WO2020007705A1 - Système de freinage pour véhicule automobile - Google Patents

Système de freinage pour véhicule automobile Download PDF

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Publication number
WO2020007705A1
WO2020007705A1 PCT/EP2019/067170 EP2019067170W WO2020007705A1 WO 2020007705 A1 WO2020007705 A1 WO 2020007705A1 EP 2019067170 W EP2019067170 W EP 2019067170W WO 2020007705 A1 WO2020007705 A1 WO 2020007705A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
pressure medium
regulating unit
medium reservoir
brake system
Prior art date
Application number
PCT/EP2019/067170
Other languages
German (de)
English (en)
Inventor
Joseph Dolmaya
Dieter Dinkel
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 WO2020007705A1 publication Critical patent/WO2020007705A1/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
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • 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
    • B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
    • B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders

Definitions

  • the invention relates to a brake system for a motor vehicle according to the preamble of claim 1.
  • WO 2011/029812 A1 discloses a brake system for actuating four hydraulically actuated wheel brakes with an electrically controllable pressure modulation device with wheel-specific inlet and outlet valves, a brake pedal-actuated master brake cylinder, which is hydraulically connected to the pressure modulation device, a simulation device, which is hydraulically connected to the master brake cylinder, an electrically controllable pressure supply device, which is also hydraulically connected to the pressure modulation device, and a pressure medium reservoir under atmospheric pressure.
  • the brake system has a modular structure with a first module, which comprises the master brake cylinder and the simulation device, a second module, which is formed by the pressure supply device, and a third module with, inter alia, the intake and exhaust valves. The modules are assembled into a unit to which a single pressure medium reservoir is assigned.
  • DE 10 2014 225 958 A1 discloses a brake system for actuating four hydraulically actuated wheel brakes, in which an electrically controllable pressure modulation device with wheel-specific inlet and outlet valves, a brake pedal-actuated master brake cylinder, which is hydraulically connected to the pressure modulation device, and a simulation device, which is hydraulic is connected to the master cylinder, and an electrically controllable pressure supply device, which is also hydraulically connected to the pressure modulation device, in one common, first electrohydraulic control and re gel unit are arranged.
  • This first electrohydraulic control unit is assigned a (single) pressure medium storage container.
  • a second electrically controllable pressure supply device is provided, which is arranged in a second electrohydraulic control and regulating unit, which is assigned a second pressure medium reservoir.
  • the second electro-hydraulic control and regulating unit is provided only for the two wheel brakes of the front axle and is hydraulically connected for the two wheel brakes of the front axle of the pressure modulation device.
  • these are connected to a third pressure medium reservoir via separate hydraulic lines, so that the first pressure medium reservoir and the second pressure medium reservoir are hydraulically connected to one another by means of the first and second electrohydraulic control and regulating units, and also over the separate lines mentioned.
  • the invention is based on the idea in the brake system, the pressure modulation device and the pressure preparation device in a first electrohydraulic control and To arrange the control unit, which is assigned a first pressure medium reservoir for supplying the first electrohydraulic control and regulating unit with pressure medium, and to arrange the master brake cylinder, the simulation device and the simulator release valve in a second electrohydraulic control and regulating unit, which has a second pressure medium supply container for supplying the second elect raw hydraulic control and regulation unit with pressure medium is assigned.
  • the two electro-hydraulic control and regulating units can be arranged at different points in the motor vehicle, both the master brake cylinder and the pressure supply device being adequately supplied with pressure medium regardless of the relative installation location in the vehicle.
  • Each of the two pressure medium reservoirs is preferably under atmospheric pressure.
  • An electro-hydraulic control and regulation unit is understood to mean a separate structural unit, the components of which are in a common housing, e.g. are arranged in a valve block.
  • the brake system therefore comprises two separate structural units in the form of the first and the second electrohydraulic control and regulating unit.
  • first pressure medium reservoir and the second pressure medium reservoir are structurally separate.
  • a brake system for motor vehicles which can be controlled in a “brake-by-wire” mode of operation both by the driver and independently of the vehicle driver, preferably in the “brake-by-wire” mode of operation and in at least one fallback operating mode can be operated in which only the operation by the driver is possible.
  • the brake system includes a simulation device. In a "brake-by-wire” mode of operation, this gives the driver a comfortable brake pedal feeling.
  • the simulation device is hydraulically connected to the master brake cylinder. The effect of the simulation device can be switched off, for example in a fallback operating mode.
