WO2010057730A1 - Système de freinage pour un véhicule automobile ainsi que véhicule automobile équipé d'un tel système de freinage - Google Patents

Système de freinage pour un véhicule automobile ainsi que véhicule automobile équipé d'un tel système de freinage Download PDF

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Publication number
WO2010057730A1
WO2010057730A1 PCT/EP2009/063576 EP2009063576W WO2010057730A1 WO 2010057730 A1 WO2010057730 A1 WO 2010057730A1 EP 2009063576 W EP2009063576 W EP 2009063576W WO 2010057730 A1 WO2010057730 A1 WO 2010057730A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
cylinder
pressure
braking
valve
Prior art date
Application number
PCT/EP2009/063576
Other languages
German (de)
English (en)
Inventor
Michael Kunz
Matthias Leiblein
Werner Quirant
Jens Kolarsky
Original Assignee
Robert Bosch 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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to KR1020167016460A priority Critical patent/KR101804716B1/ko
Priority to EP09784047.4A priority patent/EP2367710B1/fr
Priority to JP2011536805A priority patent/JP5362023B2/ja
Priority to CN200980146574.7A priority patent/CN102224043B/zh
Priority to US13/130,435 priority patent/US20110272228A1/en
Publication of WO2010057730A1 publication Critical patent/WO2010057730A1/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
    • 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
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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
    • B60T13/143—Master cylinder mechanically coupled with booster
    • 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
    • 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 invention relates to a brake system for a motor vehicle, having an at least single-cylinder brake cylinder, by means of which a braking force can be imparted to at least one wheel of the motor vehicle during an actuation.
  • the invention further relates to a motor vehicle with a brake system.
  • DE 10 2005 039 314 A1 describes a method and a device for recuperation of energy during a braking operation of a hybrid vehicle.
  • a brake system is provided, which is provided via a brake pedal, a brake booster with a brake cylinder on which a brake fluid reservoir is arranged.
  • the brake booster amplifies the braking force exerted by the driver on the brake pedal and generates a brake pressure which is conducted via brake lines to wheel brakes.
  • the device described takes into account the special feature of hybrid vehicles, namely the recovery of braking energy by recuperative braking invoice.
  • an electric motor usually the electric drive motor of the motor vehicle, operated as a generator.
  • the electrical energy generated thereby is fed into an energy store.
  • the stored there energy can be retrieved when needed, for example, to operate the drive motor and / or for a vehicle electrical system of the motor vehicle.
  • the recuperation reduces the power loss of the motor vehicle during braking. It is therefore a measure to reduce consumption and emissions.
  • the recuperative braking makes high demands on the conventional, friction-based braking system of the motor vehicle, since the
  • recuperative brake with full (electrical) energy storage not available. This means that in this case, the entire braking torque on the conventional brake, so for example friction brakes on the wheels, must be applied. Furthermore, the recuperative braking system does not allow any braking torques until the motor vehicle stops by means of the generator-operated electric motor. When stopping operations of the motor vehicle, therefore, the conventional braking system in the low speed range must compensate for the lost braking effect of the recuperative brake by a higher braking torque. There are also operating conditions in which the hydraulic braking force must be withdrawn in order to achieve a high degree of recuperation.
  • the decoupled generator appears as a recuperative brake by engaging in order to shift the braking action again in the direction of recuperative brake.
  • the proportion of conventional friction brake must be reduced.
  • the two operations described above are referred to as "blending."
  • the braking system with the features mentioned in claim 1 has the advantage that it can be realized very inexpensively, but at the same time allows very high Rekuperationsgrade.
  • components can be adopted from conventional braking systems. This is inventively achieved by the brake cylinder is mechanically operatively connected to a decoupled from a brake input detection means booster cylinder which is hydraulically actuated to actuate the brake cylinder according to a detected by means of the brake input detection means driver's request.
  • the brake cylinder of the brake system is at least einkrei- sig. It can thus be provided that the braking force to one or more
  • Wheels of the motor vehicle can be impressed by means of the brake cylinder. It can also be provided a multi-circuit brake cylinder, for example, each associated with a circle of a front axle and a rear axle of the motor vehicle or a respective circle each having a front wheel and a rear wheel.
  • the brake cylinder is the brake pressure for the wheel or the
  • the brake cylinder is thus at least one piston, via which the brake pressure can be generated.
  • the brake cylinder or a piston arranged therein is mechanically operatively connected to the booster cylinder.
  • the brake specification acquisition means may for example comprise or be connected to the brake pedal of the motor vehicle.
