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WO1993011009A1 - Systeme de freinage hydraulique a deux circuits avec regulation d'antipatinage - Google Patents

Systeme de freinage hydraulique a deux circuits avec regulation d'antipatinage Download PDF

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Publication number
WO1993011009A1
WO1993011009A1 PCT/EP1992/002665 EP9202665W WO9311009A1 WO 1993011009 A1 WO1993011009 A1 WO 1993011009A1 EP 9202665 W EP9202665 W EP 9202665W WO 9311009 A1 WO9311009 A1 WO 9311009A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
pressure
circuit
wheel
slip
Prior art date
Application number
PCT/EP1992/002665
Other languages
German (de)
English (en)
Inventor
Rolf SPÄTH
Original Assignee
Itt Automotive Europe Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Itt Automotive Europe Gmbh filed Critical Itt Automotive Europe Gmbh
Publication of WO1993011009A1 publication Critical patent/WO1993011009A1/fr

Links

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
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • 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
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/348—4 Channel systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/38—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including valve means of the relay or driver controlled type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—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
    • B60T8/42—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 having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems

Definitions

  • the invention relates to a hydraulic dual-circuit brake system with slip control for motor vehicles according to the preamble of claim 1.
  • a slip-controlled brake system with the features mentioned in the preamble of claim 1 is already known.
  • the wheel brakes of this brake system are connected to the brake pressure sensor via inlet and outlet valves connected to the main pressure lines and can be connected to the pressureless afterflow tank of the brake pressure sensor via pressure medium return lines connected to outlet valves (so-called open brake system).
  • a self-priming auxiliary pressure pump is used as the auxiliary pressure pump system, which draws pressure medium volume from the trailing reservoir during brake pressure control, in order to feed this to the wheel brakes depending on the switching activities of the inlet and outlet valves.
  • the shut-off valve separating the brake pressure sensor from the pump pressure is also in its closed position, so that the brake pressure sensor is decoupled from the dynamic pressure control.
  • the inlet and outlet valves are switched during the anti-lock control for the purpose of the pressure maintenance phase, pressure build-up phase and pressure reduction phase, but with the difference that the isolating valves which are in the locked position during traction control are switched off when de-energized, so that a reset of the working pistons in the tandem master cylinder is guaranteed.
  • connection of the outlet valves to the unpressurized follow-up container has the disadvantage that in the event of a non-tightly closing outlet valve, pressure medium can escape from the wheel brake into the unpressurized follow-up container, which is why precautionary measures must be taken to ensure the brake effect, which reduces such brake pressure Prevent condition.
  • auxiliary pressure pump takes the excess brake pressure volume accumulated in a low-pressure accumulator arranged in the return line and, if necessary, feeds it back to the wheel brakes or the brake pressure transmitter.
  • the auxiliary pressure pump is a self-priming return pump which, for the purpose of starting slip control, sucks pressure medium volume via a central valve arranged in the brake pressure sensor from the follow-up tank attached to the brake pressure sensor and delivers it to the corresponding wheel brakes of the drive wheels.
  • a shut-off valve separates the pressure side of the auxiliary pressure pump in the direction of the brake pressure sensor, so that it is prevented from being fed back via the open central valve into the trailing tank.
  • a pressure relief valve arranged parallel to the main pressure line ensures compliance with the permissible system pressure.
  • FIG. 1 shows a hydraulic circuit diagram of a two-circuit brake system with slip control with those for the invention essential outlined components.
  • the brake pressure transducer 8 ⁇ consists of a tandem master cylinder with a preceding vacuum brake power booster as well as a supply reservoir 3.
  • a first brake circuit I connects the braking pressure generator 8 via electroless electromagnetically open in the basic position and sat Scheme ⁇ as a 2/2-way valves in the main pressure line 9 inlet valves 12, 12 'with the wheel brakes 2, 2' of the rear axle HA, which are both brake and drive slip controlled.
  • a second brake circuit II has an essentially analog basic structure, according to which a further main pressure line 9 ′ connects the brake pressure transmitter 8 to the brake slip-controlled wheel brakes 5, 5 ′ of the front axle VA, into which electromagnetic 2/2-way valves are output ⁇ led and in the basic position open inlet valves 13, 13 'are used, wherein between the inlet valves 13, 13' and the wheel brakes 5, 5 'each have an outlet valve 4, 4' having a return line 7 is connected.
