WO2011098468A1 - Arrangement de vannes de commande de pression avec canal de contournement pour le refroidissement de la bobine magnétique d'une vanne pilote - Google Patents

Arrangement de vannes de commande de pression avec canal de contournement pour le refroidissement de la bobine magnétique d'une vanne pilote Download PDF

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Publication number
WO2011098468A1
WO2011098468A1 PCT/EP2011/051867 EP2011051867W WO2011098468A1 WO 2011098468 A1 WO2011098468 A1 WO 2011098468A1 EP 2011051867 W EP2011051867 W EP 2011051867W WO 2011098468 A1 WO2011098468 A1 WO 2011098468A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
valve
solenoid
brake
diaphragm
Prior art date
Application number
PCT/EP2011/051867
Other languages
German (de)
English (en)
Inventor
Martin Bohley
Original Assignee
Knorr-Bremse Systeme für Nutzfahrzeuge 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 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Publication of WO2011098468A1 publication Critical patent/WO2011098468A1/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
    • B60T8/36—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 including a pilot valve responding to an electromagnetic force
    • B60T8/3605—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 including a pilot valve responding to an electromagnetic force wherein the pilot valve is mounted in a circuit controlling the working fluid 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
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4818—Traction control, stability control, using both the wheel brakes and other automatic braking systems in pneumatic brake systems