  • the brake cylinder is thus not impacted directly by the brake specification acquisition means. It may also be provided that there is no direct connection between the brake specification acquisition means and the booster cylinder.
  • the booster cylinder is driven hydraulically. This is done in accordance with the driver's request, which can be detected by means of the brake specification acquisition means. In this case, further braking torques, which are applied for example by a generator in the hydraulic
  • Brake pressure are taken into account.
  • essential components may be adopted from a conventional braking system as known in the art. These components may be, for example, the brake cylinder or an ESP and / or ABS unit. Due to the design of the brake system according to the invention, the driver of the motor vehicle can be completely decoupled from the brake system, that is, there is no mechanical feedback of the brake system via the brake specification detection means. However, such feedback is easy to implement, as will be described below.
  • the brake system described can be provided not only in motor vehicles with hybrid drive, but also with conventional drive. It offers several advantages. First, all fully active pressure structures of the known brake systems with the highest pressure dynamics and Druckstellgenaumaschinetechnik can be displayed almost silently. Likewise, comfort functions, such as, for example, deceleration control for ACC (Adaptive Cruise Control) systems, can be displayed very well even when the motor vehicle is at a standstill. It is through the
  • a development of the invention provides that the Bremsvorgabeer originateds- medium is operatively connected to a brake pedal Sens mecanicszylinder and / or a displacement of the brake pedal sensory displacement sensor.
  • the driver of the motor vehicle thus has the opportunity to signal his braking request via the brake pedal to the brake system.
  • the deflection of the brake pedal can be determined by means of the sensing cylinder or the displacement sensor.
  • a development of the invention provides a hydraulic system, which is provided for controlling the booster cylinder. The hydraulic control of the booster cylinder thus takes place through the hydraulic system, in which or by means of which a brake pressure can be built up.
  • a development of the invention provides that the hydraulic system has a pump for generating a pressure and / or a pressure accumulator for storing the pressure and / or a pressure sensor for determining the pressure.
  • the hydraulic system provided for controlling the booster cylinder thus has a pump, for example a hydraulic pump, which generates the brake pressure in the system.
  • the generated pressure can be temporarily stored in the pressure accumulator until it is needed to actuate the booster cylinder. In this way, a temporal decoupling of generation of the pressure and driving the booster cylinder can take place.
  • the brake system can operate very quietly, preferably almost silently, since when the driver wishes to brake, the pressure from the pressure accumulator can be used to drive the booster cylinder and thus to actuate the brake cylinder.
  • the pressure sensor is further provided, by means of which the pressure generated by the pump and / or the pressure in the pressure accumulator can be sensed.
  • the pressure in the hydraulic system can always be kept constant, at least while no activation of the booster cylinder takes place.
  • a development of the invention provides that the sensing cylinder for
  • a braking force information generated by means of a braking force simulation unit is provided to the driver.
  • the sensing cylinder can return the braking force information to the driver.
  • this information may be proportional to the braking torque or the braking force actually impressed on the wheel of the motor vehicle, or may follow an arbitrary function distribution.
  • the braking force simulation unit is provided for generating the braking force information, which will pass on to the driver by means of the sensing cylinder.
  • the brake force simulation unit directly influences the brake specification acquisition means, for example via a control circuit.
  • a development of the invention provides that between the pump and / or the pressure accumulator and the booster cylinder, a pressure build-up valve, which is switchable to build up pressure in the booster cylinder, is provided.
  • the pressure generated by the pump or stored in the accumulator pressure can be selectively forwarded by means of the pressure build-up valve to the booster cylinder.
  • the pressure build-up valve When the pressure build-up valve is switched, fluid can enter the booster cylinder or build up the pressure there.
  • not switched pressure build-up valve of the booster cylinder is thus decoupled from the pump and / or the accumulator, bringing the pressure in the
  • Amplifier cylinder can not continue to build and thus remains constant and / or decreases.
  • the pressure build-up valve is thus actuated via the booster cylinder, the brake cylinder and thus impresses the braking force to the at least one wheel of the motor vehicle.
  • the pressure build-up valve can be used together with the pressure accumulator, since in this way a
  • a further development of the invention provides that a pressure reduction valve switchable in the booster cylinder for pressure reduction is provided. Analogous to that
  • Pressure build-up valve by means of which the pressure in the booster cylinder is buildable, the pressure is degradable by means of the pressure reduction valve. If the pressure reduction valve is switched, the braking force applied to the at least one wheel of the motor vehicle thus decreases. By means of the pressure reduction valve, the hydraulic pressure in the booster cylinder can thus be reduced, the fluid thus leaving it.
