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
  • B60T8/343—Systems characterised by their lay-out
  • B60T8/344—Hydraulic 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
  • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
  • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
  • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
  • B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
  • B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders
• • 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

Definitions

• the invention relates to a housing block for a hydraulic brake system according to the preamble of the main claim.
• a housing block is known (DE-A-36 09 974).
• Such housing block arrangements are based on the problem of saving lines and connections and installation space and of creating an installation unit which can be easily adapted to the respective requirements.
• a brake booster, a master cylinder and valve units are designed as completely separate, independent structural units, this design is designed such that the elements can be coupled and decoupled directly spatially and functionally, with particular emphasis being placed on their Installation dimensions are coordinated with one another, so that the individual structural units are each fully interchangeable.
• the housing block mentioned at the outset, with the characterizing features of the main claim, has the advantage that a modular concept for ABS and / or ASR systems is created which is characterized in that all type variants are manufactured on the same production and assembly facilities can. Another advantage is that for two-, three- or four-channel brake control, only one plate, either a base plate or a top plate, needs to be expanded or reduced by one set of mounting holes for solenoid valves. Since each individual plate has the same bore or channel dimensions, it is possible to convert the housing block to a different brake control with little effort.
• the parallel solenoid valves allow a very simple contact by soldering, welding, plug contacts or the like.
• the construction of the housing block is carried out in such a way that individual construction layers are created in the direction of the motor axis of the drive motor, the individual layers being created by the pump drive motor, the pumps, the magnetic valves and memory and Damper, the attachment of which are formed by the electrical contact and by the electronic control unit.
• FIG. 1 shows an anti-lock brake system in the diagram
• FIG. 2 shows a base plate in plan view and in section
• FIG. 3 shows the same base plate, assembled with a first embodiment of an attachment plate
• FIG. 4 again shows the same base plate. Plate, but combined with another top plate
• Figure 5 shows another base plate with a similar in their outer contours, but different in the arrangement of the holes and channels top plate
• Figure 6 shows a further modification of the types according to Figures 1 to 4 and FIGS. 7 and 8 an ABS control unit and an ABS ASR control unit.
• a two-channel brake anti-lock system has a motor 1 for two return pumps 2, 2 ', which are arranged between a memory 3 and 3' and a damper 4 and 4 '. Furthermore, two master cylinders 5 and 5 'and two wheel brake cylinders 6 and 6' are provided, which have two magnetic valves, one inlet solenoid valve 7 and 7 'and one outlet solenoid valve 8 and 8' of brake fluid are connected. In this system there is also a non-return valve 9, 9 'bridging the inlet solenoid valve 7 or 7' and a throttle 10, 10 'on the damper 4, 4'.
• Such a two-channel anti-lock brake system works in such a way that the inlet solenoid valves 7, 7 'are open and the outlet solenoid valves 8, 8' are closed when braking.
• Pressure increase from the master cylinder 5, 5 ', which is optionally designed as a tandem or parallel cylinder, but in any case as a dual-circuit master cylinder, reaches the wheel brake cylinders 6 and 6' via two separate channels. If there is a risk of locking, the two solenoid valves 6, 6 'and 7, 7' switch over so that brake fluid can return to the return pump 2, 2 'via the accumulator 3, 3' and from there via the damper 4, 4 'to the master cylinder 5, 5' can. This relieves the brake and the Blocking risk eliminated.
• the solenoid valves are controlled accordingly by an electronic switching device.
• This two-channel anti-lock brake system which is only shown and described by way of example, can be expanded to a three-channel or four-channel anti-lock brake system by appropriate duplication, in particular of the solenoid valves, and it can also be used with a starting slip contactor (ASR) without great additional effort. be completed.
• ASR starting slip contactor
• the return pumps 2, 2 ', the accumulators 3, 3', the dampers 4, 4 * and the solenoid valves 7, 7 'and 8, 8' and the check valves 9, 9 'and the chokes 10, 10 ' are arranged in a housing block 11.
• this housing block 11 merely consists of a base plate 12 in which four receiving bores 13 and 14 for the four solenoid valves 7, 7 ', S, 8', the two inlet solenoid valves 7, 7 'and the two outlet solenoid valves 8, 8' are provided. Only the right side of the plate is fully drawn.
• the receiving bores 13 and 14 lie parallel to one another and are connected to a master cylinder connection 17 and a wheel-brake cylinder connection 18 via a channel 15, 16 leading to the outside.
• the receiving bores 13 and 14 are each connected via a channel 19 and 20 to a lying step bore 21 which is intended to receive the return pump 2, 2 '.
• a bore 22 is located centrally in the housing block 11, into which the drive motor 1 for the return pumps 2, 2 'can be inserted.
• a symmetry axis bears the designation X. To the left of the symmetry axis X, the housing block 11 is designed in exactly the same way as to the right of the symmetry axis.
• FIG. 2 On the right-hand side of FIG. 2, a section along the line A-A is shown, which shows the formation of the bores 14 and 24 and the position of the channels 15, 20 and 26 and the stepped bore 21.
• the housing block 11 When fully assembled, the housing block 11 is used to create the 2-channel anti-lock brake system, as shown in FIG. 1. If a 3-channel anti-lock brake system is now to be used, an attachment plate 30 is placed on the base plate 12, preferably screwed on, as a result of which a housing block 31 is then created.