Definitions

  • the invention relates to a pressure control valve arrangement for controlling the fluid pressure in a fluid-actuated and slip-controlled brake system of a vehicle such that in the context of the brake slip control, the brake pressure in at least one brake cylinder is increased, maintained or lowered, according to the preamble of Claim 1.
  • a slip-controlled braking system such as ABS (Anti-lock Braking System) prevents the wheels from locking and acts when a greater traction is required between a tire and the road surface than is transferable, i. when overbraking by the driver.
  • ABS Anti-lock Braking System
  • the central electronic control unit recognizes the
  • ABS brake system from Drehbaumtolersignalen the Blockierne Trent one or more wheels and calculates the control of the force acting on the associated brake cylinder pressure control valve assembly.
  • the brake pressure is then by means of the pressure control valve assembly by pressure lowering, pressure holding or
  • Pressure climbers set according to the wheel behavior and thus the friction conditions between the tire and the road to an optimal slip.
  • ABS pressure control valve arrangements without relay effect can be found on vehicles such as commercial vehicles, buses and coaches,
  • Pressure control valve assemblies without relay action usually have 3/2-way solenoid valves as pilot valves of diaphragm valves, wherein an electronic control device controls the 3/2-way solenoid valves to the necessary functions for the ABS operation
  • the pressure medium usually air in the bleeding and bleeding of the brake cylinder, flows through the pressure control valve assemblies unhindered in both directions it is ensured that the function of the service brake system is not influenced by the ABS pressure control valve arrangement.
  • Pressure control valves of the generic type as 1-channel pressure control valves for anti-lock systems of motor vehicles have within the housing depending on a diaphragm valve as a holding valve and as an exhaust valve and an electromagnetic control valve for the membrane holding valve and the membrane outlet valve.
  • the two diaphragm valves each contain a membrane which can be acted upon by the pressure in a pilot control chamber, and the electromagnetic control valves each have an armature which can be actuated by means of an electric solenoid and which cooperates with two solenoid valve seats in each case.
  • a generic pressure control valve assembly of an ABS brake system is known for example from EP 0266555 A1 or from DE-A 2855876.
  • pressure hold that is, when the pressure set by the pressure control valve set brake pressure is maintained, the solenoid coil of the membrane holding valve associated electromagnetic pilot valve is energized, whereby the armature of the pilot valve is urged sealingly against the action of spring means against the associated solenoid valve seat.
  • the problem is that for a longer "pressure holding" as it is necessary, for example, in the context of a long downhill or ACC (Adaptive Cruise Control) to keep the distance to a vehicle in front and braking, the magnetic coil of the retaining diaphragm valve associated This overheating can lead to damage to the solenoid coil, which is why in practice the ABS control unit only allows a certain maximum activation or energization time of the solenoid coil, when this maximum value is exceeded When the solenoid is again cooled after a time known from experience, it is energized by the ABS control unit again energizing the solenoid coil is stopped, whereby the pressure holding state can not be maintained.
  • ACC Adaptive Cruise Control
  • the invention has the object of providing a pressure control valve arrangement of the type mentioned in such a way that the temperature load of the solenoid coil of the retaining diaphragm valve associated pilot valve is reduced during energization.
  • the invention achieves this object by proposing, on the one hand, that a pressure medium flow of .beta., Which is forced against the solenoid valve seat when the solenoid is energized against the magnet valve seat, of the electromagnetic pilot control valve assigned to the holding diaphragm valve the chamber along at least a part of the magnetic coil to the
  • Pressure sink enabling bypass means are provided.
  • the arranged in the housing chamber is connected in the context of the function "pressure risers" by opening the holding diaphragm valve to the pressure medium connection and thereby pressurized or aerated, whereby the chamber under a relation to the function "pressure risers"
  • Atmospheric pressure is set higher brake pressure. This pressure or the amount of air generating this pressure is then enclosed in the chamber during the transition from the state of "pressure increase” to the state “pressure hold” during the closing of the membrane holding valve and can generate via the bypass means the pressure of the solenoid coil cooling fluid flow.
  • the by-pass means then effectively bridge the flow cross-section closed by the magnet armature sealingly abutting the magnet valve seat and thereby permit a flow of pressure medium along at least part of the magnet coil.
  • this magnetic coil Due to this pressure medium flow, this magnetic coil is cooled in the state "pressure keeping" in which the flow cross section through the magnetic valve seat is actually closed
  • the bypass means are designed such that the volume flow of the pressure medium flow is smaller than an upper limit volume flow through which the holding diaphragm valve is switchable from a closed position to an open position. This prevents the volume flow of the bypass flow from becoming so great that it can influence the (switching) state of the membrane holding valve. Because the volume flow of the bypass flow flowing through the bypass means to serve only the cooling of the magnetic coil of the diaphragm holding valve associated pilot valve.
  • the bypass means are formed by a trained on the circumference of the solenoid valve seat bypass channel so that remains at least partially open when sealed against the magnetic valve seat armature of the flow cross section of the bypass channel.
  • a bypass channel on the circumference of the solenoid valve seat is in a simple manner producible bar, in particular by a local recess on the circumference of the solenoid valve seat.
  • FIG. 1 is a schematic diagram of an ABS brake system as a general diagram of a 4S / 4K ABS brake system of a vehicle
  • 2a is a schematic representation of a brake cylinder an mortupressure control valve a north n i ng i m state "pressure risers",
  • FIG. 2b is a schematic representation of the pressure control valve arrangement of Figure 2a in the state "pressure lowering”,
  • Fig. 2c is a schematic representation of the pressure control valve assembly of Figure 2a in the "hold pressure".
  • a vehicle equipped with an ABS brake system has a front axle 1 and a rear axle 2.
  • wheels 3a and 3b are arranged;
  • the rear axle 2 has wheels 4a and 4b each equipped with twin tires.
  • the braking system for these wheels 3a, 3b and 4a, 4b serving ABS brake system is designed here in the manner of a 4S / 4K system (four sensors, four channels). This means that a total of four speed sensors 5a-5d and four pressure control valve arrangements 7a-7d are available here.