  • the hydraulic medium used is advantageously supplied to a memory (pressure equalization) and / or the pump.
  • the braking force simulation unit is a brake force simulation cylinder acted upon by a spring.
  • the Brake force simulation cylinder is used to represent the desired characteristic of the brake input detection means, such as a pedal travel and / or a pedal force.
  • volume can be displaced therefrom into the brake force simulation cylinder.
  • the brake force simulation cylinder can also be acted on in other ways, for example by means of a valve which controls or regulates the pressure in the brake force simulation cylinder. So it can only be present, for example, caused by hydraulic pressure spring action of the brake power simulation cylinder.
  • the brake force simulation unit has a deactivation valve for determining the brake force simulation unit.
  • the deactivation valve can be prevented that the braking force simulation unit generates the braking force information.
  • the brake force simulation cylinder can be detected. In this case, no further fluid can pass out of the sensing cylinder into the brake force simulation cylinder or out of it.
  • the deactivation valve does not have to be actuated, that is to say it does not determine the brake force simulation unit.
  • the deactivation valve can be opened when the brake request is detected, that is to say not be actuated, or alternatively also be permanently open after the ignition of the motor vehicle has been switched on.
  • Other strategies are also conceivable.
  • the deactivation valve is used to improve the volume budget (and thus in particular the improvement of the braking force information for the driver), should the brake system fail, because then no (brake) fluid can get into the braking force simulation unit. It is thus necessary to ensure that the deactivation valve detects the braking force simulation unit in the event of a fault in the brake system or in the event of a failure thereof. A current position of the deactivation valve should be provided accordingly.
  • a development of the invention provides that the deactivation valve directly or via the braking force simulation unit with the sensing cylinder is actively connected.
  • the deactivation valve can thus be provided between the sensing cylinder and the braking force simulation unit.
  • the brake force simulation unit is biased on one side by the sensing cylinder as soon as the driver actuates the brake specification acquisition means.
  • the deactivation valve prevents fluid from getting out of the combustion force simulation unit on the other side. In this way, the brake power simulation unit can not be operated, so it is determined.
  • a development of the invention provides that a pressure equalization of the hydraulic system is provided.
  • About the pressure compensation can be ensured that there is always a sufficient amount of fluid / hydraulic medium in the brake system or the hydraulic system.
  • the pressure compensation can be provided, for example, as a hydraulic tank or brake fluid reservoir. If a pump exists in the hydraulic system, it advantageously draws the hydraulic fluid from the pressure compensation.
  • a development of the invention provides that the booster cylinder is hydraulically and / or mechanically coupled to the sensing cylinder. It is therefore not necessary that the control of the booster cylinder takes place solely via the pressure build-up valve or the pressure reduction valve. It can also be provided that the booster cylinder is hydraulically coupled to the sensing cylinder, so that actuation of the brake target detection means results in a deflection of the booster cylinder. Likewise, there may be a mechanical connection with the sensing cylinder. This is ideally provided in addition to the hydraulic connection. By means of the mechanical coupling of the sensing cylinder to the booster cylinder, it is possible to actuate the brake system even with a pressure loss in the hydraulic system.
  • the driver's request is transferred mechanically from the sensing cylinder to the booster cylinder, which itself is mechanically operatively connected to the brake cylinder.
  • the sensing cylinder does not mechanically couple to the booster cylinder immediately after actuation, but initially provides a free-running section. hen in which the actuation of the Sens mecanicszylinders has no effect. This freewheeling track is necessary to ensure the veneering ability of the braking system.
  • a further development of the invention provides that a pressure sensor is operatively connected to the sensor cylinder.
  • the pressure sensor for example, the driver's request detected via the brake specification acquisition means can be evaluated.
  • the pressure in the sensing cylinder is detected.
  • the pressure accumulator has a decoupling valve for decoupling of further elements of the hydraulic system.
  • the accumulator can be completely closed. In this way, the pressure in the accumulator can not be further built and not degraded. In this way, the pressure loss in the hydraulic system by leaks - for example, the
  • Valves - to be minimized Once the pressure has been built up in the pressure accumulator, this is decoupled via the decoupling valve, which does not have to be kept in the whole hydraulic system, the high pressure. Only when needed, ie upon detection of a driver's request by means of Bremsvorgabeerfas- sungsstoff, the pressure accumulator is coupled back into the hydraulic system, so that the booster cylinder can be hydraulically operated. Also, by preventing further buildup of pressure in the pressure accumulator, pressure in the pressure build-up system in the accumulator can be prevented from being lost. Thus, the pump can build very high pressures in the hydraulic system in a very short time.
