WO2005087565A1 - Generateur de force de freinage pour un systeme de freinage hydraulique et systeme de freinage - Google Patents

Generateur de force de freinage pour un systeme de freinage hydraulique et systeme de freinage

Info

Publication number
WO2005087565A1
WO2005087565A1 PCT/EP2005/002630 EP2005002630W WO2005087565A1 WO 2005087565 A1 WO2005087565 A1 WO 2005087565A1 EP 2005002630 W EP2005002630 W EP 2005002630W WO 2005087565 A1 WO2005087565 A1 WO 2005087565A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
force generator
pedal
hydraulic
control valve
Prior art date
Application number
PCT/EP2005/002630
Other languages
German (de)
English (en)
Inventor
Peter Schlüter
Original Assignee
Lucas Automotive 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 Lucas Automotive Gmbh filed Critical Lucas Automotive Gmbh
Publication of WO2005087565A1 publication Critical patent/WO2005087565A1/fr

Links

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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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

Definitions

  • the present invention relates to a brake force generator for a hydraulic vehicle brake system with a force input element that can be coupled or coupled to a brake pedal and displaced in a base housing of the brake force generator, a master brake cylinder in which a primary piston is displaceably guided, the primary piston with the master brake cylinder leading to a primary pressure chamber Generation of a hydraulic brake pressure limited, a pedal counterforce simulation device that can be coupled to the force input element, a pedal actuation detection device for detecting a pedal actuation and an actuation force generation device for exerting an actuation force on the primary piston.
  • the hydraulic brake pressure required to apply the wheel brake on the vehicle is generated predominantly by means of a master brake cylinder.
  • the actual brake pedal force is usually raised by a predetermined percentage by means of a brake booster, so that the necessary brake pedal actuation forces for a desired vehicle deceleration can be kept so small that it is possible for any driver to brake the vehicle adequately without effort.
  • a brake system with brake booster is known for example from DE 44 05 092 Cl.
  • a disadvantage of these brake systems is that the driver always acts on the hydraulic pressure on the wheel brakes by actuating the brake pedal. As long as this supports the braking situation, this is not a problem. However, as soon as the driver reacts incorrectly in relation to the actual braking situation, for example by applying too much or too little braking pressure, the braking behavior, in particular the braking distance and the directional stability, of the vehicle can deteriorate, which in the worst case can lead to an accident.
  • Modern vehicle control systems (ABS, ESP, TC etc.) are now able to determine the optimal, necessary braking performance within the physical limits based on the current driving state of the vehicle and thus optimize braking. However, the prerequisite for this is that the above-mentioned direct influence of the driver on the brake pressure is prevented. Furthermore, it is now also considered uncomfortable that the driver feels the effect of the vehicle control system on the brake pedal, such as repeated shaking of the brake pedal when ABS is activated.
  • the brake pedal is already decoupled from the generation of the braking force in modern brake systems, the brake pedal actuation then only serving to determine the driver's deceleration request.
  • the actual generation of the braking force for example for actuating the master brake cylinder, is then carried out by a separate braking force generator and only based on control data from an electronic control unit. This makes it possible to check in advance whether, for example, the desired vehicle deceleration would not exceed the currently valid physical limits regarding braking distance and directional stability determined by the vehicle control systems (ABS, ESP, TC, etc.).
  • a vehicle brake system is known from document DE 100 28 092 A1, in which a third-party actuating device is provided, which intervenes in a supportive manner in the two brake circuits controlled by primary pistons and secondary pistons. Furthermore, a pedal counterforce simulation device is provided, which can optionally be coupled hydro-mechanically with the force input element or can be decoupled from it.
  • a valve arrangement is also known from document DE 198 33 084 C1, which enables an optional coupling of a pedal counterforce simulation device to a liquid reservoir.
  • a braking force generator with the features described in the introduction, in which it is further provided that the pedal counter-force simulation device can be coupled to the force input element via a hydraulic system, the hydraulic system being designed with a switching valve arrangement, which is optionally between a first switching position, in which hydraulically couples the force input element to the pedal counterforce simulation device, and can be switched over to a second switching position in which the force input element is hydraulically coupled to the primary piston.
  • This arrangement makes it possible to completely decouple the brake pedal from the primary piston in the first switching position and to generate the pedal counterforce familiar to the driver when the brake pedal is actuated via the pedal counterforce simulation device, the actual braking being performed by one of the
  • Actuating force generating device generated actuating force is triggered.
  • the part of the hydraulic system which interacts with the force input element is essentially rigid at least in a predetermined pressure range and transmits every movement of the force input element to the primary piston largely without damping in this pressure range.
  • the incompressibility of the hydraulic fluid used is exploited.
  • a further development of the invention provides that a volume-variable hydraulic chamber is enclosed between the force input element or a component coupled to this force-transmitting and the primary piston or a component coupled to this force-transmitting, which hydraulic chamber can be hydraulically coupled to the pedal counterforce simulation device via a hydraulic line provided with the switching valve arrangement , wherein the switching valve arrangement assumes the first switching position in a normal operating case and fluidly couples the hydraulic chamber to the pedal counterforce simulation device, and wherein the switching valve arrangement assumes the second switching position in an emergency operating case and blocks a fluid flow from the hydraulic chamber at least in a predetermined pressure range.