  • the pressure control valve assemblies 7a-7d are used to control each associated brake cylinders 6a-6d.
  • About a branching pneumatic brake pressure line 8 are all pressure control valve assemblies 7a-7d with a foot brake valve 9 in conjunction.
  • the driver When the foot brake valve 9 is actuated, the driver generates a brake pressure which, via the pneumatic brake pressure line 8, passes the pressure control valve arrangements 7a-7d to the wheels 3a, 3b and the wheels 4a, 4b associated brake cylinders 6a-6d is forwarded.
  • the pressure control valve arrangements 7a-7d can be actuated via integrated solenoid valves 15a, 15b shown in FIGS. 2a, 2b and 2c and are electrically connected for this purpose to a central electronic control unit, in particular an ABS control device 10.
  • the electronic control unit 10 communicates with the four speed sensors 5 a - 5 b determining the wheel speeds.
  • the brake pressure applied by the driver via the foot brake valve 9 is reduced by the corresponding pressure control valve arrangement 7a-7d in accordance with an ABS control in accordance with the electronic control unit 10 until the blocking has been eliminated.
  • the ABS brake system of the present embodiment further includes an ASR function that includes an ASR unit 11 for reducing engine torque such as an ASR solenoid valve 12 and a shuttle valve 13.
  • the pressure control valve arrangement 7 used according to FIG. 2a in the context of the ABS brake system for the purpose of ABS regulation is constructed here in the manner of a 1-channel pressure control valve arrangement and consists essentially of two integrated diaphragm valves 14a and 14b and two actuated by spring elements 17a, 17b in one of two closing directions biased solenoid valves 15a, 15b.
  • Diaphragms 18a, 18b of the diaphragm valves 14a and 14b are each provided by spring elements 16a, 16b loaded in the single closing direction and are piloted via the respectively associated solenoid valves 15a and 15b.
  • the diaphragm valves 1 4a, 1 4b one is a holding or inlet diaphragm valve 14a and the other is an outlet diaphragm valve 14b.
  • a housing 21 of the pressure control valve arrangement 7 furthermore has a pressure medium connection 23 for pressurizing and / or depressurizing the pressure control valve arrangement 7 and a working connection 24 for connecting the brake cylinder 6.
  • the pressure medium connection 23 is aerated or vented via the brake pressure line 8 to the foot or service brake valve 9 of the pressure-medium-actuated brake device in accordance with actuation of the foot brake valve 9.
  • the two electromagnetic valves 15a, 15b each have a magnetic coil 19a, 19b, whereby solenoid coils 19a, 19b with magnetic valve seats 20a, 20b or 29a, 29b of the electromagnetic valves 1 5a, 1 5 b to sa mmen wi rke nd e magnet armature 22 a, 22 b are operated as valve closing members.
  • the magneto-anchors 22a, 22b cooperate with two solenoid valve seats 20a, 20b and 29a, 29b, respectively.
  • the armature 22a, 22b are pressed against the upper magnetic valve seats 29a, 29b due to the bias by the spring means 17a, 17b in the de-energized state of the magnetic coils 19a, 19b.
  • the spring means 17a, 17b then bias the armature 22a in particular into a position raised from the lower magnetic valve seat 20a, in which a flow cross-section is released, the a chamber 26a formed in the housing 21 communicates with a pressure sink 27a in the form of a vent port.
  • the magnet armatures 22a, 22b are urged against the action of the spring means 17a, 17b against the lower magnet valve seats 20a, 20b.
  • the chamber 26a is connected to the pressure medium connection 23 and thus to the foot brake valve 9 when the diaphragm 18a of the holding diaphragm valve 14a lifts off from its associated diaphragm valve seat 28a.
  • the working port 24 and thus the brake cylinder 6 gets in communication with another pressure sink 30 when the diaphragm 18b of the outlet diaphragm valve 14b lifts from its associated diaphragm valve seat 28b.
  • the second electromagnetic valve 15b which is opened in its spring-loaded basic position, receives the brake pressure from the foot brake valve 9 on the diaphragm 18b of the outlet diaphragm valve 14b from the right and urges them against their diaphragm valve seat 28b, leaving the outlet diaphragm valve 14b closed.
  • the pressurized air under brake pressure passes through the pressure control valve 7.
  • the pressure control valve arrangement 7 is in the state where the pressure control valve arrangement 7 is not in the ABS control mode.
  • the braking pressure applied by the foot brake valve 9 via the old diaphragm valve 14a arrives in a chamber 26a formed in the housing 21 and can also act on the diaphragm 18a from the left side.
  • the pressure on the right and left side of the diaphragm 18a of the diaphragm valve 14a is the same size.
  • the holding diaphragm valve 14a is closed, that is, the diaphragm 18a is urged against the diaphragm valve seat 28a.
  • the pressure control valve arrangement 7 closes the pneumatic brake pressure line 8 extending from the foot brake valve 9 to the brake cylinder 6 in order to keep the pressure constant.
  • a bypass passage 31 is formed, through which a compressed air flow from the chamber 26a along at least a portion of the solenoid coil 19a of the membrane holding valve 14a associated solenoid valve 15a can flow to the pressure sink 27a. This compressed air flow can then cool the energized solenoid 19a.
  • the bypass channel 31 bridges the flow cross-section closed by the magnet armature 22a sealingly seated on the magnet valve seat 20a and allows compressed-air flow along at least part of the magnet coil 19a, preferably along its entire longitudinal extension and parallel to it, as indicated by the arrow 32 in FIG ,
  • the bypass channel 31 is designed in particular with respect to its cross section such that the volume flow of compressed air flow through the bypass channel 31 is smaller than an upper limit flow rate through which the holding diaphragm valve 14a could be switched from its closed position back to its open position. Because due to the bypass channel 31 through and to the Drucksen ke 27a flowing compressed air sin kt the pressure in the chamber 26a and thus the pressure on the left effective surface of Me mb ra ne 1 8 ad H al te diaphragm valve 14 a. This prevents the volume flow of the bypass flow from becoming so great that it influences the (switching) state of the membrane holding valve 14a is able to take.
  • bypass channel 31 is preferably formed on the circumference of the solenoid valve seat 20a and parallel to the central axis of the magnet armature 22a and to the coil 19a, and leaves despite of the magnetic valve seat 20a sealing magnet armature 36a a certain flow cross section open.
  • a pressure reduction (“pressure lowering") is achieved in the brake cylinder 6 by energizing both solenoid valves 15a and 15b the magnet armature 22b of the other solenoid valve 15b is lifted from the lower solenoid valve seat 20b against the action of the spring means 17b due to the energization of its solenoid coil 19b and urged against the upper solenoid valve seat 29b the membrane 1 8b of the outlet diaphragm valve 14b can lift off from the diaphragm valve seat 28b, so that the working port 24 and thus the brake cylinder 6 is connected to the pressure sink 30 for venting.

