[go: up one dir, main page]

EP0874747A1 - Hydraulic brake system with anti-skid control - Google Patents

Hydraulic brake system with anti-skid control

Info

Publication number
EP0874747A1
EP0874747A1 EP97901023A EP97901023A EP0874747A1 EP 0874747 A1 EP0874747 A1 EP 0874747A1 EP 97901023 A EP97901023 A EP 97901023A EP 97901023 A EP97901023 A EP 97901023A EP 0874747 A1 EP0874747 A1 EP 0874747A1
Authority
EP
European Patent Office
Prior art keywords
brake
valve
line
master cylinder
return
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
EP97901023A
Other languages
German (de)
French (fr)
Inventor
Dieter Dinkel
Albrecht Otto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
ITT Automotive Europe GmbH
Alfred Teves 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, Alfred Teves GmbH filed Critical ITT Automotive Europe GmbH
Publication of EP0874747A1 publication Critical patent/EP0874747A1/en
Ceased legal-status Critical Current

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
    • B60T8/42—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
    • 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
    • B60T8/42—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems

Definitions

  • the present invention relates to a hydraulic brake system according to the preamble of claim 1.
  • a brake system is known from JP-A 94-171487.
  • This is an anti-lock brake system which, in contrast to conventional brake systems which work on the return flow principle, has neither a low-pressure accumulator nor outlet valves in the return lines from the wheel brakes to the suction side of the return pump.
  • the return lines To generate a dynamic pressure in the wheel brakes, the return lines only have throttling points which generate a pressure drop between the wheel brakes and the suction side of the return pump.
  • a pressure reduction in the wheel brakes is carried out by closing the inlet valves in the brake branch lines to the wheel brakes so that the pump pressure no longer reaches the wheel brakes. Because the pressure medium flows out of the wheel brakes permanently, the brake pressure drops.
  • the object of the present invention is to provide such a brake system with as little additional effort as possible, i.e. to upgrade as few electrical lines as possible and as little additional control logic as possible for valves for traction control.
  • CONFIRMATION6SK0PIE This object is achieved in connection with the characterizing features of claim 1 or also claim 3. This enables the invention to be used in vehicles with a driven axle with a maximum of four additional magnetic valves per such a brake system To enable traction control. Only the driven wheels need an outlet valve, which allows sufficient brake pressure build-up by the return pump alone. A low-pressure accumulator can also be dispensed with in the traction control system. When selecting three individual 2/2-way valves, the changeover valve in the suction line to the return pump or the isolating valve in the brake line or both of these valves can be controlled hydraulically.
  • Solenoid valves are preferably used as outlet valves so that a brake pressure in the wheel brakes which is appropriate to the requirements can be built up or reduced. If the changeover valve and the isolating valve are combined to form a combination valve, this can either be actuated electromagnetically and thus require the second control logic next to the outlet valve or, as a hydraulically operated combination valve, make further control and electrical lines superfluous.
  • FIG. 1 shows a brake circuit of a brake system according to the invention
  • FIG. 2 shows a hydraulically actuated isolating valve arrangement which can replace the electromagnetically actuated isolating valve arrangement according to FIG. 1,
  • Fig. 3 is a hydraulically operated, closed without pressure
  • FIG. 4 shows a combination valve which combines the function of a separating valve and a changeover valve according to FIG. 1,
  • FIG. 6 shows an outlet valve combination which can replace the normally closed outlet valve according to FIG. 1.
  • a brake line 4 runs from the master cylinder 1 via two brake circuits 7 and 8 to a wheel brake 5 and 6, respectively.
  • a separating valve 9 is arranged in the brake line 4 and is designed as a normally open, electromagnetically operated 2/2-way valve.
  • the brake branch 7 to the wheel brake 5 branches off from the brake line 4 at a node 10 between the master cylinder 1 and the isolating valve 9, while the brake branch 8 to the wheel brake 6 branches off from a node 11, which is seen at the end of the brake line 4, that is to say from the master cylinder 1 is beyond the isolation valve 9.
  • an inlet valve 12 or 13 is inserted, which is a normally open solenoid valve.
  • a return line 14 or 15 leads to the suction side of a self-priming return pump 16.
  • the suction side of the return pump 16 is also connected to the brake line 4 via a suction line 17 Master cylinder 1 and isolation valve 9 connected.
  • the suction line 17 can be blocked via a hydraulically operated, pressure-free open 2/2-way switch valve 18. It is closed from pending master cylinder pressure.
  • the pressure side of the recovery pump 16 connects to the brake line via a pressure line 22 in the node 11.
  • a check valve 23 and a pressure relief valve 24 are connected in parallel with the isolating valve 9.
  • the check valve 23 allows a pressure medium flow from the master cylinder 1 to the wheel brake 6, while the pressure relief valve 24 opens when too high a pressure occurs in the brake branch 8.
  • the brake circuit I shown is taken from a brake system with a diagonal brake circuit division. This means that traction control with only one driven axle requires active brake intervention in one wheel brake of each brake circuit.
