WO2018068928A1 - Electrovanne et système de freinage hydraulique pour un véhicule - Google Patents

Electrovanne et système de freinage hydraulique pour un véhicule Download PDF

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Publication number
WO2018068928A1
WO2018068928A1 PCT/EP2017/070740 EP2017070740W WO2018068928A1 WO 2018068928 A1 WO2018068928 A1 WO 2018068928A1 EP 2017070740 W EP2017070740 W EP 2017070740W WO 2018068928 A1 WO2018068928 A1 WO 2018068928A1
Authority
WO
WIPO (PCT)
Prior art keywords
plunger
pole core
valve
solenoid valve
armature
Prior art date
Application number
PCT/EP2017/070740
Other languages
German (de)
English (en)
Inventor
Dietmar Kratzer
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2018068928A1 publication Critical patent/WO2018068928A1/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
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/003—Actuating devices; Operating means; Releasing devices operated without a stable intermediate position, e.g. with snap action
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
    • F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
    • F16K31/0644—One-way valve
    • F16K31/0655—Lift valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
    • F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
    • F16K31/10—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid with additional mechanism between armature and closure member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/44—Mechanical actuating means
    • F16K31/52—Mechanical actuating means with crank, eccentric, or cam
    • F16K31/524—Mechanical actuating means with crank, eccentric, or cam with a cam
    • F16K31/52408—Mechanical actuating means with crank, eccentric, or cam with a cam comprising a lift valve
    • F16K31/5245—Mechanical actuating means with crank, eccentric, or cam with a cam comprising a lift valve with a valve member of conical shape
    • 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
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the invention is based on a solenoid valve for a hydraulic brake system according to the preamble of independent claim 1.
  • the subject of the present invention is also a hydraulic brake system for a vehicle having such a solenoid valve.
  • the prior art discloses hydraulic brake systems for vehicles having a master cylinder, a hydraulic unit and a plurality of wheel brakes, which include various safety systems, such as an anti-lock braking system (ABS), electronic stability program (ESP), etc., and various safety functions, such as anti-lock, traction control (ASR) and so on.
  • ABS anti-lock braking system
  • ESP electronic stability program
  • ASR anti-lock, traction control
  • ABS anti-lock braking system
  • ASR traction control system
  • ESP electronic stability program system
  • the hydraulic unit comprises solenoid valves, which are usually held in unambiguous positions due to the counteracting forces “magnetic force”, “spring force” and “hydraulic force.” Accordingly, there are the valve types “normally open” and “de-energized
  • These solenoid valves each comprise a magnet assembly and a valve cartridge having a pole core, a guide sleeve connected to the pole core, an armature axially guided within the guide sleeve against the force of a return spring between a closed position and an open position with a plunger and a
  • a magnetic force is generated which closes the magnet Armature with the plunger and the closing element in an open solenoid valve moves from the open position to the closed position until the closing element meets the corresponding valve seat and seals it.
  • the return spring moves the armature with the plunger and the closing element and the closing element lifts off from the valve seat and releases it.
  • the solenoid valve is not energized, the armature with the plunger and the closing element is moved from the closed position to the open position by the energization of the magnet assembly, and the closing element lifts out of the valve seat and releases it.
  • the restoring spring moves the magnet armature with the closing element in the direction of the valve seat until the closing element hits the valve seat and seals it.
  • This energization is accompanied by energy consumption, which is undesirable.
  • the functional reliability or functional availability is not given to the desired extent if the function is only achieved via active current supply.
  • a normally closed solenoid valve for a slip-controlled, hydraulic vehicle brake system is described.
  • the solenoid valve comprises a hydraulic part, also referred to as a valve cartridge, which is partially in a stepped manner
  • a cup-shaped valve sleeve with a cylindrical shell and a bottom is pressed into the guide sleeve.
  • the valve sleeve has at the bottom of a passage and a hollow cone-shaped valve seat, which forms a seat valve with the closing body.
  • With the seat valve is a fluid connection between the Passage made at the bottom of the valve sleeve and at least one passage in the shell of the valve sleeve switchable.
