure relief valve 5.
  • proportional magnets Magnets that set a magnetic force proportional to the electric current are called proportional magnets.
  • FIG. 2 The design of a proportional pressure relief valve is shown in FIG. 2.
  • a valve seat 40 In the lower part one can see a valve seat 40, a space below the valve seat 40 leading to the fourth connection 26 and thus to the wheel brake and a space above the valve seat being connected to the low-pressure accumulator 6.
  • a dome-shaped valve body 41 which is connected to a tappet 42, lies on the valve seat is.
  • the plunger 42 is guided centrally through a piston-shaped armature 43 and connected to it.
  • Above the armature 43 there is a pole core 44 with a recess into which the armature 43 is immersed.
  • a spring 45 is provided, which is supported on the one hand on the pole core and on the other hand on the armature.
  • the armature is surrounded by a guide sleeve 47, a radial gap being provided between the armature 43 and the guide sleeve 47.
  • a gap 48 also exists between the pole core 44 and the guide sleeve 47.
  • a coil 46 surrounds the pole core 44 and the armature 43 and the guide sleeve 47.
  • the spring 45 now holds the valve body 41 on the valve seat 40, so that the connection between the connection 26 and the low-pressure accumulator 6 is interrupted.
  • the spring force is set so that the maximum achievable brake pressure is not able to lift the valve body 41 from the valve seat 40.
  • the current flowing through the coil 46 causes a magnetic flux through the armature 43.
  • the magnetic force generated thereby pulls the armature 43 into the coil system, the axial air gap being adjusted correctly Radial ⁇ air gap a force independent of the stroke can be set.
  • the force acting on the armature 43 then only depends on the current intensity with which the coil 46 is applied.
  • proportional magnets is well known and need not be explained further here.
  • a voltage-current converter can be provided for current, which serves as a power amplifier and impresses a current proportional to the magnet to the input voltage.
  • a circuit is also conceivable that generates a constant current on the basis of pulse-width-modulated voltage signals.
  • the brake system described in FIGS. 1 and 2 operates as follows:
  • Braking is initiated by depressing the symbolically indicated pedal. Pressure medium flows from the main cylinder 1 via the connection 23, the inlet groove 31 and the second connection 24 to the wheel brake 3. A pressure is thus built up in the brake circuit, which leads to a wheel deceleration and ultimately to a vehicle deceleration.
  • the turning behavior of the wheel is monitored during braking by sensors, not shown. If the connected evaluation electronics recognizes that there is a risk of the wheel locking, it generates a current or voltage signal for the proportional pressure limiting valve 5 and starts the pump 7.
  • valve 5 The opening pressure of valve 5 is reduced and is now below the current brake pressure.
  • the pressure medium flowing out of the outlet chamber 28 allows pressure medium to flow in from the inlet chamber 29 or from the wheel brake 3.
  • the pressure drop occurring at the transition region 35 causes the piston 22 to move, so that, as already explained, the second connection 24 is blocked and the third connection 25 is opened.
  • the wheel brake 3 is now located downstream of the bore region 34 Transition area 35 in connection.
  • the connection 23 is throttled by the control edge 37 to such an extent that, in conjunction with the pressure drop at the transition region 35, a constant pressure medium flow from the connection 23 to the connection 25 or 26 is established.
  • proportional pressure relief valve 5 can be transferred to any type of anti-lock brake systems. In combination with a flow control valve, however, there are special advantages.
  • the embodiment according to FIG. 3 shows a somewhat different shape for the flow control valve 20. Otherwise, the structure of the brake system is identical to that according to FIG. 1, so that the system is not explained here.
  • the flow control valve 20 according to FIG. 1 is designed such that, in the control position of the piston 22, the wheel brake 3 connects below the transition area 35, that is to say between the transition area 35 and the fourth connection 26.