  • the wheel brake 6 belongs to a driven wheel, while the wheel brake 5 belongs to a non-driven wheel. Accordingly, when the separating valve 9 is closed, only the wheel brake 6 of the driven wheel is disconnected from the master cylinder 1, while the wheel brake 5 of the non-driven wheel remains permanently connected to the master cylinder 1. In this way, however, an active build-up of brake pressure without actuating the brake pedal is possible and necessary only in the wheel brake 6 due to the delivery pressure of the recovery pump 16.
  • the brake branch 7 is not to be connected to the brake line 4 at the node 10 but at the node 11 .
  • the return line 14 is then replaced with a magnet instead of hydraulically operated components valve provided. If, for example, there is a front axle / rear axle brake circuit division in the brake system and accordingly the two wheel brakes of the driven wheels are arranged in a common brake circuit, then two exhaust valves are to be arranged in this brake circuit for drive slip control, but any exhaust valves in the other are omitted Brake circuit in which traction control does not have to be carried out. In addition, there is no separating valve in the other brake circuit.
  • the isolating valve 9 can also be replaced by an isolating valve 29 which is actuated hydraulically.
  • the master cylinder pressure acts in the opening direction, while the delivery pressure of the return pump 16 has a closing effect. If a pressure is present both from the master cylinder 1 and from the return pump 16, it remains in the open, basic position shown, since it is acted upon by a spring in the opening direction.
  • the arrangement of the check valve 23 and the pressure relief valve 24 corresponds to that according to FIG. 1.
  • the control line which allows the pressure on the suction side of the return pump 16 to act on the changeover valve 38 in the closing direction, is to be understood in such a way that the changeover valve 38 is virtually drawn into its open position in the event of a negative pressure by the running return pump 16. If a brake pressure is built up from the master cylinder 1 in this switching position, an overpressure also forms below the changeover valve 38, which closes again after the changeover valve 38 affects. As long as such a pedal-operated braking does not lead to critical slip values, the pump is switched off and remains out of operation until a braking slip control is required.
  • the changeover valve 38 will initially not open as long as a sufficient amount of pressure medium flows out via the return line 14 and possibly via the return line 15 in order to feed the reclaim pump 16. During this time, the pressure in the suction line 17 will not drop below atmospheric pressure, so that the compression spring acting on the changeover valve 38 holds the changeover valve 38 in its closed basic position.
  • This version of a changeover valve can also be designed in a simple manner as an electromagnetically operated changeover valve with particularly simple control logic, since it only has to be opened when traction control or active braking is required. It can remain closed in all other situations.
  • 3 additional solenoid valves are then required for such a brake circuit.
  • this can have the advantage that standard solenoid valves of simple construction can be used. Such a variant is therefore always recommended when the expenditure on electrical lines is irrelevant and, for example, a corresponding control logic can be taken over from other brake systems anyway.
  • FIG. 4 shows a combination valve which can be used instead of the box 25 outlined in dashed lines in FIG. 1.
  • the combi valve 45 corresponds to a combination of the separating valve 9 and an electromagnetically actuated, de-energized switch valve in the suction line 17. This means that the combi valve 45 in its basic position releases the brake line 4 and the suction line 17 from Disconnects master cylinder 1. In its energized switching position, on the other hand, the combination line 45 connects the suction line 1 to the master cylinder 1 and the brake line 4 is interrupted.
  • the combination valve 55 corresponds to a combination of the isolating valve 29 according to FIG. 2 and the switching valve 38 from FIG. 3. It has the same control line as the switching valve 38 3, so that its illustrated spring-loaded basic position, which releases the brake line 4, is always maintained as long as a negative pressure does not occur in the suction line 17 when the master cylinder is not actuated.
  • this version of a combination valve 55 just like when the separating valve 29 and the changeover valve 38 are used together to upgrade a brake system with traction control, only one additional solenoid valve per wheel brake of a driven wheel is required, namely one exhaust valve each.
  • outlet valve 21 in the return line 15 there is a solution according to FIG. 6.
  • the outlet valve 61 shown in FIG. 6 is likewise actuated electromagnetically, but is open in its de-energized basic position. Connected in series with a throttle 19 and a check valve 20, as also in the return line 14 of the Wheel brake 5 are to be found, there is the advantage that this outlet valve 61 only has to be closed for traction control or other active braking. In the case of anti-lock control, which takes place when the brake pedal 3 is actuated, the hydraulic elements 19 and 20 are sufficient to generate a dynamic pressure in the return line 15 as well as in the return line 14. The control logic of such an exhaust valve 61 is thus considerably simplified compared to an exhaust valve 21 which is closed when de-energized.

