WO2016135125A1 - Système de freinage pour automobiles et procédé permettant de faire fonctionner un système de freinage - Google Patents

Système de freinage pour automobiles et procédé permettant de faire fonctionner un système de freinage Download PDF

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Publication number
WO2016135125A1
WO2016135125A1 PCT/EP2016/053741 EP2016053741W WO2016135125A1 WO 2016135125 A1 WO2016135125 A1 WO 2016135125A1 EP 2016053741 W EP2016053741 W EP 2016053741W WO 2016135125 A1 WO2016135125 A1 WO 2016135125A1
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WO
WIPO (PCT)
Prior art keywords
brake
pressure
pump
valves
pump device
Prior art date
Application number
PCT/EP2016/053741
Other languages
German (de)
English (en)
Inventor
Ralph Gronau
Klaus Dieter Pagel
Jürgen WOYWOD
Original Assignee
Continental Teves Ag & Co. Ohg
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 Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2016135125A1 publication Critical patent/WO2016135125A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—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
    • 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 a brake system for motor vehicles according to the preamble of claim 1 and to a method for operating a brake system according to the preamble of claim 13.
  • a further, electrically controllable pressure and volume delivery device include, in a "brake In the event of failure of the electrically controllable pressure and volume delivery device, the wheel brakes are actuated solely by the muscular force of the vehicle driver (unreinforced fallback mode).
  • the Druckrstel ⁇ treatment device is as a hydraulic Zylin ⁇ the piston assembly or.
  • a linear actuator is formed, whose piston is actuated by an electric motor with the interposition of a rotation-translation gear.
  • the wheel brakes are applied in a "brake-by-wire" mode by the Line ⁇ araktuator with pressure, with the disposed between Line ⁇ araktuator and intake valves connecting valves must be opened.
  • a brake system which additionally comprises a second electrically controllable pressure source in the form of a known motor-pump unit.
  • the engine-pump unit is used only in a return ⁇ fall mode, when the master cylinder is connected to the wheel brakes on the open isolation valves, to increase the volume of the shifted by the driver in the wheel brake fluid volume.
  • This brake system also requires the linear actuator as well as the associated high-resolution sensors for pressure regulation in the "brake-by-wire" mode, for correspondingly precise regulation of the linear actuator.
  • the invention is based on the idea of providing an electrically controllable pump device, which is connected directly to the pressure medium reservoir via an intake line, which supplies the wheel brakes with a system pressure in the "brake-by-wire" mode of operation.
  • the isolation valves for separating the wheel brakes from the master brake cylinder are preferably closed, and the wheel brakes are supplied with the system pressure by means of the pump device.
  • the pump device is hydraulically independent of the actuation of the master brake cylinder. However, the pump device may be electrically driven in response to the operation of the master cylinder.
  • the pump device draws in pressure medium directly from the pressure medium reservoir, the intake resistance is low before ⁇ geous.
  • the brake system has the advantage that it is possible to dispense with a complex linear actuator to the printing position in the "Bra- ke-by-wire" mode. It thus also eliminates the optionally not ⁇ manoeuvrable for a linear actuator Nachsaugzyklen of the linear actuator.
  • the brake system comprises an electronic control and regulation unit, by means of which the separating valves, the inlet and outlet valves and the pump device are controlled.
  • the electronic control unit is particularly preferably the only electronic control and
  • Control unit of the brake system Ie all valves of the brake system are controlled by the control unit and the signals of all sensors of the brake system are evaluated and processed by the control unit.
  • the isolation valves are electrically operated and normally open, so that the intake valves are hydraulically connected in a de-energized fallback mode with the main ⁇ brake cylinder and can be acted upon by the driver with pressure.
  • the separating valves are designed to be controlled analogously. This is e.g. a quieter closing of the isolation valves possible.
  • the separating valves each have a check valve opening in the direction of the wheel brakes connected in parallel.
  • pressure medium from the master cylinder over the check valves in the wheel brakes are moved before it was switched by closing the isolation valves in the "brake-by-wire mode.