  • This hydromechanical coupling acts without loss as long as the hydraulic pressure in the hydraulic chamber is within the predetermined pressure range. If the hydraulic pressure in the hydraulic chamber exceeds the predetermined pressure range, part of the pedal actuation work performed by the driver is lost, as will be explained in more detail below.
  • a minimum braking effect can be achieved immediately in an emergency operating case by the hydromechanical coupling within the predetermined pressure range, that is to say without previously overcoming an idle play without braking effect.
  • the statutory minimum delay of 0.3g specified in Germany can be easily implemented in an emergency. Situations in which a defect occurs in the vehicle electronics or on the braking force generator or on a sensor do not result in proper braking force generation and the pedal actuation must be used - as far as possible without loss - for primary piston displacement.
  • a further development of the invention provides that the switching valve arrangement is biased into the second switching position, in which it blocks a fluid flow from the hydraulic chamber at least in the predetermined pressure range , and that the switching valve arrangement can be moved into the first switching position under active control. This ensures that only If the vehicle electronics are operated correctly, the brake pedal and primary piston are decoupled.
  • a throttle device can be provided in the hydraulic line between the hydraulic chamber and the pedal counterforce simulation device, preferably between the pedal counterforce simulation device and the switching valve arrangement. This ensures a hysteresis behavior of the pedal counterforce simulation device.
  • the hydraulic chamber can be fluidically connectable to an essentially pressure-free hydraulic fluid reservoir via the hydraulic line by means of a controllable isolating valve arrangement arranged in a line branch.
  • the isolating valve arrangement is prestressed into a passive position, in which it allows a fluid flow to the hydraulic fluid reservoir, and below
  • Control can be converted into an active position in which it separates the hydraulic line from the hydraulic fluid reservoir.
  • the isolating valve arrangement can then be switched from its passive position to its active position at the start of a brake pedal actuation and switched from its active position to its passive position after the brake pedal actuation has ended.
  • a throttle device can be connected upstream of the isolating valve arrangement in the line branch. This prevents undesired draining of the hydraulic system.
  • the switching valve arrangement is assigned a pressure limiting valve which is arranged and designed such that, in a normal operating case, the switching valve arrangement isolates the hydraulic chamber with the pedal counterforce.
  • Simulation device fluidly couples bypassing the pressure limiting valve and that, in an emergency, the switching valve arrangement closes the hydraulic chamber until the hydraulic pressure in the hydraulic chamber exceeds a pressure threshold value specified by the pressure limiting valve.
  • This measure makes it possible to specify the predetermined pressure range mentioned several times above.
  • the pressure relief valve only opens when the pressure threshold value specified by the design of the pressure relief valve is exceeded. As long as the hydraulic pressure within the hydraulic chamber is below this pressure threshold, the primary piston and the force input element are hydro-mechanically coupled without loss.
  • Hydraulic chamber can lead, which are above the pressure threshold of the pressure relief valve.
  • the pressure relief valve opens so that hydraulic fluid can flow from the hydraulic chamber to the reservoir.
  • empty play within the control valve can be overcome, so that a direct mechanical coupling of the primary piston and the force input element is finally achieved.
  • the pressure threshold is in a range from 10 bar to 70 bar, for example 30 bar. This can ensure that the above-mentioned legal minimum delay of 0.3 g due to the hydromechanical coupling of the force input element and the primary piston can be achieved immediately without a delay, that is to say without overcoming an empty play.
  • a development of the invention provides that, starting from the hydraulic chamber, the isolating valve arrangement is connected downstream of the switching valve arrangement in the hydraulic line.
  • a particularly compact configuration results when the isolating valve arrangement and the switching valve arrangement are combined to form a common valve assembly.
  • the actuating force generating device has a control valve, a chamber arrangement and an electromagnetic actuator, the chamber arrangement being formed with a vacuum chamber and a working chamber which is separated from the vacuum chamber by a movable wall and can be fluidly connected to one another via the control valve and the control valve can be controlled in accordance with the detected pedal actuation by the electromagnetic actuator in order to achieve a pressure difference between the working chamber and the vacuum chamber which determines the actuating force.
  • the intensity of the brake pedal actuation specified by the driver of the vehicle via the force input element is detected in a normal operating situation and an actuation force is exerted on the primary piston solely by means of the actuation force generation device without using the pedal actuation force exerted by the driver on the brake pedal.
  • the actuating force exerted on the primary piston is generated mechanically decoupled from the pedal actuating force exerted on the force input element in normal operation.
  • the actuating force generating device used for this purpose in the context of the invention is not designed as a separate hydraulic system, which would lead to considerable additional technical expenditure and, in addition to the associated additional costs, also to an increased susceptibility to errors.
  • the brake force generator according to the invention is realized by means of a chamber arrangement, as is also used in conventional pneumatic brake boosters for mechanical support of the pedal actuating force.
  • the applicant has recognized that the technically mature and inexpensive principle of a pneumatic brake booster can also be used to generate actuation force that is completely decoupled from the pedal. This will be done after
  • the chamber arrangement is controlled via the control valve in accordance with the intensity of the brake pedal actuation, in order to thereby set a pressure difference between the vacuum chamber and the working chamber in order to generate an actuating force acting on the primary piston in accordance with the driver's request expressed by the pedal actuation.
