WO2015177207A1 - Système d'actionnement d'un frein de véhicule et procédé pour faire fonctionner le système d'actionnement - Google Patents

Système d'actionnement d'un frein de véhicule et procédé pour faire fonctionner le système d'actionnement Download PDF

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Publication number
WO2015177207A1
WO2015177207A1 PCT/EP2015/061105 EP2015061105W WO2015177207A1 WO 2015177207 A1 WO2015177207 A1 WO 2015177207A1 EP 2015061105 W EP2015061105 W EP 2015061105W WO 2015177207 A1 WO2015177207 A1 WO 2015177207A1
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WO
WIPO (PCT)
Prior art keywords
piston
pressure
cylinder unit
brake
valve
Prior art date
Application number
PCT/EP2015/061105
Other languages
German (de)
English (en)
Inventor
Heinz Leiber
Valentin Unterfrauner
Christian KÖGLSPERGER
Anton Van Zanten
Original Assignee
Ipgate Ag
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
Priority claimed from DE102014107112.3A external-priority patent/DE102014107112A1/de
Priority claimed from DE102014109628.2A external-priority patent/DE102014109628A1/de
Application filed by Ipgate Ag filed Critical Ipgate Ag
Priority to CN202110355357.1A priority Critical patent/CN113147694B/zh
Priority to KR1020167035692A priority patent/KR101978278B1/ko
Priority to US15/312,292 priority patent/US20170327098A1/en
Priority to CN201580026017.7A priority patent/CN106458167B/zh
Priority to EP15723949.2A priority patent/EP3145771B1/fr
Publication of WO2015177207A1 publication Critical patent/WO2015177207A1/fr
Priority to US17/018,094 priority patent/US10940840B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input

Definitions

  • the invention relates to an actuating system for a vehicle brake according to the preamble of claim 1 and a method for operating the actuating system.
  • the master cylinder (HZ) or tandem master cylinder (THZ) is designed for the fallback level in case of failure of the brake system. This is done by appropriate dimensioning with a small diameter. This results in higher pressures at a corresponding foot force.
  • the necessary brake fluid volume for 0.64 g and corresponding pressure is relatively small compared to the maximum pressure at full vehicle deceleration and fading. The necessary volume can not fully apply a THZ even with a larger stroke.
  • DE 10 2009 043 494 the detector is for this a solution proposed with storage chamber, which feeds corresponding volume at higher pressures in the brake circuit.
  • S system serial design
  • P system parallel design
  • the P-systems require less length, but are more complex and differ from the S-system in terms of fault safety.
  • DE 10 2013 111 974.3 of the Applicant is a P-system with double-stroke piston and THZ designed, which does not meet all requirements in the length and the valve circuit.
  • the invention has for its object to provide a system with short length and high fault safety to create.
  • an actuation system for a vehicle brake and a method for operating the actuation system with a shortened overall length and improved fault tolerance are provided. Furthermore, such an actuating system is created with low structural complexity and reduced pressure load at extreme pedal forces.
  • no switching or separating valves are provided in the hydraulic line sections between the working chambers of the first pressure source or piston-cylinder unit (master cylinder) and the valve block VBL containing the ABS / ESP control valves.
  • the pressure control can be carried out in an advantageous manner with other means, in particular existing switching valves (such as EA or VDK).
  • EA or VDK existing switching valves
  • Line sections are in front of the valve block VBL with those of the working chambers of the first Piston-cylinder unit forth forth coming line sections connected.
  • a check valve and a switching valve can be arranged in the first.
  • Line sections which may be connected between the check valves and the switching valves, may suitably another hydr.
  • a further advantageous embodiment provides that a working space of a third pressure source or piston-cylinder device (auxiliary piston) by means of a hydraulic line, in which in particular a valve device is arranged, with at least one working space of the second (DHK) and / or the first Pressure source or piston-cylinder unit (master cylinder) is connected.
  • the invention or its embodiments / designs provide sufficient brake fluid volume with an additional prefill function.
  • the piston-cylinder unit or the Doppelhubkolben can also be replaced by a pressure source with continuous promotion who the, e. an electric motor driven high pressure pump.
  • valves used for brake circuit opening for pressure reduction are checked for leaks each time they are braked.
  • valves EA can be saved by alternately switching the valves EA, a pressure transducer, since the volume promotion by the Doppelhubkolben DHK compared to the pressure-volume curve and pressure detects both the volume uptake and leak or brake circuit failure.
  • Fig. La an additional spring arrangement in the floating piston SK
  • FIG. 2 shows a system as in FIG. 1 with a simplified valve circuit of a double-stroke piston DHK;
  • Fig. 2a shows a system with a high-pressure pump, instead of a
  • Fig. 3 is a system as shown in FIG. 1 with additional valves from
  • FIG. 5 shows a system in P-type simplified with parallel Doppelhubkolben (DHK2) with two pistons;
  • Fig. 5a shows a simplified two-piston version system
  • Fig. 6 shows a system in P-type with a parallel arrangement
  • Fig. 7 shows a particularly simple design (minimal version) of
  • Fig. 7a a spring arrangement
  • Fig. 7c is a snooping arrangement.
  • the system shown in Figure 1 represents a minimum of the effort for a minimum function.
  • a (first) piston-cylinder unit (master cylinder) with push rod piston (DK) 12a and Floating piston (SK) 12 and another (second) piston-cylinder unit with a nem piston 16 (auxiliary piston) lie, and on a second axis A2, which is laterally or radially offset with respect to the first axis, a piston-cylinder unit with a Doppelhubkolben (DHK), a ball-threaded transmission (KGT), lie with spindle 5 and a drive motor 8.