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

Abstract

L'invention concerne un arrangement de vannes de commande de pression (7) pour commander la pression du fluide dans un équipement de freinage actionné par un fluide pressurisé et à patinage régulé d'un véhicule. Selon l'invention, dans le cadre de la régulation du patinage, la pression de freinage est maintenue dans au moins un cylindre de frein (6), la pression de l'induit magnétique (22a) de la vanne pilote électromagnétique (15a) associée à la vanne à membrane de maintien (14a) contre le siège de l'électrovanne (20a) du fait de l'alimentation électrique de la bobine magnétique (19a) réalise des moyens de contournement (31) permettant un écoulement du fluide pressurisé de la chambre (26a) au collecteur de pression (27a) le long d'au moins une partie de la bobine magnétique (19a) et les moyens de contournement (31) sont exécutés de telle sorte que le débit volumique d'écoulement du fluide pressurisé est inférieur à un débit volumique limite supérieur par lequel la vanne à membrane de maintien (14a) peut être basculée d'une position fermée en une position ouverte.
PCT/EP2011/051867 2010-02-10 2011-02-09 Arrangement de vannes de commande de pression avec canal de contournement pour le refroidissement de la bobine magnétique d'une vanne pilote WO2011098468A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010007407 DE102010007407B4 (de) 2010-02-10 2010-02-10 Drucksteuerventilanordnung
DE102010007407.1 2010-02-10