  • This pressure difference subsequently leads to a displacement of the movable wall and, as a result, to a shifting primary piston.
  • a further development of the invention provides that the current position of the movable wall is detected by means of a position sensor.
  • the position sensor can be designed inductively or mechanically. A simple, inexpensive, yet reliable configuration is obtained, for example, if the position sensor is designed with a stylus that bears against the movable wall under pretension and can detect its position in the event of a displacement.
  • the pedal actuation detection device has a sensor for detecting a current deflection of the brake pedal, in particular a rotation angle sensor arranged on an axis of rotation of the brake pedal.
  • a sensor for detecting a current deflection of the brake pedal in particular a rotation angle sensor arranged on an axis of rotation of the brake pedal.
  • the pedal actuation force in the solution according to the invention is not transmitted to the primary piston in the normal braking case, that is to say when the braking system is fully functional. Rather, it is necessary to generate an actuating force by means of the electromagnetic actuator.
  • the actuator can thus be designed in the form of a linear drive or a rotary drive, the rotational movement of which is converted into a translatory movement via a gear arrangement, for example a ball screw.
  • Embodiment of the invention provides that the electromagnetic actuator has a coil fixed to the control valve housing and a magnetic armature which can be displaced relative to the latter by means of the coil.
  • a cost-effective, reliable, low-friction and precisely positionable braking force generator can be achieved.
  • the force input element is not directly mechanically coupled to the actuating force generating device.
  • the invention provides a pedal counterforce simulation device known per se. Such a pedal counterforce simulation device can be arranged, for example, in the immediate vicinity of the force input element.
  • the invention provides that the pedal counter-force simulation device is integrated in a space-saving manner in the braking force generator according to the invention.
  • One measure according to the invention for realizing such an integrated solution is, for example, that the force input element is coupled to the pedal counterforce simulation device via a transmission piston arrangement.
  • the pedal counterforce simulation device can be coupled to a damper arrangement in a force-transmitting manner via a pedal counterforce hydraulic system. In this way, the effect of the pedal counterforce simulation device can be transmitted, so that its components can be positioned at almost any point on the braking force generator, that is to say also where space is available.
  • the damper arrangement has a simulation spring which can be compressed by means of a displaceable power piston. While a progressive change in force can be achieved with increasing pedal actuation with the simulation spring, fluidic damping means can also be used, in particular for inducing hysteresis, which results in a delayed return movement of the brake pedal after its release.
  • the fluidic damping means have the effect that, when the brake pedal is actuated sufficiently quickly, they impart to the driver a feeling of resistance known from conventional brake systems, in every operating situation of the brake system according to the invention.
  • the invention further provides an electronic control device that monitors the pedal actuation detection device and the electromagnetic actuator in accordance with an output signal of the pedal actuation detection device, preferably taking into account a predefined characteristic curve or a predefined characteristic curve field.
  • individual characteristic curves can be selected from the characteristic field and the control of the braking force generator used as a basis.
  • the characteristic curve or the characteristic curve field is predefined or can be adapted to recorded operating parameters. It is also possible to select or create various characteristic curves that determine the behavior of the brake if the driver wishes or to adapt it to the determined driver behavior.
  • the braking force generator according to the invention can be designed such that the control valve has a control valve housing which can be displaced relative to the base housing and a control valve element which can be displaced relative to the control valve housing, a housing sealing seat which can be brought into sealing contact with the control valve element being provided on the control valve housing, furthermore with a control valve sleeve is coupled to the electromagnetic actuator, in particular to the armature, on which a sleeve sealing seat which can be brought into sealing contact with the control valve element is provided.
  • Such an arrangement works in such a way that when the control valve element and the sleeve sealing seat are in close contact and the control valve element and the housing sealing seat are separated from one another, the working chamber is fluidly connected to the vacuum chamber and that when the control valve element and the housing sealing seat are in close contact and the control valve element and the sleeve sealing seat are separated from one another for assembly a differential pressure between the working chamber and the vacuum chamber, the working chamber is fluidly connected to the ambient atmosphere.
  • the force input element can also be mechanically coupled directly to components of the control valve in order to be able to achieve a direct transmission of a movement of the force input element to the control valve and finally to the primary piston.
  • a safety game is provided between the force input member or a component coupled to it and a component actuating the control valve, in particular the armature, which is overcome if the armature is not displaced by the coil despite actuation of the brake pedal.
  • control valve actuating component in particular the armature
  • the control valve actuating component can be coupled in a force-transmitting manner to the force input element, a further displacement of the force input element induced by a brake pedal actuation being transmitted directly to the component actuating the control valve, in particular the armature, and subsequently to the control valve housing.