  • a development of the invention provides that the brake cylinder is in operative connection with a braking device of the wheel.
  • the brake force can be impressed on the wheel of the motor vehicle via the brake device.
  • the braking device may, for example, a
  • Wheel brake caliper with associated hydraulic cylinder be.
  • a development of the invention provides that at least one modulation unit, in particular ABS or ESP unit, is provided between the brake cylinder and the brake device.
  • the built-up in the brake cylinder pressure which serves to impress the braking force on the wheel of the motor vehicle
  • the present pressure can be varied, in particular reduced.
  • Such measures are often used to stabilize the motor vehicle as part of an ABS or ESP system.
  • the modulation unit can be prevented, for example, that the wheel of the motor vehicle blocked, although the motor vehicle is in motion, and individual wheels - if the motor vehicle has several influenced by the brake system wheels - can be influenced.
  • a development of the invention provides that the motor vehicle has a conventional or a hybrid drive.
  • the braking system can thus be used equally for motor vehicles with conventional or hybrid drive.
  • the invention further comprises a motor vehicle with a braking system, which is designed according to the preceding embodiments.
  • the motor vehicle may optionally be equipped with a conventional or a hybrid drive.
  • the brake system of the motor vehicle can be developed according to individual features listed above.
  • FIG. 1 shows a brake system with a dual-circuit brake cylinder, which has a deactivation valve for detecting a Brennkraftwerksimulationsein- unit and a connecting valve between a sensing cylinder and a booster cylinder
  • FIG. 2 shows the braking system known from FIG. 1, a decoupling valve being provided for decoupling an accumulator,
  • FIG. 4 shows the known brake system, wherein the deactivation valve is directly operatively connected to the sensing cylinder
  • Figure 5 shows the known brake system, wherein a single-cylinder brake cylinder is provided
  • Figure 6 shows the known brake system, wherein the deactivation valve is arranged in front of the brake power simulation unit.
  • FIG. 1 shows a brake system 1 with a dual-circuit brake cylinder 2, which has a first brake circuit 3 and a second brake circuit 4.
  • the first brake circuit 3 is connected via a brake line 5 to a modulation unit 6, which modulates the pressure present in the first brake circuit 3, for example in the context of an ABS or ESP method.
  • a modulation unit 6 which modulates the pressure present in the first brake circuit 3, for example in the context of an ABS or ESP method.
  • the first brake circuit 3 is connected to brake devices, not shown.
  • the braking devices of the first brake circuit 3 provide, for example, for impressing a braking force on wheels, not shown, on a front axle (not shown) of a motor vehicle, also not shown, in which the brake system 1 is provided.
  • the second brake circuit 4 is connected via a brake line 7 to the modulation unit 6, wherein on the output side of the modulation unit 6 braking devices are provided which can impose a braking force on wheels of the rear axle of the motor vehicle.
  • the modulation unit 6 can modulate the pressure for individual wheels of the motor vehicle.
  • the brake system 1 further has an amplifier cylinder 8, which is mechanically operatively connected to the brake cylinder 2.
  • a mechanical connection via a linkage 9 is provided, which connects a piston 10 of the booster cylinder 8 with a piston 1 1 of the brake cylinder 2.
  • the piston 11 in the cylinder 2 is also deflected.
  • a pressure to be built which rests on the brake line 5 in the modulation unit 6.
  • a further piston 13 of the brake cylinder 2 is also moved, which is assigned to the second brake circuit 4. This pressure is built up in a further chamber 14 and via the brake line 7 of the second brake circuit 4 of the
  • Modulation unit 6 is provided.
  • the chambers 12 and 14 are in the non-deflected state of the piston 1 1 and 13 via lines 15 in fluid communication with a pressure equalization 16, which is designed as a brake fluid reservoir 17.
  • a further line 18 is provided, which opens on a side facing away from the chamber 12 of the piston 11 in the brake cylinder 2. In this way, brake fluid from the brake fluid reservoir 17 can get into a forming by the movement of the piston 1 1 chamber.
  • the booster cylinder 8 is actuated by means of a hydraulic system 19. He is connected to a high pressure line 20 and a connecting line 21.
  • the connecting line 21 establishes a fluid connection between the booster cylinder 8 and a sensing cylinder 23 via a connecting valve 22.
  • the sensing cylinder 23 serves as a brake specification detecting means 24, thus detects a driver's request for a braking activity.
