WO2022071499A1 - Dispositif de frein pour véhicule - Google Patents

Dispositif de frein pour véhicule Download PDF

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Publication number
WO2022071499A1
WO2022071499A1 PCT/JP2021/036182 JP2021036182W WO2022071499A1 WO 2022071499 A1 WO2022071499 A1 WO 2022071499A1 JP 2021036182 W JP2021036182 W JP 2021036182W WO 2022071499 A1 WO2022071499 A1 WO 2022071499A1
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WIPO (PCT)
Prior art keywords
pressure
valve
cylinder
liquid passage
foil
Prior art date
Application number
PCT/JP2021/036182
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English (en)
Japanese (ja)
Inventor
和俊 余語
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株式会社アドヴィックス
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Filing date
Publication date
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Publication of WO2022071499A1 publication Critical patent/WO2022071499A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/147—In combination with distributor valve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/148—Arrangements for pressure supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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

Definitions

  • the present invention relates to a vehicle braking device.
  • the brake system of US Pat. No. 9,205,821 includes a master cylinder device, a master cut valve, an electric cylinder, and a reservoir.
  • the output chamber of the electric cylinder and the reservoir are connected via a master cut valve and a master cylinder device, and further connected via a check valve that allows only fluid flow from the reservoir to the output chamber.
  • the brake-by-wire mode hereinafter referred to as "by-wire mode"
  • the fluid is supplied to the foil cylinder by the electric cylinder with the master cut valve closed.
  • the master cut valve is closed, the connection between the foil cylinder and the reservoir is cut off, and fluid flow from the output chamber of the electric cylinder to the reservoir is prohibited.
  • the master cut valve is kept closed while the vehicle is running, if the fluid temperature rises due to friction of the brake pads, the fluid expands and the hydraulic pressure of the foil cylinder rises. In such a case, unintended braking force may be applied to the vehicle. Therefore, keep the master cut valve open while driving so that even if the foil pressure rises, the fluid can be released from the foil cylinder to the reservoir via the opened master cut valve. Is preferable. In this case, when the operation of the brake pedal is started, the brake ECU closes the master cut valve to form a by-wire mode.
  • the fluid releases the master cut valve from the master cylinder device by operating the brake pedal before the master cut valve is completely closed due to a delay in detecting the depressing operation. It may be supplied through to the wheel cylinder.
  • the foil pressure is reduced to 0 by ABS control or the like, the foil pressure corresponding to the amount of liquid ⁇ V supplied from the master cylinder device remains before the master cut valve closes. That is, it becomes difficult to reduce the wheel pressure to 0, and there is room for improvement from the viewpoint of suppressing wheel lock.
  • the fluid having a liquid volume of ⁇ V is supplied to the output chamber of the electric cylinder which is maximally expanded and sealed.
  • excessive hydraulic pressure is applied to the output chamber and the liquid passage of the electric cylinder. That is, this liquid amount ⁇ V can cause damage to the electric cylinder and the liquid passage.
  • An object of the present invention is to prevent excessive hydraulic pressure from being applied to the electric cylinder and the liquid passage when reducing the foil pressure even when the fluid is supplied to the foil cylinder from the master cylinder device before the master cut valve is closed. It is to provide a braking device for a vehicle that can be used.
  • the vehicle braking device of the present invention has a master cylinder, a master cut valve provided in a liquid passage connecting the master cylinder and a wheel cylinder, and a master cut valve between the master cut valve and the wheel cylinder in the liquid passage.
  • An electric cylinder configured to supply fluid to a portion and capable of supplying fluid by sliding a piston in the cylinder according to the drive of an electric motor, and the electric cylinder in the liquid passage.
  • a holding valve provided on the wheel cylinder side from the position where the fluid is supplied and arranged so that the direction from the master cut valve to the wheel cylinder is the self-opening direction, and the holding of the liquid passage.
  • a low-pressure reservoir connected to a portion between the valve and the wheel cylinder via a pressure reducing valve, and fluid is sucked from the low-pressure reservoir to be between the holding valve and the master cut valve in the liquid passage.
  • ABS control that controls the holding valve, the pressure reducing valve, and the pump so that the wheel lock does not occur due to the output pressure of the electric cylinder adjusted by the pressurizing control unit, the target differential pressure of the holding valve is set.
  • a specific target differential pressure is set for the holding valve, so that a current (current value ⁇ 0) corresponding to the specific target differential pressure is applied to the holding valve. Then, the holding valve closed to which the current is applied opens when the hydraulic pressure on the electric cylinder side of the cylinder is larger than the hydraulic pressure on the wheel cylinder side and the differential pressure is larger than the specific target differential pressure. When the holding valve is opened, the fluid flows from the electric cylinder side of the holding valve to the foil cylinder side, and the differential pressure becomes smaller. This closes the holding valve again.
  • the holding valve to which the current corresponding to the specific target differential pressure is applied opens when the hydraulic pressure on its own electric cylinder side becomes larger than the added value of the foil pressure and the specified target differential pressure, and is equal to or less than the added value. When it becomes, it closes.