  • This makes it possible, even if the actuator does not function properly and there is no displacement of the armature due to a defect, by direct mechanical coupling between the force input element and the armature, to actuate the control valve, so that a differential pressure is built up between the working chamber and the vacuum chamber can and supported by this differential pressure the primary piston can be shifted. This case arises when, for example, only the actuator is defective, but the vacuum source for building up a differential pressure between the working chamber and the vacuum chamber is still functioning properly.
  • the braking force generator according to the invention can also be operated fully mechanically even in an emergency operating case in which both the actuator and the vacuum source have failed, so that even mechanical actuation of the control valve would not lead to any significant pressure difference between the working chamber and the vacuum chamber.
  • the valve sleeve is finally shifted after overcoming the safety play until it is mechanically coupled directly to the primary piston or a component coupled to it, and any further displacement of the valve sleeve by the force input element is finally mechanically transferred directly to the primary piston.
  • the actuating force generating device in particular the actuator, is controlled in a normal operating case in such a way that the primary piston improves the
  • the aim is to prevent the direct mechanical coupling of the force input element and armature or other braking force generator components, which has already been discussed in the event of an emergency, from occurring.
  • a braking force generator designed according to the invention is used in a hybrid vehicle, the play between the transmission piston and the armature should be made correspondingly larger.
  • the invention provides that the play between the transfer piston and the armature is increased only as needed. This takes place in that the braking force generator and thus the primary piston during normal braking - that is, in the case of braking initiated by regenerative braking by means of the generator - is displaced until the brake pads are applied to the hydraulic effect generated in the braking system Put on brake discs, but just no braking force is being generated.
  • the play between the transmission piston and the armature increases in accordance with the advance, so that the force input element can be correspondingly displaced further without mechanical coupling occurring.
  • This advance has the further advantage that when the regenerative braking effect of the generator is no longer is sufficient to comply with the driver's braking request and, if the brake force generator is activated accordingly, the brake system responds immediately without further delay, since the brake pads are already in contact with the brake discs.
  • Another advantage of this solution according to the invention is that in an emergency operating situation in which such forward displacement does not take place, only the originally intended play between the transmission piston and armature has to be overcome until a corresponding mechanical coupling is achieved, so that the control valve can be actuated mechanically ,
  • Fig.l is a schematic overview of the braking force generator according to the invention and the vehicle components coupled thereto;
  • FIG 3 shows a further embodiment of the braking force generator according to the invention and the vehicle components coupled to it for use in a hybrid vehicle with a regenerative braking function.
  • a brake system according to the invention is shown schematically and generally designated 10.
  • This comprises a brake force generator 12 and a master brake cylinder 14 coupled to it.
  • the master brake cylinder 14 communicates in a conventional manner with a brake system 16 which is controlled by an electronic control unit 18.
  • the electronic control unit 18 receives signals from various control systems within the vehicle, such as an electronic stability program and an anti-lock braking system 20, an automatic distance control system 22 or the like. The signals flowing from these programs to the electronic control unit 18 are evaluated and used to control the braking force generator 12 according to the invention.
  • the electronic control unit 18 receives signals from a rotation angle sensor 24, which detects the current position of a brake pedal 36 and thus provides a signal corresponding to the current pedal actuation. In accordance with the characterizing the current pedal actuation The electronic control unit 18 signals controls the braking force generator 12, the structure and mode of operation of which is explained below.
  • the basic structure of the brake force generator 12 consists of two modules, namely firstly the master brake cylinder 14 and secondly a brake force generator housing 28 into which the master brake cylinder 14 is inserted and with which it is detachably connected.
  • a rod-shaped force input member 30 opens in the right part of the braking force generator 12 in FIG. 1, in particular the housing 28, a rod-shaped force input member 30 opens.
  • a control valve 32 is provided in this area.
  • the control valve 32 comprises a control valve housing 34 which is displaceable relative to the housing 28.
  • a valve sleeve 36 which is displaceable relative to the latter is provided within the control valve housing 34.
  • the braking force generator 12 further comprises a chamber arrangement arranged within the housing 28 with a vacuum chamber 38 and a working chamber 40, which are separated from one another by a movable wall 42. Movable wall 42 is coupled to control valve housing 34 for common movement.
  • An electrically controllable coil 46 of an electromagnetic actuator 48 is arranged in the control valve housing 34.
  • the actuator 48 further comprises a magnetic armature 50 which is displaceable relative to the control valve housing 34 and to the coil 46 in the direction of the longitudinal axis A of the braking force generator 10 and which is integrally formed with the valve sleeve 36.
  • the armature 50 or the valve sleeve 36 is provided with an axial through-hole in which a transmission piston 52 extends.
  • the armature 50 is biased by a spring 54 into the position shown in Fig.l.
  • the spring 54 is supported at one end on the movable wall 42 and at the other end on an inner flange 55 on the armature 50.
  • the transmission piston 52 At its right end in FIG. 1, the transmission piston 52 has a receiving piston section 57 which is the force input member 30 transmits power.
  • a safety clearance s is provided between the right end face of the flange 55 and the left end face of the receiving piston section 57, which must first be overcome before the receiving piston section 57 comes into contact with the
  • valve sleeve 36, the control valve housing 34 and a valve element 58 which can be displaced relative to them form the actual control valve 22.