  • DHK Directhubkolben
  • KGT ball-threaded transmission
  • the piston-cylinder unit with auxiliary piston can also be arranged on a parallel axis, as in the patent application DE 10 2011 017 436.2 of the applicant, in which the pedal plunger is arranged on the central axis of the master cylinder and two auxiliary pistons on parallel offset axes.
  • From working chambers of the first piston-cylinder unit (main cylinder or THZ) are hydraulic lines HL1 and HL2 (without isolation valves) via a valve block (VBL) with (not shown) wheel brakes connected.
  • VBL valve block
  • working chambers 10a, 10b of the piston-cylinder unit with Doppelhubkolben (DHK) run line sections in which check valves V3, V4 are arranged and a common line section, which leads to two other hydraulic line sections in which (normally closed) switching valves EA are arranged to the hydraulic lines HL1, HL2 or via the valve block VBL to the wheel brakes.
  • the working chambers 10a, 10b of the double-stroke piston are hydraulically connected via the said line sections and valves EA to the working chambers of the first piston-cylinder unit.
  • From the common line section branches off from another line section which is connected to a working chamber 12 c, which is formed from the back of the piston (DK) of the first piston-cylinder unit.
  • a Wegsimulator learned with a travel simulator WS with piston, check valves RV0, RV1 and ÜV, and a diaphragm D and a solenoid valve WA is connected via a hydraulic line HL3 with a working chamber of the piston-cylinder unit with auxiliary piston 16 and corresponds to the in the patent applications DE 10 2013 111 974.3 and DE 10 2014 102 536.9 of the applicant, to which reference is made in this regard, described path simulator.
  • the overpressure valve ÜV has two functions here: to reduce the throttle power in the normal function at high pedal speed and also in the fallback level RFE, so that the driver can implement the pedal force more quickly in pressure.
  • the Wegsimulator worn may suitably be arranged parallel to the THZ or in the valve block VBL.
  • the working spaces of the push rod piston DK and of the floating piston SK are connected to the valve block VBL via hydraulic line sections HL1 and HL2, wherein no valves, in particular no switching valves, are arranged in these line sections (in contrast to the embodiments according to FIGS).
  • the volume or the pressure on the (not shown) pressure control valves in the valve block VBL Directly to the brake circuits (BK) or the wheel brakes passed pedal travel sensors 2a, 2b besti mmen the pressure in the brake circuits BK, which is effected by the drive of the double-stroke piston DHK and corresponding volume supply.
  • the path simulator WS determines the pedal force characteristic. In a way AWS this way simulator is controlled, which makes up about 40% of the total distance of the pedal ram.
  • the volume supply can be changed in a first operating mode 1 in the corresponding path by entering by opening the two valves EA volume directly from the working chamber of Doppelhubkolbens DHK in the piston DK and SK associated hydraulic lines. In this case, the pistons DK and the SK remain in the position which is given by the path of the DK piston or the spring forces of the springs of the pistons DK and SK.
  • valves EA By switching the valves EA is practically on both sides of the piston SK and DK the same pressure, so that the push rod piston DK on the pedal ram (PS) 3 is applied, provided that the springs are tuned accordingly.
  • This can be defined with an additional spring, as described for example with respect to FIG.
  • ABS function operating mode 2
  • the ABS function can also be done before the full Aus Kunststoffweg AWS, since this is the max. Brake pressure z. B. 200 bar is controlled.
  • the ABS function can be carried out at low ⁇ already at 10 bar and correspondingly small path of the pedal plunger 3. Again, the push rod piston DK should rest on the pedal plunger 3. This causes additional counterforce by friction and spring forces and compressive force on the pedal plunger 3 with further movement of the pedal plunger 3. This is quite advantageous because a small reaction of ABS on the pedal 1 is desired. This can be reinforced and modulated by varying the form Pvor by means of Doppelhubkolbens DHK.
  • the starting position of the floating piston SK with stroke reserve is of great importance for the "worst case" failure of the engine at low ⁇ and subsequent positive ⁇ -jump, whereby the floating piston SK can only supply sufficient volume if it has sufficient lift and not already at the end of the housing
  • the pistons SK and DK deliver volume over the residual stroke, without the collision of the pistons DK and SK, which would then disadvantageously result in asymmetrical brake pressures.
  • valve block VBL The eight valves required for pressure control (four inlet valves EV and four outlet valves AV) or alternatively four switching valves SV in multiplex mode MUX are contained in the valve block VBL.
  • the double-stroke piston DHK with a forward stroke and return stroke acts permanently, since the volume taken off via the outlet valves AV for the pressure reduction P must be reloaded. Carried out an illustrative lasster by the pedal sensors 2a / 2b depressurization from P, this is also carried out via the valves AV in the return line R. This preferably takes place only via a valve AV, z. B. in the DK circuit with open valves EA.
  • Fig. La shows a spring arrangement with additional spring on the floating piston SK.
  • a spring housing 26 is shown with floating piston spring F SK , as is standard in tandem master cylinders THZ.
  • F SK floating piston spring
  • here acts a arranged between the floating piston and spring housing spring F x , which corresponds to the initial spring force of the conventional spring of the floating piston SK.
  • F x the initial spring force of the conventional spring of the floating piston SK.
  • the spring of the push rod piston DK is tied to a higher level of force.
  • operating mode 1 can be turned on, in which the parallel connection of valve EA is not carried out and the floating piston SK and possibly also the pressure Rod piston DK are moved to the stroke end. This has the advantage that the seals can be tested over the entire stroke, so that so-called "sleeping errors" are not possible.
