WO2019101669A1 - Système de freinage pour véhicules automobiles et procédé de fonctionnement - Google Patents

Système de freinage pour véhicules automobiles et procédé de fonctionnement Download PDF

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Publication number
WO2019101669A1
WO2019101669A1 PCT/EP2018/081697 EP2018081697W WO2019101669A1 WO 2019101669 A1 WO2019101669 A1 WO 2019101669A1 EP 2018081697 W EP2018081697 W EP 2018081697W WO 2019101669 A1 WO2019101669 A1 WO 2019101669A1
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WO
WIPO (PCT)
Prior art keywords
pressure
brake
pedal
drive
piston
Prior art date
Application number
PCT/EP2018/081697
Other languages
German (de)
English (en)
Inventor
Stefan Drumm
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 WO2019101669A1 publication Critical patent/WO2019101669A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/224—Master control, e.g. master cylinders with pressure-varying means, e.g. with two stage operation provided by use of different piston diameters including continuous variation from one diameter to another
    • 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
    • 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
    • B60T8/38—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 valve means of the relay or driver controlled type
    • 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
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B60T8/3265—Hydraulic systems with control of the booster

Definitions

  • the invention relates to a braking system for motor vehicles according to the preamble of claim 1. It further relates to an operating method.
  • the hydraulic pressures are provided for actuating the wheel brakes by means of the combination of a vacuum brake booster with a tandem master cylinder.
  • the vacuum brake booster will be replaced by an electric brake booster, because in modern vehicles, especially cars, on the one hand no vacuum is available and on the other for driver assistance functions such as congestion and parking assistance and for au tomatized driving an electrical controllability of the brake booster is required which, of course, is technically easier to re-assemble in the electric brake booster.
  • the known vacuum brake booster are usually equipped with a special gain characteristic, which has been found to be particularly comfortable to use for the driver.
  • the output brake circuit pressures for small pedal travel are controlled in response to this pedal travel, the pressures in the initial road range increase very rapidly and the pedal force hardly increases.
  • the pedal characteristic transitions to a proportionality between the pedal force and the released pressure.
  • Electromechanical-hydraulic brake booster are known for example from DE 10 2011 086 916 Al.
  • the pressure medium volume supplied to the wheel brakes is composed of a first volume of pressure medium delivered by the master brake cylinder and a second volume of pressure medium volume. which is controlled by a means for generating the boosting force.
  • This makes it possible to assign a pressure value to each signal value of a detected pedal travel according to a predetermined characteristic curve, with which the wheel brakes are acted upon and at the same time causes a hydraulic portion of the pedal restoring force.
  • Vakuumbrems power amplifier steep increase in brake pressure in the initial pedal travel range can be realized.
  • the disadvantage here is that the pedal force is due to the design in fixed proportional relation to the brake pressure. For a more comfortable pedal feel, the pedal return force in the initial pedal travel range would have to be reduced.
  • the invention has for its object to provide a brake system with an electro-hydraulic brake circuit pressure supply, which has approximately the proven, known from the vacuum brake booster to be detached characteristic and exerts a pedal restoring force, which reduces ver in the beginning Pedalweg area compared to the prior art is. Furthermore, a corresponding operating method should be provided.
  • the invention is based on the consideration that it is also desirable in hydraulic systems to realize the abovementioned actuation characteristics known from vacuum brake boosters, also in motor vehicles without a vacuum, in which an electrohydraulic brake system is used. As has now been recognized, this objective can be achieved by means of a pedal path-dependent effective surface area change.
  • the component connected to the main brake piston is preferably the hydraulic primary and drive piston.
  • the hydraulic means comprise a Wirk lakeveriesrungsêt which is acted upon in the direction of actuation of the drive circuit pressure, wherein the corresponding reaction force on the Wirk medicinalveriesrungsAvem against the operating direction consists of the sum of two forces, one of which is supported on the drive piston and the other on Antriebstren- and master cylinder housing and these support forces being path-dependent and / or differential-dependent.
  • the force supporting the active surface enlargement body against the drive piston is preferably a contact force due to a stop. That is, it is zero when the travel piston is larger than the effective-area increasing body path, and this same-path force assumes values greater than zero, which cause the effective-area enlargement body to not overtake the drive piston.
  • the Wirk medicinallyrungs endeavor against the drive step and master cylinder housing supporting force depends on the path of Wirk medicinallyrungs emotionss relative to the housing.
