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EP2516223A1 - Hydraulic vehicle braking system - Google Patents

Hydraulic vehicle braking system

Info

Publication number
EP2516223A1
EP2516223A1 EP10781630A EP10781630A EP2516223A1 EP 2516223 A1 EP2516223 A1 EP 2516223A1 EP 10781630 A EP10781630 A EP 10781630A EP 10781630 A EP10781630 A EP 10781630A EP 2516223 A1 EP2516223 A1 EP 2516223A1
Authority
EP
European Patent Office
Prior art keywords
pressure
valve
brake
master cylinder
simulator
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.)
Withdrawn
Application number
EP10781630A
Other languages
German (de)
French (fr)
Inventor
Heiko Druckenmueller
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2516223A1 publication Critical patent/EP2516223A1/en
Withdrawn legal-status Critical Current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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—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
    • B60T8/4291—Pump-back systems having means to reduce or eliminate pedal kick-back
    • 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 invention relates to a hydraulic vehicle brake system having the features of the preamble of claim 1.
  • the brake circuits are usually connected via separating valves to a master cylinder and are hydraulically separated from the master cylinder during a slip control by closing the isolation valves.
  • the effects of the slip control on the master cylinder, in particular a pulsating brake pedal due to a pulsating promotion of brake fluid by means of a hydraulic pump in each brake circuit, which is usually designed as a piston pump avoided.
  • a malfunction of a brake pressure build-up and a brake pressure control by the master brake cylinder during a pressure control by closing the separating valves is avoided.
  • Slip regulations are known as anti-lock control, traction control and driving dynamics and skid control, the abbreviations ABS, ASR, FDR and ESP are common. The list is not exhaustive.
  • the separation of the master cylinder from the brake circuits of the vehicle brake system by closing the isolation valves has the consequence that a volume of brake fluid is trapped in the master cylinder and because of the incompressibility of the brake fluid as good as no pedal travel or more generally expressed no actuation of the master cylinder is possible.
  • the "hard” and almost immobile feeling brake pedal unsettles a driver and complicates the dosage of a pedal force or generally an actuating force, ie a force exerted by the driver for braking muscle power. To make matters worse, that the "hardened” brake pedal regularly occurs in an already critical driving situation when the slip control begins.
  • Pedalwegssimulatoren There are therefore known Pedalwegssimulatoren. These are usually spring-loaded hydraulic accumulators, which are connected to the master cylinder and into which the master cylinder displaces brake fluid when it is actuated.
  • the pedal travel simulator allows an actuation path on the master cylinder when it is hydraulically separated from the brake circuits by closing the isolation valves.
  • a spring element of the hydraulic accumulator generates a pedal force; an at least approximately normal pedal feel is possible, that is to say the usual dependence of an actuation force on the actuation path, as in a brake actuation without slip control.
  • the spring action can be done for example by gas pressure, the hydraulic accumulator so be a gas pressure accumulator.
  • a simulator valve between the pedal travel and the master cylinder can be provided which separates the pedal travel from the master cylinder and connects with closed isolation valves to the master cylinder. Solenoid valves are used as simulator valves.
  • electrohy- draulic vehicle brake systems Another application for a pedal travel simulator is electrohy- draulic vehicle brake systems. These are foreign-vehicle braking systems in which the brake pressure is generated by external energy from a hydraulic pump and the master cylinder is also separated hydraulically from the vehicle brake system by closing a separating valve in each brake circuit. In the event of a malfunction, auxiliary braking with the master brake cylinder is possible by leaving the isolation valves open.
  • the hydraulic vehicle brake system according to the invention with the features of claim 1 has a spring-loaded hydraulic accumulator as pedal.
  • road simulator which is connected by a simulator valve to the master cylinder.
  • the simulator valve has a hydraulic pressure control, it is opened and / or closed by hydraulic pressure of the vehicle brake system.
  • the control pressure for the simulator valve is in particular a brake pressure which a hydraulic pump of the vehicle brake system, for example, at a
  • the pressure control of the simulator valve according to the invention has the advantage that an electronic control is unnecessary. It does not require a power supply.
  • the control is simple and can be made robust and reliable. She is in existing
  • Vehicle brake system integrated and allows an at least approximately familiar pedal feel when the braking force is generated by the hydraulic pump instead of the master cylinder and the master cylinder is hydraulically isolated from the vehicle brake system.
  • Claim 4 provides a differential pressure valve as a simulator valve or a differential pressure control of the simulator valve.
  • the simulator valve is opened by the brake pressure or applied in an opening direction, which generates the hydraulic pump, and it is closed by the master cylinder pressure or applied in the closing direction. If the brake pressure generated by the hydraulic pump is greater than the master brake cylinder pressure, the simulator valve is opened, otherwise it is or remains closed. Open means that the simulator valve the
  • Hydraulic accumulator connects to the master cylinder, closed, that the hydraulic accumulator is separated from the master cylinder.
  • a differential pressure by which the brake pressure must be greater than the master cylinder pressure to open the simulator valve can be effected.
  • the invention will be explained in more detail with reference to an embodiment shown in the drawing.
  • the single figure shows a simplified and schematize hydraulic circuit diagram of a hydraulic vehicle brake system according to the invention.