  • Fig. 2 shows the next stage of expansion with valves ESV in the line section HL4 and V DK in the line section HL5 and SV5 in the line section HL6 and correspondingly extended functions.
  • feeding ES of additional volume into the brake circuits BK has great advantages in the fallback stage RFE, since the additional volume results in a higher pressure level or shorter pedal travel.
  • the feeding ES requires that the valve V DK is closed, so that a pressure equalization, which takes place when the valve EA is open, is prevented here when feeding ES.
  • the feeding via the valve EA is arbitrarily possible in a brake circuit BK or both together. Since when feeding pressure forces from both the auxiliary piston 16 and the push rod piston DK act on the pedal 1, the feeding ES is up to pressures z. B. from 20 to 25% of the blocking pressure z. B. 20 - 25 bar limited because of excessive pedal forces.
  • valve ESV is closed (operating mode 5).
  • valve V DK can be designed correspondingly smaller in the switchable pressure range. This allows larger cross-sections or lower magnetic forces, which is cost-relevant.
  • valve SV5 Since the pressure rod piston DK is moved via the pedal plunger PS when the valve V DK is closed, the valve SV5 is required in order to avoid negative pressure during the piston movement.
  • pressure is reduced P from the valve V DK is opened, and the volume passes through open valve ES and WA in the reservoir VB or via valves EA and AV also in the reservoir VB.
  • the configuration of the push rod piston DK is here not according to standard as in the conventional THZ with two seals (the second seal is used in this to avoid leakage oil to the outside).
  • the push rod piston DK is connected to the double-stroke piston DHK as a 3-piston solution and advantageously has only one seal to its pressure chamber.
  • this version with only one seal Dl can be used here without combination with the double stroke piston DHK and without stepped piston in non-stepped cylindrical push rod piston DK.
  • this requires a coupling of the spring housing 26 with the floating piston SK.
  • valves EA During braking, a phase of constant pressure (ie no pedal travel change) often takes place in the path simulator stage 1 (pressure range ⁇ 30 bar). This is used to diagnose the leaks of all components, including the valves EA. Valve VDK and valve EA are closed, the engine position is not changed. der, the valves ESV and WA are open, it must be done with leakage of all components of the brake circuits no pressure reduction. In particular, the valves EA are tested virtually every partial braking (80%) of all braking.
  • the brake system must also be designed for maximum pedal forces, which make up more than a factor of 12 compared to the pedal force for achieving the blocking pressure.
  • the existing valve circuit If this case occurs and the low pressure level z. B. 200 bar designed valve WA opens at this pressure, so there is a pedal movement, which is measured by the pedal sensors 2a / 2b. This leads to closing valve V DK .
  • the pedal ram acts on the push rod piston DK, it creates negative pressure on the secondary side of the push rod piston DK.
  • a failure of the path simulator is possible. After actuation of the brake pedal acts in the first stage, only the return spring 18 to the pedal force, ie the pressure reduction P ab is carried out as described by appropriate motor control via the pedal travel sensors 2 a / 2 b.
  • the failure of the travel simulator WS is not recognized until the valve WA should close at a certain pedal travel. If this is not the case, for. B. by failed seals, so this is detected by the force-displacement sensor KWS. Subsequently, the pressure build-up P is normal to the signal of the pedal travel sensors 2a / 2b.
  • volume or pressure on the back of the push rod piston DK and parallel to the prefilling of the brake circuits BK via both valves EA is controlled, ie it lacks only the counterforce of the travel simulator WS.
  • a small counter force acts on the pedal ram.
  • a larger counterforce can be generated by closing the valve V DK .
  • PWM pulse width modulation
  • An alternative here is closing the valves EA after priming. Subsequently, pedal force and motor control with corresponding volume supply act as a result of the brake booster (operating mode 7).
  • a pressure relief valve ÜV2 can be used, which in particular special is arranged in a connecting line between the non-return valves V3, V4 containing line sections, for example, up to 30 bar prefilling with a large piston area and then flows over 30 bar volume to equalize the pressure on the back of Doppelhubkolbens DHK.
  • the large piston area of the double-stroke piston DHK acts up to 30 bar and, at> 30 bar, a smaller effective area for volume delivery due to pressure equalization.
  • an AVMUX valve is required for the pressure reduction function in brake booster operation.
  • EA volume for pressure reduction in the return pass unless a pressure build-up for additional volume with return stroke (RH) (fading) via the double-stroke piston DHK takes place.
  • RH return stroke
  • this valve AVMUX is not necessary.
  • a failure of the secondary seal of the floating piston is also to be considered. Basically, acts in the normal case (no loss) of the P prior to the push rod piston and displaces the piston DK DK to build up pressure in the two brake circuits. For the above case, the volume would drain from the VDK via the beak hole of the push rod piston DK and the failed seal. This can be prevented by the following measures:
  • the sniffer holes act as a throttle, so that the dynamic pressure in front of the push rod piston DK moves the DK piston;
  • valve VVB In the return line from the floating piston SK to the reservoir VB a valve VVB is turned on, which closes in the event of a fault or briefly closes during each braking operation until a corresponding stroke of the piston DK takes place at which the Schnüffelloch the floating piston SK is securely closed;
  • auxiliary spring does not work because the DK piston is moved by the Pvor pressure, s. also operating mode.
  • Figure 2a shows an alternative to Doppelhubkolben DHK, with a driven by an electric motor pump.
  • This can be a gear, cell or piston pump.
  • the engine may conveniently be an EC motor.