  • the flow control valve 20 according to FIG. 3 is now constructed so that even when the piston 22 moves into the control position, the wheel brake is connected above the transition area 35.
  • an annular groove 50 is provided, which is connected via a transverse bore 51 to the first region 33 of the longitudinal bore in the piston 22.
  • the wheel brake 3 is constantly connected to the annular groove 50 via a wheel brake connection 52, regardless of the position of the piston 22.
  • the inlet groove 31 is no longer directly connected to the wheel brake, but is only used for this purpose with the aid of its control edge 37 to throttle the first port 23.
  • FIG. 4 corresponds to FIG. 3, in which, in contrast to FIG. 3, an aperture 55 is provided instead of a sudden cross-sectional expansion.
  • aperture is understood to mean an abrupt cross-sectional constriction with a subsequent abrupt cross-sectional expansion, the length over which the cross-sectional constriction is present being relatively small.
  • a pressure change as a function of the flow velocity takes place both at the orifice 55 and at the cross-sectional enlargement 35. Both have the function of a measuring orifice for the flow control valve 20.
  • Figure 4 additionally shows a bypass line 56 with a check valve 57.
  • This is a measure with which the aim is to ensure that the pressure in the wheel brake 3 is limited to the master cylinder pressure. Additive- It is achieved that the throttle 58 is not effective when the pressure is reduced. This measure can be used with all brake systems that are presented in this application. In the other figures, a special representation has been omitted for the sake of clarity. The same applies to an additional throttle 58 at the first connection 23, in order to ensure that the pressure build-up gradient is limited during normal braking.
  • the current flowing through the pressure limiting valve 5 is composed of the pressure medium flow coming from the master cylinder 1 or the pump 7 and the pressure medium flow from the wheel brake 3.
  • the pressure medium flow from the wheel brake 3 is therefore not superimposed on the current set by the flow control valve , but is part of the regulated pressure medium flow.
  • less pressure medium has to flow in and less pressure medium has to flow through the proportional valve.
  • the proposed opening cross sections on the proportional valve can be selected to be smaller, and the performance of the pump can be reduced.
  • FIGS. 5 and 6 are described below.
  • the brake systems or flow control valves 20 shown there are largely identical to the embodiments according to FIGS. 1, 3 and 4. Only the differences are therefore shown below.
  • a piston 22 is again provided, which slides in a housing bore and delimits an outlet chamber 28 and an inlet chamber 29 with its end faces.
  • the two chambers are connected to one another by a central longitudinal bore 30.
  • the longitudinal bore 30 either has a transition region 35, as shown in FIG. 5, or else an orifice 55, as shown in FIG. 6.
  • connection of the wheel brake 3 is based either on the embodiment according to FIG. 1 or on the embodiment according to FIG. 3.
  • FIG. 4 is based on FIG. 1, ie the wheel brake has two connections 24, 25, which are switched over as soon as the piston 22 leaves its basic position and is shifted into the control position. In the basic position, the wheel brake 3 with the bore section 33 is above the over transition area 35 or the aperture 55 connected and in the control position with the bore portion 34 below the transition area 35 or the aperture 55.
  • the embodiment according to FIG. 6 is based on the embodiment according to FIG. 3.
  • the wheel brake has a single connection 52 which, regardless of whether the piston 22 is in the basic or control position, always with the section the longitudinal bore 30 is connected, which is arranged above the transition region 35 or the aperture 55.
  • the first port 23 is divided into a master cylinder port 64 and a pump port 63.
  • the master cylinder port 64 is only connected to the master cylinder 1, while the pump port 63 is connected to the pump 7.
  • the connections 63, 64 correspond to annular grooves 60, 61 in the lateral surface of the piston 22, which in turn are connected to the bore 30 above the transition region 35 or the diaphragm 55 via transverse bores.
  • the grooves 60, 61 are separated from one another by a web 62.
  • the master cylinder connection 64 is connected to the first groove 60, while the pump connection 63 is closed by the web 62.