  • inventive hydraulic vehicle brake system 1 has a dual-circuit master cylinder 2, to which two brake circuits I, II are connected, of which a brake circuit I is simplified and shown schematically.
  • the other brake circuit II is not shown for the sake of simplicity.
  • the brake circuit I has a separating valve 3, by which it is connected to the master cylinder 2. By closing the isolation valve 3, the master cylinder 2 is hydraulically separated from the brake circuit I. With a hydraulic pump 4, a brake pressure in the brake circuit I can be generated. Hydraulic wheel brakes 5 are connected to the brake circuit I by wheel brake pressure modulation valve assemblies 6.
  • Such Radbremstik- modulationsventilanssenen 6 usually have a Bremstik admitted- and a brake pressure reduction valve, with them a wheel-specific Radbremstikregelung in the wheel brakes 5 is possible.
  • wheel brake pressure modulation valve arrangements 6 and their function are known per se and will not be explained in more detail here.
  • a wheel-specific wheel brake pressure control takes place to a slip control, for example a Bremsblockierschutz-, a traction and / or a driving dynamics or skid control, for the abbreviations such as ABS, ASR, FDS and ESP are common.
  • a driving speed-dependent distance control of a preceding vehicle is also possible.
  • Such controls are referred to as Automatic Distance Control (ADR) or Adaptive Cruise Control (ACC). If a slip control is mentioned below, it should also be understood as meaning other brake pressure and wheel brake pressure controls, such as, for example, the aforementioned distance control.
  • the not-drawn brake circuit II is constructed in accordance with the drawn brake circuit I.
  • the vehicle brake system 1 has a pedal travel simulator 7 which comprises a spring-loaded hydraulic accumulator 8 and a simulator valve 9.
  • the simulator valve 9 has a pressure control, it is of a Brake pressure in the vehicle brake system 1 is opened and closed by a master cylinder pressure in the master cylinder 2.
  • the pressure control is a differential pressure control, the simulator valve 9 is opened when the brake pressure in the vehicle brake system 1 is greater than the master cylinder pressure; otherwise the simulator valve 9 is closed. Closed means that the simulator valve 9 separates the hydraulic accumulator 8 from the master cylinder 2, opened means that the simulator valve 9 connects the hydraulic accumulator 8 with the master cylinder 2.
  • the simulator valve 9 is a pressure control, it is of a Brake pressure in the vehicle brake system 1 is opened and closed by a master cylinder pressure in the master cylinder 2.
  • the pressure control is a differential pressure control, the simulator valve 9 is opened when the brake pressure in the vehicle brake system 1 is greater than the master cylinder pressure; otherwise the simulator valve 9 is closed. Closed means that the
  • the simulator valve 9 has a shut-off piston 10, which can generally also be held in the form of a slide.
  • the shut-off piston 10 has passages 1 1, so that always the same pressure prevails on its two sides and causes no resultant force.
  • the shut-off piston 10 is rigidly connected to a piston rod 12 with a control piston 13, both pistons 10, 13 are arranged in a cylinder or a cylinder bore of the simulator valve 9.
  • the two sides of the shut-off piston 10 communicate with each other through the passages 11.
  • the control piston 13 is double-acting, its one side is acted upon by the brake pressure of the vehicle brake system 1 and its other side is connected to the master cylinder 2, d. H. it is pressurized by the master cylinder 2.
  • One side of the control piston 13 is connected to the brake circuit I on a side of the isolation valve 3 facing away from the main brake cylinder 2, for example to a pressure side of the hydraulic pump 4.
  • a simulator spring element 17 in the hydraulic accumulator 8 causes a pedal force, so that at least approximately the same dependence of a pedal force of a pedal travel on the brake pedal 16 and thus at least approximately a usual pedal feel prevails with closed isolation valves 3 with open separating valves 3 and closed simulator valve 9, d. H.
  • the hydraulic accumulator 8 and the simulated valve 9 having the described differential pressure control form a pedal travel simulator 7, which effects the described, at least approximately normal pedal force / pedal travel dependency on the brake pedal 16 with the isolating valves 3 closed.
  • the hydraulic accumulator 8 is connected by a check valve 18 to the master cylinder 2, which can be flowed through in the direction of the master cylinder 2. After loosening the vehicle brake system 1, the simulator spring element 17 displaces any residual brake fluid remaining in the hydraulic accumulator 8 through the check valve 18 into the master brake cylinder 2.
  • a second pedal travel simulator 7 is possible on the brake circuit II, not shown, but not required.

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

Abstract

The invention relates to a hydraulic vehicle braking system (1) having a primary braking cylinder (2) to which the vehicle braking system (1) is connected via a separating valve (3), said vehicle breaking system having slip control. According to the invention, the pedal path simulator (7) is a spring-loaded hydraulic accumulator (8), which can be connected to the primary brake cylinder (2) via a differential pressure controlled simulator valve (9). The simulator valve (9) opens when a braking pressure in the vehicle braking system (1) is greater than a primary braking cylinder pressure; otherwise, the simulator valve (9) is closed. If the separating valve (3) is closed during slip control, for example, the primary braking cylinder (2) forces braking fluid through the opened simulator valve (9) into the hydraulic accumulator (8) upon actuation so that a normal pedal characteristic occurs at least approximately when the separating valve (3) is closed.