Landscapes

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

Abstract

The present invention concerns a so-called 4-valve ABS for anti-skid control. According to the invention, it is proposed to provide outlet valves (21) only for the wheel brakes (6) belonging to the driving wheels in addition to the existing electro-magetically actuated inlet valves (12, 13). In addition, a separating valve (9) is inserted in the brake conduit (4) and a self-priming recirculating pump (16) is used, which also has a suction pipe (17) to the brake conduit (4) between the master cylinder (1) and the separating valve (9). The suction pipe (17) can be blocked preferably through a hydraulic valve. The separating valve (9) can also be replaced by a hydraulically-actuated version. This results in the advantage that at most four additional magnetic valves are required for the whole brake system in order to offer effective anti-skid control.

Description

Hydraulische Bremsanlage mit AntriebsSchlupfregelungHydraulic brake system with traction control system
Die vorliegende Erfindung betrifft eine hydraulische Brems¬ anlage gemäß dem Oberbegriff des Anspruchs 1. Eine derartige Bremsanlage ist aus der JP-A 94-171487 bekannt. Es handelt sich dabei um eine blockiergeschützte Bremsanlage, welche im Unterschied zu üblichen Bremsanlagen, die nach dem Rückförder¬ prinzip arbeiten, weder einen Niederdruckspeicher noch Aus¬ laßventile in den Rücklaufleitungen von den Radbremsen zur Saugseite der Rückförderpumpe aufweist. Zur Erzeugung eines Staudrucks in den Radbremsen weisen die Rücklaufleitungen le¬ diglich Drosselstellen auf, die in Druckgefälle zwischen den Radbremsen und der Saugseite der Rückförderpumpe erzeugen. Ein Druckabbau in den Radbremsen wird dadurch vorgenommen, daß die Einlaßventile in den Bremszweigleitungen zu den Radbremsen geschlossen werden, so daß der Pumpendruck die Radbremsen nicht mehr erreicht. Weil das Druckmittel aus den Radbremsen permanent abströmt, senkt sich der Bremsdruck.The present invention relates to a hydraulic brake system according to the preamble of claim 1. Such a brake system is known from JP-A 94-171487. This is an anti-lock brake system which, in contrast to conventional brake systems which work on the return flow principle, has neither a low-pressure accumulator nor outlet valves in the return lines from the wheel brakes to the suction side of the return pump. To generate a dynamic pressure in the wheel brakes, the return lines only have throttling points which generate a pressure drop between the wheel brakes and the suction side of the return pump. A pressure reduction in the wheel brakes is carried out by closing the inlet valves in the brake branch lines to the wheel brakes so that the pump pressure no longer reaches the wheel brakes. Because the pressure medium flows out of the wheel brakes permanently, the brake pressure drops.
Die Aufgabe der vorliegenden Erfindung besteht darin, eine derartige Bremsanlage mit möglichst geringem zusätzlichem Auf¬ wand, d.h. möglichst wenigen elektrischen Leitungen und mög¬ lichst wenig zusätzlicher Ansteuerlogik für Ventile zur An¬ triebsschlupfregelung aufzurüsten.The object of the present invention is to provide such a brake system with as little additional effort as possible, i.e. to upgrade as few electrical lines as possible and as little additional control logic as possible for valves for traction control.
BESTÄTIGUN6SK0PIE Diese Aufgabe wird gelöst, in Verbindung mit den kennzeichnen¬ den Merkmalen des Anspruchs 1 oder auch des Anspruchs 3. Hier¬ mit ermöglicht es die Erfindung, bei Fahrzeugen mit einer an¬ getriebenen Achse mit höchstens vier zusätzlichen Magnetventi¬ len pro eine solche Bremsanlage zur Antriebsschlupfregelung zu befähigen. Nur die angetriebenen Räder benötigen ein Auslaß ventil, welches einen ausreichenden Bremsdruckaufbau allein durch die Rückförderpumpe ermöglicht. Auf einen Niederdruck¬ speicher kann auch bei der Antriebsschlupfregelung verzichtet werden. Bei der Wahl von drei einzelnen 2/2-Wegeventilen kann wahlweise das Umschaltventil in der Saugleitung zur Rückför¬ derpumpe oder das Trennventil in der Bremsleitung oder beide dieser Ventile hydraulisch angesteuert sein. Als Auslaßventile werden vorzugsweise Magnetventile verwendet, damit ein be¬ darfsgerechter Bremsdruck in den Radbremsen auf- bzw. abgebaut werden kann. Werden Umschaltventil und Trennventil zu einem Kombiventil vereinigt, so kann dieses entweder elektromagne¬ tisch betätigt sein und somit die zweite Ansteuerlogik neben dem Auslaßventil erfordern oder aber als hydraulisch betätig¬ tes Kombiventil eine weitere Ansteuerung und elektrische Lei¬ tungen überflüssig machen.CONFIRMATION6SK0PIE This object is achieved in connection with the characterizing features of claim 1 or also claim 3. This enables the invention to be used in vehicles with a driven axle with a maximum of four additional magnetic valves per such a brake system To enable traction control. Only the driven wheels need an outlet valve, which allows sufficient brake pressure build-up by the return pump alone. A low-pressure accumulator can also be dispensed with in the traction control system. When selecting three individual 2/2-way valves, the changeover valve in the suction line to the return pump or the isolating valve in the brake line or both of these valves can be controlled hydraulically. Solenoid valves are preferably used as outlet valves so that a brake pressure in the wheel brakes which is appropriate to the requirements can be built up or reduced. If the changeover valve and the isolating valve are combined to form a combination valve, this can either be actuated electromagnetically and thus require the second control logic next to the outlet valve or, as a hydraulically operated combination valve, make further control and electrical lines superfluous.
Eine nähere Beschreibung des Erfindungsgedankens erfolgt nun anhand der Beschreibung mehrerer Ausführungsbeispiele in sechs Figuren. Es ze igt :A more detailed description of the concept of the invention will now be given on the basis of the description of several exemplary embodiments in six figures. It shows :
Fig. 1 einen Bremskreis einer erfindungsgemäßen Bremsanlage,1 shows a brake circuit of a brake system according to the invention,
Fig. 2 eine hydraulisch betätigte Trennventilanordnung, wel¬ che die elektromagnetisch betätigte Trennventilanord¬ nung gemäß Fig. 1 ersetzen kann,2 shows a hydraulically actuated isolating valve arrangement which can replace the electromagnetically actuated isolating valve arrangement according to FIG. 1,