  • Pre-filling the wheel brakes shortens the time until the build-up of braking force at the wheel brakes.
  • the pump device has a suction line.
  • the intake pipe is preferably designed jointly for the brake circuits. Alternatively, it is preferred that a separate intake line is provided for each brake circuit, which is directly connected to the pressure medium reservoir, so that pressure medium unhindered, e.g. can be sucked in without throttle effect of a valve.
  • the suction line of the pump device is connected to a return line connected to wheel brakes or in sections, in which outlet valves are inserted.
  • a return line connected to wheel brakes or in sections, in which outlet valves are inserted.
  • Brake system can be achieved.
  • brake circuits are particularly preferred for each brake circuit associated with the brake circuit exhaust valves and the brake circuit associated suction port of the pump device via its own, piecemeal summarized return / suction with the pressure fluid reservoir or a chamber of the pressure fluid reservoir.
  • the outlet valves are preferably connected via the return line directly to the suction line leading to the pressure medium reservoir.
  • the pump device is formed hydraulically two or more circuits.
  • the pump device comprises two, jointly driven by an electric motor pump assemblies, each brake circuit is associated with one of the pump assemblies.
  • each pump assembly has a suction line, which is connected directly to the pressure medium reservoir.
  • the pump assemblies can also be connected via a common intake directly to the pressure fluid reservoir.
  • the suction ports of the pump assemblies are connected to the pressure medium reservoir and the pressure ports of the pump assemblies are each connected to a brake circuit portion of the associated brake circuit ver ⁇ binds the input terminals of the brake circuit associated intake valves.
  • Each pump arrangement is preferably connected in parallel with an analog controllable, normally closed overflow valve, via which the pressure connection of the pump arrangement is separably connected to the suction connection of the pump arrangement.
  • the overflow valves are preferably controlled by means of the control and regulation unit, which also controls the isolation valves and the pump device (and possibly the simulator valve).
  • the pump device preferably comprises a 6-piston pump, each pump assembly being associated with three of the pistons.
  • 6-piston pumps are basically known from conventional ESC brake systems. They are tried and therefore reliable and relatively inexpensive to produce.
  • a pressure detecting ⁇ device which detects a pressure port-side pressure of the pump device.
  • a pressure detection device is provided per pump arrangement, which detects the pressure connection-side pressure of the pump arrangement.
  • a Druckfas ⁇ sungs adopted is provided in front of one of the separating valves, which detects a pressure of the master cylinder. This can be used for example in case of failure of Be ⁇ foundedungswegsensors for braking request detection. For reasons of cost, it is particularly preferable to provide a corresponding pressure detection device in front of only one of the isolation valves.
  • the brake system further preferably comprises a displacement or angle detection device for detecting a brake pedal. activity.
  • An actuation of the brake pedal is particularly preferably detected on the basis of the signals of a travel detection device, which is an actuating travel of a piston of the
  • a driver brake request signal is preferably generated on the basis of the signal of the travel or angle detection device for detecting a brake pedal actuation and / or the signal of the pressure detection device for detecting the master brake cylinder pressure.
  • the electronic control unit is preferably designed for controlling the pump device and the overflow valves in the sense of regulating or controlling the hydraulic pressure delivered by the pump device.
  • control unit controls the over ⁇ flow valves and the pump device based on the driver ⁇ brake request signal so that each brake circuit flows through a corresponding overflow volume flow through the spill valve and the desired (brake circuit) system pressure (at the input ports of the wheel intake valves) adjusts ,
  • the control of the overflow valves is preferably carried out controlled by means of a predetermined current-pressure characteristic and / or by means of the pressure connection side of the pump arrangement arranged pressure sensing devices.
  • the inlet valves are electrically actuated, normally open and analog controlled and the exhaust valve electrically operated and normally closed executed.
  • ABS Anti-lock braking system
  • EBV electronic brake force distribution
  • ESC electronic Stability control / vehicle dynamics control
  • Operating mode gives the driver the usual brake pedal feel, is in hydraulic communication with one of the pressure chambers of the Hauptbremszy ⁇ Linders.