  • the web 62 closes the master cylinder connection 64, while the web 65, which delimits the other side of the second groove 61, partially blocks the pump connection 63.
  • connection 63 the master cylinder is thus decoupled from the brake circuit, and only the pressure medium flow that originates from the pump 7 is regulated at the connection 63.
  • This embodiment also has the advantages which have been described for FIG. 4. In the event of rapid pressure reduction, both connections 63, 64 are blocked. If the pressure builds up rapidly, port 64 is released without throttling.
  • the decoupling of the master cylinder is not complete. If the delivery rate of the pump 7 is reduced because there is not enough pressure medium available on its suction side, this leads to a reduction in the pressure drop at the transition region 35 or at the orifice 55. The piston moves to the right as shown and releases the master cylinder connection 64, so that additional pressure medium can now flow from the master cylinder and the current quantity balance is balanced.
  • a direct line 66 is provided which connects the pressure side of the pump 7 to the master cylinder.
  • This line connects to an accumulator 67 and has a shut-off valve 68.
  • the valve body of the valve 68 is connected to the piston of the accumulator 67, so that from a certain fill level of the accumulator the shut-off valve 68 opens and the pressure medium quantity, which is not from the Memory is recorded, flows to the main cylinder.
  • the holding volume of the accumulator 67 need not be very large, since it only serves to hold excess pressure medium which would generate pressure peaks due to pump pulsation.
  • the master cylinder and pump By separating the master cylinder and pump, the master cylinder and pump each having a connection to the power supply have control valve 20, the repercussions of the control processes on the pedal are reduced.
  • the pedal During a brake pressure control, the pedal essentially maintains the position it was in at the start of the control. The effect is called a "quiet pedal".
  • the embodiment according to FIG. 6 corresponds to the embodiment according to FIG. 5, it also has a master cylinder connection 64 and a pump connection 63.
  • an aperture 55 is provided in the bore 30.
  • the wheel brake is always connected above the transition area 35 or the aperture 55.
  • FIGS. 7 and 8 A further idea is considered in FIGS. 7 and 8, which will be explained in the following.
  • the basic idea is that the measuring orifice is formed from two individual orifices, the connection of the wheel brake being in the control position of the piston 22 between the two orifices.
  • a piston 22 is sealingly guided in a bore and separates inlet chamber 29 and outlet chamber 28 from one another.
  • the longitudinal bore 30 has two measuring diaphragms, namely a first diaphragm 70 and a second diaphragm 71.
  • the first diaphragm is implemented as an abrupt expansion, similar to the illustration in FIG and the second diaphragm as a cross-sectional constriction, similar to the illustration in FIG. 6.
  • the wheel brake has two connections 24, 25, the connection 24 being connected to the bore area above the second orifice in the basic position of the piston, and the wheel brake with the area between the first and second aperture is connected.
  • FIG. 8 there is only one connection for the wheel brake which, irrespective of the position of the piston 22, is constantly connected to the area of the bore 30 between the two diaphragms.
  • the flow control valve 20 is each provided with a first connection 23, to which both the master cylinder and the pump are connected. 7 and 8, a double connection can of course also be provided, as described in FIGS. 5 and 6, respectively.
  • any shape that has been shown in this application can be used as the aperture shape.
  • two abrupt extensions can also be provided.
  • the pressure relief valve 5 is set to a higher pressure. This is effective in the outlet chamber 28 and urges the piston 22 to the right, whereby the first port 23 is fully opened. Pressure medium can now flow into the wheel brake via the second orifice 71. Since the pressure reduction in the wheel brake does not take effect immediately in the outlet chamber 28, the piston 22 remains in a position in which the connection 23 is open, so that a rapid pressure build-up can take place.
  • the pressure build-up gradient is only determined by the dimensioning of the second orifice 71.
  • FIGS. 9 and 10 A further idea, which can be combined with all flow control valves of the previous figures, is shown in FIGS. 9 and 10.