  • the holding valve opens before the hydraulic pressure on the electric cylinder side of the holding valve reaches the withstand voltage allowable value, and the fluid on the electric cylinder side. Is released to the wheel cylinder side. As a result, it is possible to prevent excessive hydraulic pressure from being applied to the electric cylinder and the liquid passage. Further, even if the holding valve is opened and the fluid flows into the foil cylinder side, the foil pressure can be reduced by opening the pressure reducing valve. According to the present invention, even when the fluid is supplied to the foil cylinder from the master cylinder device before the master cut valve is closed, it is possible to prevent excessive hydraulic pressure from being applied to the electric cylinder and the liquid passage when the foil pressure is reduced. can do.
  • the vehicle braking device 1 of the present embodiment includes an upstream unit 11, a downstream unit 3, wheel cylinders 81, 82, 83, 84, a first brake ECU 91, and a second brake ECU 92. , Is equipped.
  • the first brake ECU 91 mainly controls the upstream unit 11.
  • the second brake ECU 92 mainly controls the downstream unit 3.
  • the upstream unit 11 mainly includes a master cylinder device 2, a reservoir 26, a first master cut valve 41, a second master cut valve 42, and an electric cylinder 5.
  • the master cylinder device 2 is connected to the reservoir 26 and is configured to be able to supply fluid according to the brake operation.
  • the brake operation is that the brake pedal Z is operated by the driver.
  • the master cylinder device 2 includes a master cylinder 21, a first master piston 22, a second master piston 23, and urging members 24 and 25.
  • the master cylinder 21 is a bottomed cylindrical member.
  • the master cylinder 21 is formed with input ports 211 and 212 and output ports 213 and 214.
  • the input ports 211 and 212 are connected to the reservoir 26.
  • a first master chamber 21a and a second master chamber 21b (hereinafter, also referred to as “master chambers 21a and 21b") are formed in the master cylinder 21.
  • the first master piston 22 and the second master piston 23 are piston members arranged in the master cylinder 21.
  • the master pistons 22 and 23 slide in the master cylinder 21 according to the operation of the brake pedal Z.
  • the first master piston 22 and the brake pedal Z are mechanically connected.
  • the direction from the first master piston 22 toward the brake pedal Z is the rear direction, and the opposite direction is the front direction.
  • the second master piston 23 is arranged in front of the first master piston 22.
  • the first master chamber 21a is partitioned by a master cylinder 21 and master pistons 22 and 23.
  • the second master chamber 21b is partitioned by the master cylinder 21 and the second master piston 23.
  • a through hole 221 is formed in the first master piston 22, and a through hole 231 is formed in the second master piston 23.
  • the through hole 221 and the input port 211 communicate with each other
  • the through hole 231 and the input port 212 communicate with each other. That is, when the master pistons 22 and 23 are located at the initial positions, the master chamber 21a and the reservoir 26 communicate with each other via the through hole 221 and the input port 211, and the master chamber 21b communicates with the master chamber 21b via the through hole 231 and the input port 212. Communicate with the reservoir 26.
  • the urging member 24 is arranged in the first master chamber 21a and urges the first master piston 22 toward the initial position.
  • the urging member 25 is arranged in the second master chamber 21b and urges the second master piston 23 toward the initial position.
  • the master cylinder device 2 is configured so that the first master chamber 21a and the second master chamber 21b have the same pressure.
  • the communication between the reservoir 26 and the master chambers 21a and 21b is cut off when the master pistons 22 and 23 advance by a predetermined amount from the initial position.
  • the output port 213 connects the first master chamber 21a and the first liquid passage 61.
  • the output port 214 connects the second master chamber 21b and the second liquid passage 62.
  • the first liquid passage 61 is a liquid passage that connects the first master chamber 21a of the master cylinder device 2 and the foil cylinders 81 and 82.
  • the second liquid passage 62 is a liquid passage connecting the second master chamber 21b of the master cylinder device 2 and the foil cylinders 83 and 84.
  • the first liquid passage 61 and the second liquid passage (hereinafter, also referred to as “liquid passages 61, 62”) are liquid passages connecting the master cylinder device 2 and the foil cylinders 81 to 84.
  • the first master cut valve 41 is a normally open type solenoid valve provided in the first liquid passage 61 and opened in a non-energized state.
  • the second master cut valve 42 is a normally open type solenoid valve provided in the second liquid passage 62.
  • the hydraulic pressure on the foil cylinders 81 to 84 side acts in the direction of closing the valve body. , They are arranged in the corresponding liquid passages 61 and 62, respectively.
  • the master cut valves 41 and 42 are arranged so that the direction from the foil cylinders 81 to 84 toward the master cut valves 41 and 42 in the corresponding liquid passages 61 and 62 is the self-sealing direction.
  • the self-sealing direction means the direction of the force acting on the valve closing side.
  • the stroke simulator 27 is connected to the portion of the first liquid passage 61 between the input port 211 and the first master cut valve 41 via the liquid passage 611.