  • An electrically operable simulator valve in the connection between the master brake cylinder and the simulation device is preferably provided, which is controlled at ⁇ means of the control and regulating unit. Through the simulator valve the Simulati ⁇ ons Huawei can be switched on and off. In the "brake-by-wire" mode, the simulator valve is or will be opened by means of the control unit.
  • a parallel circuit of a normally open diagnostic valve with a pressure medium reservoir out closing check valve included in a pressure equalization line of the master cylinder.
  • the master brake cylinder, the simulation device, the isolation valves, the intake and exhaust valves, the pump device and the overflow valves are preferably arranged in a common, independent structural unit, so-called one-box design.
  • This unit optionally also includes the other hydraulic components, such as the simulator valve and the diagnostic valve.
  • the master brake cylinder and the simulation device are arranged in a first independent structural unit and the separating valves, inlet and outlet valves, the pump device and the overflow valves are arranged in a second independent structural unit, so-called.
  • Two-box design offers the advantage that the two units are each smaller and can be easily arranged at each suitable locations.
  • the first assembly also includes the simulator valve and the diagnostic valve.
  • the brake system is preferably a brake system that can be actuated both in the "brake-by-wire” mode by the vehicle driver and independently of the driver.
  • the brake system is operated in the "brake-by-wire” mode and can be operated in operated at least one fallback mode.
  • An advantage of the invention is that it provides a vacuum-free brake-by-wire brake system that is simple and essentially constructed of components known per se.
  • the control strategies in the brake-by-wire mode can therefore be used With only minor changes of conventional (not "by-wire" and without brake pedal feel simulator) brake ⁇ system can be adopted with motor-pump unit.
  • Another advantage of the brake system according to the invention is that a system pressure build-up by the pump device takes place with relatively high dynamics, since the pump device sucks directly from the pressure fluid reservoir and thus correspondingly low Ansaugwiderstande occur.
  • the invention also relates to a method for operating a brake system according to the invention.
  • the isolation valves are closed and the wheel brakes are supplied by the pump device with a system pressure.
  • a desired driver braking quantity is determined quantitatively. This is particularly preferably determined by means of a Weger ⁇ detection device and / or a pressure detection device.
  • the regulation or control of the system pressure is preferably carried out on the basis of the specific driver's brake desired variable.
  • Fig. 1 shows a first embodiment of a erfindungsge ⁇ MAESSEN brake system
  • Fig. 2 shows a second embodiment of a fiction, ⁇ brake system.
  • the brake ⁇ plant essentially comprises a operable by an actuating ⁇ or brake pedal 1 the brake master cylinder 2, cooperating with the master brake cylinder 2 Simulation device (or travel simulator. Brake pedal feel simulator) 3, a pressure fluid supply reservoir 4 to master cylinder 2 associated, at atmospheric pressure, an electrically controllable pressure supply device in the form of a pump device 50, an electrically controllable pressure modulator Lations founded for adjusting wheel-specific brake pressures and an electronic control unit 12th
  • Master cylinder 2 has in a housing 21 two pistons 15, 16 arranged behind each other, the hydraulic
  • Limit pressure chambers 17, 18 are formed in the piston 15, 16 formed radial bores and corresponding pressure equalization lines 41 a, 41 b with the
  • Pressure medium reservoir 4 in connection these connections are shut off by a relative movement of the piston 17, 18 in the housing 21.
  • a parallel circuit of a normally open diagnostic valve 28 with a pressure medium reservoir 4 towards closing check valve 27 is included in the pressure equalization line 41a.
  • Each pressure chamber 15, 16 is a brake circuit I, II, each with two wheel brakes 8, 9; 10, 11 assigned.
  • the pressure chambers 17, 18 take unspecified return ⁇ pitch springs on which the pistons 15, 16 at unconfirmed
  • a piston rod 5 couples the pivotal movement of the brake pedal 1 due to a pedal operation with the translational movement of the first (master cylinder) piston 15, the actuation path of which is detected by a preferably redundant displacement sensor 19.