  • this support force is preferably zero.
  • it grows in a second path section, preferably by placing it on a spring, and may eventually be in a third path section a contact force which causes another path of the Wirk medicinalveriesrungs stressess is blocked relative to the Antriebscutn- and master cylinder housing.
  • the hydraulic means are designed such that the effective effective area decreases starting from an unactuated position of the brake pedal with increasing pedal travel.
  • the effective effective area in the first path section is preferably constant (and enlarged relative to an active surface in the third section) and also constant in the third path section (unenlarged). In between, there is preferably a continuous transition in the second path section. Because a fact neuter area change with automotive technology usual means is not feasible, the concept of path-dependent support of Wirk lakeveriererungs stressess was selected. Its hydraulically effective surface always remains the same.
  • the effective area enlarging body is preferably supported solely on the drive piston.
  • the third path section he preferably relies alone on the drive stage and master cylinder housing.
  • the active surface enlarging body advantageously has a pressure in the drive chamber, d. H. the drive circuit pressure acted upon additional effective area, wherein the Wirk lakeveriererungsAvem is supported to a predetermined Pe dalweg on the hydraulic drive piston and beyond outgoing pedal travel on Antriebstren- and Hauptbremszy cylinder housing.
  • the support spring is formed as a plate spring or comprises at least one plate fields. In particular, it may be formed as a plate spring package. A stack of individual disc springs has the advantage of requiring little space.
  • the Ab-support spring is formed as a helically wound compression spring or comprises a helically formed compression spring.
  • a helically wound compression spring has a more linear characteristic than a diaphragm spring and has less hysteresis.
  • the effective area enlarging body is preferably designed as a sleeve penetrated by the drive piston.
  • the brake system comprises at least two brake circuits and the master cylinder at least two pressure chambers, each brake circuit is associated with one of the pressure chambers.
  • the pressure medium reservoir preferably has connections assigned to the respective pressure chambers.
  • valve means are provided by which the brake circuits can be connected separately to the drive circuit.
  • normally open valve means are seen easily, which allow for unoperated brake pedal pressure buildup in the brake circuits by their activation, a flow of pressure medium is prevented in the pressure fluid reservoir.
  • a pressure sensor for detecting the pressure in the drive circuit is provided.
  • At least one pressure sensor is provided for detecting at least one brake circuit pressure.
  • an analog controllable valve to be may be required to reduce the pressure in the drive circuit.
  • valve means designed as switching valves in a normal operation with a ready-to-use pressure supply device for pedal-controlled and automated braking and adjusting a hydraulic pressure with the aid of the pressure supply device the open booster valve is ready in both brake circuits as well as in the drive chamber.
  • the primary circuit, secondary circuit and drive circuit are interconnected hydraulically.
  • the common pressure is called braking system pressure and is provided via the pressure supply device, which is controlled by a elec tronic unit.
  • the two brake circuit pressures and the working circuit pressure may be different.
  • a Radbremstik to perform a pedal-operated braking as Rekuperationsbremsung a Radbremstik attendant is reduced or prevented and provided the same pedal behavior as without recuperation.
  • the driver does not have to get used to a new braking behavior or pedal feel during a recuperation braking.
  • the switch valves are preferably not opened. In this way, the present in the unactuated state Kreistren Vietnamese remains and a possible leakage has no effect on the other brake circuit.
  • the described brake system fulfills further tasks in preferred embodiments.
  • a brake circuit pressure supply compatible with an ESC module is realized.
  • the new brake circuit pressure generating device described a conventional ESC module downstream and operated with the usual range of functions.
  • the ESC module can suck pressure medium via the brake circuit pressure supply device from the container.
  • Be the provision of exactly the same pressures in both circuits is preferably achieved in that both circuits are connected via Zuschaltventile in normal braking operation.
  • the braking system is also capable of providing a brake pedal travel during recuperation braking.
  • a disadvantage of known brake system layouts is that a complex Electro-hydraulic cylinder-piston assembly must also be included in the system scope of the brake system to allow Rekuperationsbremsungen. Therefore, the task is to design a new Bremsnikdruckhnellouless driven so that no additional components are required for Rekuperationsbremsungen, but on the other hand in brake system layouts that are not intended for Rekuperationsbremsache no unnecessary components Vorhalten to brake systems for the same vehicle with Recuperation to be compatible.
  • This object is preferably achieved in that the piston of the actuator in the standby mode not in a