  • a piston pump does not need an additional check valve in contrast to a vane pump, because there are operating states with constant pressure without volume promotion, so that there is no backflow. If the pressure reduction for the brake booster BKV operation is not to take place via outlet valves AV of the ABS pressure control device VBL, this is done via valve AVMUX. With such a system, however, no priming VF and no multiplexing (MUX) as well as no pressure reduction as possible with a double-stroke piston DHK with valve AS.
  • MUX no priming VF and no multiplexing
  • Fig. 3 shows a system with additional functions and valve alternatives.
  • the suction valve SV5 can be avoided by a 3/2-V DK- valve.
  • the return line In the normally open state of the double-stroke piston DHK and push rod piston DK, the return line is closed.
  • the fallback mode RFE In the fallback mode RFE, the connection of double-stroke piston DHK and push rod piston DK is disconnected in the switched state and that of the reservoir R is open.
  • valve arrangement of the Doppelhubkolbens DHK with valves AS and V F is known from DE 10 2014 107 112.3 of the Applicant, it lacks the valves TV.
  • the valve AS allows here a pressure reduction in open valves EA without opening the brake circuits BK valve AV.
  • the valve ESV is closed and only open in fallback level 3 with vehicle power failure.
  • the valve V F is necessary for rapid priming, which is particularly effective in a push rod piston DK of FIG. 2. All systems shown have in common that can act on the push rod piston DK to generate pressure both the pedal travel plunger 3 and the double-stroke piston DHK with volume promotion and corresponding pressure.
  • BM operating modes
  • the pressure source or high-pressure pump or the Doppelhubkolben (Pvor) acts on the back of the push rod piston DK, the valves EA are closed both during the forward stroke and possibly also during the return stroke, the pedal plunger 3 has no contact with the push rod piston DK;
  • the pressure source or high pressure pump or the Doppelhubkolben acts on the push rod piston and via valve EA directly into the brake circuits BK, for example, in the ABS mode, the pedal plunger 3 is in contact with the push rod piston DK);
  • the pedal plunger 3 acts in the fallback plane directly on the push rod piston (applies to the system of Figure 1) (the operating modes 1-3 apply to a system according to Figures 1, 2 and 3).
  • valve EADK is briefly opened, the floating piston SK moves with the push rod piston DK due to the coupling until both the piston associated sniffer holes are closed by appropriate control of the stroke of the Doppelhubkolbens or volume and / or pressure measurement in the piston DK associated brake circuit.
  • DHK acts in push rod piston DK, the pedal plunger 3 is not in contact with the push rod piston DK;
  • valve EA The pressure source or the double-stroke piston DHK acts via valve EA in the brake circuits; Valve VDK is closed, e.g. at maximum pedal force together with pedal ram 3;
  • the pressure source or the double-stroke piston DHK acts via valve VDK together with the pedal plunger on the push rod piston.
  • the valve VDK controls the brake boost if necessary via KWS. This arrangement is effective as a so-called sequence amplifier in case of failure of the path simulator WS;
  • the pedal plunger acts in the fallback level with and without feeds to generate pressure on the push rod piston.
  • ABS causes a small pedal reaction
  • the displacement simulator WS with the auxiliary piston has a high level of fault tolerance
  • valves TV are arranged in the lines from the THZ to the valve block VBL. Furthermore, valves AS, VF and VDK are provided.
  • Fig. 4 shows the P-type, in which in the first axis, a piston-cylinder unit with a piston 16 (auxiliary piston), another piston-cylinder unit (THZ) with DK piston 12a and SK piston 12 are and in the second axis, which is offset laterally or radially with respect to the first axis, a piston-cylinder unit with a Doppelhubkolben (DHK), a ball-threaded transmission (KGT), with spindle 5 and a drive motor 8 are. From working chambers of the further piston-cylinder unit (THZ) are hydraulic lines, in which the brake circuits associated solenoid valves TV are connected via a valve block (VBL) with (not shown) wheel brakes.
  • VBL valve block
  • a travel simulator WS with piston, check valves RVO, RV1, diaphragm D and solenoid valves ESV, WA is connected via a hydraulic line with orifice D or check valve RVO with a working chamber of the piston-cylinder unit with auxiliary piston and corresponds to that in the patent applications DE 10th 2013 111 974.3 and DE 10 2014 102 536.9 of the Applicant, to which reference is made in this regard, described path simulator.
  • An overpressure valve ÜV has two functions here: to reduce the throttle power in the normal function at high pedal speed and also in the fallback level RFE, so that the driver can convert the pedal force into pressure more quickly.
  • the travel simulator WS can expediently be arranged parallel to the THZ or else in the valve block VBL.
  • the auxiliary piston 16 In the case of the normal function, the auxiliary piston 16, a force-displacement simulator KWS (see DE 10 2010 045 617.9 of the Applicant) and pedal travel sensors 2 a, 2 b are activated when the pedal is actuated. These control the motor 8, which drives via the spindle 5 with KGT 7 via the piston plunger 4, the Doppelhubkolben (DHK3) 10 with three or (DHK2) with two pistons or effective piston surfaces.
  • DHK3 Doppelhubkolben
  • volume delivery into the brake circuit is handled by the double-stroke piston DHK in the S-design and the P-design.
  • the delivery volume is determined by the effective piston area and the piston stroke.
  • the feed takes place during the preliminary stroke directly into the brake circuit and in the P-design via the EA valves in the brake circuit.
  • both the S-design and the P-design are pumped via the EA valves. If the so-called prefill VF occurs, then the effective piston area becomes larger by means of valve circuits.
  • the double-stroke piston DHK is designed with three (DHK3) and / or two (DHK2) effective piston surfaces.