  • the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents one
  • the left rear wheel (RL) wheel brake 8 and the right front wheel (FR) wheel 9 are the first brake circuit I
  • the right rear wheel (RR) wheel brake 10 and the left front wheel (B1) wheel brake II is the second brake circuit II assigned.
  • Each pressure chamber 17, 18 is connected by means of a line section 22a, 22b to a brake circuit section 13a, 13b, wherein between the sections (22 and 13) per brake circuit, a separating valve 23 a, or 23 b is arranged. That is, the an isolation valve 23a, 23b separates the brake circuit I or II line section in the ⁇ brake cylinder from the main brake circuit pressurizable 2 or managerial 22a, 22b and, in the 'brake-by-wire "-
  • the separating valves 23a, 23b are as electrically actuated, preferably normally open,
  • a pressure sensor 20 connected to the line section 22a detects the pressure built up in the pressure chamber 17 by displacing the first piston 15.
  • Simulation device 3 is hydraulically coupled to the master cylinder 2 and includes, for example substantially ⁇ a simulator chamber 29, a simulator spring chamber 30 and a two chambers 29, 30 from each other separating simulator piston 31 simulator piston 31 is supported by a simulator spring chamber 30 arranged elastic element (eg a spring or a rubber element), which is advantageously biased, on the housing 21 from.
  • the simulator chamber 29 is by way of example by means of an electrically actuated
  • Simulator valve 32 with the first pressure chamber 17 of the tandem master cylinder 2 connectable. Given a pedal force and activated, i. opened, simulator valve 32 flows pressure fluid from the master cylinder pressure chamber 17 in the
  • Simulator valve 32 arranged check valve 34 allows independent of the switching state of the simulator valve 32 a largely unhindered backflow of the pressure medium from the simulator chamber 29 to the master cylinder pressure chamber 17th
  • the connectable to the master cylinder 2 simulation device 3 provides the driver in a "brake-by-wire" mode a well-known brake pedal feeling.
  • the unspecified pressure modulation device comprises, for example per wheel brake 8, 9, 10, 11, an inlet valve 6a-6d and an outlet valve 7a-7d, which are hydraulically interconnected in pairs via center ports and connected to the wheel brakes 8, 9, 10, 11.
  • the input ports of the intake valves 6a, 6b; 6 c, 6 d of a brake circuit I, II are over the
  • Brake circuit section 13a and 13b supplied with a system pressure.
  • the intake valves 6a-6d connected in parallel in each case one opening to the brake circuit ⁇ portions 13a, 13b toward check valve 26a-26d.
  • the return line 24a is connected to a first chamber of the pressure medium reservoir 4, with which the first pressure chamber 17 of the master cylinder 2 is connected, and the return line 24b connected to a second chamber of the pressure medium reservoir 4, with which also the second pressure chamber 18 of the master cylinder connected is.
  • the equalization line 41a, 41b of the master brake cylinder 2 and the return line 24a, 24b of the exhaust valves are grouped piecewise in each brake circuit.
  • the electrically controllable pump device 50 is connected via a suction line 25a, 25b directly to the pressure medium storage container 4.
  • the pressure port of the pump device 50 is connected to the brake circuit portion 13a, 13b ver ⁇ inhibited, ie pump device 50 feeds a pressure medium between the separating valve and the associated inlet valves.
  • Suction line 25a, 25b of the pump device 50 is connected to the return line 24a, 24b of the exhaust valves or in sections summarized.
  • the electrically controllable pump device 50 has a hydraulic double-flow design with two pump arrangements 42a, 42b driven jointly by an electric motor 43. In this case, each brake circuit I, II one of the pump ⁇ arrangements 42a, 42b assigned.
  • suction connection of each pump arrangement 42a, 42b is connected directly to the pressure medium reservoir 4 via the suction line 25a, 25b.
  • suction line 25a of the pump device 50 is connected to the return line 24a of the outlet valves of the brake circuit I or combined in sections, and thus connected to the first chamber of the pressure medium reservoir 4.