  • the valve sleeve 36 bears against the valve element 58 with its sleeve sealing seat 60 facing the valve element 58.
  • a housing sealing seat 62 formed on the control valve housing 34 is lifted off the valve element 58.
  • the control valve 32 connects the vacuum chamber 38 to the working chamber 40.
  • the vacuum chamber 38 is coupled to a vacuum source, namely to a specially designed vacuum pump 63, which is driven by an electric motor 65 and is controlled by the electronic control unit 18 becomes.
  • the force input member is biased by a return spring 56 in the position shown in Fig.l.
  • the transmission piston 52 extends with its left end in FIG. 1 into a primary piston 64 which is designed with an axial through-bore.
  • the primary piston 64 is sealingly guided in a bore 66 which is open on one side and is formed in the cylinder housing 14.
  • An actuating piston 68 is displaceably guided in the through bore of the primary piston 64.
  • the actuating piston 68 also has a bore 70 which is open on one side and which is closed by a separating piston 72 which can be displaced therein and is integrally formed at the left end of the transmission piston 52.
  • the separating piston 72 includes a hydraulic chamber 74 with the actuating piston 68.
  • the actuating piston 68 lies against a diameter step in the interior of the cylinder housing 14 via a stop pin 75, which is guided through an elongated shaft 73 provided in the primary piston 64. He is thereby prevented from moving axially to the right in FIG. 1.
  • the hydraulic chamber 74 is fluidly connected via a connecting channel 76 to a fluid channel 80 formed in the cylinder housing 18.
  • the fluid channel 80 leads via a fluid line 78 with a pressure measuring device 79 coupled to the electronic control unit 18 to a schematically shown electromagnetic switching valve arrangement 82.
  • This can be controlled by the electronic control unit 18 and is in its passive position in the state shown in FIG. 1 , which it assumes automatically due to a preload spring.
  • the Switching valve arrangement 82 can be switched to its active position via the electronic control unit 18.
  • the switching valve arrangement 82 is coupled to two line branches.
  • the fluid line 78 is fluidly connected to a pressure relief valve 84, which blocks a fluid flow from the hydraulic chamber 74 until a pressure threshold value is reached at which the pressure relief valve 84 opens.
  • the switching valve arrangement 82 allows a fluid flow from the hydraulic chamber 74 via the fluid line 78 into a fluid line 86 adjoining the switching valve arrangement 82.
  • a throttle device 88 is arranged in the fluid line 86.
  • a line branch 90 branches off from the fluid line 86 to a pressureless hydraulic fluid reservoir 92.
  • a throttle device 94 and a separating valve arrangement 96 are arranged in front of the hydraulic fluid reservoir 92.
  • the isolating valve arrangement 96 is prestressed via a prestressing spring into the passive position shown in FIG. 1, in which it fluidly connects the fluid line 86 to the hydraulic fluid reservoir 92.
  • the separating valve arrangement 96 can be switched to its active position by energization by means of the electronic control unit 18, in which it fluidly separates the fluid line 86 from the hydraulic fluid reservoir 92.
  • the fluid line 86 finally opens into a pedal counterforce simulation device 100.
  • the pedal counterforce simulation device 100 is integrally formed in the cylinder housing of the master brake cylinder 14. It comprises a simulation piston 102 which can be displaced against the resistance of a simulation spring 104 and thereby opposes a movement of the transmission piston 52 caused by actuation of the brake pedal 26.
  • non-return valves are arranged in the fluid line 86 parallel to the pressure relief valve 84 as well as parallel to the throttle device 88 and in the line branch 90 parallel to the throttle device 94, which block an undesired fluid flow to the hydraulic chamber 74 in certain operating situations ,
  • a secondary piston 106 is also slidably received in the cylinder housing 14 in addition to the primary piston 64.
  • the primary piston 64 together with the boundary wall of the bore 66 and the secondary piston 106 and the left end of the actuating piston 68 in FIG. 1, delimits a primary pressure chamber 108
  • Secondary piston 106 together with the boundary wall of bore 66, delimits a secondary pressure chamber 110.
  • Primary pistons and secondary pistons are prestressed into the position shown in FIG. 1 via return springs 112 and 114.
  • the position sensor 116 has a plunger 118 which is spring-biased to the right in FIG. 1 and which always rests with its free end on the movable wall 42 and detects its current position.
  • the force input member 30 is acted upon by the force F and is displaced along the longitudinal axis A of the brake force generator with respect to the starting position shown in FIG. 1.
  • the brake pedal actuation when all components are fully functional - i.e. in a normal operating situation - is detected directly by the angle of rotation sensor 24 shown in FIG. 1 and forwarded to the electronic control unit 18, which controls the coil 46 and energizes it according to predetermined characteristics and, if necessary, taking into account - Additional parameters, for example from the stability program or the anti-lock braking system 20 or the distance control device 22.
  • a magnetic field builds up in it, which pulls the armature 50 to the left in FIG.
  • valve sleeve 36 is entrained by the armature 50.
  • the valve element 58 moves with the valve sleeve 36 until it comes into contact with the housing sealing seat 62.
  • the sleeve sealing seat 60 then lifts off the valve element 58.
  • the vacuum chamber 38 is isolated from the working chamber 40 and the working chamber 40 is connected to the ambient atmosphere.
  • An overpressure builds up in the working chamber 40, which leads to a displacement of the control valve housing 34 against a force of a return spring 44 and thus also to a displacement of the primary piston 64 and the secondary piston 106.
  • Sleeve sealing seat 60 and the housing sealing seat 62 again in contact with the valve element. ment 58. In this state the system is in equilibrium and there is no further change without external influence.
  • control valve 32 is actuated by a displacement of the armature 50, which is moved along the longitudinal axis A via the magnetic force generated in the coil 46.
  • the movement of the force input member 30 and the force F initiating this is not transmitted to the armature 50 in the actuated state shown in FIG. Rather, this movement of the force input member 14 is transmitted to the transmission piston 52.