  • the simulation device can be activated by means of a simulator release valve The simulator release valve is preferred
  • the simulator release valve is particularly preferably arranged in the hydraulic connection between the simulation device and the master brake cylinder.
  • the simulation device particularly preferably comprises an elastic element.
  • the first electrohydraulic control and regulating unit and the second electrohydraulic control and regulating unit in the motor vehicle are preferably arranged at a distance from one another.
  • the second electro-hydraulic control and regulating unit is particularly preferably attached to a bulkhead.
  • the first electrohydraulic control and regulating unit is particularly preferably arranged in the engine compartment.
  • the first pressure medium reservoir is preferably arranged on the first electrohydraulic control and regulating unit and the second pressure medium reservoir is arranged on the second electrohydraulic control and regulating unit. In this way, short hydraulic connections are achieved between the respective pressure medium reservoir and the hydraulic components it supplies.
  • the first pressure medium reservoir and the second pressure medium reservoir are preferred exclusively by means of the first and second electrohydraulic control and regulating units hydraulically connected. There is therefore no direct hydraulic connection, for example in the form of a separate connecting line, or a hydraulic connection via a third pressure medium reservoir.
  • the first pressure medium reservoir preferably comprises only a single chamber. This is connected to the pressure supply device and the wheel brakes. This reduces the manufacturing costs for the brake system.
  • the second pressure medium reservoir preferably comprises only a single chamber. This is connected to the master brake cylinder. This reduces the manufacturing costs for the brake system.
  • the pressure modulation device preferably comprises a
  • the at least four outlet valves are connected via a common return line to the first pressure medium storage container or its single chamber.
  • the first pressure medium storage container and the second pressure medium storage container each include a fill level detection or fill level warning device. This offers the advantage of early leak detection.
  • the level detection or level warning device of the first pressure medium reservoir is designed in two or more stages. A gradual warning and / or system degradation with regard to brake control functions is possible.
  • the level detection or level warning device of the second pressure medium reservoir is preferably two or carried out in several stages. A gradual warning and / or system degradation with regard to brake control functions is possible.
  • a first electronic control and regulation unit and a second electronic control and regulation unit are preferably arranged on the first electrohydraulic control and regulation unit. The control of the individual components of the
  • Brake system can be distributed to two electronic control and regulation unit in order to be able to carry out as many braking functions as possible even if one of the two electronic control and regulation units fails.
  • No electronic control and regulation unit is preferably arranged on the second electrohydraulic control and regulation unit. So the unit, e.g. to be arranged on the bulkhead, kept as small as possible.
  • the electrically actuable simulator gate release valve is therefore particularly preferably controlled by one of the electronic control and regulating units of the first electrohydraulic control and regulating unit.
  • the pressure modulation device is preferably controlled by the first electronic control and regulating unit in order to be able to carry out a wheel-specific brake pressure control even in a fallback operating mode in which the wheel brakes are pressurized by the master brake cylinder.
  • the simulator release valve and the pressure supply device are preferably controlled by the second electronic control unit.
  • the first electronic control and regulating unit there is nevertheless a switchover to a "by-wire" operating mode with activated simulation device and electrically controlled pressure build-up possible by the pressure supply device.
  • the master brake cylinder is preferably hydraulically separably connected via a isolating valve to a brake supply line to which the inlet connections of the inlet valves of the
  • Pressure modulation device are connected.
  • the master brake cylinder can be separated from the wheel brakes.
  • the electrically controllable pressure supply device is hydraulically connected via a connecting valve to the brake supply line in order to hydraulically isolate it from the rest of the brake system in the event of a leak in the pressure supply device.
  • An electrically operable circuit isolating valve is preferably arranged in the brake supply line in such a way that when the circuit isolating valve is closed, the brake supply line is hydraulically separated into a first line section and a second line section.
  • the first line section is connected to two of the inlet valves and the second line section is connected to the other inlet valves.
  • the pressure supply device is hydraulically connected to the second line section.
  • the master brake cylinder is hydraulically connected to the first line section.
  • the inlet valves connected to the first line section are preferably assigned to the wheels of the front axle and the inlet valves connected to the second line section are assigned to the wheels of the rear axle.