  • the ESC module with the aid of the wheel brake pressure modulation valves advantageously prevents pressure fluid from flowing into the wheel brakes or, in the case of partial recuperation, from the wheel brakes be recorded
  • a conventional vacuum brake booster is not electronically controlled. Therefore, in the vehicles equipped therewith, if necessary, a brake pressure build-up for a driver-independent braking by means of the ABS pump is performed.
  • This pump is configured primarily for the return of pressure medium in ABS operation and not for performing a Nor mal braking, which is consequently associated with pressure pulsations, vibration and insufficient pressure build-up dynamics.
  • a special, complex and voluminous "active booster” had to be used to carry out a comfortable automated braking system, which carries the pedal with it during "active braking”. In this way, the driver receives a haptic information on a simultaneous active braking when pressing the brake pedal.
  • pedal behavior also has the consequence that the driver finds the additional braking by pedal in an automatic braking a correspondingly biased and thus "ver hardened” pedal.
  • the task is to make the pedal behavior in superimposed driver and assistant braking as a compromise of the two approaches mentioned, such that the driver finds not too intensive assistance braking the brake pedal in the usual unactuated position and with the usual to speech behavior and that with intensive assistance braking the brake pedal the driver
  • the yielding of the pedal when pressed during an auto-matic braking is realized in the brake system described in that the pedal is not reset at low actuation paths by a system pressure or at least reduced power. So the driver can adjust the pedal travel with his foot in this area and the Bremssyste melektronik can take the driver's brake request via the pedal travel
  • the braking system of a motor vehicle is located during driving predominantly in a mode in which is not braked.
  • the contribution of energy consumption in this phase is significant for an overall energy balance. Therefore, it is unfavorable when, as in some electrohydraulic simulator braking systems in the Standby mode, a solenoid valve (simulator valve) is constantly energized. Therefore, the task of designing a new brake circuit pressure providing device so that no permanently energized solenoid valves are needed.
  • FIGURE shows a schematic representation of a brake system in a preferred embodiment.
  • brake system 2 has four hydraulically actuated wheel brakes 8, 10, 12, 14 and sensors 16, 18, 20, 22 for detecting the rotational movement of the wheel brakes 8, 10, 12, 14 associated wheels.
  • the brake system 2 comprises a
  • Hydraulic unit 30 or ESC HCU, which may be formed in a known manner.
  • the hydraulic unit 30 comprises per wheel brake 8-14 an isolation valve and an exhaust valve.
  • the brake system 2 further comprises an electronic control unit 34 for controlling the separating and exhaust valves.
  • the control unit 34 preferably applies methods such as ESC, ABS, ASR, etc. These cause during a ent speaking engagement targeted control of the separation and exhaust valves for adjusting wheel-specific brake pressures.
  • the brake system 2 comprises a drive stage 40 and a master cylinder 41 with a drive stage and main brake cylinder housing 42 with a main bore in which a drive piston and a primary piston are guided or designated as a main piston 48 combined primary and operating piston is guided, which is both mechanically by means of a brake pedal 44 via a coupling rod 46 and hydraulically actuated, that is displaceable along the main bore axis.
  • a drive piston and a primary piston are guided or designated as a main piston 48 combined primary and operating piston is guided, which is both mechanically by means of a brake pedal 44 via a coupling rod 46 and hydraulically actuated, that is displaceable along the main bore axis.
  • the primary piston side of the main piston 48 dips into a primary chamber 50 and displaces from this pressure medium into a primary circuit I or into the brake circuit line 80 belonging to the primary circuit.
  • the brake system 2 may also include a secondary piston 58, a secondary chamber 54 and a secondary circuit II with a second brake circuit line 84 connected to the secondary chamber 54.
  • the main piston 48 moves into the primary chamber 50 and displaces pressure medium from the primary chamber.
  • the resulting hydraulic pressure or in the event of failure of a lack of pressure buildup in the primary circuit I mechanical contact between the primary and secondary pistons be hit the secondary piston 58 with a force, whereby this is displaced in the direction of actuation.
  • the secondary chamber 54 is limited on its side facing the primary chamber 50 side of the floating-mounted secondary piston 58, whereby a displacement of the secondary piston 58 in the direction of actuation pressure buildup of the secondary chamber 54 and the secondary circuit connected thereto II and belonging to the secondary circuit brake circuit 84 causes.
  • the primary circuit I and thus the primary chamber 50 is connected via the brake circuit line 80 and the secondary circuit II and thus the secondary chamber 54 is connected via the brake circuit line 84 to the hydraulic unit 30.