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WO2011098468A1 true WO2011098468A1 (fr) 2011-08-18

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PCT/EP2011/051867 WO2011098468A1 (fr) 2010-02-10 2011-02-09 Arrangement de vannes de commande de pression avec canal de contournement pour le refroidissement de la bobine magnétique d'une vanne pilote

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WO (1) WO2011098468A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017106555A1 (de) * 2017-03-27 2018-09-27 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Membranventil ohne Stützring und ohne Stützteller
DE102018202055A1 (de) * 2018-02-09 2019-08-14 Volkswagen Aktiengesellschaft Bremssystem, Kraftfahrzeug und Verfahren zum Bremsen eines Kraftfahrzeugs
DE102018124179B3 (de) * 2018-10-01 2019-09-19 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH ABS-Drucksteuerventilanordnung
CN109204285B (zh) * 2018-10-30 2023-10-27 宁波佳尔灵气动机械有限公司 一种辅助刹车阀

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3976335A (en) * 1975-08-19 1976-08-24 Sanwa Seiki Mfg. Co. Modulator of an antiskid device for air brakes
DE2855876A1 (de) 1978-12-22 1980-07-10 Knorr Bremse Gmbh Schaltventil fuer bremsblockierschutzeinrichtungen
EP0266555A1 (fr) 1986-11-03 1988-05-11 Knorr-Bremse Ag Valve régulatrice de pression pour dispositifs antipatinage pour véhicules
EP0433673A1 (fr) * 1989-12-22 1991-06-26 Robert Bosch Gmbh Valve de commande de pression
JPH08175353A (ja) * 1994-12-27 1996-07-09 Nabco Ltd アンチスキッドブレーキ装置
DE19701200A1 (de) * 1997-01-15 1998-07-16 Knorr Bremse Systeme Drucksteuerventil
WO2008025398A1 (fr) * 2006-08-31 2008-03-06 Wabco Gmbh Unité de soupape, dispositif de commande de freinage électropneumatique comprenant une unité de soupape de ce type pour la commande d'un frein de stationnement, système de freinage de véhicule comprenant un dispositif de commande de freinage de ce type et véhicule comprenant un système de

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10156773A1 (de) * 2001-11-19 2003-06-05 Knorr Bremse Systeme Verfahren und Einrichtung zur Ansteuerung einer ABS-Bremsanlage eines Fahrzeuges

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3976335A (en) * 1975-08-19 1976-08-24 Sanwa Seiki Mfg. Co. Modulator of an antiskid device for air brakes
DE2855876A1 (de) 1978-12-22 1980-07-10 Knorr Bremse Gmbh Schaltventil fuer bremsblockierschutzeinrichtungen
EP0266555A1 (fr) 1986-11-03 1988-05-11 Knorr-Bremse Ag Valve régulatrice de pression pour dispositifs antipatinage pour véhicules
EP0433673A1 (fr) * 1989-12-22 1991-06-26 Robert Bosch Gmbh Valve de commande de pression
JPH08175353A (ja) * 1994-12-27 1996-07-09 Nabco Ltd アンチスキッドブレーキ装置
DE19701200A1 (de) * 1997-01-15 1998-07-16 Knorr Bremse Systeme Drucksteuerventil
WO2008025398A1 (fr) * 2006-08-31 2008-03-06 Wabco Gmbh Unité de soupape, dispositif de commande de freinage électropneumatique comprenant une unité de soupape de ce type pour la commande d'un frein de stationnement, système de freinage de véhicule comprenant un dispositif de commande de freinage de ce type et véhicule comprenant un système de

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DE102010007407B4 (de) 2011-09-01
DE102010007407A1 (de) 2011-08-11

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