  • the return line 7 of the second brake circuit II has a low-pressure accumulator 6 connected to the suction side of the auxiliary pressure pump 11, while the pressure side of the auxiliary pressure pump 11 opens into the main pressure line 9 'of the second brake circuit II.
  • the brake pressure is modulated by pressure maintenance, pressure reduction and pressure build-up phases.
  • the inlet valves 12, 12 ', 13, 13' and the outlet valves 1, 1 ', 4, 4' of the brake slip-controlled wheel brakes 2, 2 ', 5, 5' are actuated in accordance with the respective control algorithm.
  • the electromotive control of the auxiliary pressure pumps 11, 11 ' is used, so that dynamic pressure is present in the two brake circuits I and II.
  • the associated inlet valve 12 or 12 ' is switched electromagnetically to the blocking position for the purpose of the pressure-maintaining phase, in order first of all to filter out disturbance variables .
  • the pressure medium volume delivered by the activated auxiliary pressure pump 11 ' reaches the brake pressure transmitter 8 from the return line 7' connected to the follow-up tank 3, counter to the action of the foot force.
  • the auxiliary pressure pump 11 connected to the second brake circuit II runs as a result of the associated pressure pump 11 in Locked outlet valves 4, 4 'empty with.
  • the Low-pressure accumulator 6 relieves pressure in the position shown. Since in the example described the front axle is not driven by the vehicle engine, only ABS control takes place on it.
  • the associated auxiliary pressure pump 11 therefore need not be designed to be self-priming.
  • the exhaust valve 1, 1 'associated with the braked wheel brake 2, 2' of the rear axle HA opens the return duct 7 'in the direction of the line branch leading to the auxiliary pressure pump 11' and the Kachlaufbenzol ⁇ ter 3, while the associated intake valve 12, 12 'remains in the blocking position.
  • the inlet and outlet valves 12, 12 ', 1, 1' are switched back to their open or closed basic position.
  • the explained brake pressure modulation for the rear axle brake circuit can also be transferred to the second brake circuit II with regard to the switching of the corresponding intake and exhaust valves, but with the difference that excess pressure medium volume does not flow directly to the follow-up tank 3 during the pressure reduction phase
  • This can be accommodated in a low-pressure accumulator 6 connected between the auxiliary pressure pump 11 assigned to the second brake circuit II and the low-pressure accumulator 6 connected downstream of the outlet valves 4, 4 '.
  • the pressure medium supply and thus the function of the non-self-priming auxiliary pressure pump 11 is ensured in addition to the intermediate storage of pressure medium volume in the low pressure accumulator 6, with the aim of rapid provision. Because of this arrangement there is also the advantage that the working piston of the master cylinder assigned to the second brake circuit II can be provided with an inexpensive sleeve seal.
  • the wheel brakes 2, 2 ′ of the rear axle HA driven on the engine side are connected to the first brake circuit I.
  • the functional diagram described below also applies to the front-axle brake circuit, so that a separate description of this alternative can be dispensed with.
  • the control and regulating electronics detects the drive slip analogously to the brake slip, whereby in addition to the actuation of the auxiliary pressure pump 11 'and the inlet valves 12, 12' and the outlet valves 1, 1 ', the auxiliary pressure pump 11' is also included the brake pressure sensor 8 normally hydraulically connecting check valve 10 is switched to a closed position.
  • the auxiliary pressure pump 11 'connected to the first brake circuit I in the present example sucks pressure medium freely from the return line 7' connected to the run-on container 3 in order to make this available to the wheel brakes 2, 2 'connected to the first brake circuit I.
  • the auxiliary pressure pump 11 'then delivers unhindered into the wheel brakes 2, 2' of the rear axle wheel exceeding the permissible drive slip threshold, while the non-positive vehicle wheel, due to the intake valve 12, 12 'in the closed position, brakes the engine torque unchecked able to transfer.
  • the pressure maintenance and pressure reduction phases are then implemented in a known manner for the purpose of restoring the frictional connection between the road surface and the slip-prone wheel by closing the respective intake and exhaust valve or closing the intake valve and opening the exhaust valve.
  • the particular advantage of the brake system described can be seen in the fact that, with minimal effort in terms of the required components and the relatively simple circuit arrangement, an anti-lock brake system has been created, which by combining a so-called open brake circuit system (pressure medium return directly to the trailing reservoir) a closed brake circuit system (return to the main pressure line) on the one hand in the event of a defect in the exhaust valves in the open brake circuit, the closed brake circuit, for example the front axle brake circuit, remains fully functional, so that due to the dynamic axle load and thus also brake force distribution in the present case only one a slight reduction in the braking effect is to be expected.
  • auxiliary pressure pump system can also be simplified in such a way that a self-priming auxiliary pressure pump is used exclusively for the ASR-controlled brake circuit, and the presence of a low-pressure accumulator can be dispensed with as a result of the pump connection to the secondary tank.