Description

Beschreibung  description
Titel title
Hydraulische Fahrzeugbremsanlage Die Erfindung betrifft eine hydraulische Fahrzeugbremsanlage mit den Merkmalen des Oberbegriffs des Anspruchs 1.  The invention relates to a hydraulic vehicle brake system having the features of the preamble of claim 1.
Stand der Technik In hydraulischen Fahrzeugbremsanlagen, die eine Schlupfregelung aufweisen, sind die Bremskreise üblicherweise über Trennventile an einen Hauptbremszylinder angeschlossen und werden während einer Schlupfregelung durch Schließen der Trennventile hydraulisch vom Hauptbremszylinder getrennt. Dadurch werden Rückwirkungen der Schlupfregelung auf den Hauptbremszylinder, insbesondere ein pulsierendes Bremspedal wegen einer pulsierenden Förderung von Bremsflüssigkeit mittels einer Hydropumpe in jeden Bremskreis, die üblicherweise als Kolbenpumpe ausgebildet ist, vermieden. Auch wird umgekehrt eine Störung eines Bremsdruckaufbaus und einer Bremsdruckregelung durch den Hauptbremszylinder während einer Druckregelung durch Schließen der Trenn- ventile vermieden. Schlupfregelungen sind als Blockierschutzregelung, Antriebsschlupfregelung und Fahrdynamik- bzw. Schleuderschutzregelung bekannt, es sind die Abkürzungen ABS, ASR, FDR und ESP gebräuchlich. Die Aufzählung ist nicht abschließend. Das Trennen des Hauptbremszylinders von den Bremskreisen der Fahrzeugbremsanlage durch Schließen der Trennventile hat die Folge, dass ein Bremsflüssigkeitsvolumen im Hauptbremszylinder eingeschlossen ist und wegen der Inkompressibilität der Bremsflüssigkeit so gut wie kein Pedalweg oder allgemeiner ausgedrückt kein Betätigungsweg am Hauptbremszylinder möglich ist. Das sich„hart" und nahezu unbeweglich anfühlende Bremspedal verunsichert einen Fahrzeugführer und erschwert die Dosierung einer Pedalkraft oder allgemein einer Betätigungskraft, also einer vom Fahrzeugführer zur Bremsbetätigung ausgeübten Muskelkraft. Es kommt erschwerend hinzu, dass das „verhärtete" Bremspedal regelmäßig in einer ohnehin kritischen Fahrsituation auftritt, wenn die Schlupfregelung einsetzt. PRIOR ART In hydraulic vehicle brake systems which have a slip control, the brake circuits are usually connected via separating valves to a master cylinder and are hydraulically separated from the master cylinder during a slip control by closing the isolation valves. As a result, the effects of the slip control on the master cylinder, in particular a pulsating brake pedal due to a pulsating promotion of brake fluid by means of a hydraulic pump in each brake circuit, which is usually designed as a piston pump avoided. Conversely, a malfunction of a brake pressure build-up and a brake pressure control by the master brake cylinder during a pressure control by closing the separating valves is avoided. Slip regulations are known as anti-lock control, traction control and driving dynamics and skid control, the abbreviations ABS, ASR, FDR and ESP are common. The list is not exhaustive. The separation of the master cylinder from the brake circuits of the vehicle brake system by closing the isolation valves has the consequence that a volume of brake fluid is trapped in the master cylinder and because of the incompressibility of the brake fluid as good as no pedal travel or more generally expressed no actuation of the master cylinder is possible. The "hard" and almost immobile feeling brake pedal unsettles a driver and complicates the dosage of a pedal force or generally an actuating force, ie a force exerted by the driver for braking muscle power. To make matters worse, that the "hardened" brake pedal regularly occurs in an already critical driving situation when the slip control begins.
Es sind deswegen Pedalwegssimulatoren bekannt. Dabei handelt es sich üblicherweise um federbeaufschlagte Hydrospeicher, die an den Hauptbremszylinder angeschlossen sind und in die der Hauptbremszylinder Bremsflüssigkeit verdrängt, wenn er betätigt wird. Der Pedalwegsimulator ermöglicht einen Betätigungsweg am Hauptbremszylinder, wenn dieser durch Schließen der Trennventile hydraulisch von den Bremskreisen getrennt ist. Ein Federelement des Hydro- speichers erzeugt eine Pedalkraft, es ist ein zumindest näherungsweise übliches Pedalgefühl möglich, also die übliche Abhängigkeit einer Betätigungskraft vom Betätigungsweg wie bei einer Bremsbetätigung ohne Schlupfregelung. Die Federbeaufschlagung kann beispielsweise auch durch Gasdruck erfolgen, der Hydrospeicher also ein Gasdruckspeicher sein. There are therefore known Pedalwegssimulatoren. These are usually spring-loaded hydraulic accumulators, which are connected to the master cylinder and into which the master cylinder displaces brake fluid when it is actuated. The pedal travel simulator allows an actuation path on the master cylinder when it is hydraulically separated from the brake circuits by closing the isolation valves. A spring element of the hydraulic accumulator generates a pedal force; an at least approximately normal pedal feel is possible, that is to say the usual dependence of an actuation force on the actuation path, as in a brake actuation without slip control. The spring action can be done for example by gas pressure, the hydraulic accumulator so be a gas pressure accumulator.