  • the double-stroke piston DHK For use with the S-type design, the double-stroke piston DHK must feed the volume into the brake circuit during pressure build-up and also during the return stroke. Since here the piston with the seal Dl and D3 takes volume from the brake circuit, the ring surface must be sized accordingly. Furthermore, the effective piston area should be increased during priming. The volume from the annular surface is in this case pressed under the one-sided sealing sleeve, with the advantage that this already happens in the area of the Schnüffellochs and thus relieves the cuff. In addition, a piston movement with vacuum generation in the caliper for adjusting the pad clearance is desired to reduce the residual friction torque and thus C02. The seal Dl must be suppressed. This results in a double-stroke piston DHK3 with three effective surfaces. This can also be used in a P arrangement (eg according to FIG.
  • the volume promotion in the brake circuit correlates with the volume intake as a function of the pressure for the individual wheel circuits or the entire brake system.
  • the piston plunger is designed to be flexible in bending, in order to reduce the spindle stroke to a lower transverse force on the double-stroke piston (DHK) 10 to produce.
  • the torque support is not carried out here and corresponds to the torque support described in DE 10 2012 103 506 of the Applicant, to which reference is made so far.
  • the functions of the Doppelhubkolbens (DHK3) 10 with suction valves Sl and S2 with shut-off valve AS correspond to the functions described in DE 10 2013 111 974 of the applicant. If the double-stroke piston (DHK) 10 is actuated via the motor drive, the volume of brake fluid is conveyed from the pressure chamber 10b via the valves EA into the brake circuits DK and SK.
  • the valve AS remains open, the valve VF is open.
  • the delivery volume is checked with the pressure in the brake circuits BK via pressure transmitter DG. If it does not comply with the pressure-volume curve, an I / O valve is alternately closed and the further pressure build-up is monitored. If detected BK failure the corresponding valve EA remains closed. Simultaneously with the engine operation, the separating valves TV are closed.
  • the return stroke in which the valve AS is closed and the valve VF open is as described in the application DE 10 2013 111 974.3. If the VF function claimed in the application DE 10 2013 111 974.3 is required, the valve AS and the valve VF are closed during the forward stroke. If now the ABS function is required, then z.
  • the pressure control of the prior art with intake valves EV and outlet valves AV for pressure reduction comes the volume for the pressure reduction via return lines R to the reservoir VB. To reduce the pressure difference at the valve EV, it is possible, the pressure difference at the EV z. B.
  • the redundant pedal travel sensors 2a and 2b are operated in a function to be defined by the OEM, which determines the engine 8 and thus the pressure build-up and brake booster (BKV).
  • BKV pressure build-up and brake booster
  • a small free travel LW is installed so that the pedal initial force is small. This is determined by the restoring forces of the springs, friction in the guides, Pedalwegsensoren and essentially by the friction of the seals, which are pressure-dependent. This total friction, which acts on the pedal, is conceptually very different.
  • valves TVDK and TVSK are closed and opened an HLF valve to return R to the reservoir VB, so that no additional pressure force on the piston 12a and pedal plunger 3 acts.
  • the force-displacement characteristic only determines the path simulator WS, which can also be adaptive, as described in the applicant's DE 10 2014 102 536.9.
  • both valves TV are open, advantageously the TVSK is closed after passing over the Schnüffellochs 12b of the piston 12a. This can be determined indirectly via the movement of the DHK piston 10 via the motor sensor.
  • the EADK is closed, EASK is open, so that the volume of DHK after closed TVSK in the brake circuit SK arrives.
  • both BK are approximately at the same pressure level, which at higher pressures is no longer the case because of the seal friction in the DK piston 12a.
  • the EADK can be opened, thus the pressure of the double-stroke piston (DHK) 10 with the same pressure level acts in both brake circuits BK.
  • a possible brake circuit failure is diagnosed by a respective pressure transducer DG per brake circuit BK and the volume of the Doppelhubkolbens DHK, which must correlate with the pressure volume characteristic of the brake circuit BK. If this is not the case, the volume supply via the respective valve EA is turned off. If priming for a compensation of the lining clearance or a rapid increase in pressure take place, then the valves AS and VF are closed, so that a large effective piston area of the double-stroke piston DHK 10 is fully effective. In the case of the double-stroke piston DHK3, a large piston surface consisting of the front piston (pressure chamber 10b) and the annular piston (pressure chamber 10a) acts, which produces a larger (eg by a factor of 3) via the piston travel. results in quantity, as only with the front piston or its effective area. With the double-stroke piston DHK2, the piston acts with the seal D2. During priming, a pressure equalization on the rear side of the piston is prevented by blocking the valve VF according to FIG. 5.
  • the control according to b. has many advantages, eg. B. the seals of the HZ-piston are always loaded with real pressure. In systems in which the HZ pistons are used for the waysimulator WS, only the WS-pressure which is only about 30% of the brake pressure in the brake circuit BK is effective.
  • valve TVDK is closed together with the WA valve of the travel simulator WS, which is already closed in the stage 2 of the travel simulator WS.
  • the valve WA is open, with only the return spring 18 and the sealing friction on the auxiliary piston 16 acting substantially on the pedal force.
  • the valve WA is closed, i. H. the Wegsimulatorkolben with its spring characteristic acts on the pedal.
  • the pressure in the travel simulator WS can be very high when a strong driver fully on the pedal occurs.
  • pressures> 300 bar can occur, which load housings and seals.
  • This high pressure is measured with the pressure transducer DG, since the high pedal force acts on the DK piston when z. B. at high pressure> 200 bar the valve WA opens mechanically.
  • the valve VDK can be closed and the valve ESV opened.