  • the liquid passage 611 is provided with a simulator cut valve 28, which is a normally closed solenoid valve that closes in a non-energized state. When the simulator cut valve 28 opens, the first master chamber 21a and the stroke simulator 27 communicate with each other.
  • the stroke simulator 27 is a device that generates a reaction force against a brake operation.
  • a pressure sensor 71 is connected to a portion of the second liquid passage 62 between the input port 212 and the second master cut valve 42.
  • the electric cylinder 5 is configured to be able to supply fluid by sliding the piston 53 in the cylinder 51.
  • the electric cylinder 5 includes a portion 61a between the first master cut valve 41 and the foil cylinders 81 and 82 in the first liquid passage 61, and the second master cut valve 42 and the foil cylinders 83 and 84 in the second liquid passage 62. It is connected to the portion 62a between. More specifically, the portion 61a of the first liquid passage 61 is a portion of the first liquid passage 61 between the first master cut valve 41 and the downstream unit 3. The part 62a of the second liquid passage 62 is a part of the second liquid passage 62 between the second master cut valve 42 and the downstream unit 3.
  • the electric cylinder 5 includes a cylinder 51, an electric motor 52, a piston 53, an output chamber 54, and an urging member 55.
  • the electric cylinder 5 is a single type electric cylinder in which a single output chamber 54 is formed in the cylinder 51.
  • the direction in which the piston 53 reduces the output chamber 54 is the front, and the direction in which the piston 53 increases the output chamber 54 is the rear.
  • the cylinder 51 is a bottomed tubular member having ports 511 and 512 formed at the front end.
  • the electric motor 52 is connected to the piston 53 via a linear motion mechanism 52a that converts rotary motion into linear motion.
  • the piston 53 slides in the cylinder 51 by being driven by the electric motor 52.
  • the output chamber 54 is partitioned by a cylinder 51 and a piston 53, and the volume changes according to the movement of the piston 53.
  • the urging member 55 is a spring that is arranged in the output chamber 54 and urges the piston 53 toward the initial position. When the electric motor 52 is not driven, the piston 53 is positioned at the initial position due to the urging force of the urging member 55.
  • the third liquid passage 63 is connected to the port 511.
  • the third liquid passage 63 is a liquid passage connecting the port 511 and a part 61a of the first liquid passage 61.
  • the third liquid passage 63 is provided with a first cut valve 43, which is a normally closed type solenoid valve.
  • the fourth liquid passage 64 branches from the third liquid passage 63.
  • the fourth liquid passage 64 is a liquid passage connecting a portion of the third liquid passage 63 between the port 511 and the first cut valve 43 and a part 62a of the second liquid passage 62.
  • the fourth liquid passage 64 is provided with a second cut valve 44, which is a normally closed type solenoid valve.
  • the output chamber 54 and the foil cylinders 81 and 82 communicate with each other via the port 511 and the downstream unit 3.
  • the second cut valve 44 opens, the output chamber 54 and the foil cylinders 83 and 84 communicate with each other via the port 511 and the downstream unit 3.
  • the fifth liquid passage 65 is connected to the port 512.
  • the fifth liquid passage 65 is a liquid passage connecting the reservoir 26 and the port 512.
  • the fifth liquid passage 65 is provided with a check valve 45 for prohibiting fluid flow from the output chamber 54 to the reservoir 26. For example, when the output chamber 54 becomes negative pressure due to the retreat of the piston 53, the fluid is supplied from the reservoir 26 to the output chamber 54 via the liquid passage 65 and the check valve 45.
  • the stroke simulator 27, the simulator cut valve 28, the first cut valve 43, and the second cut valve 44 are included in the upstream unit 11.
  • the downstream unit 3 will be described with reference to FIGS. 1 and 2.
  • the downstream unit 3 is a so-called ESC actuator, and can independently regulate the hydraulic pressure of each of the foil cylinders 81 to 84.
  • the downstream unit 3 includes a first hydraulic pressure output unit 31 configured to be able to adjust the pressure of the wheel cylinders 81 and 82, and a second hydraulic pressure output unit 32 configured to be able to adjust the pressure of the wheel cylinders 83 and 84. I have.
  • the first hydraulic pressure output unit 31 is arranged between the connection portion between the first liquid passage 61 and the third liquid passage 63 and the foil cylinders 81 and 82 in the first liquid passage 61.
  • the second hydraulic pressure output unit 32 is arranged between the connection portion between the second liquid passage 62 and the fourth liquid passage 64 and the foil cylinders 83 and 84 in the second liquid passage 62.
  • the first hydraulic pressure output unit 31 and the second hydraulic pressure output unit 32 are independent of each other on the hydraulic pressure circuit in the downstream unit 3.
  • the position of the upstream unit 11 with respect to the downstream unit 3 is defined as upstream
  • the positions of the foil cylinders 81 to 84 with respect to the downstream unit 3 are defined as downstream.
  • the fluid is supplied from the upstream unit 11 to the first hydraulic pressure output unit 31.
  • the first hydraulic pressure output unit 31 is configured to be able to increase the hydraulic pressure of the foil cylinders 81 and 82 based on the basic hydraulic pressure generated by the upstream unit 11.