Damit bei einer normalen Bremsbetätigung ohne Schlupfregelung keine Bremsflüssigkeit aus dem Hauptbremszylinder in den Pedalwegsimulator verdrängt wird, kann ein Simulatorventil zwischen dem Pedalwegsimulator und dem Hauptbremszylinder vorgesehen werden, das den Pedalwegsimulator vom Hauptbremszylinder trennt und bei geschlossenen Trennventilen mit dem Hauptbremszylinder verbindet. Als Simulatorventile finden Magnetventile Verwendung. So that in a normal brake operation without slip control no brake fluid is displaced from the master cylinder in the pedal travel simulator, a simulator valve between the pedal travel and the master cylinder can be provided which separates the pedal travel from the master cylinder and connects with closed isolation valves to the master cylinder. Solenoid valves are used as simulator valves.
Ein weiterer Anwendungsfall für einen Pedalwegsimulator sind elektrohy- draulische Fahrzeugbremsanlagen. Hierbei handelt es sich um Fremdenergie- Fahrzeugbremsanlagen, bei denen der Bremsdruck per Fremdenergie von einer Hydropumpe erzeugt wird und der Hauptbremszylinder ebenfalls durch Schließen eines Trennventils in jedem Bremskreis hydraulisch von der Fahrzeugbremsanlage getrennt wird. Bei einer Störung ist eine Hilfsbremsung mit dem Hauptbremszylinder möglich, indem die Trennventile offen bleiben. Another application for a pedal travel simulator is electrohy- draulic vehicle brake systems. These are foreign-vehicle braking systems in which the brake pressure is generated by external energy from a hydraulic pump and the master cylinder is also separated hydraulically from the vehicle brake system by closing a separating valve in each brake circuit. In the event of a malfunction, auxiliary braking with the master brake cylinder is possible by leaving the isolation valves open.
Offenbarung der Erfindung Die erfindungsgemäße hydraulische Fahrzeugbremsanlage mit den Merkmalen des Anspruchs 1 weist einen federbeaufschlagten Hydrospeicher als Pedal- wegsimulator auf, der durch ein Simulatorventil mit dem Hauptbremszylinder verbunden ist. Das Simulatorventil weist eine hydraulische Drucksteuerung auf, es wird durch hydraulischen Druck der Fahrzeugbremsanlage geöffnet und/oder geschlossen. Der Steuerdruck für das Simulatorventil ist insbesondere ein Brems- druck, den eine Hydropumpe der Fahrzeugbremsanlage beispielsweise bei einerDISCLOSURE OF THE INVENTION The hydraulic vehicle brake system according to the invention with the features of claim 1 has a spring-loaded hydraulic accumulator as pedal. road simulator, which is connected by a simulator valve to the master cylinder. The simulator valve has a hydraulic pressure control, it is opened and / or closed by hydraulic pressure of the vehicle brake system. The control pressure for the simulator valve is in particular a brake pressure which a hydraulic pump of the vehicle brake system, for example, at a
Schlupfregelung oder einer Fremd kraftbremsung erzeugt und/oder ein vom Hauptbremszylinder erzeugter Hauptbremszylinderdruck. Die erfindungsgemäße Drucksteuerung des Simulatorventils hat den Vorteil, dass sich eine elektronische Steuerung erübrigt. Sie benötigt keine Stromversorgung. Die Steuerung ist einfach und lässt sich robust und zuverlässig ausbilden. Sie ist in bestehendeSlip control or external power brake generated and / or generated by the master cylinder master cylinder pressure. The pressure control of the simulator valve according to the invention has the advantage that an electronic control is unnecessary. It does not require a power supply. The control is simple and can be made robust and reliable. She is in existing
Fahrzeugbremsanlage integrierbar und ermöglicht ein zumindest näherungsweise gewohntes Pedalgefühl, wenn die Bremskraft von der Hydropumpe anstatt mit dem Hauptbremszylinder erzeugt wird und der Hauptbremszylinder hydraulisch von der Fahrzeugbremsanlage getrennt ist. Vehicle brake system integrated and allows an at least approximately familiar pedal feel when the braking force is generated by the hydraulic pump instead of the master cylinder and the master cylinder is hydraulically isolated from the vehicle brake system.
Die Unteransprüche haben vorteilhafte Ausgestaltungen und Weiterbildungen der im Anspruch 1 angegebenen Erfindung zu Gegenstand. The dependent claims have advantageous refinements and developments of the invention specified in claim 1 to subject.
Anspruch 4 sieht ein Differenzdruckventil als Simulatorventil bzw. eine Differenz- drucksteuerung des Simulatorventils vor. Das Simulatorventil wird vom Bremsdruck geöffnet bzw. in einer Öffnungsrichtung beaufschlagt, den die Hydropumpe erzeugt, und es wird vom Hauptbremszylinderdruck geschlossen bzw. in Schließrichtung beaufschlagt. Ist der von der Hydropumpe erzeugte Bremsdruck größer als der Hauptbremszylinderdruck, wird das Simulatorventil geöffnet, ansonsten wird oder bleibt es geschlossen. Geöffnet bedeutet, dass das Simulatorventil denClaim 4 provides a differential pressure valve as a simulator valve or a differential pressure control of the simulator valve. The simulator valve is opened by the brake pressure or applied in an opening direction, which generates the hydraulic pump, and it is closed by the master cylinder pressure or applied in the closing direction. If the brake pressure generated by the hydraulic pump is greater than the master brake cylinder pressure, the simulator valve is opened, otherwise it is or remains closed. Open means that the simulator valve the
Hydrospeicher mit dem Hauptbremszylinder verbindet, geschlossen, dass der Hydrospeicher vom Hauptbremszylinder getrennt ist. Beispielsweise mit einem Federelement kann ein Differenzdruck, um den der Bremsdruck größer sein muss als der Hauptbremszylinderdruck um das Simulatorventil zu öffnen, bewirkt werden. Hydraulic accumulator connects to the master cylinder, closed, that the hydraulic accumulator is separated from the master cylinder. For example, with a spring element, a differential pressure by which the brake pressure must be greater than the master cylinder pressure to open the simulator valve, can be effected.