  • both the pressure forces of DK piston 12a and auxiliary piston 16 act on the brake pedal.
  • the pressure reduction in the brake booster (BKV) mode is effected by return movement of the double-stroke piston 10 DHK by additional pressure Dismantling via AV valves in the return R because the additional volume of VF is not compensated for the return stroke of the double-stroke piston DHK.
  • the brake booster BKV acts like a conventional brake booster with pedal assist as a follow-up brake booster (Fo-BKV).
  • the advantage here is compared to the S-type, that acts in subsequent brake booster the same short pedal travel, but with some discontinuous characteristic.
  • DK piston is at the path simulator control point with high pedal force and subsequent positive ⁇ jump.
  • volume is fed with auxiliary piston via open valve ESV and EADK in the brake circuit BK of DK piston.
  • the valves ESV, VDK, WA are open here, the valves EADK, EASK closed.
  • the pedal ram acts on DK piston 12. The pressure is generated conventionally via the pedal force.
  • Fig. 5 differs from Fig. 2 by omission of valve HLF by only driving method b. is used and a Doppelhubkolben (DHK2) 15 with two pistons.
  • this valve can be omitted if VF is dispensed with.
  • this valve is drawn for the function VF and is positioned in contrast to Fig. 4 between the valve AS and the Doppelhubkolben 15.
  • Fig. 4 can also be used in a P-type construction according to DE 10 2012 222 897 AI.
  • the difference between the double-stroke piston (DHK3) according to FIG. 4 with three pistons for the double-stroke piston (DHK 2) according to FIG. 5 lies in two advantages.
  • the double-stroke piston DHK3 can generate negative pressure in the pressure chamber 10b when the Dl seal is suppressed. This is advantageous in the L broadlynacinwolf the brake piston with negative pressure as described in the DE 10 2008 051 316.4 of the Applicant, to which reference is made here in this regard.
  • the second advantage lies in the failure safety in case of failure of the seals Dl - D3. If one of the three seals fails, pressure can be built up in the forward stroke, the BKV function is retained. Besides, the failure is diagnosed. This is important for that autonomous driving / braking, because with single fault the function must be maintained.
  • Fig. 5a shows the Doppelhubkolben DHK a simplification of the 2-piston version.
  • the shut-off valve AS by two pressure relief valves VI and V2 are used.
  • the plunger 4 acts via seal D3 directly on the piston. If the return stroke is not used for further volume promotion in the brake circuit, but pressure reduction is to take place on withdrawal of the brake pedal, this can be done by opening the ABS-AV valve or by an additional AVX valve in the double-lift piston DHK circuit.
  • FIG. 6 shows a vehicle brake or an actuating system for this purpose, with first, second and third piston-cylinder units arranged in series one behind the other.
  • a drive with electric motor 8 is arranged in the region of the first piston-cylinder unit (Doppelhubkolben), wherein the drive from the output spindle to a rotating nut and from there to the spindle 5 of a ball-screw transmission. 7 done by means of a toothed belt.
  • the remaining elements of the actuation system largely correspond to those shown in FIGS. 4 and 5, so that a more detailed description is omitted here.
  • a parallel arrangement of the motor with belt drive can also be advantageous in the case of an otherwise P arrangement of the actuating system shown in FIGS. 4 and 5.
  • FIG. 7 shows a particularly simple embodiment of the invention with a considerable further length reduction in which the (second) piston-cylinder unit DHK (double-stroke piston) driven by the electric motor is designed as in FIG.
  • the here arranged parallel to the driven piston-cylinder unit DHK first piston-cylinder unit (master cylinder) has here only one piston SK, whose first, provided with a spring F SK working chamber via a line HL1 and the valve block VBL with corresponding wheel brakes is connected and a first brake circuit forms.
  • another piston DK (as it is present in the embodiment of Figure 2) is not provided here.
  • the working space 12 d expediently at a suitable location a (not shown) vent, z. B. by means of a mechanical vent screw or a normally closed solenoid valve on.
  • the first piston-cylinder unit (master cylinder) in this case has a stop A for the piston SK, against which the piston SK by means of the piston spring FSK can be applied.
  • an idle path a is formed between the piston SK and the pedal piston 3 arranged on the auxiliary piston 16.
  • the distance or free travel a in this case preferably corresponds to half the stroke of the pedal plunger 3, z. B. 36/2 mm. However, it may also be smaller, with the minimum corresponding to the stroke up to the stop of the path simulator WS.
  • Brake circuit HL1 a normally closed valve EASK and brake circuit HL2 used a normally open valve EADK. Since, moreover, the embodiment according to FIG. 7 largely corresponds to that of FIG. 2, reference is additionally made to this, so that a more detailed description is dispensed with here and only the differences with regard to design and function are described.
  • a third piston-cylinder unit (auxiliary piston) is arranged in series with the first piston-cylinder unit (master cylinder) and has a piston arranged on the auxiliary piston 16 plunger (pedal plunger 3), the end of which can act on the piston SK.
  • the working chamber of the piston-cylinder unit (auxiliary piston) is connected via a hydraulic line HL3, a Wegsimulator adopted and a hydraulic line HL4 with the brake circuits and the second piston-cylinder unit DHK.
  • the Wegsimulator listening largely corresponds to that shown in Figure 2, but in accordance with the execution.
  • Figure 7 is a normally closed valve WA is inserted.
  • a 2-stage spring is provided on the floating piston SK.
  • a corresponding spring can also gem.
  • Figure 7 are provided and is shown enlarged in Figure 7a.