  • the first hydraulic pressure output unit 31 is configured to pressurize the foil cylinders 81 and 82 by generating a differential pressure between the input hydraulic pressure and the hydraulic pressures of the foil cylinders 81 and 82.
  • the first hydraulic pressure output unit 31 checks the liquid passage 311, the pump liquid passage 315a, the pressure sensor 75, the differential pressure control valve 312, the check valve 312a, and the holding valve 313. It includes a valve 313a, a pressure reducing liquid passage 314a, a pressure reducing valve 314, a pump 315, an electric motor 316, a low pressure reservoir 317, and a recirculation liquid passage 317a.
  • the liquid passage 311 is a liquid passage that connects a part 61a of the first liquid passage 61 and the foil cylinder 81.
  • the liquid passage 311 is a part of the first liquid passage 61, and is a part of the first liquid passage 61 located in the downstream unit 3.
  • the liquid passage 311 includes a branch portion X connected to the pump liquid passage 315a.
  • the liquid passage 311 is a branch portion X, and is branched into a liquid passage 311 connected to the foil cylinder 81 and a liquid passage 311a connected to the foil cylinder 82. Since the configurations of the liquid passages 311 on the two liquid passages are the same, only the liquid passage 311 connected to the foil cylinder 81 will be described.
  • the pressure sensor 75 is provided on the upstream unit 11 side of the differential pressure control valve 312 in the liquid passage 311.
  • the pressure detected by the pressure sensor 75 corresponds to the hydraulic pressure input from the upstream unit 11 to the first hydraulic pressure output unit.
  • the data detected by the pressure sensor 75 is transmitted to the second brake ECU 92.
  • the differential pressure control valve 312 is a normally open type linear solenoid valve provided between the branch portion X and the pressure sensor 75 in the liquid passage 311. By controlling the opening degree of the differential pressure control valve 312, it is possible to generate a differential pressure between the upstream and downstream sides of the differential pressure control valve 312.
  • the check valve 312a is provided in parallel with the differential pressure control valve 312.
  • the check valve 312a is configured to allow only fluid flow from the upstream side to the downstream side.
  • the holding valve 313 is a normally open type linear solenoid valve provided between the branch portion X and the foil cylinder 81 in the liquid passage 311. That is, the holding valve 313 is provided on the foil cylinder 81 side of the liquid passage 311 which is a part of the first liquid passage 61, with respect to the position (branch portion X) where the fluid is supplied by the electric cylinder 5.
  • the holding valve 313 is arranged in the liquid passage 311 so that the direction from the master cut valve 41 toward the foil cylinder 81 is the self-opening direction.
  • the self-opening direction means the direction of the force acting on the valve opening side. That is, as shown in FIG. 3, the force that pushes the valve body 301 from the master cut valve 41 toward the foil cylinder 81 in the liquid passage 311 acts as a force that opens the holding valve 313.
  • the holding valve 313 is arranged in the liquid passage 311 so that the hydraulic pressure on the master cut valve 41 side acts in the direction of opening the valve body 301.
  • valve body 301 of the holding valve 313 is located closer to the foil cylinder 81 than the valve seat 302 in the liquid passage 311.
  • the valve body 301 In the closed state, when the valve body 301 is pressed toward the foil cylinder 81 with a force equal to or higher than a predetermined value, the valve body 301 separates from the valve seat 302 and the holding valve 313 opens.
  • This predetermined value is determined based on the current value applied to the holding valve 313.
  • the force for pressing the valve body 301 toward the foil cylinder 81 is the differential pressure between the hydraulic pressure on the upstream side (master cut valve 41 side) and the hydraulic pressure on the downstream side (foil cylinder 81 side) of the holding valve 313. Determined based on.
  • the holding valve 313 is arranged so that the direction from the foil cylinder 81 to the master cut valve 41 is the self-sealing direction.
  • the holding valve 313 is arranged so that the hydraulic pressure on the foil cylinders 81 to 84 side acts in the direction of closing the valve body 301.
  • the check valve 313a is provided in parallel with the holding valve 313.
  • the check valve 313a is configured to allow only fluid flow from the downstream side to the upstream side.
  • the decompression liquid passage 314a is a liquid passage that connects the portion of the liquid passage 311 between the holding valve 313 and the foil cylinder 81 and the low pressure reservoir 317.
  • a pressure reducing valve 314 is provided on the pressure reducing liquid passage 314a.
  • the pressure reducing valve 314 is a normally closed type solenoid valve provided in the pressure reducing liquid passage 314a. When the pressure reducing valve 314 is in the valve open state, the fluid in the foil cylinder 81 can flow into the low pressure reservoir 317 via the pressure reducing liquid passage 314a. Therefore, the pressure of the foil cylinder 81 can be reduced by opening the pressure reducing valve 314.
  • the low pressure reservoir 317 is a well-known pressure control reservoir for storing fluid, and is connected to the decompression fluid passage 314a and the reflux fluid passage 317a.