  • a radial filter is arranged outside on the jacket of the valve sleeve in order to filter dirt particles from the fluid flow.
  • the guide sleeve can be caulked by means of a fastening bush in the stepped bore of the valve block.
  • the hydraulic travel of the catch is limited compared to its possible against spring travel and the locking points on the spool for engaging or engaging behind the catch are radially dimensioned so that a hydraulic release of the catch regardless of the potential against spring force adjustment only to the designated Rest positions is possible.
  • the solenoid valve for a hydraulic brake system with the features of independent claim 1 has the advantage that in a solenoid valve with a de-energized first operating state, another currentless second operating state can be implemented.
  • This means that embodiments of the present invention provide a bistable solenoid valve which can be switched over by applying a switching signal between the two operating states, wherein the solenoid valve remains permanently in the respective operating state until the next switching signal.
  • the first operating state of a closed position of the solenoid valve and the second operating state may correspond to an open position of the solenoid valve.
  • the change between the two operating states can be achieved, for example, by brief energization of the active actuator of the magnet assembly or by laying a switching signal or current pulse to the magnet assembly are performed.
  • the energy consumption in comparison with a conventional solenoid valve with two operating states can be advantageously reduced, which has only a currentless first operating state and must be energized to implement the energized second operating state for the duration of the second operating state.
  • the functional reliability or functional availability is not given to the desired extent if the function can only be achieved via active current supply.
  • Embodiments of the present invention provide a solenoid valve for a hydraulic brake system, comprising a magnet assembly, a pole core, a guide sleeve connected to the pole core, an axially within the guide sleeve guided valve armature, which is generated by a magnetic force generated by the magnet assembly against the force of a return spring or by the force of the return spring is drivable and axially moves a plunger with a closing element, and a valve body connected to the guide sleeve with a valve seat available, which is arranged between at least a first flow opening and at least one second flow opening.
  • the plunger is axially movably mounted in the valve armature, between the pole core and the plunger, a mechanical detent device is formed, which releases the plunger in a de-energized closed position, so that the return spring presses the closing element to perform a sealing function in the valve seat, and the Plunger in an energized open position against the force of the return spring in an axial detent position so determines that the closing element is lifted from the valve seat.
  • the de-energized closed position the fluid flow between the at least one first flow opening and the at least one second flow opening is interrupted, and in the de-energized open position, the fluid flow between the at least one first flow opening and the at least one second flow opening is made possible.
  • Embodiments of the solenoid valve according to the invention advantageously have a very low leakage in the closed position and low energy consumption in the open position.
  • a hydraulic brake system for a vehicle which comprises a master cylinder, a hydraulic unit and a plurality of wheel brakes.
  • the hydraulic unit comprises at least two brake circuits for brake pressure modulation in the wheel brakes.
  • the at least two brake circuits each have at least one solenoid valve according to the invention, which releases the brake pressure modulation in at least one associated wheel brake in the de-energized open position and, in the de-energized closed position, includes a current brake pressure in the at least one associated wheel brake.
  • the hydraulic brake system for a vehicle with the features of independent claim 16 has the advantage that with little additional effort to a mostly existing hydraulic unit with ESP functionality an additional function can be realized, which include a current brake pressure in the corresponding wheel brake electro-hydraulic and at low energy demand over a longer period of time.
  • costs, installation space, weight and wiring can advantageously be saved with the positive effect that the complexity of the brake system is reduced.
  • the mechanical locking device is designed as a rotary mechanism that uses a peripheral force component, to axially move the plunger with the closing element in the locking position and out again, so that the closing element can easily switch between the two de-energized positions by applying a switching signal or current pulse to the magnet assembly.
  • the closing element can switch from the de-energized closed position to the de-energized open position by applying a switching signal.
  • the closing element changes back from the de-energized open position to the de-energized closed position.
  • the closing element can switch by applying a switching signal from the currentless open position to the currentless closed position.
  • a cylindrical depression can be introduced into a base body of the pole core at the end facing the valve armature, which recess partially receives the tappet and the valve armature.
  • the restoring spring can be arranged in the recess and act between the pole core and the plunger, wherein the plunger can be radially guided in a passage opening of the valve anchor and can be moved axially in the direction of the pole core by the valve anchor and in the direction of the valve seat by the return spring.