  • Suction line 25b of the pump device 50 connected to the return line 24b of the exhaust valves of the brake circuit II or summarized in sections, and thus connected to the second chamber of the pressure medium reservoir 4. That Each pump arrangement has an intake line 25a, 25b, which is connected directly to the pressure medium reservoir 4.
  • the pump device 50 is a
  • each pump assembly 42a, 42b are assigned three of the piston.
  • each pump arrangement 42a, 42b is connected in parallel with an analog controllable, normally closed overflow valve 47a, 47b.
  • About the spill valve 47a, 47b is the pressure port of the pump assembly to the suction port the pump assembly separably connected.
  • the overflow valve 47a, 47b disposed in a Verbin ⁇ extension line between the corresponding brake circuit portion 13a, 13b and the suction duct 25a, 25b and return pipe 24a, 24b.
  • a pressure detection device 45a, 45b is additionally provided for each brake circuit, which detects the pressure connection-side pressure of the pump arrangement 42a, 42b or of the pump device 50.
  • the suction lines 25a, 25b are each provided with a pulsation damper (not shown in FIG. 1) in order to mitigate pressure peaks during pressure reduction processes and thus to improve the controllability of the overflow valves 47a, 47b.
  • the pump device 50 thus sucks pressure medium from the
  • Pressure medium reservoir 4 feeds the pressure medium discharged from it directly into the brake circuit sections 13a, 13b and to the inlet ports of the inlet valves 6a-6d.
  • Control and regulating unit 12 is used to control the valves 23a, 23b, 28, 32, 47a, 47b, 6a-6d, 7a-7d and the electric motor 43 as well as for energy supply and signal evaluation of the sensors 19, 20, 45a, 45b.
  • the brake circuit sections 13a, 13b are subjected to the system pressure provided by pump device 50 and overflow valves 47a, 47b in the "brake-by-wire" mode. Circular portions 13a, 13b acted on the open separating valves 23a, 23b with the pressure of the pressure chambers 17, 18 of the master cylinder 2.
  • said components are 2, 3, 6a-6d, 7a-7d, 13a, 13b, 19, 20, 22a, 22b, 23a, 23b, 24a, 24b, 25a, 25b, 26a-26d, 27, 28, 32 , 34, 40a, 40b, 41a, 41b, 45a, 45b, 47a, 47b, 50 in a unit or an electro-hydraulic module 100 together.
  • Assembly 100 then advantageously also includes the (common) electronic control unit 12.
  • the components which are substantially related to the driver's manipulation i. essentially the components 2, 3, 19, 20, 22a, 22b, 27, 28, 32, 34, 41a, 41b are arranged in a first independent structural unit
  • the components which are substantially associated with brakes in the "by -wire "mode ie essentially the components 23a, 23b, 40a, 40b, 50, 47a, 47b, 6a-6d, 7a-7d, 13a, 13b, 24a, 24b, 25a, 25b, 26a-26d, 45a, 45b are arranged in a second, independent structural unit, which is indicated only schematically by the dashed line in Fig. 1. Both units are advantageously controlled by the (common) electronic control unit 12.
  • a second embodiment of an inventive brake system ⁇ is shown schematically.
  • the brake ⁇ system includes substantially the same hydraulic components as the first embodiment.
  • the pressure compensation lines 41a, 41b of the master cylinder 2 are designed separately from the return lines 24a, 24b of the outlet valves 7a, 7b, 7c, 7d and the suction lines 25a, 25b of the pump device 50.
  • the pump device 50 has a (common) suction ⁇ line 25 for both brake circuits I, II.
  • Intake passage 25 connects the suction ports of the pump device 50 to a third chamber of the pressure medium supply container 4.
  • the return lines 24a, 24b connected to the intake pipe 25 or pieced together with this, so that the off ⁇ lassventile are also connected to the third chamber of the pressure medium reservoir 4.