  • the reflux liquid passage 317a is a liquid passage that connects a portion of the liquid passage 311 between the pressure sensor 75 and the differential pressure control valve 312 and the low pressure reservoir 317. That is, the low pressure reservoir 317 is connected to the portion of the liquid passage 311 between the holding valve 313 and the foil cylinder 81 via the pressure reducing valve 314. The fluid in the low pressure reservoir 317 is sucked by the operation of the pump 315.
  • the valve in the low-pressure reservoir 317 opens, and the low-pressure reservoir 317 is supplied with fluid from a part 61a of the first liquid passage 61 via the reflux liquid passage 317a.
  • the pump liquid passage 315a is a liquid passage that connects the portion between the pressure reducing valve 314 and the reservoir in the pressure reducing liquid passage 314a and the branch portion X of the liquid passage 311.
  • a pump 315 is provided in the pump liquid passage 315a.
  • the pump 315 is a pump that operates in response to the drive of the electric motor 316, and is, for example, a well-known piston pump or gear pump.
  • the suction side of the pump 315 is connected to the low pressure reservoir 317, and the discharge side of the pump 315 is connected to the branch portion X.
  • the pump 315 When the pump 315 is activated, the fluid in the low pressure reservoir 317 is sucked in to supply the fluid to the branch X.
  • the fluid discharged by the pump 315 is supplied to the output chamber 54 of the electric cylinder 5 via the branch portion X. If the pump 315 tries to supply the fluid to the electric cylinder 5 when the piston 53 is in the initial position, an excessive hydraulic pressure is applied to the electric cylinder 5.
  • the first hydraulic pressure output unit 31 is configured to be able to pressurize the foil cylinders 81 and 82 based on the hydraulic pressure input from the upstream side by operating various solenoid valves and pumps. Since the second hydraulic pressure output unit 32 has the same configuration as the first hydraulic pressure output unit 31 except that the pressure sensor 75 is not provided, the description thereof will be omitted. Like the first hydraulic pressure output unit 31, the second hydraulic pressure output unit 32 is also configured to be able to increase the hydraulic pressure of the foil cylinders 83 and 84 based on the basic hydraulic pressure.
  • the vehicle braking device 1 includes a master cylinder device 2 that supplies fluid by moving the master pistons 22 and 23 that slide in the master cylinder 21 in conjunction with the braking operation, and the master cylinder device 2 and the wheel cylinder.
  • a fluid is applied to the master cut valves 41 and 42 provided in the liquid passages 61 and 62 connecting the 81 to 84 and the portion between the master cut valves 41 and 42 and the wheel cylinders 81 to 84 in the liquid passages 61 and 62.
  • the electric cylinder 5 is configured to supply fluid, and the electric cylinder 5 is configured to supply fluid by sliding the piston 53 in response to the drive of the electric motor 52 in the cylinder 51 and the liquid passages 61 and 62.
  • the first brake ECU 91 and the second brake ECU 92 are electronic control units including a CPU and a memory, respectively.
  • Each brake ECU 91, 92 includes one or more processors that perform various controls.
  • the first brake ECU 91 and the second brake ECU 92 are separate ECUs, and are connected to each other so that information (control information, etc.) can be communicated with each other.
  • the first brake ECU 91 controls the electric cylinder 5 and the solenoid valves 28, 41 to 44 based on the detection values of various sensors including the pressure sensors 71 and 72.
  • the first brake ECU 91 forms a by-wire mode according to the brake operation, and pressurizes and depressurizes the foil cylinders 81 to 84 under the control of the electric cylinder 5.
  • the second brake ECU 92 controls the downstream unit 3 based on the detection values of various sensors including the pressure sensor 75.
  • the second brake ECU 92 drives the downstream unit 3 according to the situation, and executes, for example, ABS control (anti-skid control), ESC control, and the like.
  • the brake ECUs 91 and 92 can estimate the foil pressure based on the hydraulic pressure of the output chamber 54 (detected value of the pressure sensor 72) and the control state of the downstream unit 3. For example, the brake ECUs 91 and 92 can grasp the foil pressure (corresponding to the hydraulic pressure of the output chamber 54) at the start of ABS control, and are based on the decompression time in ABS control and the pressure increase time by the downstream unit 3. The amount of change in foil pressure can be estimated (calculated).
  • the brake ECUs 91 and 92 can acquire the wheel pressure information from the detection value of the pressure sensor. Further, the brake ECUs 91 and 92 may estimate the foil pressure from the deceleration of the vehicle or the like.
  • the first brake ECU 91 includes a valve control unit 911 and a pressurization control unit 912.
  • the valve control unit 911 controls each solenoid valve 28, 41 to 44, and switches the control mode between the by-wire mode and the non-by-wire mode. In the by-wire mode, the master cut valves 41 and 42 are closed, and the simulator cut valve 28, the first cut valve 43, and the second cut valve 44 are open.