  • the plunger may have a cylindrical base body, at one end of a first guide geometry is formed, which formed in the axial movement with a trained on the main body of the valve anchor second guide geometry and formed on the pole core third guide geometry and one on the pole core fourth guide geometry can cooperate, which can be formed in the recess of the main body of the pole core.
  • the plunger is preferably produced as a plastic component in an injection molding process.
  • the ram may be made by powder injection molding (PIM) or ceramic injection molding (CIM) or metal injection molding (MIM), etc., or by 3D printing.
  • the plunger can be made in one piece at its tip as a closing element for the valve seat.
  • the plunger are made in several parts and, for example, an additional sealing element, such as an O-ring seal, which is arranged in the region of the closing element and improves the sealing effect in the closed position.
  • an additional sealing element such as an O-ring seal
  • the valve anchor may have a stepped cylindrical base body with two different outer diameters, wherein a portion of the main body of the valve anchor immersed in the recess of the pole core may have a fifth guide geometry which, in axial movement, can cooperate with the third guide geometry in the recess of the main body of the pole core , Due to the requirement of the magnetic conductivity of the valve armature is made of a magnetically conductive material, for example in the cold impact method or by machining.
  • the pole core is also made of a magnetically conductive material.
  • the first guide geometry may comprise a plurality of formations in uniform pitch on the circumference of the main body of the plunger, each having a one-sided bevel and can be supported in the axial movement in the direction of pole core on the second guide geometry of the valve arm, which at the edge the passage opening in uniform angular division introduced anchoring grooves with two-sided chamfers may include, which can be adapted to the one-sided bevels of the formations of the plunger.
  • the fourth guide geometry of the pole core can have unilateral bevels on intermediate webs of the axial grooves, which can be adapted to the one-sided bevels of the formations of the tappet.
  • the one-sided chamfers of the formations of the plunger advantageously fit into the correspondingly designed, double-angled tapered anchoring grooves of the valve anchor and at the same time into the one-sided beveled intermediate webs of the axial grooves of the pole core.
  • the valve anchor can take over its Ankernuten the plunger on its formations in a magnetic force caused by the magnetic assembly axial movement in the direction of Polkern, wherein the bevels of the Ankernuten and the bevels of the formations of the plunger during the axial movement in the direction Polkern a Peripheral force can act on the plunger, which tries to turn the plunger about its longitudinal axis.
  • the numbers and angular pitches of the various formations and grooves and the respective angle of inclination can be selected in a meaningful manner depending on the dimensions of the solenoid valve in order to approach with a conventional magnetic axial air gap, the various stroke positions via a magnetic force generated by a commercially available magnet assembly becomes. In other circumstances, the numbers, angle divisions, helix angles, etc. can be adjusted accordingly.
  • the return spring can be performed in a designed as a recess spring receptacle in the main body of the plunger and are supported at the bottom of the spring receptacle and at the bottom of the recess in the main body of the pole core.
  • the return spring can be supported on a spring support, which is arranged on an end face of the basic body of the tappet, and on the bottom of the depression in the base body of the pole core.
  • a blind hole can be introduced at the bottom of the recess in the main body of the pole core, which at least partially receives the return spring.
  • the plunger can be made thinner and the guide geometries on the valve armature and on the pole core can migrate inwards, so that larger magnetically effective pole faces can be provided between the valve armature and the pole core.
  • the pole core can be made in several parts, wherein the main body of the pole core is magnetically effective and has a first cylindrical part and a second tubular part.
  • the tubular part of a plastic injection molded part can be pressed, which has the third guide geometry and the fourth guide geometry.
  • the valve anchor can be made in several parts, wherein the immersed in the recess of the pole core portion of the main body of the valve armature as a plastic injection molded part and arranged outside of the pole core portion of the body as Mag- netisch effective metal part can be executed. This results in an advantageous manner, a precise guidance in the guide sleeve and reduced magnetic leakage flux outside the intended for the magnetic flux planar pole face of the valve armature.
  • Fig. 1 shows a schematic perspective sectional view of a first embodiment of a solenoid valve according to the invention.