Kurze Beschreibung der Zeichnung Short description of the drawing
Die Erfindung wird nachfolgend anhand einer in der Zeichnung dargestellten Ausführungsform näher erläutert. Die einzige Figur zeigt einen vereinfachten und schematisieren hydraulischen Schaltplan einer erfindungsgemäßen hydraulischen Fahrzeugbremsanlage. The invention will be explained in more detail with reference to an embodiment shown in the drawing. The single figure shows a simplified and schematize hydraulic circuit diagram of a hydraulic vehicle brake system according to the invention.
Ausführungsform der Erfindung Embodiment of the invention
Die in der Zeichnung dargestellte, erfindungsgemäße hydraulische Fahrzeugbremsanlage 1 weist einen Zweikreis-Hauptbremszylinder 2 auf, an den zwei Bremskreise I, II angeschlossen sind, von denen ein Bremskreis I vereinfacht und schematisiert dargestellt ist. Der andere Bremskreis II ist der Einfachheit halber nicht dargestellt. Der Bremskreis I weist ein Trennventil 3 auf, durch das er an den Hauptbremszylinder 2 angeschlossen ist. Durch Schließen des Trennventils 3 ist der Hauptbremszylinder 2 hydraulisch vom Bremskreis I trennbar. Mit einer Hydropumpe 4 ist ein Bremsdruck im Bremskreis I erzeugbar. Hydraulische Radbremsen 5 sind durch Radbremsdruckmodulationsventilanordnungen 6 mit dem Bremskreis I verbunden. Solche Radbremsdruck- modulationsventilanordnungen 6 weisen üblicherweise ein Bremsdruckaufbau- und ein Bremsdruckabsenkventil auf, mit ihnen ist eine radindividuelle Radbremsdruckregelung in den Radbremsen 5 möglich. Solche Radbremsdruck- modulationsventilanordnungen 6 und ihre Funktion sind an sich bekannt und sol- len hier nicht näher erläutert werden. Eine radindividuelle Radbremsdruckregelung erfolgt zu einer Schlupfregelung, beispielsweise einer Bremsblockierschutz-, einer Antriebsschlupf- und/oder einer Fahrdynamik- bzw. Schleuderschutzregelung, für die Abkürzungen wie ABS, ASR, FDS und ESP gebräuchlich sind. Auch eine fahrgeschwindigkeitsabhängige Abstandsregelung von einem vorausfahrenden Fahrzeug ist möglich. Solche Regelungen werden als automatische Distanzregelung (ADR) oder Adaptive Cruise Control (ACC) bezeichnet. Wenn nachfolgend von einer Schlupfregelung die Rede ist, sollen darunter auch andere Bremsdruck- und Radbremsdruckregelungen verstanden werden, wie beispielsweise die genannte Abstandregelung. The illustrated in the drawing, inventive hydraulic vehicle brake system 1 has a dual-circuit master cylinder 2, to which two brake circuits I, II are connected, of which a brake circuit I is simplified and shown schematically. The other brake circuit II is not shown for the sake of simplicity. The brake circuit I has a separating valve 3, by which it is connected to the master cylinder 2. By closing the isolation valve 3, the master cylinder 2 is hydraulically separated from the brake circuit I. With a hydraulic pump 4, a brake pressure in the brake circuit I can be generated. Hydraulic wheel brakes 5 are connected to the brake circuit I by wheel brake pressure modulation valve assemblies 6. Such Radbremsdruck- modulationsventilanordnungen 6 usually have a Bremsdruckaufbau- and a brake pressure reduction valve, with them a wheel-specific Radbremsdruckregelung in the wheel brakes 5 is possible. Such wheel brake pressure modulation valve arrangements 6 and their function are known per se and will not be explained in more detail here. A wheel-specific wheel brake pressure control takes place to a slip control, for example a Bremsblockierschutz-, a traction and / or a driving dynamics or skid control, for the abbreviations such as ABS, ASR, FDS and ESP are common. A driving speed-dependent distance control of a preceding vehicle is also possible. Such controls are referred to as Automatic Distance Control (ADR) or Adaptive Cruise Control (ACC). If a slip control is mentioned below, it should also be understood as meaning other brake pressure and wheel brake pressure controls, such as, for example, the aforementioned distance control.
Der nicht gezeichnete Bremskreis II ist übereinstimmend mit dem gezeichneten Bremskreis I aufgebaut. The not-drawn brake circuit II is constructed in accordance with the drawn brake circuit I.