  • the sensing cylinder 23 has a mechanical connection 25 to a brake pedal, not shown, of the motor vehicle.
  • a displacement sensor 26 may also be connected to the mechanical connection 25, by means of which a deflection of the brake pedal can be detected.
  • the deflection of the sensing cylinder 23 can be determined by means of a pressure sensor 27, which measures a pressure resulting from a deflection of a piston 28 in the sensing cylinder 23.
  • the pressure sensor 27 may be provided in the connecting line 21, preferably between the connecting valve 22 and the sensing cylinder 23.
  • a pedal force represented by the arrow 29 can be determined on the brake pedal. This pedaling force is the driver's request.
  • the sensing cylinder 23 is in fluid communication with a low pressure conduit 30.
  • the brake system 1 also has a brake force simulation unit 31, which is designed as a brake force simulation cylinder 32.
  • the brake force simulation cylinder 32 is connected on one side, for example, to the connecting line 21, preferably as well as the pressure sensor 27 between the connecting valve 22 and sensing cylinder 23.
  • the Sensticianszylinders 23 ie deflection of the piston 28
  • hydraulic fluid from a chamber 33 of the Sens effetszylinders 23 in the brake force simulation cylinder 32nd be pressed.
  • a piston 34 can be deflected in the brake force simulation cylinder 32.
  • This counteracts a spring 35.
  • the braking force simulation cylinder 32 facing away from the connecting line 21, the latter is connected to the low-pressure line 30 via a deactivation valve 36.
  • the deactivation valve 36 By means of the deactivation valve 36, the combustion force simulation cylinder 32 can be detected.
  • the piston 34 When the deactivation valve 36 is closed, the piston 34 can therefore not be moved.
  • the deactivation valve 36 When the deactivation valve 36 is open, the characteristic of the brake pedal with regard to pedal travel / pedal force can be adjusted by means of the braking force simulation unit 31.
  • the pressure sensor 27 can also be used for controlling / regulating the braking force simulation unit 31.
  • the high-pressure line 20 is fed by a pump 37 and a pressure accumulator 38 via a pressure build-up valve 39.
  • the connected to a motor 40 pump 37 which is designed for example as a three-piston pump, delivers hydraulic fluid from the low pressure line 30 in the direction of high pressure line 20. If the pressure accumulator 38 is not completely filled when working pump 37, it is built in this pressure and saved.
  • the pressure of the fluid or pressure accumulator 38 conveyed by the pump 37 is determined by means of a pressure sensor 41. With the aid of the pressure sensor 41, the pump 37 or the motor 40 can be controlled / controlled such that the fluid pressure after the pump 37 or in the pressure accumulator 38 remains substantially constant, at least as long as the pressure build-up valve 39 is closed.
  • pressure build-up valve 39 If the pressure build-up valve 39 is opened, fluid can pass through the high pressure line 20 into the booster cylinder 8, whereby the brake cylinder 2 is actuated and the braking force is impressed on the at least one wheel of the motor vehicle.
  • a pressure reduction valve 42 is arranged between high-pressure line 20 and low-pressure line 30, .
  • the braking force is thus controlled or regulated via the pressure build-up valve 39 and the pressure reduction valve 42.
  • the modulation unit 6 is preferably a conventional ESP modulation system.
  • a conventional ABS modulation system or other brake pressure modulation systems may be used.
  • the pressure in the booster cylinder 8 can be determined by estimation, but a pressure determination by a sensor system is also conceivable.
  • a further pressure sensor may be provided.
  • the connecting valve 22 In order to build up pressure in the booster cylinder 8, the connecting valve 22 must be closed. After detecting the braking force by means of the displacement sensor 26 or the pressure sensor 27, the driver's request, that is, the driver's braking request, can be calculated or estimated. Based on the driver's brake request, the pressure in the booster cylinder 8 is adjusted by means of the pressure build-up valve 39 and the pressure reduction valve 22.
  • the valves shown in Figure 1 each have a fallback position, which is taken in case of a fault in the hydraulic system 19 - for example, in a de-energized state of the valves, during which they are not controllable.
  • the connection valve 22 is opened in this state, the deactivation valve 36 is closed, the pressure build-up valve 39 and the pressure reduction valve 42 are closed. In this way, the braking force can be transmitted from the sensing cylinder 23 to the booster cylinder 8 via the connecting line 21 by hydraulic means.
  • a mechanical connection 43 is additionally provided. In this case, a rod connected to the piston 28 44 a punch 45 and a connected to the piston 10 linkage 46 a punch 47.