  • FIG. 2 shows a schematic perspective illustration of an exemplary embodiment of a tappet for the solenoid valve from FIG. 1.
  • FIG. 3 shows a schematic perspective illustration of an exemplary embodiment of a valve armature for the magnetic valve from FIG. 1.
  • FIG. 4 shows a schematic perspective view of the plunger of FIG. 2 inserted into the valve anchor of FIG. 3.
  • FIG. 4 shows a schematic perspective view of the plunger of FIG. 2 inserted into the valve anchor of FIG. 3.
  • FIG. 5 shows a schematic perspective sectional view of an exemplary embodiment of a pole core for the magnetic valve from FIG. 1.
  • FIG. 6 shows a schematic perspective sectional view of the valve anchor of FIG. 3 partially inserted into the pole core of FIG. 5.
  • FIG. 8 shows a sectional view along the section line VIII-VIII in FIG. 1.
  • 9 shows a schematic perspective sectional view of a second embodiment of a solenoid valve according to the invention.
  • FIG. 10 shows a schematic hydraulic circuit diagram of an exemplary embodiment of a hydraulic brake system according to the invention for a vehicle.
  • the exemplary embodiments illustrated include a solenoid valve 10A, 10B according to the invention for a hydraulic valve
  • Braking system 1 each have a magnetic assembly, not shown, a pole core 30A, 30B, a guide sleeve 13 connected to the pole core 30A, 30B, an axially guided within the guide sleeve 13 valve armature 20A, 20B, which of a magnetic force generated by the magnet assembly against the force of a Return spring 16A, 16B or by the force of the return spring 16A,
  • the plunger 40A, 40B is axially movably mounted in the valve armature 20A, 20B, wherein between the pole core 30A, 30B and the plunger 40A, 40B, a mechanical locking device 18 is formed, which releases the plunger 40A, 40B in an energized closed position, so that the restoring spring 16A, 16B sealingly presses the closing element 48 into the valve seat 15.1 to perform a sealing function, and a fluid flow between the at least one first
  • Flow opening 15.2 and the at least one second flow opening 15.3 interrupts, and the plunger 40 A, 40 B in an illustrated currentless open position against the force of the return spring 16A, 16B so defined in an axial detent position that the closing element 48 lifted off the valve seat 15.1 and the fluid flow between the at least one first flow opening 15.2 and the at least one second flow opening 15.3 is made possible.
  • a bistable solenoid valve 10A, 10B is implemented, which can be switched by applying a switching signal between the two positions, wherein the solenoid valve 10A, 10B remains permanently in the respective operating state until the next switching signal.
  • a bistable solenoid valve 10A, 10B can be used for example in a hydraulic brake system 1 for a vehicle.
  • the illustrated exemplary embodiment of a hydraulic brake system 1 according to the invention for a vehicle, with which various safety functions can be carried out comprises a master cylinder 5, a hydraulic unit 9 and a plurality of wheel brakes RR, FL, FR, RL.
  • the hydraulic unit 9 comprises at least two brake circuits BC1, BC2 for braking pressure modulation in the wheel brakes RR, FL, FR, RL.
  • the at least two brake circuits BC1, BC2 each have a bistable solenoid valve 10A, 10B, which has an electroless closed position and an electroless open position and can be switched between the two positions, wherein the bistable solenoid valve 10A, 10B in the de-energized open position, the brake pressure modulation in at least one associated wheel brake
  • the illustrated exemplary embodiment of the hydraulic brake system 1 comprises two brake circuits BC1, BC2, to each of which two of the four wheel brakes RR, FL, FR, RL are assigned.
  • a first wheel brake FR which is arranged for example on a vehicle front axle on the right side
  • a second wheel brake RL which is arranged for example on a vehicle rear axle on the left side, associated with a first brake circuit BC1.