  • the transmission piston 52 is subsequently displaced within the primary cylinder 64, in particular within the bore 70 of the actuating piston 68, which is open on one side, and thereby displaces the separating piston 72 to the left in FIG. 1, the actuating piston 68 due to the hydraulic pressure prevailing in the primary pressure chamber 108 remains in position relative to the housing 28.
  • the movement of the separating piston 72 delivers hydraulic fluid from the hydraulic chamber 74 via the connecting channel 76 and the fluid channel 80 to the electromagnetic switching valve arrangement 82.
  • the electronic control unit 18 switches the electromagnetic switching valve arrangement 82 into its active position, in which it allows a fluid flow from the hydraulic chamber 74.
  • the isolating valve arrangement 96 is switched by the electronic control unit 18 into its active position as a result of the detected pedal actuation, in which it blocks a fluid flow from the hydraulic chamber 74 into the fluid reservoir 92. Accordingly, the hydraulic fluid pressed out of the hydraulic chamber 74 cannot flow into the hydraulic fluid reservoir 102, but is conveyed into the pedal counterforce simulation device 100 against the resistance thereof.
  • the simulation piston 102 is displaced while compressing the simulation spring 104.
  • the electronic control unit 18 permanently detects the current position of the movable wall 42 via the position sensor 116. As a result, the actual position of the control valve housing 34 can be detected and compared with a desired position predetermined by the pedal actuation. If the actual position and target position deviate, for example due to a change in the pedal position by the driver or due to other external influences, the electronic control unit 18 controls the actuator 48 in a corrective manner.
  • the electronic control unit 18 can also energize the actuator 48 disproportionately in order to quickly build up a high pressure difference in the chamber arrangement and subsequently to provide one for the Generate emergency braking sufficiently large braking force with the braking force generator 12.
  • An emergency operating situation occurs, for example, when the coil 46 is no longer properly controlled. This can be due, for example, to the fact that the rotation angle sensor 22 is defective or a defect occurs in the vehicle electrical system. This defect leads to the electronic control unit 18 switching valve assembly 82 is not transferred to its active position. In the event of such a faulty operating state, the control valve 32 can no longer be actuated via the actuator 48. Nevertheless, a sufficiently good braking effect can be achieved with the braking force generator 12 according to the invention.
  • the brake pedal is actuated, the force input member 30 is shifted to the left in FIG. 1. As a result, the transmission piston 52 is displaced to the left along the longitudinal axis A in FIG. 1.
  • the switching valve arrangement 82 is not activated by the electronic control unit 18 and thus remains in the passive position shown in FIG. 1, the hydraulic fluid enclosed in the hydraulic chamber 74 cannot escape. Due to the incompressibility of the hydraulic fluid, it occurs in the
  • Hydraulic chamber 74 enclosed liquid column first to a direct hydromechanical force coupling between transmission piston 52 and actuating piston 68, which finally shifts the primary piston 64 in the cylinder housing 14 via the connecting pin 75.
  • the brake pedal actuation is first transmitted directly and without overcoming the empty play s to the primary piston 64, which leads to a reliable and quick response of the brake system 10 in the event of an emergency.
  • the brake pedal actuation also leads to a sharp rise in pressure within the hydraulic chamber 74. If the pressure prevailing within the hydraulic chamber 74 exceeds the pressure threshold value specified by the pressure limiting valve 84, hydraulic fluid from the can act under the action of the force F on the force input member 30 Hydraulic chamber 74 escape into the reservoir via the switching valve arrangement 82, the pressure limiting valve 84 and the isolating valve 96. This results in a relative positioning of the transmission piston 52 to the actuating piston 68, the pressure threshold value predetermined by the pressure limiting valve 84 also prevailing as pressure in the hydraulic chamber 74.
  • an immediate minimum braking effect which is determined by the level of the pressure threshold value, can initially be achieved by the hydromechanical coupling of actuating piston 68 and transmission piston 52.
  • Safety game s achieve a conventional braking force generation in a conventional manner. This also applies to a case in which the vacuum source has also failed but there is still sufficient negative pressure in the negative pressure chamber 38 in order to achieve a brake force boost. It is thus possible, for example, to carry out three to four braking operations even if the vacuum source has failed until a sufficient pressure difference between the vacuum chamber 38 and the working chamber 40 can no longer be set.
  • the braking force generator 12 can also be used for purely mechanical braking.
  • the safety clearance s is used up first after the pressure threshold value in the hydraulic chamber 74 is exceeded, so that there is mutual abutment of the flange 55 and the receiving piston section 57 and thus mechanical coupling of the valve sleeve 36 and the force input element 30
  • the valve sleeve 36 is shifted to the left in FIG. 1, so that the play r is also used up.
  • the valve sleeve 36 comes with its end face on the left in FIG.
  • FIG. 2 shows a possibility for the compact design of the switching valve arrangement 82 and the isolation valve arrangement 96.
  • the valve arrangement from FIG. 2 is formed in the cylinder housing 14 and comprises a coil 124 with an armature 126 which can be displaced therein and which is firmly coupled to a valve tappet 128.
  • the valve lifter 128 has a peripheral flange 130 against which one end of a return spring 132 bears. The other end of the return spring 132 bears against a counter flange 134 of a valve bushing 136 fixed in the cylinder housing 14, the valve stem 128 being guided with a large clearance through a through opening 137 in the counter flange 134.
  • the valve tappet 128 has a conically widening section 139 in its central region, which faces the passage opening 137, and a sealing pin 138 at its free end, which cooperates with a valve seat 140 of a valve element 142.
  • the valve element 142 is received in a sealed manner in the valve bushing 136.