• top plate 30 on the right of the axis of symmetry X is formed just like the upper half of the base plate 2 in FIG. only two further receiving bores 32 and 33 are provided, which are intended for receiving two further solenoid valves corresponding to solenoid valves 7 and 8.
• the arrangement of connecting channels 35, 36, 37 is also provided such that they correspond to the channels 19, 20 in the base plate 12.
• Another wheel brake cylinder connection 38 forms the third channel of the 3-channel anti-lock brake system. It can be seen that to convert a 2-channel system into a 3-channel system, only the modular attachment of the top plate 30 is required.
• top plate 40 is used together with the base plate 12, thus creating a housing block 41 as shown in the figure 4 is shown.
• the top plate 40 is of the same design as the top plate 30 according to FIG. 3, except that it is also fitted beyond the axis of symmetry X, as can be seen from the dash-dotted lines.
• FIG. 5 shows a housing block 51 which is intended for a brake system with an ABS and ASR concept, the brake circuits being conventionally divided separately for the front and rear axles. It can be seen that in such a case a base plate 52 which corresponds in its outer dimensions to the base and top plate construction according to FIGS. 3 and 4 but is different in the design of the bore arrangement is used. A top plate 50 used here also has a different channel guide, with the same external dimensions and the same receiving bores as the top plate 40.
• a solenoid valve receptacle bore 53 for an ASR solenoid valve is provided, which is connected to the master cylinder 5 via a connection 54.
• a refill container connection 57 is provided at the level of the solenoid valve receiving holes 55 and 56.
• the top plate 50 has four magnetic receiving bores 58, 59, 60, 61 for two inlet and two outlet solenoid valves and each pair of valves monitors a wheel-brake cylinder connection 62 and 63 for the purpose of ASR.
• a master cylinder connection 64 and two wheel brake cylinder connections 65 and 66 for ABS are provided on the right side of the base plate 52 in the drawing.
• a housing block type is necessary, as shown in FIG. 6 in plan view and in section AA. It can be seen that a housing block type 71 is used here which has a base plate 72 which corresponds in its outer dimensions to the base plate 52; also receiving bores 77, 78 and 79 for the inlet and outlet solenoid valves are arranged in the same way except for a missing receiving bore at the level of a master cylinder connection 73.
• a storage container connection has the reference number 74.
• a top plate 70 is attached to the base plate 72, which has a total of eight magnetic valve receiving bores, four of which (80, 81, 82, 83) are shown on the left of the axis of symmetry X.
• the top plate 70 has a total of four connections on its two sides, one ABS-monitored wheel brake cylinder connection 75 and one ASR-monitored wheel brake cylinder connection 76.
• section AA of FIG. 6 it can be seen that the receiving bores 80, 78 and 77 are connected to the pump receiving bore 21 via a channel 84 and that the receiving bore 82 is also connected via a channel 85 the receiving bore 77 is connected to which the master cylinder port 73 leads.
• the mounting side of the attachment plate 70 is of exactly the same design as that of the attachment plate 50 in FIG. 5. In this way, the two attachment plates 50 and 70 can be used in a modular manner, depending on the design of the braking system.
• FIG. 7 shows an electronic ABS control device 101 in side view and top view, which is screwed directly to a housing block 102
• FIG. 8 shows an electronic ABS ASR control device 103 which is attached to the same housing block 102 is.
• cooling fins 104 attached to a cover 106 for the electronic control device 101 or 103 can be arranged at a convenient location where they only allow the installation space in the longitudinal direction, ie. H. enlarge in the direction of the axis of a return pump drive motor 105. None is changed in the width and height of the housing block in order not to impair the complete design and the good installation of the housing block in a vehicle.
• the various exemplary embodiments show that all type variants have the same channels, as well as connection and receiving bores. This creates a modular concept for ABS and ASR braking systems.
• the arrangement of the hydraulic elements takes place in the form shown, i.e. the plate-shaped housing block is arranged perpendicular to the motor axis.
• the two master brake cylinder circuits are located in the housing block on the left and right of this axis.
• the accumulator is located under the low-pressure part and the damper is under the high-pressure part of the pump.
• the paired solenoid valves for the individual wheel circuits are arranged above the return pumps 2, 2 '.
• the housing block can also be expanded for variants going beyond a four-channel ABS by an additional block which is screwed onto the housing block at the top.
• the parallel magnetic valves allow very simple contacting by means of a conductor track by soldering, welding, plug contacts or the like.
• the housing block has a distinctive layered structure in the direction of the motor axis of the pump drive motor.
• the individual layers are:
• the core of the invention is an optimized arrangement of the hydraulic structural elements in or on a housing block.
• This arrangement permits very simple drilling in this block with minimized hole lengths, a small number of holes and a minimized number of hole closures.
• the standardized grid size allows the use of the same production facilities for all type variants.
• the arrangement according to the invention also enables very simple electrical contacting of the solenoid valves.

Landscapes

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=6405048

Family Applications (1)

Country Status (6)

Families Citing this family (18)

Family Cites Families (7)

• 1990
  • 1990-04-25 DE DE4013159A patent/DE4013159A1/de not_active Withdrawn
• 1991
  • 1991-03-22 JP JP3505666A patent/JPH04506789A/ja active Pending
  • 1991-03-22 KR KR1019910701926A patent/KR920702658A/ko not_active Withdrawn
  • 1991-03-22 WO PCT/DE1991/000254 patent/WO1991016221A1/de not_active Ceased
  • 1991-03-22 EP EP91906160A patent/EP0479963A1/de not_active Withdrawn
  • 1991-04-22 CS CS911140A patent/CS114091A2/cs unknown

Non-Patent Citations (1)

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