  • the exemplary brake systems have, so to speak, a modified multi-piston ESC hydraulics. It eliminates the previously required electrical switching valves between outlet valves and master cylinder, since the pump device 50 sucks directly from the pressure fluid reservoir 4 and thus has correspondingly low suction resistances, which the Auf ⁇ baudynamik the pump device 50 comes to good. Furthermore accounts for the low-pressure accumulator, since the exhaust valve 7a-7d of the wheel 8-10 the wheel pressure directly via the return line 24a, 24b or the piecewise summarized suction line 25a, 25b or 25 of the pump device 50 is reduced to the pressure fluid reservoir 4.
  • the system pressure control in the "brake-by-wire" mode takes place with the analog controllable, normally closed overflow valve 47a, 47b per brake circuit I, II, whose input connection between pressure port of the pump device 50 and the intake valves 6a-6d of the wheel brakes 8-
  • the overflow valve 47a, 47b is likewise connected to the return line 24a, 24b or the piecewise combined intake line 25a, 25b or 25.
  • the intake line and the return line are optionally closed with pulsation dampers provided to mitigate pressure peaks in pressure reduction pulses, which improves the controllability of the overflow valves 47a, 47b.
  • 45b is optionally provided to represent a particularly high absolute positioning accuracy and / or to implement monitoring.
  • the separating valves 23a, 23b are used as "Driver Cut Valves" in order to prevent a pedal reaction during the slip-free normal braking (NBrake) Furthermore, one or both of the separating valves 23a, 23b, possibly together with the Pum ⁇ penvorides 50, be used to give a desired brake pedal feedback / reaction to the driver, for example in the case of anti-lock control (active brake pedal feedback).
  • a pressure sensor 20 is provided in order to realize an OHB-H function when the simulator valve 32, diagnosis valve 28 and / or the displacement sensor 19 fails on the master brake cylinder 2.
  • Brake systems is master cylinder 2, and thus the driver, from the wheel brakes 8, 9, 10, 11 decoupled by the closed separating valves 23a, 23b.
  • the brake circuit sections 13a, 13b are connected to the pressure connection of
  • Simulation device 50 which provides the system pressure for actuating the wheel brakes 8, 9, 10, 11 is provided.
  • Simula ⁇ tion device 3 is switched through the opened simulator valve 32 to the master cylinder 2, so that by loading actuation of the brake pedal 1 by the driver in the master cylinder 2 displaced pressure medium flow by the simulation means 3 was added and the simulation means 3 conveys the driver a usual brake pedal feel ,
  • simulation device 3 is switched off by the normally closed simulator valve 32.
  • Master brake cylinder 2 is connected via lines 22a, 22b with the normally open isolation valves 23a, 23b to the brake circuit ⁇ sections 13a, 13b and thus the wheel brakes 8, 9, 10, 11, so that the driver by pressing the brake pedal 1 directly pressure in the wheel brakes 8, 9, 10, 11 can build.
  • a flow of pressure medium into the pressure medium reservoir 4 is prevented by the normally closed valves 47a, 47b and 7a-7d.
  • NBrake normal braking operation
  • ie in the 'brake-by-wire "mode, is closed in j edem brake circuit I, II, the isolating valve 23a, 23b or is permanently ge ⁇ shot, the simulator valve 32 is opened or is The diagnostic valve 28 is or will be opened
  • a driver brake request signal is generated in a manner known per se on the basis of the signals from the travel sensor 19 and / or the pressure sensor 20.
  • the (or each) overflow valve 47a, 47b (from an individual driver) is generated according to the driver brake request signal IP-characteristic and / or regulated via system pressure sensors) is energized and the pump device 50 is driven so that a entspre ⁇ chender fürströmvolumenstrom via the overflow valve 47a, 47b flows.
  • the overflow valves 47a, 47b can thereby set a defined increased system pressure above the locking pressure of the wheels, which, however, can not be below the driver pre-pressure (due to the check valves 40a, 40b on the separating valves).
  • Pressure medium reservoir 4 Low pressure accumulator, which are connected to the exhaust valves for receiving pressure medium, are therefore not necessary.
  • the brake system according to the invention thus offers the advantage of low adaptation costs with respect to the control routines.