  • the isolating valve is preferably open when deenergized, the circuit isolating valve is open when deenergized and the connection valve is deenergized executed closed, so that in the event of a complete power failure of the brake system, all wheel brakes can be supplied with pressure by means of the master brake cylinder and a discharge of pressure medium via the pressure preparation device is reliably prevented.
  • the hydraulic connection between the pressure chamber of the master brake cylinder and the pressure medium reservoir can preferably be separated by actuation / displacement of the master brake cylinder piston.
  • the pressure supply device is preferably formed by a cylinder-piston arrangement with only one hydraulic pressure chamber, the piston of which can be actuated back and forth by an electromechanical actuator. This enables precise and quick printing.
  • Fig. 1 shows an embodiment of an inventive
  • FIG. 1 an embodiment of a brake system according to the invention for a motor vehicle with four hydraulically actuated wheel brakes 8a-8d is shown schematically.
  • Brake system comprises a master brake cylinder 2 which can be actuated by means of an actuation or brake pedal 1, a simulation device 3 which interacts with the master brake cylinder 2 and has an associated simulator release valve 32, an electrically controllable pressure supply device 5 and a pressure Modulation device 61 for setting wheel-specific brake pressures, which, according to the example, have an inlet valve 6a-6d and an outlet valve 7a-7d for each wheel brake 8a-8d.
  • the pressure modulation device 61 and the pressure supply device 5 are arranged in a first electro-hydraulic control and regulating unit 60, while the master cylinder 2, the simulation device 3 and the simulator release valve 32 are arranged in a second, separate electro-hydraulic control and regulating unit 160.
  • the first electrohydraulic control and regulating unit 60 is assigned a first pressure medium storage container 4, which is under atmospheric pressure and serves to supply the first electrohydraulic control and regulating unit 60 with pressure medium.
  • the first pressure medium reservoir 4 is advantageously arranged directly on the first electrohydraulic control and regulating unit 60.
  • the second electrohydraulic control and regulating unit 160 is assigned a separate, second atmospheric pressure fluid reservoir 104 which serves to supply the second electrohydraulic control and regulating unit 160 with pressure medium.
  • the second pressure medium reservoir 104 is likewise advantageously arranged directly on the second electrohydraulic control and regulating unit 160.
  • the wheel brake 8a is assigned to the left front wheel (FL), the wheel brake 8b to the right front wheel (FR), the wheel brake 8c to the left rear wheel (RL) and the wheel brake 8d to the right rear wheel (RR).
  • the master brake cylinder 2 has a master brake cylinder piston 15, which is in the housing 116 of the second electro-hydraulic Control and regulating unit 160 delimits a hydraulic pressure chamber 17 and represents a single-circuit master brake cylinder.
  • Pressure chamber 17 accommodates a return spring which positions the piston 15 in an initial position when the master brake cylinder 2 is not actuated.
  • Pressure chamber 17 projects over radial bores formed in the piston 15 and a corresponding one
  • Piston rod 24 couples the pivoting movement of brake pedal 1 as a result of pedal actuation to the translational movement of master brake cylinder piston 15, the actuation path of which is detected by a preferably redundant displacement sensor 25.
  • the corresponding piston travel signal is a measure of the brake pedal actuation angle. It represents a driver's braking request.
  • Simulation device 3 is hydraulic and hyd raulisch coupled to the master cylinder 2.
  • Simulation device 3 has, for example, essentially a simulator chamber 29, a simulator rear chamber 30 and a simulator piston 31 separating the two chambers 29, 30 from one another.
  • Simulator piston 31 is supported on the housing 116 by an elastic element 33 (for example a simulator spring) arranged in the simulator rear chamber 30 (for example dry).
  • the hydraulic simulator chamber 29 is exemplary connected to the pressure chamber 17 of the master brake cylinder 2 by means of a preferably electrically actuated, preferably electrically closed simulator release valve 32.
  • a hyd raulisch antiparallel to the simulator release valve 32 arranged check valve 34 allows regardless of
  • the pressure modulation device 61 arranged in the first electrohydraulic control and regulating unit 60 comprises, as already mentioned, an inlet valve 6a-6d and an outlet valve 7a-7d for each hydraulically actuable wheel brake 8a-6d, which are hydraulically connected in pairs via center connections and to the wheel brake 8a 8d are connected.
  • the input ports of the intake valves 6a-6d are hydraulically connected to a brake supply line 13.
  • Inlet valves 6a-6d are each connected in parallel with a non-specified check valve that opens towards brake supply line 13 and is not shown.
  • the outlet connections of the exhaust valves 7a-7d (and thus the
  • Pressure modulation device 61 are connected to the first pressure medium reservoir 4 via a common return line 14.
  • the brake supply line 13 is an electrically actuated, advantageously de-energized open, circuit separating valve 40 is arranged, through which the brake supply line 13 is separable into a first line section 13a and a second line section 13b.
  • the first line section 13a is connected to the master brake cylinder 2 via an electrically actuated isolating valve 23, which is advantageously open when de-energized, and the second line section 13b is connected to the pressure valve via an electrically actuated, advantageously normally off, cut-in valve 26. riding position 5 connected.