Fig. 3 ein hydraulisch betätigtes, drucklos geschlossenesFig. 3 is a hydraulically operated, closed without pressure
Umschaltventil, welches das drucklos offene Umschalt¬ ventil gemäß Fig. 1 ersetzen kann,Changeover valve, which can replace the pressure-free open changeover valve according to FIG. 1,
Fig. 4 ein Kombiventil, welches die Funktion eines Trennven¬ tils und eines Umschaltventils gemäß Fig. 1 in sich vereinigt,4 shows a combination valve which combines the function of a separating valve and a changeover valve according to FIG. 1,
Fig. 5 ein hydraulisch betätigtes Kombiventil,5 is a hydraulically operated combination valve,
Fig. 6 eine Auslaßventilkombination, welche das stromlos ge¬ schlossene Auslaßventil gemäß Fig. 1 ersetzen kann.6 shows an outlet valve combination which can replace the normally closed outlet valve according to FIG. 1.
Die Bremsanlage nach Fig. 1 weist einen Hauptzylinder 1 auf, welcher an einen Vorratsbehälter 2 angeschlossen ist und über ein Bremspedal 3 betätigbar ist. Vom Hauptzylinder 1 gehen zwei Bremskreise I und II aus. Die Bremskreise I und II sind identisch aufgebaut, so daß die Darstellung des Bremskreises I analog für den nicht dargestellten Bremskreis II gilt. Dabei können die Ruckförderpumpen beider Bremskreise von einem ge¬ meinsamen Motor angetrieben sein. Vom Hauptzylinder 1 verlauft eine Bremsleitung 4 über 2weι Bremskreise 7 und 8 zu jeweils einer Radbremse 5 bzw. 6. In der Bremsleitung 4 ist ein Trennventil 9 angeordnet, welches als stromlos offenes, elektromagnetisch betätigtes 2/2-Wege- ventil gestaltet ist. Der Bremszweig 7 zur Radbremse 5 zweigt von der Bremsleitung 4 an einem Knotenpunkt 10 zwischen Haupt¬ zylinder 1 und Trennventil 9 ab, wahrend der Bremszweig 8 zur Radbremse 6 von einem Knotenpunkt 11 abzweigt, welcher am Ende der Bremsleitung 4, also vom Hauptzylinder 1 gesehen jenseits des Trennventils 9 liegt. In die Bremszweige 7 und 8 ist je¬ weils ein Einlaßventil 12 bzw. 13 eingefügt, welches ein stromlos offenes Magnetventil ist. Von jeder der Radbremsen 5 und 6 fuhrt eine Rücklaufleitung 14 bzw. 15 zur Saugseite ei¬ ner selbstansaugenden Ruckfόrderpumpe 16. Außer mit den Rück¬ laufleitungen 14 und 15 ist die Saugseite der Ruckforderpumpe 16 noch über eine Saugleitung 17 mit der Bremsleitung 4 zwi¬ schen Hauptzylinder 1 und Trennventil 9 verbunden. Die Saug¬ leitung 17 ist über ein hydraulisch betätigtes, drucklos offe¬ nes 2/2-Wege-Umschaltventil 18 sperrbar. Es wird von anstehen¬ dem Hauptzylinderdruck geschlossen.1 has a master cylinder 1 which is connected to a reservoir 2 and can be actuated via a brake pedal 3. Two brake circuits I and II start from the master cylinder 1. The brake circuits I and II are constructed identically, so that the representation of the brake circuit I applies analogously to the brake circuit II, not shown. The return pumps of both brake circuits can be driven by a common motor. A brake line 4 runs from the master cylinder 1 via two brake circuits 7 and 8 to a wheel brake 5 and 6, respectively. A separating valve 9 is arranged in the brake line 4 and is designed as a normally open, electromagnetically operated 2/2-way valve. The brake branch 7 to the wheel brake 5 branches off from the brake line 4 at a node 10 between the master cylinder 1 and the isolating valve 9, while the brake branch 8 to the wheel brake 6 branches off from a node 11, which is seen at the end of the brake line 4, that is to say from the master cylinder 1 is beyond the isolation valve 9. In the brake branches 7 and 8, an inlet valve 12 or 13 is inserted, which is a normally open solenoid valve. From each of the wheel brakes 5 and 6, a return line 14 or 15 leads to the suction side of a self-priming return pump 16. In addition to the return lines 14 and 15, the suction side of the return pump 16 is also connected to the brake line 4 via a suction line 17 Master cylinder 1 and isolation valve 9 connected. The suction line 17 can be blocked via a hydraulically operated, pressure-free open 2/2-way switch valve 18. It is closed from pending master cylinder pressure.
Die Druckseite der Ruckforderpumpe 16 schließt über eine Druckleitung 22 im Knotenpunkt 11 an die Bremsleitung an.The pressure side of the recovery pump 16 connects to the brake line via a pressure line 22 in the node 11.
Wahrend die Rucklaufleitung 14 der Radbremse 5 kein Magnetven¬ til, sondern nur eine Drossel 19 und ein zur Radbremse 5 hm sperrendes Rückschlagventil 20 aufweist, ist in der Rucklauf¬ leitung 15 der Radbremse 6 ausschließlich ein elektromagnetich betätigtes, stromlos geschlossenes Auslaßventil 21 angeordnet. Wahrend einer Blockierschutzregelung sorgen die Drosse-1 19 und das Rückschlagventil 20 für einen ausreichenden Staudruck in der Radbremse 5. In der Radbremse 6 wird ein Bremsdruck da¬ durch erzeugt und gehalten, daß das Auslaßventil 21 geschlos¬ sen ist.While the return line 14 of the wheel brake 5 does not have a magnetic valve, but only a throttle 19 and a check valve 20 blocking the wheel brake 5, only an electromagnetically actuated, normally closed outlet valve 21 is arranged in the return line 15 of the wheel brake 6. During an anti-lock control, the throttle valve 19 and the check valve 20 ensure sufficient back pressure in the wheel brake 5. A brake pressure is generated and maintained in the wheel brake 6 in such a way that the outlet valve 21 is closed.
Dem Trennventil 9 sind ein Rückschlagventil 23 und ein Über¬ druckventil 24 parallelgeschaltet. Das Ruckschlagventil 23 erlaubt einen Druckmittelstrom vom Hauptzylinder 1 zur Rad¬ bremse 6 hin, wahrend das Überdruckventil 24 sich öffnet, wenn im Bremszweig 8 ein zu hoher Druck auftritt.A check valve 23 and a pressure relief valve 24 are connected in parallel with the isolating valve 9. The check valve 23 allows a pressure medium flow from the master cylinder 1 to the wheel brake 6, while the pressure relief valve 24 opens when too high a pressure occurs in the brake branch 8.