  • a third wheel brake RR which is arranged, for example, on a vehicle rear axle on the right side
  • a fourth wheel brake FL which is arranged for example on the vehicle front axle on the left side
  • Each wheel brake RR, FL, FR, RL is an inlet valve EVll, EV21,
  • EV12, EV22 and an exhaust valve AV11, AV21, AV12, AV22 assigned, via the intake valves EVll, EV21, EV12, EV22 each pressure in the corresponding wheel brake RR, FL, FR, RL can be constructed, and wherein the exhaust valves AV11, AV21, AV12, AV22 pressure in the corresponding wheel brake RR, FL, FR, RL can be reduced.
  • the corresponding intake valve EV11, EV12, EV21, EV22 is opened and the corresponding exhaust valve AVll, AV12, AV21, AV22 are closed.
  • the corresponding intake valve EV11, EV21, EV12, EV22 is closed and the corresponding exhaust valve AVll,
  • the first wheel brake FR is assigned a first intake valve EV11 and a first exhaust valve AVll
  • the second wheel brake RL is a second intake valve EV21 and a second exhaust valve
  • a third intake valve EV12 and a third exhaust valve AV12 and the fourth wheel brake FL are associated with a fourth intake valve EV22 and a fourth exhaust valve AV22.
  • the intake valves EV11, EV21, EV12, EV22 and the exhaust valves AV11, AV21, AV12, AV22 can be used to perform control and / or regulating operations to implement an ABS function.
  • the first brake circuit BCl has a first intake valve HSV1, a first system pressure control valve USV1, a first compensation reservoir AI with a first check valve RSV1 and a first fluid pump PE1.
  • Brake circuit BC2 has a second intake valve HSV2, a second system pressure control valve USV2, a second surge tank A2 with a second check valve RSV2 and a second fluid pump PE2, wherein the first and second fluid pumps PE1, PE2 are driven by a common electric motor M.
  • the hydraulic unit 9 for determining the current system pressure or brake pressure comprises a sensor unit 9.1.
  • the hydraulic unit 9 uses the first system pressure control valve USV1, the first intake valve HSVl and the first return pump PE1 for braking pressure modulation and for implementing an ASR function and / or an ESP function in the first brake circuit BCl, and the second system pressure control valve USV2 in the second brake circuit BC2, the second intake valve HSV2 and the second return pump PE2.
  • each brake circuit BCl, BC2 is connected to the master brake cylinder 5, which can be actuated via a brake pedal 3.
  • fluid container 7 is connected to the master cylinder 5.
  • the intake valves HSVl, HSV2 allow intervention in the brake system without a driver's request.
  • the respective suction path for the corresponding fluid pump PE1, PE2 is opened to the master cylinder 5 via the intake valves HS VI, HSV2, so that they can provide the required pressure for the control instead of the driver.
  • the system pressure control valves USV1, USV2 are arranged on the master brake cylinder 5 and at least one associated wheel brake RR, FL, FR, RL and set the system pressure or brake pressure in the associated brake circuit BC1, BC2.
  • a first system pressure control valve USV1 adjusts the system pressure or brake pressure in the first brake circuit BC1
  • a second system pressure control valve USV2 sets the system pressure or brake pressure in the second
  • the bistable solenoid valves 10A, 10B can be looped into the respective brake circuit BC1, BC2 at different positions PI, P2, P3, P4, P5.
  • the various positions PI, P2, P3, P4, P5 are respectively designated in the second brake circuit BC2.
  • the bistable solenoid valves 10A, 10B are each at a first position PI between the corresponding system pressure control valve USV1, USV2 and the inlet valves EV11, EV12, EV21, EV22 in front of an outlet channel of the corresponding fluid pump PE1, PE2 looped into the respective brake circuit BC1, BC2.
  • the bistable solenoid valves 10A, 10B can each be looped into the respective brake circuit BC1, BC2 at a fourth position P4 between the master brake cylinder 5 and the corresponding system pressure control valve USV1, USV2 in the common fluid branch directly after the master brake cylinder 5.
  • the bistable solenoid valves 10A, 10B are each looped into a fifth position P5 directly in front of an associated wheel brake RR, FL, FR, RL in the respective brake circuit BC1, BC2.
  • an electrical energy store in the form of a vehicle electrical system is used in order to operate in the at least one associated wheel brake RR, FL, FR, RL in the currentless closed position of the bistable solenoid valve 10A.