  • the first line section 13a is advantageously connected to the inlet valves 6a, 6b of the wheel brakes 8a, 8b of the front axle VA and the second line section 13b to the inlet valves 6c, 6d of the wheel brakes 8c, 8d of the rear axle HA.
  • the electrically controllable pressure supply device 5 in the first electrohydraulic control and regulating unit 60 is designed as a hydraulic cylinder-piston arrangement (or a single-circuit electrohydraulic actuator (linear actuator)), the pistons 36 of which are also shown schematically by a schematically indicated electric motor 35 with the interposition of one Rotational translation gear 39 shown is actuated. Piston 36 delimits a pressure chamber 37 of the pressure supply device 5. A rotor position sensor 44 is used to detect the rotor position of the electric motor 35.
  • a line section 38 is connected, which via the connection valve 26 with the
  • Brake supply line 13 (specifically the second line section 13b) is connected.
  • connection valve 26 the hydraulic connection between the electrically controllable pressure supply device 5 and the brake supply line 13 (and thus the pressure modulation device 61 or the input connections of the inlet valves 6a-6d) can advantageously be opened and shut off in a controlled manner.
  • a suction of pressure medium into the pressure chamber 37 is possible by retracting the piston 36 when the connecting valve 26 is closed, in that pressure medium from the first pressure medium reservoir 4 via a hydraulic connection (suction line) 42 with a pressure ready in the flow direction.
  • Positioning device 5 opening check valve 53 can flow into the pressure chamber 37.
  • a pressure sensor 19 is provided in the first electrohydraulic control and regulating unit 60 and detects the pressure present in the second line section 13b.
  • Master brake cylinder 2 is also hydraulically connected to the input connections of the intake valves 6a-6d of the pressure modulation device 61.
  • This hydraulic connection 22 comprises a first connection piece 22a, which is formed in the second electrohydraulic control and regulating unit 160 and which connects the master brake cylinder 2 to an output connection of the second electrohydraulic control and regulating unit 160, a connecting line section 122 which connects the second to the first connects electro-hydraulic control and regulation unit, and a second, in the first electro-hydraulic control and regulation unit 60 formed connector 22b, which connects an input port of the first electro-hydraulic control and regulation unit 60 with the isolation valve 23.
  • Isolating valve 23 is in turn connected to the brake supply line 13 (and thus the pressure modulation device 61 or the input connections of the inlet valves 6a-6d). Through the isolation valve 23, the hydraulic connection 22 between the pressure chamber 17 and the brake supply line 13 (or the inlet connections of the inlet valves 6a-6d or the wheel brakes 8a-8d) can be shut off.
  • the second electrohydraulic control and regulating unit 160 is hydraulically connected to the first electrohydraulic control and regulating unit 60 via the one connecting line section 122.
  • the inlet connections of all inlet valves 6a-6d can be supplied with a pressure which, in a first operating mode (for example “brake-by-wire” operating mode), corresponds to the brake pressure provided by the pressure supply device 5 by means of the brake supply line 13 by means of the brake supply line 13
  • the brake supply line 13 can be subjected to the pressure of the pressure chamber 17 of the master brake cylinder 2 in a second operating mode (for example in a de-energized fallback operating mode).
  • the first pressure medium reservoir 4 has only one chamber. This is connected via the connection 42 to the pressure setting device 5 and via the return line 14 to the outlet connections of the outlet valves 7a-7d (and thus the wheel brakes 8a-8d).
  • Pressure medium reservoir 4 is advantageously permitted with a level detection or level warning device 9. If required, this can be equipped with one, two or more switching states.
  • the second pressure medium reservoir 104 also has only a single chamber. This is connected to the master brake cylinder 2 via the line 41.
  • Pressure medium reservoir 104 is advantageously also equipped with a fill level detection or fill level warning device 109. If required, this can be equipped with one, two or more switching states.
  • the hydraulic components Druckbe provision device 5, valves 6a-6d, 7a-7d, 23, 26, 40 and the hydraulic connections 13, 38, 22b, 14 are arranged in the first electro-hydraulic control and regulating unit 60.
  • the Electrohydraulic control and regulating unit 60 are assigned a first (ECU1) and a second electronic control and regulating unit (ECU2) 12, 112, which are arranged directly on the electrohydraulic control and regulating unit 60.
  • the hydraulic components master brake cylinder 2, simulation device 3, valves 32, 34 and the hydraulic connections 41, 22a are arranged in the second electro-hydraulic control and regulating unit 160.
  • No electronic control and regulating unit (ECU) is arranged on the electrohydraulic control and regulating unit 160.
  • the first electronic control and regulating unit 12 serves to control the pressure modulation device 61 (i.e. the electrically actuable valves 6a-6d, 7a-7d).
  • Driver's request acquisition is likewise preferably fed to the first electronic control and regulating unit 12 and / or processed in the electronic control and regulating unit 12 in order to be able to carry out pressure regulation by means of the pressure modulation device 61.