  • the deactivation valve 36 serves to improve the volume balance in the fallback level - and in particular the improvement of the pedal feel, that is, the provision of Braking force information for the driver - in this case. This allows for the closed deactivation valve 36 shorter pedal travel. But it is also possible to dispense with the deactivation valve 36, for example, for reasons of cost and to dispense with the improvement of the pedal feel.
  • An additional pressure sensor 50 can optionally be provided in order to determine the pressure present in the high pressure line 20 or the pressure downstream of the pressure increase valve 39. The pressure sensor 50 may also be provided in the embodiments described below.
  • a decoupling valve 48 is provided here. This can decouple the pressure accumulator 38 from the high-pressure line 20. This means that, when the decoupling valve 48 is closed, there is no longer any fluid connection from the pressure accumulator 38 to the pressure sensor 41, the pump 37 and the pressure build-up valve 39.
  • the elasticity of the pressure accumulator 38 can be switched off. This means that the pressure in the pressure accumulator 38 is no longer increased by the pump 37. In this way, the pump 37 can build up increased pressures in a very short time. These can be fed via the pressure build-up valve 39 to the booster cylinder 8 and thus the
  • Brake cylinder to generate a large braking force can be actuated. In this way, very large braking forces can be built up in a short time, which may be necessary, for example, for functions for rollover prevention of the motor vehicle.
  • the fallback position of the valves corresponds to that described with reference to FIG.
  • the decoupling valve 48 assumes an open, ie fluid-permeable, position in the event of a fault.
  • FIG. 3 shows a further exemplary embodiment.
  • the connecting valve 22 and the deactivation valve 36 are omitted.
  • the elimination of the connecting valve 22 eliminates the hydraulic connection between the sensing cylinder 23 and the booster cylinder 8. If no pressure is built up in the booster cylinder 8 via pressure build-up valve 39 and pressure reduction valve 42
  • Sensing cylinder 23 and booster cylinder 8 are designed so that after a defined free travel, the two pistons 10 and 28 come into mechanical contact via the punches 45 and 47 and the pedal force (arrow 29) thus acts mechanically on the brake cylinder 2.
  • the pressure reduction valve 42 is preferably designed as a normally open valve, the return position is thus the open state. In contrast to the example shown in FIG. 1, the valve is open in the event of a fault.
  • Motor vehicle has to apply to implement its braking request, increased by the force that must be applied against the acted upon by the spring 35 piston 34 of the combustion engine simulation unit 31.
  • the advantage of this embodiment over that shown in FIG. 1 lies in the reduced number of components and the lower costs that can be achieved with them.
  • FIG. 4 shows an exemplary embodiment which is distinguished from that illustrated in FIG. 1 in that the connecting valve 22 is omitted and the deactivation valve 36 is in direct fluid communication with the metering cylinder 23.
  • the deactivation valve 36 is connected to the same side of the brake force simulation cylinder 32 as the sensing cylinder 23. In this way, the hydraulic connection between sensing cylinder 23 and booster cylinder 8 is eliminated. If no pressure builds up in the booster cylinder 8 via pressure build-up valve 39 and pressure reduction valve 42 can, engages the mechanism already described with reference to FIG 3, namely that the punch 45 comes into contact with the punch 47 and thus causes an actuation of the brake cylinder 2.
  • the pressure reduction valve 42 is executed as in Figure 3 and the deactivation valve 36 as a normally open valve, while the pressure build-up valve 39 is normally closed. Due to the changed interconnection of the braking force simulation cylinder 32, the braking force simulation unit 31 can be decoupled for the case illustrated in FIG. The pedal force which the driver must apply in order to implement his desired braking, thus does not increase by the force that moves the piston in the braking force simulation cylinder 32 against the spring 35. An advantage results as well as for Figure 3 in the comparison with the original solution shown in Figure 1 reduced number of components and the resulting lower costs.
  • the exemplary embodiment shown in FIG. 5 is characterized in that a single-cylinder brake cylinder 2 is used.
  • the brake cylinder 2 thus has only the first brake circuit 3. This one is hydraulic connected to the front axle of the motor vehicle.
  • the brake cylinder 2 is connected via the brake line 5 to the modulation unit 6.
  • pressure from the booster cylinder 8 is used via the brake line 7.
  • the brake line 7 initially leads as well as the brake line 5 in the modulation unit 6 and then to brake devices of the wheels.
  • the fallback position in the event of a fault for the valves is the same in FIG. 5 as shown in FIG.