  • the valve bushing 136 forms two chambers, namely a prechamber 144, which communicates with the hydraulic chamber 74 via the fluid line 80 and with the pedal counterforce simulation device 100 via the fluid line 86, and a drain chamber 148, which communicates with the unpressurized hydraulic fluid reservoir 92 via the line branch 90 communicated.
  • the coil 124 In the position shown in FIG. 2, the coil 124 is not energized.
  • the return spring 132 presses the valve stem 124 with its sealing pin 138 against the sealing seat 140 and prevents hydraulic fluid from flowing out of the
  • Hydraulic chamber 74 When the hydraulic pressure in the hydraulic chamber 74 is sufficiently high, ie when a pressure threshold value in the hydraulic chamber 74 is exceeded, the valve stem 124 with its sealing pin 138 is lifted off the sealing seat 140 against the spring action of the return spring 132, so that the hydraulic fluid through the through opening 137 can flow through and flow into the reservoir 92.
  • the state shown in FIG. 2 is the passive position of the combined valve order that exists when the brake pedal is not pressed, in idle mode and in emergency operating situations.
  • valve arrangement shown in FIG. 2 is also designed with lip seals 150 and 152, which act as check valves. In excess pressure situations, hydraulic fluid in FIG. 2 can flow past this in the direction from left to right (against the installation direction); however, hydraulic fluid flow is blocked in the opposite direction.
  • valve arrangement By providing the valve arrangement, according to the invention, the problem can be prevented in an astonishingly simple manner that idle distances have to be overcome in an emergency operating situation. According to the invention, a brake system that responds quickly even in the event of an emergency can thus be provided by hydromechanical effects.
  • FIG. 3 shows a further embodiment of the braking force generator according to the invention. To avoid repetition, only the differences from the embodiment according to FIG. 1 are again to be described, the same reference numerals being used for components of the same type or having the same function as in the description of FIG. 1, but followed by the letter “a”.
  • the embodiment according to FIG. 3 differs from the embodiment according to FIG. 1 in that the stop pin 75a is fixed relative to the master brake cylinder 14a by a clamping sleeve 160a, the clamping sleeve 160a being firmly anchored in the master brake cylinder 14a. As a result, the stop pin 75a cannot be displaced relative to the housing 34a.
  • the embodiment according to FIG. 3 is particularly suitable for an application of the braking force generator 12a according to the invention in which braking is to be carried out regeneratively. This means that the braking force generator 12a is used in a vehicle which at least partially recovers the energy released during braking via a generator.
  • the generator (motor) is driven at least via the driven wheels in the event of braking, ie when the brake pedal is actuated.
  • the energy required for this is used to decelerate the vehicle.
  • this deceleration is not sufficient to brake the vehicle according to the driver's braking request, it is necessary, as in conventional braking systems, to additionally generate a braking force via the braking system.
  • the braking force generator 12a according to the invention is used in such a regenerative braking system, the problem arises, however, that the braking force generator 12a does not initially have to generate any braking force when the brake pedal is actuated and the resultant displacement of the force input element 30a.
  • a generation of braking force by the braking force generator 12a is not desired, for example, as long as the deceleration achievable by the connected generator satisfies the target deceleration specified by the driver's request. Only when this condition is no longer fulfilled does the braking force generator 12a have to generate an additional braking force. This means that the actuator 48a only has to be activated and then the control valve 32a has to be activated as described above with reference to FIG. 1 when a pure generator braking is no longer sufficient.
  • the force input member 30a is only displaced via the transmission piston 52a and the actuating piston 68a to the pedal counterforce simulation device transmitted, which opposes the pedal actuation a habitual resistance for the driver.
  • the safety clearance s is to be dimensioned sufficiently large to prevent the control valve 32a from opening undesirably to prevent. This would also increase the free travel in the event of a system failure.
  • the clamping sleeve 160a is necessary because otherwise the actuating piston 68a could move under the action of the transmission piston 52a within the primary piston 64a into the primary pressure chamber 108a and thus could undesirably generate brake pressure in the primary pressure chamber 108a during this phase of braking.
  • the braking force generator 12a can be moved to a standby position beforehand, in which all free travel of the arrangement has already been used. These empty paths are the paths d, I and m marked in FIG. 3.
  • the free travel d corresponds to the distance until the control valve 32a has been moved into a standby position.
  • I is the idle travel of the master cylinder 64a until the connection to the fluid reservoir 92a via the line 162a is completely closed.
  • m is the additional free travel that has to be overcome until the brake pads contact the brake disks within the brake system 16a.
  • the invention behind this exemplary embodiment with regard to the idle paths d, I and m is based on the fact that the braking force generator 12a according to the invention is always advanced to the left in a normal braking event, while overcoming the idle paths d, I and m by correspondingly actuating the actuator 48a in FIG , As a result, the play s increases by the sum of the free travel d, I and m, so that the additional free travel requirement for regenerative braking is covered without a braking force already being generated by the braking force generator.
  • the displacement of the primary piston together with the braking force generator 12a is overcome the free travel d, I and m only leads to a better response behavior, but not to a braking force generation.
  • This second embodiment according to FIG. 3 therefore has the advantage that it can be used in the same manner for an emergency operating situation in hybrid vehicles which provide regenerative braking with larger free travel, without a mandatory and permanent increase in the free travel.
  • the braking force generator 12a functions as described above with reference to FIGS. 1 and 2. This also applies to the discussed emergency operating situations, which also include a generator failure.