  • the second electronic control and regulating unit 112 is used, for example, to control the pressure preparation device 5 and the valves 23, 26 and 40 of the first electrohydraulic control and regulating unit 60.
  • the second electronic control and regulating unit 112 is used to control the simulator release valve 32 second electrohydraulic control and regulating unit 160.
  • the signals of the displacement sensor 25 for the driver's request acquisition are likewise preferably fed to the second electronic control and regulating unit 112 and / or processed in the electronic control and regulating unit 112.
  • the second electrohydraulic control and regulating unit 160 with the second pressure medium reservoir 104 is advantageously arranged on the bulkhead of the motor vehicle.
  • the first electrohydraulic control and regulating unit 60 with the first pressure medium reservoir 4, which is not located on the bulkhead but advantageously elsewhere in the engine compartment, is connected to the second electrohydraulic control and regulating unit 160 via the connecting line section 122.
  • first pressure medium reservoir 4 and the second pressure medium reservoir 104 are hydraulically connected to one another exclusively via the first and the second electrohydraulic control and regulating unit 60, 160, in particular indirectly via the connections 41, 22, 13, 42 or 14.
  • An advantage of the invention is that the two control and regulating units 60, 160 of the brake system can be flexibly installed in the vehicle, but the supply of the hydraulic components of the brake system with pressure medium, in particular the master brake cylinder and the pressure preparation device, are ensured ,
  • a flexible arrangement alone would also be given if the brake system is subdivided, for example, into a first electrohydraulic control and regulating unit with pressure modulation device and electrical pressure supply device and a second electrohydraulic control and regulating unit with master brake cylinder, both control and regulating units being provided by the same pressure medium reservoir with pressure medium be supplied.
  • the second electro-hydraulic control and regulation unit could be mounted on the bulkhead and the first electro-hydraulic control and regulation unit could be placed in the engine compartment, for example.
  • the pressure medium reservoir In the event that the (only) pressure medium reservoir is arranged on the first unit and the master brake cylinder via a connection running within the second control and regulating unit, partly outside the two control and regulating units and partly within the first control and regulating unit the pressure medium reservoir is connected, the pressure medium reservoir must be located from the level (height) above the second control and regulating unit, since this is the only way to ensure that the pressure chamber of the master brake cylinder is filled with pressure medium. This severely limits the installation options for the two control and regulating units in the motor vehicle.
  • the pressure supply device is via a very long hydraulic suction line (through the first control and regulating unit, into the second control and regulating unit and through the second control unit) with the
  • Pressure medium reservoir connected. This leads to poor or delayed suction of pressure medium into the Pressure supply device, which can, for example, reduce the braking power.
  • the master brake cylinder 2 and the simulation device 3 are therefore arranged in a (second) electro-hydraulic control and regulating unit 160.
  • a separate (second) pressure medium reservoir 104 is assigned to this electrohydraulic control and regulating unit 160.
  • the pressure modulation device 61 and the pressure supply device 5 are arranged in a separate (first) electro-hydraulic control and regulating unit 60.
  • This electrohydraulic control and regulating unit 60 is also assigned its own (first) pressure medium reservoir 4.
  • the pressure medium return in the first electrohydraulic control and regulating unit 60 (common return line 14 for all outlet valves, one chamber in the pressure medium reservoir 4) is single-circuited in order to convey the volume from the pressure medium reservoir 4 again into the pressure medium reservoir 4.
  • a double-circuit return is not necessary, since the pressure medium reservoir 104 of the second electrohydraulic control and regulating unit 160 can be designed larger, since the volume for the pressure supply device 5 is not provided in the pressure medium reservoir 104. must be kept. In the event of a leak, there is therefore sufficient volume in the second electrohydraulic control and regulating unit 160 in order to ensure even longer journeys with leakage without a total failure of the brake system.
  • pressure medium can be flushed into the master brake cylinder chamber 17 by means of the volume in the pressure medium storage container 4 and the pressure supply device 5, by closing the inlet valves 6a-6d. This ensures that the driver has pressure medium available within the master brake cylinder chamber 17 if the vehicle should go into the fallback operating mode.
  • the brake system according to the invention has the advantage that the two electrohydraulic control and regulating units 60 and 160 can be arranged as desired in the motor vehicle, the first electrohydraulic control and regulating units 60 also being able to be placed below the second driver unit electrohydraulic control and regulating units 160, and that at the same time there are no disadvantages in the suction performance of the pressure supply device 5 and "time to lock" requirements are met.