Die erfindungsgemäße Fahrzeugbremsanlage 1 weist einen Pedalwegsimulator 7 auf, der einen federbeaufschlagten Hydrospeicher 8 und ein Simulatorventil 9 umfasst. Das Simulatorventil 9 weist eine Drucksteuerung auf, es wird von einem Bremsdruck in der Fahrzeugbremsanlage 1 geöffnet und von einem Hauptbremszylinderdruck im Hauptbremszylinder 2 geschlossen. Die Drucksteuerung ist eine Differenzdrucksteuerung, das Simulatorventil 9 wird geöffnet, wenn der Bremsdruck in der Fahrzeugbremsanlage 1 größer als der Hauptbremszylinderdruck ist; ansonsten ist das Simulatorventil 9 geschlossen. Geschlossen bedeutet, dass das Simulatorventil 9 den Hydrospeicher 8 vom Hauptbremszylinder 2 trennt, geöffnet bedeutet, dass das Simulatorventil 9 den Hydrospeicher 8 mit dem Hauptbremszylinder 2 verbindet. In der dargestellten Ausführungsform der Erfindung ist das Simulatorventil 9 einThe vehicle brake system 1 according to the invention has a pedal travel simulator 7 which comprises a spring-loaded hydraulic accumulator 8 and a simulator valve 9. The simulator valve 9 has a pressure control, it is of a Brake pressure in the vehicle brake system 1 is opened and closed by a master cylinder pressure in the master cylinder 2. The pressure control is a differential pressure control, the simulator valve 9 is opened when the brake pressure in the vehicle brake system 1 is greater than the master cylinder pressure; otherwise the simulator valve 9 is closed. Closed means that the simulator valve 9 separates the hydraulic accumulator 8 from the master cylinder 2, opened means that the simulator valve 9 connects the hydraulic accumulator 8 with the master cylinder 2. In the illustrated embodiment of the invention, the simulator valve 9 is a
Schieberventil in Bauform eines Kolbenventils. Als Absperrkörper weist das Simulatorventil 9 einen Absperrkolben 10 auf, der allgemein auch als Schieber auf- gefasst werden kann. Der Absperrkolben 10 weist Durchlässe 1 1 auf, so dass auf seinen beiden Seiten stets derselbe Druck herrscht und keine resultierende Kraft bewirkt. Slide valve in the form of a piston valve. As a shut-off valve, the simulator valve 9 has a shut-off piston 10, which can generally also be held in the form of a slide. The shut-off piston 10 has passages 1 1, so that always the same pressure prevails on its two sides and causes no resultant force.
Der Absperrkolben 10 ist mit einer Kolbenstange 12 starr mit einem Steuerkolben 13 verbunden, beide Kolben 10, 13 sind in einem Zylinder bzw. einer Zylinderbohrung des Simulatorventils 9 angeordnet. Die beiden Seiten des Absperr- kolbens 10 kommunizieren durch die Durchlässe 1 1 miteinander. Der Steuerkolben 13 ist doppelt wirkend, seine eine Seite ist mit dem Bremsdruck der Fahrzeugbremsanlage 1 beaufschlagt und seine andere Seite ist mit dem Hauptbremszylinder 2 verbunden, d. h. sie wird vom Hauptbremszylinder 2 druckbeaufschlagt. Die eine Seite des Steuerkolbens 13 ist auf einer dem Haupt- bremszylinder 2 abgewandten Seite des Trennventils 3 an den Bremskreis I angeschlossen, beispielsweise an eine Druckseite der Hydropumpe 4. The shut-off piston 10 is rigidly connected to a piston rod 12 with a control piston 13, both pistons 10, 13 are arranged in a cylinder or a cylinder bore of the simulator valve 9. The two sides of the shut-off piston 10 communicate with each other through the passages 11. The control piston 13 is double-acting, its one side is acted upon by the brake pressure of the vehicle brake system 1 and its other side is connected to the master cylinder 2, d. H. it is pressurized by the master cylinder 2. One side of the control piston 13 is connected to the brake circuit I on a side of the isolation valve 3 facing away from the main brake cylinder 2, for example to a pressure side of the hydraulic pump 4.