  • the two brake circuits I, II are strictly separated. This means that there is no possibility for the exchange of pressure medium between the components belonging to primary circuit I (ie hydraulic components connected or connectable to primary brake circuit 80) and secondary components II (ie hydraulic components connected or connectable to secondary brake circuit line 84).
  • the wheel brakes 8, 10 are associated with the first brake circuit I.
  • the wheel brakes 10, 12 are associated with the secondary secondary brake circuit II. According to the vehicle configuration with axle-wise or diagonal brake circuit division one of the brake circuits I, II associated wheel brakes of a vehicle axle or a driving zeugdiagonalen are assigned.
  • the brake system 2 has a hydraulic drive circuit A on which the components 66, 94, 90 comprises, as well as a device 60 for spreading an electrically controllable pressure in this hydraulic drive circuit A, which presented in the Darge embodiment of the brake system according to the invention as a driven by a linear actuator Piston-cylinder unit is formed.
  • means 60 for providing an electrically controllable drive circuit pressure may comprise a pump driven by an electric motor and electrically controlled valves.
  • pressure supply facilities with pump, pressure accumulator and valves are possible.
  • the pressure supply device 60 comprises a hy cally to the drive circuit A scoring pressure chamber 66, in which by means of an electric motor 68 and a coupled thereto Rotati ons translation gear 70, which is preferably designed as Kugelge wind operation, a pressure piston 74 is movable.
  • a preferably redundantly designed pressure sensor measures the hydraulic pressure in the drive circuit A. For this purpose, it is connected to any component 66, 94, 90 of the drive circuit A is connected.
  • the drive stage 40 has a drive chamber 90, which counts hydraulically with respect to the drive circuit A, in which the drive circuit pressure exerts a force on the drive side of the main piston 48.
  • a drive chamber 90 which counts hydraulically with respect to the drive circuit A, in which the drive circuit pressure exerts a force on the drive side of the main piston 48.
  • an annular chamber which is aerated like the tank at atmospheric.
  • this chamber is connected for this purpose with a hydraulic connection 170 to the container. Thus prevails in this chamber, the same hydraulic pressure as in the container.
  • a check valve 108 which is a suction of pressure medium made possible from the container and prevents backflow of pressure medium from the drive circuit A in the pressure medium reservoir 102.
  • an analog controllable, normally closed electrohydraulic degradation valve 176 is provided, via which such a volume flow can be controlled Vo.
  • an analog controllable, normally closed electrohydraulic degradation valve 176 is provided, via which such a volume flow can be controlled Vo.
  • From the construction valve 176 is preferably shown parallel to the check valve 108. There is no functional need for this parallel connection. It is only for technical reasons. The same function would have for example a valve between the drive chamber 90 and the space in which the spring 244 is located.
  • the actuator 70 retreats faster than pressure medium flows from the wheel brakes 8-14. Then he sucks over the check valve 108 pressure fluid from the pressure fluid reservoir 102 after. After the end of the braking, the sucked pressure medium can be drained tank with dissolved brake pedal 44 via equalizing connections between the master cylinder chambers and loading again. However, it can also occur that accumulates during a braking operation, the pressure medium amount in the system. In this situation, the degradation valve 176 is activated. It is preferably currentless. formed trained and the passage of permissible volume flow is steplessly controlled.
  • a preferably redundantly designed pressure sensor 114 measures the pressure in the primary circuit.
  • a connection valve 120 is arranged, which blocks a flow of pressure medium from the primary circuit I in the drive circuit A in the electrically de-energized state and releases in the opposite direction and releases the hydraulic flow in both directions in the electrically energized state.
  • a preferably redundantly designed pressure sensor 130 measures the pressure in the secondary circuit.
  • a Zuschaltventil 136 is arranged, which locks in the electrically de-energized state, a flow of pressure medium from the secondary circuit II in the drive circuit A and releases in the opposite direction and releases the hydraulic flow in both directions in the electrically energized state ,
  • the master cylinder 40 has a hydraulic equalization connection, via which the primary circuit I is hydraulically connected to the container when the master cylinder 40 is unoperated.
  • a solenoid valve 154 is provided, with which this compensation connection can be blocked in the outflow direction to the container, regardless of the actuation state of the master cylinder.
  • the primary chamber 50 is connected by an equalization line 150 to the pressure medium reservoir 102 for this purpose.
  • a normally open check valve 154 is arranged, which in the locked state, a flow of pressure medium from the primary chamber 50 into the pressure medium reservoir 102 blocks and releases in the reverse direction.
  • the master cylinder 40 has a hydraulic equalization connection, via which the secondary circuit II is hydraulically connected to the container when the master cylinder 40 is not actuated.
  • a solenoid valve 166 is provided with which can be blocked in the outflow direction to the container, regardless of the actuation state of the master cylinder, this compensation connection.