Der dargestellte Bremskreis I ist einer Bremsanlage mit diago¬ naler Bremskreisaufteilung entnommen. Das bedeutet, daß eine Antriebsschlupfregelung bei nur einer angetriebenen Achse ei¬ nen aktiven Bremseneingriff in jeweils einer Radbremse jedes Bremskreises erfordert. In diesem Fall gehört die Radbremse 6 zu einem angetriebenen Rad, wahrend die Radbremse 5 zu einem nicht angetriebenen Rad gehört. Dementsprechend ist bei Schließen des Trennventils 9 nur die Radbremse 6 des angetrie¬ benen Rades vom Hauptzylinder 1 abgetrennt, wahrend die Rad¬ bremse 5 des nicht angetriebenen Rades permanent mit dem Hauptzylinder 1 verbunden bleibt. Auf diese Weise ist aber ein aktiver Bremsdruckaufbau ohne Betätigung des Bremspedals al¬ lem durch den Forderdruck der Ruckforderpumpe 16 nur in der Radbremse 6 möglich und erforderlich. Soll em aktiver Brem¬ seneingriff, sei es zur Antriebsschlupfregelung, zur Giermo- mentenregelung oder aus einem anderen Anlaß, auch in der Rad¬ bremse 5 vorgenommen werden, so ist der Bremszweig 7 nicht am Knotenpunkt 10 sondern am Knotenpunkt 11 an die Bremsleitung 4 anzuschließen. Zusatzlich wird dann die Rucklaufleitung 14 statt mit hydraulisch betätigten Komponenten mit einem Magnet ventil versehen. Wenn beispielsweise eine Vorderachs- Hinterachs-Bremskreisaufteilung in der Bremsanlage vorliegt und demnach die beiden Radbremsen der angetriebenen Räder in einem gemeinsamen Bremskreis angeordnet sind, so sind zur An¬ triebsschlupfregelung in diesem Bremskreis dann zwar zwei Aus¬ laßventile anzuordnen, jedoch entfallen jegliche Auslaßventile im anderen Bremskreis, in welchem eine Antriebsschlupfregelung nicht vorgenommen werden muß. Zusätzlich entfällt dann in dem anderen Bremskreis ein Trennventil.The brake circuit I shown is taken from a brake system with a diagonal brake circuit division. This means that traction control with only one driven axle requires active brake intervention in one wheel brake of each brake circuit. In this case, the wheel brake 6 belongs to a driven wheel, while the wheel brake 5 belongs to a non-driven wheel. Accordingly, when the separating valve 9 is closed, only the wheel brake 6 of the driven wheel is disconnected from the master cylinder 1, while the wheel brake 5 of the non-driven wheel remains permanently connected to the master cylinder 1. In this way, however, an active build-up of brake pressure without actuating the brake pedal is possible and necessary only in the wheel brake 6 due to the delivery pressure of the recovery pump 16. If an active brake intervention, be it for traction control, for yaw moment control or for another reason, should also be carried out in the wheel brake 5, the brake branch 7 is not to be connected to the brake line 4 at the node 10 but at the node 11 . In addition, the return line 14 is then replaced with a magnet instead of hydraulically operated components valve provided. If, for example, there is a front axle / rear axle brake circuit division in the brake system and accordingly the two wheel brakes of the driven wheels are arranged in a common brake circuit, then two exhaust valves are to be arranged in this brake circuit for drive slip control, but any exhaust valves in the other are omitted Brake circuit in which traction control does not have to be carried out. In addition, there is no separating valve in the other brake circuit.
Gemäß Fig. 2 kann das Trennventil 9 auch durch ein Trennventil 29 ersetzt werden, welches hydraulisch betätigt wird. Bei die¬ sem Trennventil 29 wirkt der Hauptzylinderdruck in Öffnungs¬ richtung, während sich der Förderdruck der Rückförderpumpe 16 schließend auswirkt. Wenn sowohl vom Hauptzylinder 1 aus als auch von der Rückförderpumpe 16 her ein Druck ansteht, so ver¬ bleibt es in seiner dargestellten geöffneten Grundstellung, da es mit einer Feder in Öffnungsrichtung beaufschlagt ist. Die Anordnung des Rückschlagventils 23 und des Überdruckventils 24 entspricht der gemäß Fig. 1.2, the isolating valve 9 can also be replaced by an isolating valve 29 which is actuated hydraulically. In this separating valve 29, the master cylinder pressure acts in the opening direction, while the delivery pressure of the return pump 16 has a closing effect. If a pressure is present both from the master cylinder 1 and from the return pump 16, it remains in the open, basic position shown, since it is acted upon by a spring in the opening direction. The arrangement of the check valve 23 and the pressure relief valve 24 corresponds to that according to FIG. 1.
Als Alternative zum Umschaltventil 18 nach Fig. 1 bietet sich das Umschaltventil 38 nach Fig. 3 an. Es ist ebenfalls hydrau¬ lisch betätigt, jedoch drucklos geschlossen. Die Steuerlei¬ tung, welche den Druck an der Saugseite der Rückförderpumpe 16 in Schließrichtung auf das Umschaltventil 38 einwirken läßt, ist so zu verstehen, daß entsprechend bei einem Unterdruck durch die laufende Rückförderpumpe 16 das Umschaltventil 38 quasi in seine Offenstellung gesogen wird. Sollte in dieser Schaltposition vom Hauptzylinder 1 her ein Bremsdruck aufge¬ baut werden, so bildet sich auch unterhalb des Umschaltventils 38 ein Überdruck, der sich wieder schließend auf das Umschalt ventil 38 auswirkt. Solange eine derartige pedalbetatigte Bremsung nicht zu kritischen Schlupfwerten fuhrt, wird die Pumpe abgeschaltet und bleibt solange außer Betrieb, bis eine Bremsschupfregelung erforderlich ird. Aber auch dann, wenn die Ruckforderpumpe 16 wieder zu saugen beginnt, wird sich das Umschaltventil 38 zunächst nicht offnen, solange über die Rucklaufleitung 14 und ggf. über die Rucklaufleitung 15 eine ausreichende Druckmittelmenge abströmt, um die Ruckforderpumpe 16 zu speisen. Wahrend dieser Zeit namlich wird in der Saug- leitung 17 der Druck nicht unter Atmospharendruck sinken, so daß die das Umschaltventil 38 beaufschlagende Druckfeder das Umschaltventil 38 in seiner geschlossenen Grundposition hält.1 is an alternative to the switching valve 18 according to FIG. 1. It is also hydraulically actuated, but closed without pressure. The control line, which allows the pressure on the suction side of the return pump 16 to act on the changeover valve 38 in the closing direction, is to be understood in such a way that the changeover valve 38 is virtually drawn into its open position in the event of a negative pressure by the running return pump 16. If a brake pressure is built up from the master cylinder 1 in this switching position, an overpressure also forms below the changeover valve 38, which closes again after the changeover valve 38 affects. As long as such a pedal-operated braking does not lead to critical slip values, the pump is switched off and remains out of operation until a braking slip control is required. However, even if the recirculation pump 16 starts to suck again, the changeover valve 38 will initially not open as long as a sufficient amount of pressure medium flows out via the return line 14 and possibly via the return line 15 in order to feed the reclaim pump 16. During this time, the pressure in the suction line 17 will not drop below atmospheric pressure, so that the compression spring acting on the changeover valve 38 holds the changeover valve 38 in its closed basic position.