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

Abstract

La présente invention concerne un système de freinage électrohydraulique comprenant un cylindre de frein principal (2) qui peut être actionné par la pédale de frein et qui comporte deux chambres de compression (17, 18) chacune associée à un circuit de freinage (I; II) avec des freins de roue (8, 9; 10, 11), un réservoir à moyen de pression (4) qui est connecté au cylindre de frein principal, un dispositif de simulation (3) qui peut être relié au cylindre de frein principal (2) et qui procure au conducteur du véhicule une sensation sur la pédale de frein dans un mode de fonctionnement de système de freinage à commande électronique ("brake-by-wire"), une soupape de séparation (23a, 23b) pour chaque circuit de freinage (I, II), permettant de séparer les freins de roue du cylindre de frein principal, une soupape d'entrée (6a-6d) et une soupape de sortie (7a-7d) pour chaque frein de roue, permettant de régler des pressions de freinage de manière individuelle à chaque roue, ainsi qu'un dispositif de pompe (50) qui peut être commandé électriquement et qui permet l'alimentation en moyen de pression des freins de roue (8, 9; 10, 11). Ledit dispositif de pompe dispose d'une conduite d'aspiration (25a, 25b, 25) qui est directement reliée au réservoir à moyen de pression (4). En mode de fonctionnement de système de freinage à commande électronique ("brake-by-wire"), les freins de roue sont alimentés en pression d'alimentation au moyen du dispositif de pompe (50). L'invention concerne également un procédé permettant de faire fonctionner un système de freinage.
PCT/EP2016/053741 2015-02-25 2016-02-23 Système de freinage pour automobiles et procédé permettant de faire fonctionner un système de freinage WO2016135125A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102015203392.9 2015-02-25
DE102015203392 2015-02-25
DE102016202105.2 2016-02-11
DE102016202105.2A DE102016202105A1 (de) 2015-02-25 2016-02-11 Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage

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WO2016135125A1 true WO2016135125A1 (fr) 2016-09-01

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020007705A1 (fr) * 2018-07-05 2020-01-09 Continental Teves Ag & Co. Ohg Système de freinage pour véhicule automobile
CN113442888A (zh) * 2021-08-11 2021-09-28 中汽创智科技有限公司 一种车辆冗余制动系统

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DE102016223629A1 (de) * 2016-11-29 2018-05-30 Continental Teves Ag & Co. Ohg Bremssystem und Verfahren zum Betreiben eines Bremssystems

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WO2011029812A1 (fr) 2009-09-11 2011-03-17 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour son fonctionnement
DE102012205862A1 (de) 2011-04-19 2012-10-25 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE102012205962A1 (de) * 2011-05-05 2012-11-08 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE102012223497A1 (de) * 2012-12-18 2014-06-18 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE112012004928T5 (de) * 2011-12-20 2014-09-11 Hitachi Automotive Systems, Ltd. Bremsvorrichtung

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EP0850813A2 (fr) * 1996-12-24 1998-07-01 Denso Corporation Système de freinage.
US20080234909A1 (en) * 2007-03-19 2008-09-25 Hitachi, Ltd. Brake control apparatus and pump-up system
WO2011029812A1 (fr) 2009-09-11 2011-03-17 Continental Teves Ag & Co. Ohg Installation de freinage pour véhicules automobiles et procédé pour son fonctionnement
DE102012205862A1 (de) 2011-04-19 2012-10-25 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE102012205962A1 (de) * 2011-05-05 2012-11-08 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge sowie Verfahren zum Betrieb einer Bremsanlage
DE112012004928T5 (de) * 2011-12-20 2014-09-11 Hitachi Automotive Systems, Ltd. Bremsvorrichtung
DE102012223497A1 (de) * 2012-12-18 2014-06-18 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge

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Publication number Priority date Publication date Assignee Title
WO2020007705A1 (fr) * 2018-07-05 2020-01-09 Continental Teves Ag & Co. Ohg Système de freinage pour véhicule automobile
CN113442888A (zh) * 2021-08-11 2021-09-28 中汽创智科技有限公司 一种车辆冗余制动系统

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