Ist der Bremsdruck, den beispielsweise die Hydropumpe 4 bei geschlossenem Trennventil 3 in der Fahrzeugbremsanlage 1 bzw. im Bremskreis I erzeugt, grö- ßer als der Hauptbremszylinderdruck, verschiebt die dadurch am SteuerkolbenIf the brake pressure that is generated, for example, by the hydraulic pump 4 when the separating valve 3 is closed in the vehicle brake system 1 or in the brake circuit I, is greater than the master brake cylinder pressure, this shifts on the control piston
13 wirksame Druckdifferenz den Steuerkolben 13 in der Zeichnung nach rechts. Über die Kolbenstange 12 verschiebt der Steuerkolben 13 den Absperrkolben 10, der eine Verbindung 14 zum Hydrospeicher 8 freigibt, d. h. den Hydrospeicher 8 mit dem Hauptbremszylinder 2 verbindet. Ist der Hauptbremszylinderdruck min- destens so groß wie der Bremsdruck, den die Hydropumpe 4 im Bremskreis I erzeugt, herrscht Gleichdruck auf beiden Seiten des doppelt wirkenden Steuerkol- bens 13 oder es herrscht eine Druckdifferenz, die den Steuerkolben 13 in der Zeichnung nach links, also in eine Schließstellung beaufschlagt. Bei Gleichdruck am Steuerkolben 13 stellt eine Ventilschließfeder 15 die beiden Kolben 10, 13 in die Schließstellung zurück. Zusammengefasst bedeutet das, dass wenn der Bremsdruck, den die Hydropumpe 4 im Bremskreis I der Fahrzeugbremsanlage 1 erzeugt, größer als der Hauptbremszylinderdruck ist, wird das Simulatorventil 9 geöffnet, d. h. es verbindet den Hauptbremszylinder 2 mit dem Hydrospeicher 8. Sonst ist das Simulatorventil 9 geschlossen und der Hydrospeicher 8 vom Hauptbremszylinder 2 getrennt. 13 effective pressure difference the control piston 13 in the drawing to the right. About the piston rod 12, the control piston 13 moves the shut-off piston 10, which releases a connection 14 to the hydraulic accumulator 8, that connects the hydraulic accumulator 8 with the master cylinder 2. If the master brake cylinder pressure is at least as great as the brake pressure that the hydraulic pump 4 generates in the brake circuit I, steady-state pressure prevails on both sides of the double-acting control piston. bens 13 or there is a pressure difference, which acts on the control piston 13 in the drawing to the left, ie in a closed position. At constant pressure on the control piston 13, a valve closing spring 15, the two pistons 10, 13 in the closed position back. In summary, this means that when the brake pressure generated by the hydraulic pump 4 in the brake circuit I of the vehicle brake system 1 is greater than the master cylinder pressure, the simulator valve 9 is opened, ie it connects the master cylinder 2 with the hydraulic accumulator 8. Otherwise, the simulator valve 9 is closed and the hydraulic accumulator 8 separated from the master cylinder 2.
Durch die Verbindung des Hydrospeichers 8 mit dem Hauptbremszylinder 2 durch Öffnen des Simulatorventils 9 ist es möglich, Bremsflüssigkeit aus dem Hauptbremszylinder 2 in den Hydrospeicher 8 zu verdrängen. Das ermöglicht eine Bewegung an einem Bremspedal 16 bei geschlossenen Trennventilen 3. Ein Simulatorfederelement 17 im Hydrospeicher 8 bewirkt eine Pedalkraft, so dass bei geschlossenen Trennventilen 3 zumindest näherungsweise dieselbe Abhängigkeit einer Pedalkraft von einem Pedalweg am Bremspedal 16 und damit zumindest näherungsweise ein übliches Pedalgefühl herrscht wie bei geöffneten Trennventilen 3 und geschlossenem Simulatorventil 9, d. h. vom Hauptbrems- zylinder 2 getrenntem Hydrospeicher 8. Der Hydrospeicher 8 und das die beschriebene Differenzdrucksteuerung aufweisende Simulatorventil 9 bilden wie bereits gesagt einen Pedalwegsimulator 7, der die beschriebene, zumindest näherungsweise übliche Pedalkraft/Pedalweg-Abhängigkeit am Bremspedal 16 bei geschlossenen Trennventilen 3 bewirkt. By connecting the hydraulic accumulator 8 to the master cylinder 2 by opening the simulator valve 9, it is possible to displace brake fluid from the master cylinder 2 into the hydraulic accumulator 8. This allows movement on a brake pedal 16 with closed isolation valves 3. A simulator spring element 17 in the hydraulic accumulator 8 causes a pedal force, so that at least approximately the same dependence of a pedal force of a pedal travel on the brake pedal 16 and thus at least approximately a usual pedal feel prevails with closed isolation valves 3 with open separating valves 3 and closed simulator valve 9, d. H. As already mentioned, the hydraulic accumulator 8 and the simulated valve 9 having the described differential pressure control form a pedal travel simulator 7, which effects the described, at least approximately normal pedal force / pedal travel dependency on the brake pedal 16 with the isolating valves 3 closed.
Der Hydrospeicher 8 ist durch ein Rückschlagventil 18 an den Hauptbremszylinder 2 angeschlossen, das in Richtung des Hauptbremszylinders 2 durchströmbar ist. Nach einem Lösen der Fahrzeugbremsanlage 1 verdrängt das Simulatorfederelement 17 eventuell im Hydrospeicher 8 noch vorhandene Rest- bremsflüssigkeit durch das Rückschlagventil 18 in den Hauptbremszylinder 2.The hydraulic accumulator 8 is connected by a check valve 18 to the master cylinder 2, which can be flowed through in the direction of the master cylinder 2. After loosening the vehicle brake system 1, the simulator spring element 17 displaces any residual brake fluid remaining in the hydraulic accumulator 8 through the check valve 18 into the master brake cylinder 2.
Nach Beendigung einer Bremsung ist bzw. wird der Hydrospeicher 8 auf diese Weise entleert. After completion of braking or the hydraulic accumulator 8 is emptied in this way.
Ein zweiter Pedalwegsimulator 7 ist an dem nicht dargestellten Bremskreis II möglich, jedoch nicht erforderlich. A second pedal travel simulator 7 is possible on the brake circuit II, not shown, but not required.