Diese Version eines Umschaltventils läßt sich auf einfache Weise auch als elektromagnetisch betätigtes Umschaltventil mit besonders einfacher Ansteuerlogik gestalten, da es nur geöff¬ net werden muß, wenn eine Antriebsschlupfregelung bzw. eine Aktivbremsung erforderlich ist. In allen anderen Situationen kann es geschlossen bleiben. In Kombination mit dem Trennven¬ til 9 der Fig. 1 und mit dem Auslaßventil 21 oder einem ande¬ ren elektromagnetisch betätigten Auslaßventil werden dann zwar für einen derartigen Bremskreis 3 zusätzliche Magnetventile benotigt. Dies kann aber auf der anderen Seite den Vorteil haben, daß konstruktiv einfach aufgebaute Standardmagnetventi- le verwendet werden können. Eine solche Variante empfiehlt sich also immer dann, wenn der Aufwand an elektrischen Leitun¬ gen keine Rolle spielt und beispielsweise eme entsprechende Ansteuerlogik ohnehin aus anderen Bremsanlagen übernommen wer¬ den kann. Ein elektromagnetisch betätigtes Umschaltventil kann aber beispielsweise auch mit einem hydraulischen Trennventil gemäß Fig. 2 kombiniert werden, so daß auch in einem solchen Fall nur zwei zusatzliche Magnetventile im Bremskreis I ver¬ wendet werden. Fig. 4 zeigt ein Kombiventil, welches anstelle des gestrichelt umrandeten Kastens 25 in Fig. 1 eingesetzt werden kann. Das Kombiventil 45 entspricht einer Kombination aus dem Trennven¬ til 9 und einem elektromagnetisch betätigten, stromlos ge¬ schlossenen Umschaltventil in der Saugleitung 17. Das bedeu¬ tet, daß das Kombiventil 45 in seiner Grundstellung die Brems¬ leitung 4 freigibt und die Saugleitung 17 vom Hauptzylinder 1 abtrennt. In seiner bestromten Schaltstellung wird vom Kombi¬ ventil 45 dagegen die Saugleitung 1 mit dem Hauptzylinder 1 verbunden und die Bremsleitung 4 unterbrochen.This version of a changeover valve can also be designed in a simple manner as an electromagnetically operated changeover valve with particularly simple control logic, since it only has to be opened when traction control or active braking is required. It can remain closed in all other situations. In combination with the separating valve 9 of FIG. 1 and with the outlet valve 21 or another electromagnetically actuated outlet valve, 3 additional solenoid valves are then required for such a brake circuit. On the other hand, this can have the advantage that standard solenoid valves of simple construction can be used. Such a variant is therefore always recommended when the expenditure on electrical lines is irrelevant and, for example, a corresponding control logic can be taken over from other brake systems anyway. An electromagnetically actuated changeover valve can, for example, also be combined with a hydraulic isolating valve according to FIG. 2, so that even in such a case only two additional solenoid valves are used in the brake circuit I. FIG. 4 shows a combination valve which can be used instead of the box 25 outlined in dashed lines in FIG. 1. The combi valve 45 corresponds to a combination of the separating valve 9 and an electromagnetically actuated, de-energized switch valve in the suction line 17. This means that the combi valve 45 in its basic position releases the brake line 4 and the suction line 17 from Disconnects master cylinder 1. In its energized switching position, on the other hand, the combination line 45 connects the suction line 1 to the master cylinder 1 and the brake line 4 is interrupted.
Fig. 5 stellt ein derartiges Kombiventil in hydraulisch be¬ tätigter Ausführung dar. Das Kombiventil 55 entspricht einer Kombination aus dem Trennventil 29 gemäß Fig. 2 und dem Um¬ schaltventil 38 aus Fig. 3. Es weist dieselbe Steuerleitung auf wie das Umschaltventil 38 aus Fig. 3, so daß seine dar¬ gestellte, federbelastete Grundstellung, welche die Bremslei¬ tung 4 freigibt, immer beibehalten wird, solange nicht bei unbetätigtem Hauptzylinder ein Unterdruck in der Saugleitung 17 auftritt. Bei dieser Version eines Kombiventils 55 wird genauso wie bei einer gemeinsamen Verwendung des Trennventils 29 und des Umschaltventils 38 zur Aufrüstung einer Bremsanlage mit einer Antriebsschlupfregelung lediglich ein zusätzliches Magnetventil pro Radbremse eines angetriebenen Rades benötigt, nämlich jeweils ein Auslaßventil.5 shows such a combination valve in a hydraulically operated version. The combination valve 55 corresponds to a combination of the isolating valve 29 according to FIG. 2 and the switching valve 38 from FIG. 3. It has the same control line as the switching valve 38 3, so that its illustrated spring-loaded basic position, which releases the brake line 4, is always maintained as long as a negative pressure does not occur in the suction line 17 when the master cylinder is not actuated. In this version of a combination valve 55, just like when the separating valve 29 and the changeover valve 38 are used together to upgrade a brake system with traction control, only one additional solenoid valve per wheel brake of a driven wheel is required, namely one exhaust valve each.
Alternativ zum Auslaßventil 21 in der Rücklaufleitung 15 bie¬ tet sich eine Lösung gemäß Fig. 6 an. Das in Fig. 6 dar¬ gestellte Auslaßventil 61 ist zwar ebenfalls elektromagnetisch betätigt, aber in seiner unbestromten Grundstellung geöffnet. In Reihe geschaltet mit einer Drossel 19 und einem Rückschlag¬ ventil 20, wie sie auch in der Rücklaufleitung 14 der Radbremse 5 vorzufinden sind, bietet sich der Vorteil, daß dieses Auslaßventil 61 nur zur Antriebsschlupfregelung bzw. anderweitigen Aktivbremsung geschlossen werden muß. Bei einer Blockierschutzregelung, welche bei betätigtem Bremspedal 3 stattfindet, reichen die hydraulischen Elemente 19 und 20 aus, um in der Rücklaufleitung 15 genauso wie in der Rücklauflei¬ tung 14 einen Staudruck zu erzeugen. Die Ansteuerlogik eines solchen Auslaßventils 61 ist also erheblich vereinfacht gegen¬ über einem stromlos geschlossenen Auslaßventil 21. As an alternative to the outlet valve 21 in the return line 15, there is a solution according to FIG. 6. The outlet valve 61 shown in FIG. 6 is likewise actuated electromagnetically, but is open in its de-energized basic position. Connected in series with a throttle 19 and a check valve 20, as also in the return line 14 of the Wheel brake 5 are to be found, there is the advantage that this outlet valve 61 only has to be closed for traction control or other active braking. In the case of anti-lock control, which takes place when the brake pedal 3 is actuated, the hydraulic elements 19 and 20 are sufficient to generate a dynamic pressure in the return line 15 as well as in the return line 14. The control logic of such an exhaust valve 61 is thus considerably simplified compared to an exhaust valve 21 which is closed when de-energized.