  • the valve control unit 911 opens the simulator cut valve 28 when the first brake ECU 91 is activated, closes the master cut valves 41 and 42 when the brake operation is started, and closes the first cut valve 43 and the second cut valve. Open 44 (hereinafter also referred to as "cut valves 43, 44"). That is, when the brake operation is started, the master cylinder device 2 and the foil cylinders 81 to 84 are hydraulically shut off, and the wheel cylinders 81 to 84 are regulated by at least one of the electric cylinder 5 and the downstream unit 3 in a by-wire mode. Is formed. In this way, the valve control unit 911 closes the master cut valves 41 and 42 when the brake operation is started.
  • the pressurizing control unit 912 drives the electric motor 52 and moves the piston 53 according to the target pressure calculated based on the brake operation in the by-wire mode. In this way, after the by-wire mode is formed by the valve control unit 911 (such as closing the master cut valves 41 and 42), the pressurizing control unit 912 sets the output pressure of the electric cylinder 5 to the target pressure according to the brake operation. Adjust to. In this way, when the brake operation is started, the first brake ECU 91 operates the master cut valves 41 and 42 in the valve closing direction, and adjusts the output pressure of the electric cylinder 5 to the target pressure according to the brake operation. ..
  • the master cut valves 41 and 42 are open and the simulator cut valve 28 is closed.
  • the master cut valves 41 and 42 are opened, the master cylinder device 2 and the foil cylinders 81 to 84 communicate with each other.
  • the solenoid valves 41 to 44, 28 and the electric cylinder 5 do not operate due to a power failure or the like, the non-by-wire mode is maintained even when the brake operation is started, and the fluid is foiled from the master cylinder device 2 according to the brake operation. It is supplied to the cylinders 81 to 84.
  • the reservoir 26 communicates with the foil cylinders 81 to 84 and the electric cylinder 5 via the master cylinder 21.
  • the output chamber 54 of the electric cylinder 5 communicates with the reservoir 26 via the third liquid passage 63, the first liquid passage 61, and the first master chamber 21a, and is the first. 4
  • the second brake ECU 92 includes an ABS control unit 921 and a setting unit 922.
  • the ABS control unit 921 performs ABS control (anti-skid control) that controls the holding valve 313, the pressure reducing valve 314, and the pump 315 so that the wheel lock does not occur due to the output pressure of the electric cylinder 5 adjusted by the pressurizing control unit 912. Run.
  • ABS control includes pressure increase control, pressure holding control, depressurization control, and pump-up control.
  • the pressure increase control is a control in which the holding valve 313 is opened and the pressure reducing valve 314 is closed in order to increase the foil pressure.
  • the pressure holding control is a control in which the holding valve 313 is closed and the pressure reducing valve 314 is closed in order to hold the foil pressure.
  • the pressure reducing control is a control in which the holding valve 313 is closed and the pressure reducing valve 314 is opened in order to reduce the foil pressure.
  • the pump-up control is a control for driving the pump 315.
  • the pump-up control may be executed during the decompression control or after the decompression control is completed. With the execution of the depressurization control, the fluid in the foil cylinder flows into the low pressure reservoir 317. In order to prevent the low pressure reservoir 317 from being filled with fluid, the pump 315 pumps up and discharges the fluid in the low pressure reservoir 317. By the pump-up control, the fluid flowing into the low-pressure reservoir 317 by the depressurization control is pumped up and discharged to the branch portion X.
  • the setting unit 922 sets a specific target differential pressure as the target differential pressure of the holding valve 313 during the pressure holding control and the depressurizing control in the ABS control.
  • the added value Pp of the wheel pressure Pw and the target differential pressure ⁇ Pi is larger than the target pressure Pt of the electric cylinder 5, and is less than the withstand voltage allowable value Pe of the electric cylinder 5 and the liquid passage 61 (62). This is the value of the target differential pressure ⁇ Pi (Pt ⁇ Pp ⁇ Pe).
  • the added value of the foil pressure and the target differential pressure is the hydraulic pressure on the upstream side that can be held by the holding valve 313.
  • the added value can be said to be the hydraulic pressure on the upstream side where the holding valve 313 opens.
  • the target differential pressure of the holding valve 313 is the target value of the differential pressure between the hydraulic pressure on the electric cylinder 5 side of the holding valve 313 and the hydraulic pressure on the wheel cylinder 81 side of the holding valve 313 (hereinafter referred to as "holding valve differential pressure").
  • the current value applied to the holding valve 313 is determined according to the target differential pressure. That is, it can be said that the setting unit 922 sets the current value applied to the holding valve 313 in the ABS control. Since the holding valve 313 of this embodiment is a normally open type linear solenoid valve, the larger the target differential pressure, the larger the applied current value.
  • the withstand voltage allowable value is the maximum value of the hydraulic pressure at which the electric cylinder 5 and the liquid passages 61 and 62 are not damaged.
  • the withstand voltage allowable value is preset by prediction, calculation, or the like. If the hydraulic pressure of the output chamber 54 of the electric cylinder 5 and the hydraulic pressure of the liquid passage 61 exceed the withstand voltage allowable values, the electric cylinder 5 or the liquid passage 61 may be damaged.