  • the secondary chamber 54 is connected by a compensation line 160 to the pressure medium reservoir 102 for this purpose.
  • a normally open check valve 166 is arranged, which in the locked state, a flow of pressure medium from the secondary chamber 54 into the pressure medium reservoir 102 blocks and releases in the reverse direction.
  • connection valves 120, 126 are thereby opened and the pressure is adjusted or adjusted via the pressure supply device 60 in accordance with a predetermined actuation-pressure curve.
  • the brake system 2 is adapted to dalbetuschist at a Bremspe by the driver, this pedal via the pedal return force to signal the current brake system pressure. It has been shown that this function of the braking system for a pleasant brake pedal behavior depending on the degree of brake pedal operation must be designed differently. For stronger braking with larger pedal travel, the increase in the restoring force should be proportional to the increase in brake pressure, while for small pedal travel a pedalwegenfine increase in brake pressure should lead to no or only a small increase in pedal force. In order to realize this function, an effective surface enlargement body 200 is arranged in the drive chamber 90, which surrounds the main piston 48 in regions.
  • the effective area enlarging body 200 has a stop 204 for the main piston 48, so that it is entrained in a movement of the effective area increasing body 200 in the actuating direction.
  • the Wirk perennialveriere is driven body 200 by the effect of the pressure in the hydraulic drive circuit A.
  • the Wirk lakeveriesrungsêt 200 is formed in the illustrated embodiment as a sleeve or sleeve-shaped and is penetrated by the main piston 48 and has an annular surface hydraulically effective, which is acted upon by the pressure in the drive chamber 90.
  • Acting surface is given in the drive chamber 90.
  • the main piston 48 is both mechanically on the brake pedal and hydraulically via the pressure in the drive chamber 90 beetcbar.
  • the hydraulically effective area which represents the proportionality factor between pressure and force, is not constant but is dependent on the path of the main piston 48. In a first, to the unactuated position at closing section, the effective area is to be increased, then a transition section and adjoin it a path section with not increased effective area.
  • To realize the Wirk lakeveriererungs stresses 200 is seen with an acted upon by the pressure in the drive chamber additional effective area, which is supported within the first Wegabitess only on the main piston 48, in the second path portion proportionately on Main piston and the housing 42 and in the third path section exclusively on the housing 42nd
  • the sleeve-shaped Wirk lakever arrangementsrungsterrorism 200 has an annular hydraulic active surface, which of the pressure in the drive circuit A, d. H. the Aktuatordruck beauf is beat and which at a shift in Actuate supply direction, the main piston 48 can mechanically take 48 via a first stop between the sleeve and the main piston 48. Relative to the housing 42, the sleeve in a first path interval Si in the direction of actuation of the drive piston 48 is freely displaceable.
  • the sleeve compresses in a second path interval S2 a on the sleeve and the housing 42 supporting spring 244, which is for example designed as a plate spring or a helical compression spring, until a further movement of the sleeve in the direction of actuation by a second Stop between sleeve and housing 42 or a "put on block" of the spring 244 is blocked.
  • the actuator pressure is switched to the two brake circuits I, II using the on-off valves 120, 136.
  • the brake circuits I and II can be connected separately to the drive circuit A.
  • the pressure of the drive circuit A acts in the drive chamber 90 to the hydraulically effective annular surface of the Main piston 48 and the hydraulically effective annular surface of the sleeve.
  • the sum of these two hydraulically effective annular surfaces is slightly smaller and at most equal to the primary chamber in the Pri märhunt 50 dipping surface of the primary piston or
  • the pedal force in the path interval Si is essentially determined by the mechanical pedal return springs which, as shown, are preferably arranged within the pressure chambers 50, 54. To support this spring action, a further “dry” spring arranged outside the hydraulic chambers can be provided.
  • primary circuit I, secondary circuit II and drive circuit A are hydraulically interconnected.
  • the common pressure is called brake system pressure and is set by the pressure supply device 60, which is controlled by an electronic control unit 260. Therefore, the brake system pressure can be specified as a function of the pedal travel or it can be set free for the purpose of representing other functions such as an automated braking or a brake assist function.
  • the control and regulating unit (34) and the hydraulic module (30) preferably prevent a wheel brake pressure buildup from being prevented.
  • the driver is provided with a pedal behavior, as it would be without recuperation braking. This means preferably that the ratio of pedal travel to braking torque is realized as in a normal braking.
  • the boost ECU or the control unit 260 that controls the pressure supply device 68 and the ESC ECU or control unit 34 for controlling the separation and exhaust valves via a communication link 300 digital information.