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

Abstract

L'invention concerne un générateur de force de freinage (12) pour un système de freinage hydraulique (10) de véhicule, ce générateur comportant les éléments suivants: un organe d'entrée de force (30), couplé ou pouvant être couplé à une pédale de frein (26) et pouvant être déplacé dans un carter de base (28) du générateur de force de freinage (12); un maître-cylindre de frein (14) dans lequel un piston primaire (64) est guidé de manière mobile, le piston primaire (64) et le maître-cylindre de frein (14) définissant une chambre de pression primaire (108) pour la génération d'une pression de freinage hydraulique; une unité de simulation de force antagoniste de pédale (100), pouvant être couplée à l'organe d'entrée de force (30); une unité de détection d'actionnement de pédale (116) servant à saisir l'actionnement de la pédale; une unité de génération de force d'actionnement servant à exercer une force d'actionnement sur le piston primaire (64). Selon l'invention, l'unité de simulation de force antagoniste de pédale (100) peut être couplée à l'organe d'entrée de force (30) par un système hydraulique doté d'un ensemble soupape de commande (82) lequel peut être commuté entre une première position de commande, dans laquelle l'organe d'entrée de force est hydrauliquement couplé à l'unité de simulation de force antagoniste de pédale (100), et une deuxième position de commande, dans laquelle l'organe d'entrée de force (30) est couplé au piston primaire (64) de manière hydromécanique.
PCT/EP2005/002630 2004-03-12 2005-03-11 Generateur de force de freinage pour un systeme de freinage hydraulique et systeme de freinage WO2005087565A1 (fr)

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DE102004012260.1 2004-03-12
DE200410012260 DE102004012260B3 (de) 2004-03-12 2004-03-12 Bremskrafterzeuger für eine hydraulische Fahrzeugbremsanlage und Fahrzeugbremsanlage

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Cited By (3)

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WO2007138012A1 (fr) * 2006-06-01 2007-12-06 Continental Teves Ag & Co. Ohg Unité d'actionnement de frein
CN102582595A (zh) * 2011-01-11 2012-07-18 爱皮加特股份公司 行程模拟器装置
DE102010050885B4 (de) * 2009-11-10 2017-11-23 Mando Corporation Hydraulischer aktiver Verstärker

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DE102005030223A1 (de) * 2005-06-29 2007-01-04 Lucas Automotive Gmbh Bremskrafterzeuger für eine hydraulische Fahrzeugbremsanlage
DE102006039475B4 (de) * 2006-08-23 2010-07-15 Lucas Automotive Gmbh Bremskrafterzeuger für eine hydraulische Fahrzeugbremsanlage
DE102006061022A1 (de) * 2006-12-22 2008-06-26 Lucas Automotive Gmbh Bremskrafterzeuger für eine hydraulische Fahrzeugbremsanlage und mit diesem ausgestattete Fahrzeugbremsanlage
DE102008032257A1 (de) 2008-07-09 2010-01-14 Lucas Automotive Gmbh Bremskraftverstärker für eine Kraftfahrzeugbremsanlage und entsprechende Kraftfahrzeugbremsanlage
DE102008035180B4 (de) * 2008-07-29 2022-10-27 Zf Active Safety Gmbh Bremskrafterzeuger für eine hydraulische Kraftfahrzeugbremsanlage mit regenerativer Bremsfunktion
DE102010034671A1 (de) 2010-08-18 2012-02-23 Volkswagen Ag Fahrzeugbremsanlage mit Pedalsimulator
DE102010034696A1 (de) 2010-08-18 2012-02-23 Volkswagen Ag Fahrzeugbremsanlage mit hydraulischem Pedalsimulator
KR102341231B1 (ko) 2017-05-16 2021-12-20 주식회사 만도 브레이크 시스템용 작동 유닛

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WO1998043857A1 (fr) * 1997-04-03 1998-10-08 Itt Manufacturing Enterprises, Inc. Systeme de freinage automatique pour vehicules
DE19750977A1 (de) * 1997-11-18 1999-06-02 Daimler Chrysler Ag Bremsanlage
EP1070006B1 (fr) * 1998-04-09 2002-03-13 Continental Teves AG & Co. oHG Dispositif de regulation de la pression de freinage
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WO2007138012A1 (fr) * 2006-06-01 2007-12-06 Continental Teves Ag & Co. Ohg Unité d'actionnement de frein
DE102010050885B4 (de) * 2009-11-10 2017-11-23 Mando Corporation Hydraulischer aktiver Verstärker
CN102582595A (zh) * 2011-01-11 2012-07-18 爱皮加特股份公司 行程模拟器装置

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