  • the second brake ECU 92 has a target differential pressure which is a target value of the differential pressure between the hydraulic pressure on the master cut valve 41, 42 side of the holding valve 313 and the hydraulic pressure on the wheel cylinders 81 to 84 side of the holding valve 313. Is set, and the current corresponding to the target differential pressure is supplied to the holding valve 313. In the operation of the second brake ECU 92, setting the target differential pressure of the holding valve 313 and setting the current value applied to the holding valve 313 have substantially the same meaning.
  • the specific target differential pressure is set, so that the upstream of the holding valve 313 in ABS control.
  • the hydraulic pressure P on the side increases only to a hydraulic pressure smaller than the withstand voltage tolerance Pe of the electric cylinder 5 and the liquid passage 61 (Pt ⁇ P ⁇ Pe). Even when the foil pressure is 0, the hydraulic pressure on the upstream side of the holding valve 313 does not exceed the withstand voltage allowable value.
  • the current applied to the holding valve 313 is limited so that the holding valve differential pressure becomes the specific target differential pressure.
  • FIG. 4 shows the relationship between the applied current and the holding valve differential pressure that can maintain the valve closed.
  • the pump 315 since the pump 315 is driven during ABS control, the fluid discharged from the foil cylinders 81 to 84 to the low pressure reservoir 317 is sent to the upstream side of the holding valve 313. Even if the holding valve 313 opens and the fluid flows into the foil cylinders 81 to 84 during ABS control, the foil cylinders 81 to 84 can be depressurized by opening the pressure reducing valve.
  • the setting unit 922 sets a specific target differential pressure as the target differential pressure of the holding valve 313 in order to close the holding valve 313 (S102). In other words, the setting unit 922 sets the current applied to the holding valve 313 to the current Id, and applies the current Id to the holding valve 313.
  • the ABS control unit 921 drives the pump 315 during decompression control (S103).
  • the pump 315 When the pump 315 is driven, the fluid in the low pressure reservoir 317 is sucked into the pump 315 and discharged to the branch portion X.
  • the hydraulic pressure (upstream pressure of the holding valve 313) of the liquid passage communicating with the branch portion X and the output chamber 54 increases.
  • the holding valve 313 opens.
  • the fluid flowing into the foil cylinder 81 side through the holding valve 313 raises the foil pressure, but the pressure can be reduced by opening the pressure reducing valve 314.
  • pump 315 When pump-up control is executed during ABS control, pump 315 is driven.
  • the opening / closing operation of the holding valve 313 by the holding valve differential pressure occurs, for example, during the pump-up control during the pressure holding control or during the pump-up control during the depressurization control.
  • the holding valve 313 opens due to the holding valve differential pressure during the pressure holding control and the pump-up control, the fluid flows into the wheel cylinder 81, but when the wheel (wheel) is about to lock due to this, the pressure is reduced.
  • the valve 314 By opening the valve 314, the wheel pressure can be reduced and the wheel lock can be prevented.
  • the holding valve 313 is opened and closed by the holding valve differential pressure during the pressure reducing control and the pump-up control, the pressure reducing valve 314 is open, so that the foil pressure is continuously reduced.
  • the foil cylinder 81 Since the effects of this embodiment are the same for each of the foil cylinders 81 to 84, the foil cylinder 81 will be described as an example.
  • the specific target differential pressure is set for the holding valve 313 during the decompression control and the pressure holding control of the ABS control, so that the current (current value ⁇ 0) corresponding to the specific target differential pressure is set. ) Is applied to the holding valve 313.
  • the holding valve 313, to which the current is applied and closed has a hydraulic pressure on the electric cylinder 5 side (upstream side hydraulic pressure) higher than the hydraulic pressure on the wheel cylinder 81 side (downstream side hydraulic pressure). Moreover, it opens when the differential pressure (holding valve differential pressure) becomes larger than the specific target differential pressure.
  • the holding valve 313 When the holding valve 313 opens, the fluid flows from the electric cylinder 5 side of the holding valve 313 to the foil cylinder 81 side, and the holding valve differential pressure becomes smaller. As a result, the holding valve 313 is closed again. In this way, the holding valve 313 to which the current corresponding to the specific target differential pressure is applied opens when the hydraulic pressure on the electric cylinder 5 side of the holding valve 313 becomes larger than the sum of the foil pressure and the specific target differential pressure, and the addition is performed. Closes when it falls below the value.
  • the holding valve 313 Since the specific target differential pressure is set so that the added value is less than the withstand voltage allowable value, the holding valve 313 opens before the hydraulic pressure on the electric cylinder 5 side of the holding valve 313 reaches the withstand voltage allowable value, and the electric cylinder The fluid on the 5th side is released to the foil cylinder 81 side. As a result, it is possible to prevent excessive hydraulic pressure from being applied to the electric cylinder 5 and the liquid passage 61. Further, even if the holding valve 313 opens and the fluid flows into the foil cylinder 81 side, the foil pressure can be reduced by opening the pressure reducing valve 314. Further, since the holding valve 313 is a linear solenoid valve, the holding valve 313 does not fully open when the holding valve 313 opens due to the differential pressure, and the inflow of fluid into the foil cylinder 81 is minimized. Can be done.