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

Abstract

L'invention concerne un système de freinage (2) pour véhicules automobiles ayant un maître-cylindre de frein (41), comprenant un carter de maître-cylindre de frein (42) ayant un alésage principal, dans lequel au moins un piston de maître-cylindre (48) ayant une surface active hydraulique (A1) qui est guidé de manière axiale, délimite une chambre de pression (50), est soumis à une pression du système de freinage lors de l'actionnement du maître-cylindre de frein (41) ayant un raccord hydraulique (80, 84) dans lequel le fluide sous cette pression du système de freinage est amené dans au moins un circuit de freinage (I, II) associé. Une pédale de frein (44) pour actionner le maître-cylindre de frein (41) ; comportant un étage d'entraînement hydraulique (40) relié en amont du maître-cylindre de frein (41) et comportant un piston d'entraînement (48 ; 48, 200) qui peut être actionné à la fois par la force de la pédale et par une surface active effective (A2), de manière hydraulique. Un dispositif de détection de déplacement (s \U) pour détecter la course d'actionnement de la pédale de frein (44) ou d'un piston (48) relié à la pédale de frein (44). Un dispositif de distribution de pression (60) adaptés pour générer une pression de circuit de commande dans un circuit de commande hydraulique (A) comprenant une chambre de commande (90) dans laquelle la pression du circuit de commande est appliquée au piston d'entraînement (48) ; un dispositif de distribution de pression (60) adaptés pour fournir une pression dans un circuit de commande hydraulique (A) comprenant une chambre d'entraînement (90) dans laquelle la pression du circuit d'entraînement exerce une force dans le sens de fonctionnement sur le piston d'entraînement (48 ; 48, 200). Une unité électrohydraulique (30) qui présente, par frein de roue (8, 10, 12, 14), une soupape de séparation et une soupape de sortie pour régler des pressions de freinage spécifiques de roue, des milieux hydrauliques (200, 244) rendant la surface active effective (A2) du piston d'entraînement (48 ; 48, 200) variable en fonction du déplacement de la pédale et un procédé pour faire fonctionner un système de freinage (2).
PCT/EP2018/081697 2017-11-24 2018-11-19 Système de freinage pour véhicules automobiles et procédé de fonctionnement WO2019101669A1 (fr)

Applications Claiming Priority (2)

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DE102017221058.3 2017-11-24
DE102017221058.3A DE102017221058A1 (de) 2017-11-24 2017-11-24 Bremssystem für Kraftfahrzeuge und Betriebsverfahren

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3844068A1 (de) * 1988-12-15 1990-08-23 Bosch Gmbh Robert Bremsanlage
DE4446525A1 (de) * 1994-12-24 1996-06-27 Teves Gmbh Alfred Hydraulische Kraftfahrzeugbremsanlage
WO2010007119A2 (fr) * 2008-07-18 2010-01-21 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules à moteur
DE102011086916A1 (de) 2010-11-29 2012-05-31 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE112014000777T5 (de) * 2013-02-12 2015-10-22 Advics Co., Ltd. Fluiddruckbremsvorrichtung für ein Fahrzeug

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3844068A1 (de) * 1988-12-15 1990-08-23 Bosch Gmbh Robert Bremsanlage
DE4446525A1 (de) * 1994-12-24 1996-06-27 Teves Gmbh Alfred Hydraulische Kraftfahrzeugbremsanlage
WO2010007119A2 (fr) * 2008-07-18 2010-01-21 Continental Teves Ag & Co. Ohg Système de freinage pour véhicules à moteur
DE102011086916A1 (de) 2010-11-29 2012-05-31 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
DE112014000777T5 (de) * 2013-02-12 2015-10-22 Advics Co., Ltd. Fluiddruckbremsvorrichtung für ein Fahrzeug

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