  • the spring force FSK of this spring need not be highly progressive, since a push rod piston DK and thus in this simplest embodiment, a spring for this is not present.
  • the spring provided on the pressure rod piston in the embodiment according to FIG. 1 is not necessary here or can be replaced by a combined spring arrangement which is supported on the pedal plunger 3, as shown in FIG. 7 a.
  • a sniffer hole SL may be provided on the third piston-cylinder unit (auxiliary piston 16).
  • auxiliary piston 16 This advantageously results in a pressure equalization between the double-stroke piston DHK and the auxiliary piston 16 and also a safe venting of the auxiliary piston. It can also be dispensed with a pressure equalization on the Schnüffelloch SL.
  • a volume compensation can be done by the valve RV1 is combined with a throttle, which allows a small leakage flow, since the temporal change in temperature increase is small.
  • valve ESV In ABS mode, the valve ESV is closed and the valve WA may also be closed depending on the working range of the travel simulator WS.
  • the brake circuits HLL and H12 are supplied with pressure medium from the working space 10a of the double-stroke piston DHK, so that due to the open valves EA on the piston SK there is a pressure compensation.
  • the positions of the piston SK are determined by the spring FSK and Fl determined as shown in Figures 7a and 7b and described in this regard.
  • the system acts as a follow-up brake booster. After passing through the pedal travel a there is an impact of the pedal plunger 3 on the floating piston SK. In this area, the pedal force increase is relatively flat. In this area, however, a pre-filling already takes place via the valve ÜV2, so that after impact of the pedal plunger 3 on the piston SK a smaller pedal travel for the pressure increase is necessary.
  • the volume displaced from the working chamber of the auxiliary piston 16 acts via valves ESV and EA in the brake circuits HL1 and HL2, whereby an asymmetrical pressure build-up can result, depending on the position of the piston SK.
  • This can be avoided by a pressure equalization via open valves EA.
  • the piston SK may be in the initial or end position and the impact of the pedal plunger 3 on the piston SK then causes an asymmetrical pressure level in the brake circuits HL1 and HL2.
  • the volume from the working chamber of the auxiliary piston 16 fully acts on the brake circuit HL2 and the volume from the working space of the floating piston accordingly acts on the brake circuit HL1.
  • the auxiliary piston 16 acts like a pressure rod piston DK (eg, the embodiment according to FIG.
  • the injected volume of the auxiliary piston 16 is reduced by the receiving volume of the path simulator WS (about 20%). This can be avoided if necessary by a not shown shut-off valve to the road simulator WS.
  • the delivery volume in the fallback level RFE can be increased with a corresponding dimensioning of the Wegsimulaterkorkbens and the Wegsimulatorfedern.
  • valves AS and VF and AVMUX By using an extended valve function as shown in FIG. 3 with valves AS and VF and AVMUX, the various additional functions described here, such as defined forward and return strokes, pressure reduction in double-stroke pistons DHK, priming and multiplexing (MUX) can also be carried out with relatively little additional effort. It is also possible to use the Doppelhubkolben with three pistons (or three effective piston surfaces) according to Figure 4 to z. B. targeted to achieve negative pressure to control the lining clearance.
  • the double-stroke piston DHK for pressure generation acts in the brake circuits.
  • the auxiliary piston 16 acts together with the Wegsimulaterkork as Wegsimulator and determines the pedal characteristics.
  • the auxiliary piston 16 acts like a push rod piston DK and leads a brake circuit directly or via the piston SK, in which the volume or the pressure of the auxiliary piston 16 acts on the secondary side of the piston SK, both brake circuits pressure medium too. Due to this dual function of the auxiliary piston 16 results not only a cost reduction but also a further simplified realization of the many functions of the invention.
  • Pressure reduction from the brake circuits HL1 and HL2 takes place in a first stage (up to path simulator stage 1) via the valve ESV and WA into the reservoir VB and from the second stage (path simulator stage 2) via the valves EA and AV from the brake circuit HL2 into the reservoir VB ,
  • FIG. 7a shows in enlarged detail the piston SK with the pedal plunger 3.
  • the piston SK is fixed in its initial position with springs. This should be achieved that, when the pedal plunger 3 is actuated, the piston SK is moved via the sniffer hole 27, so that pressure can be fed into this position both into the brake circuit HL1 and HL2. This is achieved by the spring force Fl as Fx; see also FIG. 7b. After one Lift of As sk, in which the sniffer valve 27 is securely closed, then acts the prestressed spring FSK. If there is now a volume or pressure feed from the double-stroke piston DHK into the pressure chamber 12d, the piston SK moves accordingly.
  • FIG. 7c shows an alternative to the valve VVB in the connection from the breather hole 27 of the piston SK to the reservoir VB.
  • This valve is necessary so that in the rare failure of the secondary piston of the piston SK not additionally the pressure supply from the double-stroke piston DHK fails.
  • the double-stroke piston DHK would deliver volume into the space 12a without increasing the pressure in the event of a large leak. This case is detected by the diagnosis by comparing the delivery volume with the pressure, resulting in the closing of the valve VVB. This can be achieved with little effort according to Figure 7c by a throttle D and a suction valve are used in the connecting line.
  • the cross-section of the throttle D is very small, since it is used only for volume compensation with increasing temperature, so that the volume from the brake circuit HL1 can flow into the reservoir VB. Due to the throttle, the volume delivery of the double-stroke piston DHK is much greater than the leakage volume, so that sufficient pressure is created.
  • the sump valve SV is used for bleeding the brake circuit HL1.