  • 10B trapped brake pressure by Nachellen of brake fluid via the fluid pump PE1, PE2 constant. Since electrical energy is required only for valve switching and for the short Nachellefunktion, there is only a small additional electrical energy requirement for the brake pressure maintenance function.
  • hydraulic storage devices may be used to maintain the brake pressure contained in the at least one associated wheel brake RR, FL, FR, RL in the de-energized closed position of the bistable solenoid valve 10A, 10B constant by adding brake fluid. Since electrical energy is required only for valve switching, but virtually no electrical energy is required for the Nachellefunktion, results from the hydraulic storage devices even lower electrical energy requirements for the brake pressure maintenance function.
  • the described measures advantageously make it possible to compensate for any internal leakage and volume expansions which may occur due, for example, to temperature fluctuations.
  • the described measures can be combined. That is, the hydraulic storage device may be combined with the electrical storage device to maintain a constant brake pressure trapped in the de-energized closed position of the bistable solenoid valve 10A, 10B in the at least one associated wheel brake RR, FL, FR, RL by recharging brake fluid over a longer period of time to keep.
  • a cylindrical depression 36 A, 36 B is in a base body at the end facing the valve armature 20 A, 20 B
  • the main body 32A, 32B of the pole core 30A, 30B is made of a magnetically conductive material and has a cylindrical top which is elongated in a tubular geometry which forms the cylindrical recess 36A, 36B.
  • the return spring 16A, 16B is also disposed in the recess 36A, 36B and acts between the pole core 30A, 30B and the plunger 40A, 40B.
  • the plunger 40A, 40B has in the illustrated embodiments, a cylindrical body 42 A, 42 B, at one end of a first guide geometry 46 is formed which in the axial movement with a formed on the base body 22A, 22B of the valve armature 20A, 20B second
  • Guide geometry 27 and formed on the pole core 30A, 30B third guide geometry 34 and formed on the pole core 30A, 30B fourth guide geometry 35 cooperates.
  • the third guide geometry 34 and the fourth guide geometry 35 are formed in the recess 36A, 36B of the main body 32A, 32B of the pole core 30A, 30B.
  • the closing element 48 is formed, which forms the tip of the plunger 40A, 40B and cooperates with the valve seat 15.1 to exercise the sealing function.
  • the plunger 40A, 40B is designed as a plastic injection molded part.
  • the plunger 40A, 40B can be made in a PIM, CIM or MIM process or as a 3D printing part.
  • a sealing element can be arranged on the closing element 48 in order to improve the sealing effect in the valve seat 15.1.
  • the valve anchor 20A, 20B has in the illustrated embodiments a stepped cylindrical body 22A, 22B with two different outer diameters.
  • a section of the base body 22A, 22B which dips into the recess 36A, 36B of the pole core 30A, 30B has a fifth guide geometry 26 which, when axially moved with the third guide geometry 34 in the recess 36A, 36B of the main body 32A, 32 B of the pole core 30 A, 30 B cooperates. Due to the requirement of magnetic
  • eight formations 46.1 are each formed on the base body 42A, 42B of the plunger 40A, 40B with an angular separation of 8 ⁇ 45 °.
  • sixteen armature grooves 27.1 with two-sided chamfers 27.2 having a 16 ⁇ 22.5 ° angular pitch are formed in each case at the edge of the passage openings 24A, 24B in the exemplary embodiments illustrated.
  • the unilateral bevels 46.2 rest against a chamfer 27.2 of corresponding armature slots 27.
  • 34.1, 34.2 which are adapted to the one-sided bevels 46.2 of the formations 46.1 of the plunger 40A, 40B.
  • the one-sided bevels 35.2 on the intermediate webs 35.1 guide the formations 46.1 of the plunger 40A, 40B when changing the plunger 40A, 40B between the two de-energized positions on the one-sided bevels 46.2 in the corresponding axial groove 34.1.
  • the fifth guide geometry 26 on the main body 22A, 22B of the valve armature 20A, 20B comprises radial guide webs 26.1, which are guided axially in corresponding axial grooves 34.1, 34.2 of the pole core 30A, 30B.