Landscapes

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

Abstract

La présente invention concerne un système de freinage hydraulique à deux circuits avec régulation d'antipatinage pour véhicules automobiles. Ce système de freinage comporte une première et une deuxième conduite de pression principale (9, 9') reliant un capteur de pression de freinage (8) à un frein de roue au moins (2, 2', 5, 5'), une première et une deuxième conduite de retour de fluide (7, 7') raccordées à un frein de roue au moins. Aux deux conduites de pression principales sont associées des valves d'admission (12, 12', 13, 13') placées en amont des freins de roue et ouvertes en position de base, et aux deux conduites de retour de fluide sont associées des valves d'échappement (1, 1', 4, 4') placées en aval des freins de roue et fermées en position de base. La valve d'échappement (1, 1') du premier circuit de freinage (I) a un raccordement hydraulique direct commutable entre le frein de roue (2, 2') à régulation antipatinage au freinage et au démarrage et un réservoir de chasse sans pression (3), et la valve d'échappement (4, 4') du deuxième circuit de freinage (II) a un raccordement hydraulique commutable entre le frein de roue associé (5, 5') et un accumulateur basse pression (6) placé en amont du système de pompes de pression auxiliaire. Des moyens simples permettent ainsi de créer un système de freinage fiable, à régulation antipatinage au freinage et à l'accélération, permettant e.a. l'utilisation d'une combinaison d'étanchéification de la valve centrale et de la coupelle dans le maître-cylindre tandem.
PCT/EP1992/002665 1991-11-28 1992-11-19 Systeme de freinage hydraulique a deux circuits avec regulation d'antipatinage WO1993011009A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4139079.2 1991-11-28
DE19914139079 DE4139079A1 (de) 1991-11-28 1991-11-28 Hydraulische zweikreisbremsanlage mit schlupfregelung fuer kraftfahrzeuge

Publications (1)

Publication Number Publication Date
WO1993011009A1 true WO1993011009A1 (fr) 1993-06-10

Family

ID=6445739

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1992/002665 WO1993011009A1 (fr) 1991-11-28 1992-11-19 Systeme de freinage hydraulique a deux circuits avec regulation d'antipatinage

Country Status (2)

Country Link
DE (1) DE4139079A1 (fr)
WO (1) WO1993011009A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011104047A1 (fr) * 2010-02-24 2011-09-01 Robert Bosch Gmbh Système de freinage pour véhicule et procédé pour faire fonctionner un système de freinage d'un véhicule
WO2014099747A1 (fr) * 2012-12-19 2014-06-26 Robert Bosch Gmbh Système de freinage à trajet de pompage commutable
US8950826B2 (en) 2010-02-24 2015-02-10 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system of a vehicle
US8955922B2 (en) 2010-02-24 2015-02-17 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system of a vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4438927A1 (de) * 1994-10-31 1996-05-02 Teves Gmbh Alfred Hydraulische Bremsanlage für Fahrstabilitätsregelung

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2626230A1 (fr) * 1988-01-26 1989-07-28 Daimler Benz Ag Systeme d'antiblocage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4865397A (en) * 1987-07-22 1989-09-12 Toyota Jidosha Kabushiki Kaisha & Nippondenso Co., Ltd. Anti-lock braking system for a vehicle having a traction control module
DE3739915C2 (de) * 1987-11-25 1995-07-13 Teves Gmbh Alfred Hydraulische Bremsanlage mit einer Antriebsschlupfregelung
DE3832023C3 (de) * 1988-09-21 1999-09-23 Bosch Gmbh Robert Vorrichtung zur Anfahrschlupfregelung (ASR)
DE4010410A1 (de) * 1990-03-31 1991-10-02 Bosch Gmbh Robert Hydraulische zweikreisbremsanlage
DE4016560A1 (de) * 1990-05-23 1991-11-28 Bosch Gmbh Robert Hydraulische bremsanlage

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2626230A1 (fr) * 1988-01-26 1989-07-28 Daimler Benz Ag Systeme d'antiblocage

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011104047A1 (fr) * 2010-02-24 2011-09-01 Robert Bosch Gmbh Système de freinage pour véhicule et procédé pour faire fonctionner un système de freinage d'un véhicule
US8950826B2 (en) 2010-02-24 2015-02-10 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system of a vehicle
US8955922B2 (en) 2010-02-24 2015-02-17 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system of a vehicle
US8998347B2 (en) 2010-02-24 2015-04-07 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system of a vehicle
US9499143B2 (en) 2010-02-24 2016-11-22 Robert Bosch Gmbh Brake system for a vehicle and method for operating a brake system of a vehicle
WO2014099747A1 (fr) * 2012-12-19 2014-06-26 Robert Bosch Gmbh Système de freinage à trajet de pompage commutable
US9033426B2 (en) 2012-12-19 2015-05-19 Robert Bosch Gmbh Braking system with switchable pump path

Also Published As

Publication number Publication date
DE4139079A1 (de) 1993-06-03

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