Claims

Patentansprüche claims
1. Hydraulische Bremsanlage mit einem pedalbetätigten Haupt¬ zylinder (1), der an einen Vorratsbehälter (2) angeschlos¬ sen ist und von dem mindestens ein Bremskreis I ausgeht, der zumindest folgende Elemente aufweist: eine Bremsleitung 4 vom Hauptzylinder 1 zu zumindest einer Bremszweigleitung (7,8) einer Radbremse (5,6), je ein Einlaßventil (12,13) in den Bremszweigleitungen (7,8), je eine Rücklaufleitung (14,15) von den Radbremsen (5,6) zur Saugseite einer Rückförderpumpe (16), eine Druckleitung (22) , die von der Druckseite der Rück¬ förderpumpe (16) kommend an die Bremsleitung (4) zwischen Hauptzylinder (1) und zumindest einem Bremszweig (8) an¬ geschlossen ist, dadurch gekennzeichnet, daß die Bremsanlage nur in den Rücklaufleitungen (15) der Radbremsen (6) angetriebener Räder je ein Auslaßventil (21,61) aufweist, daß in der Bremsleitung (4) zwischen Hauptzylinder (1) und Anschluß der Druckleitung (22) ein 2/2-Wege-Trennventil (9,29) angeordnet ist, daß eine Saugleitung (17) an die Bremsleitung (4) zwischen Hauptzylinder (1) und Trennven¬ til (9,29) anschließt und zur Saugseite der Rückförderpum¬ pe (16) führt, daß die Rückförderpumpe (16) selbstansaugend ist, daß ein 2/2-Wege-Umschaltventil (18,38) in die Saugleitung (17) eingefügt ist und daß das Umschaltventil (18,38) und/oder das Trennventil (9,29) hydraulisch betätigte Ven¬ tile sind. 1. Hydraulic brake system with a pedal-operated master cylinder (1), which is connected to a reservoir (2) and from which at least one brake circuit I starts, which has at least the following elements: a brake line 4 from the master cylinder 1 to at least one brake branch line (7,8) a wheel brake (5,6), each an inlet valve (12,13) in the brake branch lines (7,8), each a return line (14,15) from the wheel brakes (5,6) to the suction side of a return pump (16), a pressure line (22) coming from the pressure side of the return pump (16) to the brake line (4) between the master cylinder (1) and at least one brake branch (8) is connected, characterized in that the Brake system only in the return lines (15) of the wheel brakes (6) driven wheels each has an outlet valve (21,61) that in the brake line (4) between the master cylinder (1) and connection of the pressure line (22) a 2/2-way - Isolation valve (9,29) is arranged that a sow Slide (17) connects to the brake line (4) between the master cylinder (1) and separating valve (9, 29) and leads to the suction side of the return pump (16), that the return pump (16) is self-priming, that a 2 / 2-way switch valve (18, 38) is inserted into the suction line (17) and that the switch valve (18, 38) and / or the isolating valve (9.29) are hydraulically operated valves.
2. Bremsanlage nach Anspruch 1, dadurch gekennzeichnet, daß das Umschaltventil (18) in seiner Grundstellung offen ist.2. Brake system according to claim 1, characterized in that the changeover valve (18) is open in its basic position.
3. Bremsanlage nach Anspruch 1, dadurch gekennzeichnet, daß das Umschaltventil (38) in seiner Grundstellung geschlos¬ sen ist.3. Brake system according to claim 1, characterized in that the changeover valve (38) is closed in its basic position.
4. Hydraulische Bremsanlage mit einem pedalbetätigten Haupt¬ zylinder (1), der an einen Vorratsbehälter (2) angeschlos¬ sen ist und von dem mindestens ein Bremskreis I ausgeht, der zumindest folgende Elemente aufweist: eine Bremsleitung 4 vom Hauptzylinder 1 zu zumindest einr Bremszweigleitung (7,8) einer Radbremse (5,6), je ein Einlaßventil (12,13) in den Bremszweigleitungen (7,8), je eine Rücklaufleitung (14,15) von den Radbremsen (5,6) zur Saugseite einer Rückförderpumpe (16), eine Druckleitung (22), die von der Druckseite der Rück¬ förderpumpe (16) kommend an die Bremsleitung (4) zwischen Hauptzylinder (1) und zumindest einem Bremszweig (8) an¬ geschlossen ist, dadurch gekennzeichnet, daß die Bremsanlage nur in den Rücklaufleitungen (15) der Radbremsen (6) angetriebener Räder je ein Auslaßventil (21,61) aufweist, daß in der Bremsleitung (4) zwischen Hauptzylinder (1) und Anschluß der Druckleitung (22) ein Trennventil angeordnet ist, daß eine Saugleitung (17) an die Bremsleitung (4) zwischen Hauptzylinder (1) und Trennventil anschließt und zur Saug¬ seite der Rückförderpumpe (16) führt, daß die Rückförderpumpe (16) selbstansaugend ist, daß ein Umschaltventil in die Saugleitung (17) eingefügt ist und daß das Trennventil und das Umschaltventil baulich zu einem 3/2-Wege-Kombiventil (45,55) vereinigt sind, wel¬ ches in seiner Grundstellung die Bremsleitung (4) freigibt und in seiner Schaltstellung den Hauptzylinder (1) mit der Saugseite der Rückförderpumpe (16) verbindet.4. Hydraulic brake system with a pedal-operated master cylinder (1), which is connected to a reservoir (2) and from which at least one brake circuit I starts, which has at least the following elements: a brake line 4 from the master cylinder 1 to at least one brake branch line (7,8) a wheel brake (5,6), each an inlet valve (12,13) in the brake branch lines (7,8), each a return line (14,15) from the wheel brakes (5,6) to the suction side of a return pump (16), a pressure line (22) coming from the pressure side of the return pump (16) to the brake line (4) between the master cylinder (1) and at least one brake branch (8) is connected, characterized in that the Brake system only in the return lines (15) of the wheel brakes (6) driven wheels each have an outlet valve (21,61) that in the brake line (4) between the master cylinder (1) and connection of the pressure line (22) a separating valve is arranged that a suction line (17) to d he brake line (4) connects between the master cylinder (1) and the isolation valve and leads to the suction side of the return pump (16) that the return pump (16) is self-priming, that a changeover valve is inserted into the suction line (17) and that the isolating valve and the changeover valve are structurally combined to form a 3/2-way combination valve (45, 55), which in its basic position releases the brake line (4) and in its switching position connects the master cylinder (1) to the suction side of the return pump (16).
5. Bremsanlage nach Anspruch 4, dadurch gekennzeichnet, daß das Kombiventil (55) hydraulisch betätigt ist.5. Brake system according to claim 4, characterized in that the combination valve (55) is actuated hydraulically.
6. Bremsanlage nach einem der Ansprüche 1 bis 5, dadurch ge¬ kennzeichnet, daß alle Auslaßventile (21) der Bremsanlage stromlos offene 2/2-Wege-Magnetventile sind. 6. Brake system according to one of claims 1 to 5, characterized ge indicates that all exhaust valves (21) of the brake system are normally open 2/2-way solenoid valves.
EP97901023A 1996-01-16 1997-01-14 Hydraulic brake system with anti-skid control Ceased EP0874747A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19601268 1996-01-16
DE19601268A DE19601268A1 (en) 1996-01-16 1996-01-16 Hydraulic brake system with traction control
PCT/EP1997/000144 WO1997026167A1 (en) 1996-01-16 1997-01-14 Hydraulic brake system with anti-skid control

Publications (1)

Publication Number Publication Date
EP0874747A1 true EP0874747A1 (en) 1998-11-04

Family

ID=7782818

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97901023A Ceased EP0874747A1 (en) 1996-01-16 1997-01-14 Hydraulic brake system with anti-skid control

Country Status (5)