  • the Bremsvorgabeer Upon actuation of the brake pedal, so the Bremsvorgabeer initiatedsffens 24, volume from the chamber 33 of the Senstechnikszylinders 23 is moved into a chamber 49 of the booster cylinder 8 and to the braking devices of the wheels of the rear axle. This is ensured because the connecting valve 22 is open.
  • the brake power simulation cylinder 32 takes on no volume, since it is hydraulically supported on the secondary side by the closed deactivation valve 36.
  • FIG. 6 shows a further exemplary embodiment of the brake system 1 known from FIG. 1.
  • the deactivation valve 36 is arranged in front of the brake force simulation unit.
  • the fallback position of the valves corresponds to that described with reference to FIG.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne un système de freinage (1) pour un véhicule automobile avec au moins un cylindre de frein (2) à circuit unique grâce auquel, en cas d'actionnement, une force de freinage peut être exercée sur au moins une roue du véhicule automobile. A cette occasion, il est prévu que le cylindre de frein (2) soit connecté mécaniquement avec un cylindre amplificateur (8) qui est découplé d'un moyen (24) de saisie de l'instruction de freinage et qui peut être commandé hydrauliquement pour actionner le cylindre de frein (2) en fonction d'un souhait du conducteur détecté par le moyen (24) de saisie de l'instruction de freinage. L'invention concerne en outre un véhicule automobile équipé d'un système de freinage (1).
PCT/EP2009/063576 2008-11-24 2009-10-16 Système de freinage pour un véhicule automobile ainsi que véhicule automobile équipé d'un tel système de freinage WO2010057730A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
KR1020167016460A KR101804716B1 (ko) 2008-11-24 2009-10-16 차량용 제동 시스템과, 이러한 형태의 제동 시스템을 갖는 차량
EP09784047.4A EP2367710B1 (fr) 2008-11-24 2009-10-16 Système de freinage pour un véhicule automobile ainsi que véhicule automobile équipé d'un tel système de freinage
JP2011536805A JP5362023B2 (ja) 2008-11-24 2009-10-16 自動車用のブレーキシステム、及び該ブレーキシステムを備えた自動車
CN200980146574.7A CN102224043B (zh) 2008-11-24 2009-10-16 用于机动车的制动系统以及具有这样的制动系统的机动车
US13/130,435 US20110272228A1 (en) 2008-11-24 2009-10-16 Brake system for a motor vehicle and motor vehicle having such a brake system

Applications Claiming Priority (2)

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DE102008044002.7 2008-11-24
DE102008044002A DE102008044002A1 (de) 2008-11-24 2008-11-24 Bremssystem für ein Kraftfahrzeug sowie Kraftfahrzeug

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WO2010057730A1 true WO2010057730A1 (fr) 2010-05-27

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PCT/EP2009/063576 WO2010057730A1 (fr) 2008-11-24 2009-10-16 Système de freinage pour un véhicule automobile ainsi que véhicule automobile équipé d'un tel système de freinage

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US (1) US20110272228A1 (fr)
EP (1) EP2367710B1 (fr)
JP (1) JP5362023B2 (fr)
KR (2) KR101804716B1 (fr)
CN (1) CN102224043B (fr)
DE (1) DE102008044002A1 (fr)
WO (1) WO2010057730A1 (fr)

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CN102501841A (zh) * 2010-06-28 2012-06-20 罗伯特·博世有限公司 用于液压制动系统的操纵单元及其操作方法
WO2012097902A1 (fr) * 2011-01-21 2012-07-26 Robert Bosch Gmbh Système de freinage pour un véhicule et procédé permettant de faire fonctionner un système de freinage pour un véhicule
CN102862560A (zh) * 2011-07-08 2013-01-09 现代自动车株式会社 用于车辆的再生制动系统
JP2013035542A (ja) * 2011-08-04 2013-02-21 Robert Bosch Gmbh 増圧弁の機能状態を規定するための方法および液圧式ブレーキブースタ装置の増圧弁のための機能監視装置
US20130086898A1 (en) * 2011-10-07 2013-04-11 Mando Corporation Brake device of electro-hydraulic brake system for vehicles