  • radial guide webs 26.1 each having an angular pitch of 8 ⁇ 45 ° are formed on the base body 22A, 22B of the valve anchor 20A, 20B in the exemplary embodiments shown.
  • the formations 46.1 of the plunger 40A, 40B with their bevels 46.2 find their way into the respective next axial groove 34.1, 34.2 of the pole core 30A, 30B and follow this new guidance by a rotational movement.
  • the formations 46.1 of the plunger 40A, 40B also slip into the next anchoring groove 27.1.
  • the axial grooves 34.1, 34.2 of the pole core 30A, 30B are shaped differently in their radial propagation. Now slide at least two protrusions 46.1 of the plunger 40A, 40B, as described above, each in a shallower axial groove 34.2 of the pole core 30A, 30B, so the plunger 40A, 40B to the decreasing
  • Anchor stroke no longer follow, but remains locked in the detent position, clearly positioned by tip-top and secured by the still closing acting return spring 16A, 16B.
  • 16A, 16B subsequently reduced, find the formations 46.1 of the plunger 40A, 40B with their bevels 46.2 in the next axial groove 34.1, 34.2 of the pole core 30A, 30B and follow this new leadership by a rotational movement.
  • the formations 46.1 of the plunger 40A, 40B also slip into the next anchoring groove 27.1. Since now all the formations 46.1 of the plunger
  • a second return spring can be arranged which moves the valve armature 20A, 20B in the direction of the valve seat 15.1.
  • This additional closing-acting restoring spring is preferably designed as a very spring-soft pressure spring and prevents an undefined position of the valve armature 20A, 20B.
  • the return spring 16B in the illustrated second embodiment of the solenoid valve 10 B is not arranged in a recess exactly at the same height as the further outward formations 46.1 of the plunger 40B and the axial grooves 34.1, 34.2 of the pole core 30B but on an end face of the plunger 40B.
  • the return spring 16B is supported on a spring support 44, which is arranged on the end face of the main body 42B of the plunger 40B.
  • a blind hole is introduced, which at least partially receives the return spring 16B. Therefore, the return spring 16B is supported in the illustrated embodiment at the bottom of the blind hole.
  • the return spring 16B is supported directly on the bottom of the recess 36B in the main body 32B of the pole core 30B.
  • the base body 42B of the plunger 40B can be made thinner, and also the guide geometries 26, 34, 35 of the valve armature 20B and the pole core 30B can move inward.
  • larger magnetically effective pole faces 28B, 38B are available between valve anchor 20B and pole core 30B.
  • the pole core 30A, 30B is made of several parts, wherein the magnetically active body 32A, 32B of the pole core 30A, 30B has a first cylindrical part and a second tubular part, wherein in the tubular part, a plastic injection molded part, which the third guide geometry 34 and the fourth guide geometry 35 has.
  • valve anchor 20A, 20B is made in several parts, wherein the in the recess 36A, 36B of the pole core 30A, 30B dipping portion of the base body 22A, 22B of the valve armature 20A, 20B as a plastic injection molded part and the outside of the pole core 30A 30B arranged portion of the base body 22A, 22B is designed as a magnetically active metal part.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Magnetically Actuated Valves (AREA)

Abstract

L'invention concerne une électrovanne (10A; 10B) bistable pour un système de freinage hydraulique (1), comprenant un module magnétique, un noyau polaire (30A;30B), une douille de guidage (13) reliée au noyau polaire (30A;30B), une armature (20A;20B) guidée mobile axialement à l'intérieur de la douille de guidage (13), qui peut être entraînée par une force magnétique produite par l'ensemble électro-aimant à l'encontre de la force d'un ressort de rappel (16A;16B), ou par la force du ressort de rappel (16A;16B), et qui déplace axialement un plongeur (40A;40B) doté d'un élément obturateur (48), et un corps de vanne (15) relié à la douille de guidage (13), doté d'un siège de vanne (15.1), qui est disposé entre au moins une première ouverture d'écoulement (15.2) et au moins une seconde ouverture d'écoulement (15.3), ainsi qu'un système de freinage hydraulique (1) équipé d'une telle électrovanne (10A;10B). L'électrovanne bistable selon l'invention se caractérise en ce que le plongeur (40A;40B) est monté mobile axialement dans l'armature (20A;20B), un dispositif d'encliquetage (18) mécanique étant réalisé entre le noyau polaire (30A;30B) et le plongeur (40A;40B), ledit dispositif d'encliquetage libère le plongeur (40A;40B) dans une position fermée sans courant, de sorte que le ressort de rappel (16A;16B) enfonce hermétiquement l'élément obturateur (48) dans le siège de vanne (15.1), de manière à assurer une fonction d'étanchéité et bloque le plongeur (40A;40B) dans une position ouverte sans courant à l'encontre de la force du ressort de rappel (16A;16B) dans une position d'encliquetage axiale, de sorte que l'élément obturateur (48) est soulevé du siège de vanne (15.1).