Claims

Ansprüche claims
1 . Hydraulische Fahrzeugbremsanlage, mit einem Hauptbremszylinder (2), an den durch ein Trennventil (3) mindestens ein Bremskreis I, II angeschlossen ist, der eine Hydropumpe (4) aufweist, mit der ein Bremsdruck in der Fahrzeugbremsanlage (1 ) erzeugbar ist, und mit einem federbeaufschlagten Hyd- rospeicher (8), der durch ein Simulatorventil (9) mit dem Hauptbremszylinder (2) verbindbar ist, dadurch gekennzeichnet, dass das Simulatorventil (9) eine Drucksteuerung aufweist. 1 . Hydraulic vehicle brake system, with a master brake cylinder (2) to which an isolation valve (3) at least one brake circuit I, II is connected, which has a hydraulic pump (4), with a brake pressure in the vehicle brake system (1) can be generated, and with a spring-loaded hydraulic accumulator (8) which can be connected to the master brake cylinder (2) by a simulator valve (9), characterized in that the simulator valve (9) has a pressure control.
2. Hydraulische Fahrzeugbremsanlage nach Anspruch 1 , dadurch gekennzeichnet, dass das Simulatorventil (9) vom Bremsdruck der Fahrzeugbremsanlage (1 ) geöffnet wird. 2. Hydraulic vehicle brake system according to claim 1, characterized in that the simulator valve (9) from the brake pressure of the vehicle brake system (1) is opened.
3. Hydraulische Fahrzeugbremsanlage nach Anspruch 1 , dadurch gekennzeichnet, dass das Simulatorventil (9) von einem Hauptbremszylinderdruck geschlossen wird. 3. Hydraulic vehicle brake system according to claim 1, characterized in that the simulator valve (9) is closed by a master cylinder pressure.
4. Hydraulische Fahrzeugbremsanlage nach Anspruch 1 , dadurch gekennzeichnet, dass das Simulatorventil (9) ein Differenzdruckventil ist, das vom Bremsdruck der Fahrzeugbremsanlage (1 ) geöffnet und von einem Hauptbremszylinderdruck geschlossen wird. 4. Hydraulic vehicle brake system according to claim 1, characterized in that the simulator valve (9) is a differential pressure valve, which is opened by the brake pressure of the vehicle brake system (1) and closed by a master cylinder pressure.
5. Hydraulische Fahrzeugbremsanlage nach Anspruch 4, dadurch gekennzeichnet, dass die Drucksteuerung des Simulatorventils (9) einen doppelt wirkenden Steuerkolben (13) aufweist, dessen eine Seite mit dem Bremsdruck der Fahrzeugbremsanlage (1 ) und dessen andere Seite mit dem Hauptbremszylinderdruck beaufschlagt ist und das Simulatorventil (9) öffnet, wenn der Bremsdruck größer als der Hauptbremszylinderdruck ist. 5. Hydraulic vehicle brake system according to claim 4, characterized in that the pressure control of the simulator valve (9) has a double-acting control piston (13) whose one side is acted upon by the brake pressure of the vehicle brake system (1) and the other side with the master cylinder pressure and Simulator valve (9) opens when the brake pressure is greater than the master cylinder pressure.
6. Hydraulische Fahrzeugbremsanlage nach Anspruch 5, dadurch gekennzeichnet, dass das Simulatorventil (9) ein Schieberventil ist, dessen Absperrkörper ein Schieber ist, der mechanisch mit dem Steuerkolben (13) verbunden ist. Hydraulische Fahrzeugbremsanlage nach Anspruch 5, dadurch gekennzeichnet, dass das Simulatorventil (9) ein Kolbenventil ist, dessen Absperrkörper ein Absperrkolben (10) ist, der mechanisch mit dem Steuerkolben (13) verbunden und in einem Zylinder mit dem Steuerkolben (13) angeordnet ist, wobei die beiden Seiten des Absperrkolbens (10) miteinander kommunizieren. 6. Hydraulic vehicle brake system according to claim 5, characterized in that the simulator valve (9) is a slide valve whose shut-off body is a slide which is mechanically connected to the control piston (13). Hydraulic vehicle brake system according to claim 5, characterized in that the simulator valve (9) is a piston valve whose shut-off is a shut-off piston (10) which is mechanically connected to the control piston (13) and arranged in a cylinder with the control piston (13), wherein the two sides of the shut-off piston (10) communicate with each other.
Hydraulische Fahrzeugbremsanlage nach Anspruch 1 , dadurch gekennzeichnet, dass der Hydrospeicher (8) durch ein Rückschlagventil (18) mit dem Hauptbremszylinder (2) verbunden ist, das in Richtung des Hauptbremszylinders (2) durchströmbar ist. Hydraulic vehicle brake system according to claim 1, characterized in that the hydraulic accumulator (8) by a check valve (18) with the master cylinder (2) is connected, which in the direction of the master cylinder (2) can be flowed through.
EP10781630A 2009-12-23 2010-10-29 Hydraulic vehicle braking system Withdrawn EP2516223A1 (en)

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DE102009055224.3A DE102009055224B4 (en) 2009-12-23 2009-12-23 Hydraulic vehicle brake system
PCT/EP2010/066436 WO2011076470A1 (en) 2009-12-23 2010-10-29 Hydraulic vehicle braking system

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DE102009055224B4 (en) 2022-07-28
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JP2013514933A (en) 2013-05-02
US20120256478A1 (en) 2012-10-11

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