Country Link
US (1) US6231131B1 (en)
EP (1) EP0874747A1 (en)
JP (1) JP2000503271A (en)
DE (1) DE19601268A1 (en)
WO (1) WO1997026167A1 (en)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19712732A1 (en) * 1997-03-26 1998-10-01 Bosch Gmbh Robert Hydraulic vehicle brake system with anti-lock device
DE19814876B4 (en) * 1998-04-02 2004-05-27 Lucas Industries Public Ltd. Co., Solihull Hydraulic braking system for a land vehicle
DE19814891B4 (en) * 1998-04-02 2004-05-27 Lucas Industries Public Ltd. Co., Solihull Hydraulic braking system for a land vehicle
JP3651372B2 (en) * 2000-08-04 2005-05-25 トヨタ自動車株式会社 Brake control device for vehicle
US7186770B2 (en) * 2002-02-25 2007-03-06 E. I. Du Pont De Nemours And Company Unfinished rutile titanium dioxide slurry for paints and paper coatings
WO2011109017A1 (en) * 2010-03-03 2011-09-09 International Truck Intellectual Property Company, Llc Control system for equipment on a vehicle with a hybrid-electric powertrain and an electronically controlled combination valve
JP5366867B2 (en) * 2010-03-26 2013-12-11 株式会社オーテックジャパン Vehicle brake system
EP3271221B1 (en) * 2015-03-16 2023-11-01 IPGate AG Brake system with a new type of mux control (mux 2.0), having an outlet valve/brake system or an outlet valve per brake circuit, and method for controlling pressure
CN114368370B (en) * 2015-03-16 2024-04-23 爱皮加特股份公司 Pressure generating device with electrically driven two-stroke piston and operating method
CN107428325B (en) 2015-03-16 2021-05-14 爱皮加特股份公司 Brake device with at least one outlet valve and pressure regulation method

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DD225148A1 (en) * 1984-06-14 1985-07-24 Wittenberge Naehmasch Veb TOUCH-FREE LOCATOR FOR AN ELECTRONIC MACHINE
DE3502451A1 (en) * 1985-01-25 1986-07-31 Alfred Teves Gmbh, 6000 Frankfurt BRAKE SYSTEM WITH SLIP CONTROL
DE3624722A1 (en) * 1986-07-22 1988-01-28 Teves Gmbh Alfred VALVE ARRANGEMENT FOR VEHICLE BRAKE SYSTEMS WITH ELECTRONIC BLOCKING AND DRIVE SLIP CONTROL
DE3630052A1 (en) * 1986-09-04 1988-03-17 Teves Gmbh Alfred BRAKE SYSTEM WITH SLIP CONTROL
DE3744071C2 (en) * 1987-12-24 1995-06-29 Teves Gmbh Alfred Drive and brake slip controlled brake system
DE4015664A1 (en) * 1990-05-16 1991-11-21 Teves Gmbh Alfred HYDRAULIC ANTI-BLOCK BRAKE SYSTEM
DE4125304A1 (en) * 1991-04-18 1993-02-04 Teves Gmbh Alfred BRAKE PRESSURE CONTROL DEVICE FOR A HYDRAULIC MOTOR VEHICLE BRAKE SYSTEM
DE4134214A1 (en) * 1991-10-16 1993-04-22 Teves Gmbh Alfred BRAKE PRESSURE CONTROL DEVICE FOR A HYDRAULIC MOTOR VEHICLE BRAKE SYSTEM
DE4224007A1 (en) * 1992-07-21 1994-01-27 Teves Gmbh Alfred Anti-lock hydraulic brake system with brake force regulator
JP3696256B2 (en) * 1992-12-08 2005-09-14 アイシン精機株式会社 Fluid pressure regulator for anti-skid equipment
DE4402734C2 (en) * 1994-01-29 2003-06-05 Continental Teves Ag & Co Ohg Brake slip and traction slip controlled brake system
DE4403445A1 (en) * 1994-02-04 1995-08-10 Bosch Gmbh Robert Hydraulic brake system for a motor vehicle, especially a passenger car, with an anti-lock device

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9726167A1 *

Also Published As

Publication number Publication date
JP2000503271A (en) 2000-03-21
DE19601268A1 (en) 1997-07-17
WO1997026167A1 (en) 1997-07-24
US6231131B1 (en) 2001-05-15

Similar Documents

Publication Publication Date Title
EP0482379B1 (en) Multi circuit hydraulic brake system, especially for motor vehicles
DE4035527C2 (en) Hydraulic brake system
DE3624344C2 (en) Hydraulic brake system for motor vehicles
EP0504334B1 (en) Braking installation with a device for regulating both the braking and drive slip
EP0930208B1 (en) Hydraulic braking system for motor vehicles
DE3605057A1 (en) ANTI-BLOCKING BRAKE SYSTEM
EP0874747A1 (en) Hydraulic brake system with anti-skid control
DE19626289B4 (en) Hydraulic brake system with a return pump
DE3620561C2 (en) Hydraulic brake system for motor vehicles
DE4127040B4 (en) Slip-controlled brake system
EP0643650B1 (en) Antilock system
DE4011329A1 (en) HYDRAULIC TWO-CIRCUIT BRAKE SYSTEM
EP0459117A1 (en) Dual circuit hydraulic brake system
EP0837803B1 (en) Hydraulic vehicle braking system
DE4021454A1 (en) HYDRAULIC BRAKE SYSTEM
WO1997010980A1 (en) Externally actuated hydraulic braking system
DE10025038A1 (en) Operating vehicle braking system with improved pressure dynamics for active pressure build-up involves hydraulically coupling brake circuits if active pressure build-up detected
DE19717639C2 (en) Fluidic automotive braking system
DE4024627A1 (en) HYDRAULIC VEHICLE BRAKE SYSTEM WITH ANTI-BLOCKING PROTECTION AND DRIVE SLIP LIMITATION DEVICE
EP0452441A1 (en) Hydraulic braking installation to prevent high braking or drive slip.
WO1996013418A1 (en) Hydraulic brake system with ride-stability control
DE4121604A1 (en) HYDRAULIC BRAKE SYSTEM WITH ANTI-BLOCKING PROTECTION AND DRIVE-SLIP CONTROL DEVICE, ESPECIALLY FOR MOTOR VEHICLES
DE4016749A1 (en) Antilocking brake control valve for motor vehicle - has wheel cylinder valve mechanically linked and operated by single solenoid
DE19601417A1 (en) Antiblocking hydraulic braking device with active braking
DE4220835A1 (en) Antiskid hydraulic brake control with reduced valve noise - has recirculating pump driving through flow restriction switched by pressure control valve

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19980817

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: CONTINENTAL TEVES AG & CO. OHG

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

17Q First examination report despatched

Effective date: 19990820

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED

18R Application refused

Effective date: 20000407