WO2013087258A1 (fr) * 2011-12-16 2013-06-20 Robert Bosch Gmbh Procédé pour purger une pompe de charge d'un accumulateur et dispositif de purge pour une pompe de charge d'un accumulateur de liquide

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JP5814171B2 (ja) * 2012-03-30 2015-11-17 トヨタ自動車株式会社 シリンダ装置および液圧ブレーキシステム
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JP5811997B2 (ja) 2012-12-14 2015-11-11 株式会社デンソー 液圧ブレーキ装置
JP6291806B2 (ja) * 2013-11-22 2018-03-14 日産自動車株式会社 車両のブレーキ制御装置
DE102013018073A1 (de) 2013-11-28 2015-05-28 Lucas Automotive Gmbh Elektrohydraulische Kraftfahrzeug-Bremsanlage
DE102014011598B3 (de) * 2014-08-01 2015-11-19 Audi Ag Blendingfähiges Bremssystem
CN105109349A (zh) * 2015-02-05 2015-12-02 南京理工大学 高可靠性的车辆制动系统
ITUB20156916A1 (it) * 2015-12-09 2017-06-09 Freni Brembo Spa Impianto frenante per veicoli di tipo brake by wire munito di simulatore di feedback idraulico, e metodo di attuazione di un impianto frenante per veicoli
DE102016220041A1 (de) 2016-10-14 2018-04-19 Ford Global Technologies, Llc Bremskraftverstärkersystem und Verfahren zur Unterstützung eines Bremsvorganges eines Kraftfahrzeuges
DE102017113336A1 (de) * 2017-06-19 2018-12-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Elektrische Ausrüstung eines Fahrzeugs oder einer Fahrzeugkombination aus einem Zugfahrzeug und wenigstens einem Anhängerfahrzeug
ES2964118T3 (es) * 2018-09-19 2024-04-04 Brembo Spa Sistema de frenado de freno por cable eléctrico controlado de manera automática para motocicletas
DE102018221815A1 (de) * 2018-12-14 2020-06-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren und Vorrichtung zum Betreiben eines Bremssystems, Bremssystem
DE102022004441B3 (de) 2022-11-28 2023-11-16 Mercedes-Benz Group AG Bremsanlage für ein Kraftfahrzeug, insbesondere für einen Kraftwagen

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CN102501841A (zh) * 2010-06-28 2012-06-20 罗伯特·博世有限公司 用于液压制动系统的操纵单元及其操作方法
CN102501841B (zh) * 2010-06-28 2015-08-19 罗伯特·博世有限公司 用于液压制动系统的操纵单元及其操作方法
EP2399792A3 (fr) * 2010-06-28 2014-07-02 Robert Bosch GmbH Unité d'actionnement pour un système de freinage hydraulique et dispositif de commande et procédé pour son fonctionnement
CN102371985A (zh) * 2010-07-28 2012-03-14 罗伯特·博世有限公司 汽车制动系统和用于使汽车制动系统运行的方法
CN103338988A (zh) * 2011-01-21 2013-10-02 罗伯特·博世有限公司 车辆的制动系统以及用于使车辆的制动系统运行的方法
WO2012097902A1 (fr) * 2011-01-21 2012-07-26 Robert Bosch Gmbh Système de freinage pour un véhicule et procédé permettant de faire fonctionner un système de freinage pour un véhicule
US10202109B2 (en) 2011-01-21 2019-02-12 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system for a vehicle
CN103338988B (zh) * 2011-01-21 2015-11-25 罗伯特·博世有限公司 车辆的制动系统以及用于使车辆的制动系统运行的方法
CN102862560A (zh) * 2011-07-08 2013-01-09 现代自动车株式会社 用于车辆的再生制动系统
JP2013018475A (ja) * 2011-07-08 2013-01-31 Hyundai Motor Co Ltd 自動車の回生制動システム
JP2013035542A (ja) * 2011-08-04 2013-02-21 Robert Bosch Gmbh 増圧弁の機能状態を規定するための方法および液圧式ブレーキブースタ装置の増圧弁のための機能監視装置
US20130086898A1 (en) * 2011-10-07 2013-04-11 Mando Corporation Brake device of electro-hydraulic brake system for vehicles
WO2013087258A1 (fr) * 2011-12-16 2013-06-20 Robert Bosch Gmbh Procédé pour purger une pompe de charge d'un accumulateur et dispositif de purge pour une pompe de charge d'un accumulateur de liquide

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CN102224043A (zh) 2011-10-19
JP2012509801A (ja) 2012-04-26
JP5362023B2 (ja) 2013-12-11
DE102008044002A1 (de) 2010-05-27
KR20110086567A (ko) 2011-07-28
US20110272228A1 (en) 2011-11-10
KR101633531B1 (ko) 2016-06-24
KR20160075863A (ko) 2016-06-29
EP2367710B1 (fr) 2016-10-05
KR101804716B1 (ko) 2017-12-05
CN102224043B (zh) 2016-11-16
EP2367710A1 (fr) 2011-09-28

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