  • the flow control valve 20 contains, as already explained in detail, a piston 22, which will be referred to as flow control valve piston in the following.
  • a holding piston 80 is arranged in the same bore. This is supported on the flow control valve piston 22.
  • a spring is provided between the pistons, which corresponds in effect to the spring 27 according to FIG. 1.
  • a further spring 81 is provided between the bottom of the housing bore and the holding piston 80, which holds the holding piston 80 in contact with the flow control valve piston 22.
  • the housing bore thus has three chambers, an inlet chamber 29, which is delimited by the flow control valve piston 22, an intermediate chamber 82 between the pistons and an outlet chamber 28, delimited by the ball piston 80.
  • the master cylinder or the pump connects to the inlet chamber 29 via a connection 23.
  • the second connection 24 opens into the intermediate chamber 82, a third connection 25 can be connected to the outlet chamber 28. This in turn is connected to the outlet valve 5 via a fourth connection 26.
  • the holding piston 80 holds the third connection 25 blocked. If the holding piston 80 is displaced against the force of the spring 81, the third connection 25 is connected to the outlet chamber 28 via a channel system 83 in the holding piston 80.
  • the flow control valve piston 22 either has a cross-sectional constriction (FIG. 9) or a spontaneous cross-sectional expansion (FIG. 10).
  • a holding piston 80 makes particular sense if, during normal braking, the pressure build-up takes place through the measuring orifice of the flow control valve.
  • the flow control valve piston 22 is held in its basic position by the spring-loaded holding piston, so that it cannot take up its control function.
  • the outlet valve or the proportional pressure relief valve 5 is opened so that pressure medium can flow out of the outlet chamber 28.
  • the spring 27 presses the holding piston to the left as shown, the connection between the third connection 25 and the fourth connection 26 being opened.
  • the wheel brake is now directly connected to the proportional pressure relief valve 5.
  • the holding piston 80 has detached from the flow control valve piston 22 so that it can perform its functional function.
  • the holding piston 80 remains in its shifted position for the entire duration of the regulation. When the regulation ends, it returns to its starting position, pressure medium flowing into the chamber 28 via small leaks in the piston seal of the holding piston 80. If necessary, it can be provided that the proportional pressure limiting valve 5 is opened briefly.
  • the embodiment according to FIG. 11 also has a flow control valve 20 which is ineffective during normal braking.
  • a holding piston 80 is provided which delimits the outlet space 28 with its one end face and the inlet space 29 with its other end face.
  • the connection between the third connection 25 and the outlet space 28 is made via a seat valve 90, which is actuated via a tappet 91 on the holding piston 80. If the pressure in the outlet space 28 is reduced by opening the proportional pressure limiting valve 5, the master cylinder pressure drives the holding piston 80 to the left against the force of a spring, as shown, the valve 90 being opened and a direct connection between the wheel brake and the proportional valve. pressure relief valve 5 is produced.
  • the flow control valve piston 22 adjoins the inlet chamber 29 and, with its other end face, delimits a further chamber 92 which is connected to the wheel brake via a second connection 24.
  • the piston 22 has a central bore on which a valve ball 93 can be placed.
  • the sealing seat has a notch or recess 94 which, if the valve ball 93 is seated on the valve seat, permits a throttled flow connection between the inlet chamber 29 and the further chamber 92.
  • the notch 94 forms the orifice.
  • the piston 22 can be moved against the force of a spring and closes the second connection 24.
  • the piston 22 and connection 24 form the differential pressure regulator. A current control function results.
  • the holding piston 80 is now provided with a further tappet 96 which can be placed on the valve ball 93.
  • the further plunger 96 holds the valve ball 93 away from the valve seat, so that an unthrottled connection is possible through said bore.
  • valve ball 93 sits on the valve seat, so that the notch 94 takes effect and the current control function can be used.