  • the electric cylinder 5 is used to reduce the foil pressure. In addition, it is possible to prevent excessive hydraulic pressure from being applied to the liquid passages 61 and 62.
  • the downstream unit 3 is not limited to the ESC actuator, and may be an ABS actuator having no pressurizing function (for example, a differential pressure control valve 312 or the like).
  • the piston 53 can be retracted by driving the electric motor 52, so that the urging member 55 may be omitted.
  • the downstream unit 3 may include an electric cylinder instead of the pump 315.
  • the present invention can also be applied to, for example, a vehicle including a regenerative braking device (hybrid vehicle or electric vehicle), a vehicle that executes automatic brake control, or an automatically driven vehicle.
  • 1 to 3 of the four holding valves 313 may be linear solenoid valves, and the remaining holding valves 313 may be, for example, on / off valves.
  • the holding valve 313 corresponding to the front wheel foil cylinder (hereinafter referred to as foil cylinders 81 and 82 in the description) is preferably a linear solenoid valve. That is, the holding valve 313 corresponding to the front wheel foil cylinders 81 and 82 is a linear solenoid provided between the position where the fluid is supplied by the electric cylinder 5 in the first liquid passage 61 and the front wheel foil cylinders 81 and 82. It is preferably a valve.
  • the holding valve 313 linear solenoid valve
  • the holding valve 313 on / off valve
  • the foil pressure does not increase due to the opening of the holding valve 313 during the pressure holding control or the depressurizing control in the ABS control.
  • the lock of the rear wheels is more reliably avoided, and the pressure increase of the electric cylinder 5 and the liquid passages 61 and 62 is suppressed by the holding valve 313 on the front wheel side.
  • the increase in the foil pressure of the front wheels due to the opening of the holding valve 313 on the front wheel side has an effect on the steerability but not on the vehicle stability (suppression of spin).
  • the holding valve 313 corresponding to the front wheel may be a linear solenoid valve, and the holding valve 313 corresponding to the rear wheel may be an on / off valve. According to this configuration, it is possible to maintain vehicle stability and reduce costs by adopting a relatively inexpensive on / off valve while exhibiting the same effect as that of the present embodiment.

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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)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

La présente invention comprend : une soupape de maintien (313) qui est positionnée de telle sorte que la direction allant de soupapes d'arrêt principales (41, 42) à des cylindres de roue (81-84) est la direction d'auto-ouverture ; une première ECU de frein (901) qui actionne les soupapes d'arrêt principales (41, 42) dans les directions de fermeture lorsqu'une opération de freinage est commencée ; et une unité de réglage (922) qui règle, en tant que pression différentielle cible pour la soupape de maintien (313) dans une commande ABS pour commander la soupape de maintien (313), une soupape de dépressurisation (314), et une pompe (315) de manière à empêcher un verrouillage de roue dû à la pression de sortie d'un cylindre électrique (5) ajustée par l'unité de commande de mise sous pression (912), une pression différentielle cible spécifique qui est une valeur de pression différentielle cible pour atteindre un état dans lequel la somme de la pression de roue et de la pression différentielle cible est supérieure à la pression cible du cylindre électrique (5), et est inférieure à la pression de tenue du cylindre électrique (5) et de passages de fluide (61, 62).
PCT/JP2021/036182 2020-09-30 2021-09-30 Dispositif de frein pour véhicule WO2022071499A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2020-165668 2020-09-30
JP2020165668A JP2022057422A (ja) 2020-09-30 2020-09-30 車両用制動装置

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WO2022071499A1 true WO2022071499A1 (fr) 2022-04-07

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014019342A (ja) * 2012-07-19 2014-02-03 Honda Motor Co Ltd 制動力発生装置
JP2015071382A (ja) * 2013-10-04 2015-04-16 本田技研工業株式会社 車両用制動力発生装置
JP2016517371A (ja) * 2013-03-28 2016-06-16 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 車両のブレーキシステムのためのブレーキ装置、および車両のためのブレーキシステム
WO2019037966A1 (fr) * 2017-08-24 2019-02-28 Robert Bosch Gmbh Procédé pour éviter un dépassement d'une pression maximale admissible d'un système de freinage de véhicule hydraulique à régulation antipatinage actionné par une force extérieure

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014019342A (ja) * 2012-07-19 2014-02-03 Honda Motor Co Ltd 制動力発生装置
JP2016517371A (ja) * 2013-03-28 2016-06-16 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 車両のブレーキシステムのためのブレーキ装置、および車両のためのブレーキシステム
JP2015071382A (ja) * 2013-10-04 2015-04-16 本田技研工業株式会社 車両用制動力発生装置
WO2019037966A1 (fr) * 2017-08-24 2019-02-28 Robert Bosch Gmbh Procédé pour éviter un dépassement d'une pression maximale admissible d'un système de freinage de véhicule hydraulique à régulation antipatinage actionné par une force extérieure

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