  • the task of the valve EADK is to disconnect the brake circuit HL2 by closing EA in the event of a leak in the brake circuit HL2 between space 12d and the valve block VBL or in the double-stroke piston DHK. Since this can be ruled out constructively, the valve EADK can be saved. Also, the pressure sensor DG can be replaced by measuring the motor current, which is approximately proportional to the pressure.
  • the valve EASK is necessary for the pressure balance between the brake circuits HL1 and HL2 for the described piston positioning of the piston SK and on the other hand in order to prevent leakage in the entire th brake circuit HL1 this separate.
  • the reliable diagnosis is of great importance for the timely detection of leaks.
  • This is done essentially by comparing the delivery volume of the Doppelhubkolbens DHK with the pressure level reached, which is determined directly medium pressure transducer DG or indirectly by means of motor current measurement.
  • the volume and pressure are compared here with the vehicle-specific pressure-volume curve. This can be done in any operating mode with appropriate plausibility, ie comparison with one or two brake circuits.
  • a corresponding switching of valve or motor takes place, usually a disconnection of a brake circuit.
  • the corresponding brake circuits are then no longer supplied from the piston-cylinder unit (Doppelhubkolben).
  • the volume of the double-stroke piston is measured, for example, via the motor or the angle of rotation of the rotor, which drives the spindle 5 and thus the double-stroke piston DHK.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

L'invention concerne un système d'actionnement d'un frein de véhicule, comprenant un moyen d'actionnement, en particulier une pédale de frein, au moins une (première) unité piston-cylindre qui est reliée au frein du véhicule (circuit de freinage) par le biais d'un conduit hydraulique pour amener du fluide sous pression au circuit de freinage et pour alimenter le frein du véhicule en pression, et un entraînement destiné à l'unité piston-cylindre. Selon l'invention, un milieu sous pression peut être amené de façon commandée au circuit de freinage dans les deux directions de déplacement du piston, en particulier vers l'avant et vers l'arrière, au moyen d'au moins un piston (10), en particulier étagé, de l'unité piston-cylindre (10, 10a, 10b).
PCT/EP2015/061105 2014-05-20 2015-05-20 Système d'actionnement d'un frein de véhicule et procédé pour faire fonctionner le système d'actionnement WO2015177207A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
CN202110355357.1A CN113147694B (zh) 2014-05-20 2015-05-20 用于车辆制动器的操纵系统和用于运行该操纵系统的方法
KR1020167035692A KR101978278B1 (ko) 2014-05-20 2015-05-20 차량 브레이크용 구동 시스템 및 구동 시스템을 작동시키는 방법
US15/312,292 US20170327098A1 (en) 2014-05-20 2015-05-20 Actuating system for a vehicle brake and method of operating the actuating system
CN201580026017.7A CN106458167B (zh) 2014-05-20 2015-05-20 用于车辆制动器的操纵系统和用于运行该操纵系统的方法
EP15723949.2A EP3145771B1 (fr) 2014-05-20 2015-05-20 Systeme d'actuation d'un frein de vehicule et methode d'actuation du frein
US17/018,094 US10940840B2 (en) 2014-05-20 2020-09-11 Actuating system for a vehicle brake and method of operating the actuating system

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE102014107112.3A DE102014107112A1 (de) 2014-05-20 2014-05-20 Betätigungssystem für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems
DE102014107112.3 2014-05-20
DE102014109384.4 2014-07-04
DE102014109384 2014-07-04
DE102014109628.2 2014-07-09
DE102014109628.2A DE102014109628A1 (de) 2014-07-04 2014-07-09 Betätigungssystem für eine Fahrzeugbremse und Verfahren zum Betrieb des Betätigungssystems

Related Child Applications (2)

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US15/312,292 A-371-Of-International US20170327098A1 (en) 2014-05-20 2015-05-20 Actuating system for a vehicle brake and method of operating the actuating system
US17/018,094 Continuation US10940840B2 (en) 2014-05-20 2020-09-11 Actuating system for a vehicle brake and method of operating the actuating system

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WO2018108351A1 (fr) * 2016-12-14 2018-06-21 Robert Bosch Gmbh Procédé de commande d'un système de freinage hydraulique dans un véhicule
CN108482352A (zh) * 2018-05-22 2018-09-04 浙江亚太机电股份有限公司上海分公司 液压助力系统
WO2019215278A2 (fr) 2018-05-09 2019-11-14 Ipgate Ag Système de freinage, en particulier pour conduite automatisée
CN112406836A (zh) * 2020-12-10 2021-02-26 吉林大学 一种具有备份功能的线控制动系统及其控制方法
CN115095618A (zh) * 2022-06-27 2022-09-23 浙江师范大学 一种复合式线控制动器、制动系统及控制方法

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WO2018108351A1 (fr) * 2016-12-14 2018-06-21 Robert Bosch Gmbh Procédé de commande d'un système de freinage hydraulique dans un véhicule
US11059464B2 (en) 2016-12-14 2021-07-13 Robert Bosch Gmbh Method for controlling a hydraulic braking system in a vehicle
WO2019215278A2 (fr) 2018-05-09 2019-11-14 Ipgate Ag Système de freinage, en particulier pour conduite automatisée
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CN108482352B (zh) * 2018-05-22 2024-05-17 浙江亚太机电股份有限公司 液压助力系统
CN112406836A (zh) * 2020-12-10 2021-02-26 吉林大学 一种具有备份功能的线控制动系统及其控制方法
CN112406836B (zh) * 2020-12-10 2024-03-05 吉林大学 一种具有备份功能的线控制动系统及其控制方法
CN115095618A (zh) * 2022-06-27 2022-09-23 浙江师范大学 一种复合式线控制动器、制动系统及控制方法

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