  • a brake system is shown again, which includes a flow control valve.
  • the flow control valve corresponds to the illustration in FIG. 9, but any flow control valve from the previous figures can be used. It is important that in the brake line, between Master cylinder 1 and the confluence of the pressure line 8 in the .
  • Brake line a first check valve 100 is used, which blocks to the master cylinder.
  • a second check valve 101 connects the wheel brake to the master cylinder 1, the check valve opening towards the master cylinder.
  • a high-pressure accumulator 9 connects to the pressure line 8. As in FIG. 1, this is secured by a check valve 11, so that the high-pressure accumulator is not filled during normal braking.
  • the check valve 100 prevents pressure medium from the pump from entering the master cylinder, so that the pedal remains calm during regulation. See also explanation of FIGS. 5 and 6.
  • the high-pressure accumulator can be provided with a shut-off valve 68, which opens a direct line 66 to the master cylinder. The valve 68 is actuated by the piston of the high-pressure accumulator, so that when the high-pressure accumulator has reached a certain filling volume, the direct line is opened. This has the advantage that the maximum holding volume of the accumulator can be kept low, since excess pressure medium gets into the master cylinder.
  • a proportional pressure relief valve 5 in the outlet line.
  • a uniformly flowing pressure medium flow can be set.
  • a flow control valve in the inflow this results in a low-vibration control behavior and overall a noise-reduced system.
  • the proportional pressure relief valve can be replaced by a 2/2-way solenoid valve that is controlled by pulse width modulation.
  • the improved noise behavior which is achieved by the combination of a proportional pressure limiting valve with a flow control valve, can be further improved by the measure according to FIG. 12, while at the same time a quiet pedal behavior is achieved during regulation.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

Système de freinage hydraulique antiblocage fonctionnant selon le principe du retour du liquide et dont la soupape d'admission est une soupape régulatrice de débit (20). Cette soupape régulatrice de débit (20) est munie d'un orifice de dosage (35), d'un raccordement (64) au maître-cylindre et d'un raccordement (63) à la pompe. Les sections de raccordement varient en fonction de la position du piston (22) qui est actionné par la chute de pression produite par l'orifice de dosage (35). Lors d'une régulation anti-patinage, le raccordement (64) au maître-cylindre est obturé ou rétréci et la circulation à l'intérieur du raccordement (64) est modulée en fonction de la soupape régulatrice de débit. Cette mesure présente l'avantage que le maître-cylindre (1) peut être désolidarisé du circuit de freinage lors d'une régulation de la pression de freinage, de sorte que le processus de régulation n'est pas ressenti au niveau de la pédale de frein.
PCT/EP1992/002263 1991-10-18 1992-09-30 Systeme de freinage hydraulique antiblocage WO1993008048A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4134445.6 1991-10-18
DE19914134445 DE4134445A1 (de) 1991-10-18 1991-10-18 Blockiergeschuetzte hydraulische bremsanlage

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Publication Number Publication Date
WO1993008048A2 true WO1993008048A2 (fr) 1993-04-29
WO1993008048A3 WO1993008048A3 (fr) 1993-06-10

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JPH06127361A (ja) * 1992-10-14 1994-05-10 Tokico Ltd ブレーキ液圧制御装置
DE4320390A1 (de) * 1993-06-19 1994-12-22 Teves Gmbh Alfred Blockiergeschützte hydraulische Bremsanlage
KR960007034B1 (ko) * 1994-03-22 1996-05-27 만도기계주식회사 차량용 미끄럼방지 제동장치

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EP0361502A2 (fr) * 1988-09-30 1990-04-04 Sumitomo Electric Industries, Ltd. Modulateur pour système de freinage anti-blocage
DE3936697A1 (de) * 1988-11-04 1990-05-10 Lucas Ind Plc Hydraulische bremsanlage mit blockierschutz fuer fahrzeuge

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