PCT/EP2017/070740 2016-10-13 2017-08-16 Electrovanne et système de freinage hydraulique pour un véhicule WO2018068928A1 (fr)

Applications Claiming Priority (2)

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DE102016219937.4A DE102016219937A1 (de) 2016-10-13 2016-10-13 Magnetventil und hydraulisches Bremssystem für ein Fahrzeug
DE102016219937.4 2016-10-13

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Cited By (2)

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CN110220030A (zh) * 2019-04-29 2019-09-10 海力达汽车系统（常熟）有限公司 一种能够降低功耗的步进式电磁阀
US11781450B2 (en) 2019-09-03 2023-10-10 Husco Automotive Holdings Llc Systems and methods for a poppet valve assembly

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EP0073886B1 (fr) 1981-09-03 1984-10-03 Klöckner-Humboldt-Deutz Aktiengesellschaft Appareil hydraulique de contrôle
DE102007051557A1 (de) 2007-10-29 2009-04-30 Robert Bosch Gmbh Stößel für ein Magnetventil und zugehöriges Magnetventil
DE102011006218A1 (de) * 2011-03-28 2012-10-04 Bayerische Motoren Werke Aktiengesellschaft Bremsanlage für Kraftfahrzeuge
EP2696118A1 (fr) * 2012-08-10 2014-02-12 Delavan, Inc. Soupapes de cycle de service d'impulsion
WO2014158993A1 (fr) * 2013-03-14 2014-10-02 Paccar Inc Électrovanne à verrouillage mécanique
WO2016034347A1 (fr) * 2014-09-01 2016-03-10 Robert Bosch Gmbh Induit pour électrovanne et cartouche pour électrovanne

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DE102010031275B4 (de) * 2010-07-13 2023-12-14 Robert Bosch Gmbh Magnetventil mit Formfeder

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Publication number Priority date Publication date Assignee Title
EP0073886B1 (fr) 1981-09-03 1984-10-03 Klöckner-Humboldt-Deutz Aktiengesellschaft Appareil hydraulique de contrôle
DE102007051557A1 (de) 2007-10-29 2009-04-30 Robert Bosch Gmbh Stößel für ein Magnetventil und zugehöriges Magnetventil
DE102011006218A1 (de) * 2011-03-28 2012-10-04 Bayerische Motoren Werke Aktiengesellschaft Bremsanlage für Kraftfahrzeuge
EP2696118A1 (fr) * 2012-08-10 2014-02-12 Delavan, Inc. Soupapes de cycle de service d'impulsion
WO2014158993A1 (fr) * 2013-03-14 2014-10-02 Paccar Inc Électrovanne à verrouillage mécanique
WO2016034347A1 (fr) * 2014-09-01 2016-03-10 Robert Bosch Gmbh Induit pour électrovanne et cartouche pour électrovanne

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110220030A (zh) * 2019-04-29 2019-09-10 海力达汽车系统（常熟）有限公司 一种能够降低功耗的步进式电磁阀
CN110220030B (zh) * 2019-04-29 2024-04-05 海力达汽车系统（常熟）有限公司 一种能够降低功耗的步进式电磁阀
US11781450B2 (en) 2019-09-03 2023-10-10 Husco Automotive Holdings Llc Systems and methods for a poppet valve assembly

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