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

Abstract

L'invention concerne un système de freinage pour véhicule automobile servant à actionner au moins quatre freins de roue hydrauliques (8a-8d), comportant un dispositif électrique de modulation de pression (61) qui comprend au moins une soupape d'admission électrique (6a-6d) pour chacun des quatre ou plus de quatre freins de roue, un maître-cylindre (2) actionné au moyen d'une pédale de frein (1) et raccordé hydrauliquement aux raccordements d'entrée des soupapes d'admission du dispositif de modulation de pression (61), un dispositif de simulation (3) qui est raccordé hydrauliquement au maître-cylindre (2), une action du dispositif de simulation pouvant être activée et désactivée par une soupape de libération (32) de simulateur, et un dispositif électrique d'alimentation en pression (5) qui est relié aux raccordements d'entrée des soupapes d'admission du dispositif de modulation de pression (61). Le dispositif de modulation de pression (61) et le dispositif d'alimentation en pression (5) sont agencés dans une première unité de commande et de régulation électrohydraulique (60) à laquelle est associé un premier réservoir (4) de fluide sous pression, et le maître-cylindre (2), le dispositif de simulation (3) et la soupape de libération (32) de simulateur sont agencés dans une seconde unité de commande et de régulation électrohydraulique (160) à laquelle est associé un second réservoir (104) de fluide sous pression servant à l'alimentation de la seconde unité de commande et de régulation électrohydraulique (160) en fluide sous pression.
PCT/EP2019/067170 2018-07-05 2019-06-27 Système de freinage pour véhicule automobile WO2020007705A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018211088.3A DE102018211088A1 (de) 2018-07-05 2018-07-05 Bremsanlage für Kraftfahrzeuge
DE102018211088.3 2018-07-05

Publications (1)

Publication Number Publication Date
WO2020007705A1 true WO2020007705A1 (fr) 2020-01-09

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Application Number Title Priority Date Filing Date
PCT/EP2019/067170 WO2020007705A1 (fr) 2018-07-05 2019-06-27 Système de freinage pour véhicule automobile

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DE (1) DE102018211088A1 (fr)
WO (1) WO2020007705A1 (fr)

Cited By (1)

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