WO2016096532A1 - Système de freinage pour véhicules automobiles - Google Patents

Système de freinage pour véhicules automobiles Download PDF

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Publication number
WO2016096532A1
WO2016096532A1 PCT/EP2015/078945 EP2015078945W WO2016096532A1 WO 2016096532 A1 WO2016096532 A1 WO 2016096532A1 EP 2015078945 W EP2015078945 W EP 2015078945W WO 2016096532 A1 WO2016096532 A1 WO 2016096532A1
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WO
WIPO (PCT)
Prior art keywords
pressure
brake system
brake
chamber
valve
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
PCT/EP2015/078945
Other languages
German (de)
English (en)
Inventor
Hans-Jörg Feigel
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
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of WO2016096532A1 publication Critical patent/WO2016096532A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • B60T13/74—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 electrical assistance or drive
    • B60T13/745—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 electrical assistance or drive acting on a hydraulic system, e.g. a 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic 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
    • 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
    • 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
    • B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
    • B60T8/3645—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems having more than one electromagnetic coil inside a common housing
    • 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
    • B60T8/40—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
    • B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device

Definitions

  • the present invention relates to a brake system for
  • Such a brake system for motor vehicles is known for example from DE 102011081463 AI.
  • the known brake system comprises an actuatable by means of a brake pedal main ⁇ brake cylinder with two pressure chambers, wheel brakes, an electrically controllable pressure supply device, a pressure control valve assembly with two valves per wheel brake, two more valves per brake circuit, of which the two isolation valves for decoupling the master cylinder pressure chambers of the wheel ⁇ ; mode brakes in the 'brake-by-wire "are needed, and a simulation device, which is connected to the pressure chambers of the master brake cylinder and which supplied via a simulator release valve and can be switched off.
  • Object of the present invention is to provide a brake system, which has a further improved availability and at the same time is inexpensive to produce. Ins ⁇ particular is to provide a brake system, which also in case of failure of an electrical power unit of
  • Brake system still allows at least one axle-specific brake pressure ⁇ adjustment.
  • the invention is based on the idea that the first master brake cylinder piston coupled to the brake pedal is designed as a stepped piston whose annular surface delimits a hydraulic chamber which is connected to the simulator chamber of the hydraulically actuable simulation device and the brake system comprises at least one solenoid valve. which is actuated by means of a first coil and a second coil electrically separated from the first coil.
  • double-actuated solenoid valve is to be understood as meaning that the solenoid valve can be actuated at least twice.An advantage of the invention is that a normally open solenoid valve can be actuated
  • Simulator valve can be used and that can be dispensed with separation valves for hydraulic decoupling of the master cylinder pressure chambers of the wheel brakes. This is achieved in that the simulation device is not connected to one of the pressure chambers of the master cylinder, so it can be hydraulically separated from the pressure chambers of the master cylinder, but is still coupled directly to the movement of the first master cylinder piston. Since the pressure chambers of the master cylinder are no longer connected to the simulator chamber are different pressures can be set in the pressure chambers of the master cylinder than the pressure in the simulator chamber, which the driver experiences. It is sufficient that only one or two solenoid valves of the brake system are twofold controlled led off and yet a achsindividuelle brake pressure ⁇ setting (electronic brake force distribution) is possible.
  • An advantage of the invention is also that the availability of the brake system and the overall deceleration is improved even when driving conditions on low coefficient of friction, with only one or two solenoid valves must be designed to be controlled twice, so that the brake system can be produced inexpensively.
  • the first master cylinder piston is thus formed as a stepped piston with at least one circular surface and an annular surface ⁇ forms, the circular area of the first pressure chamber and the annular surface bounds the hydraulic chamber, wherein a
  • Pressure effect in the chamber corresponds to a force acting on the first master cylinder piston against the direction of actuation.
  • all valves of the brake system are designed as solenoid valves.
  • the valves can be actuated by means of only one coil except for the exactly one solenoid valve which can be controlled twice or up to exactly two solenoid valves which can be controlled in duplicate.
  • the first master cylinder piston is coupled via an actuating force transmitting push rod with a brake pedal.
  • a movement of the second master cylinder piston in the direction of the first master cylinder piston is preferably limited .
  • Particularly preferred is the movement of the second Master brake cylinder piston in the direction of the first master ⁇ cylinder piston limited by a stop.
  • a higher pressure can be built up in the second pressure chamber of the master cylinder by means of the pressure ⁇ supply device, as present in the first pressure chamber.
  • the brake system includes exactly two times
  • controllable solenoid valve which is actuated by means of two electrically separated coils.
  • the brake system comprises at most two double-controllable solenoid valves, which are each actuated by means of two electrically separated coils.
  • the brake system preferably comprises a first electrical circuit with a first electrical power supply unit and first drive means and a second electrical circuit with a second electrical power supply unit and second drive means, wherein for each double-controllable solenoid valve, the first coil by means of the first electrical circuit and the second coil by means of second electrical circuit is driven.
  • the one or more solenoid valves it is particularly preferable for the one or more solenoid valves to be controlled in such a way that an axle-specific or wheel-specific brake pressure control can be carried out even if one of the electrical circuits fails.
  • all solenoid valves of the brake system are controlled at least by means of the first electrical circuit.
  • the first electrical circuit is preferably independent of the second electrical circuit.
  • the Brake system a hydraulic connection between the second pressure chamber and the chamber in which an electrically actuated isolation valve is arranged, wherein the isolation valve is the double-controllable solenoid valve or one of the double-actuated solenoid valves.
  • the isolation valve is particularly preferably designed to be normally open. This connection is shut off by way of advantageous ⁇ enough, by an actuation of the second master brake cylinder piston.
  • an electrically actuated simulator valve for switching on and off of the effect of the simulation device is provided, wherein the simulator valve is one of the double-actuated solenoid valves.
  • the simulator valve is particularly preferably designed to be normally open, so that fouling or incomplete closing of the
  • the electric motor has at least two independently operable drive units, each with at least one winding for driving the rotor of the electric motor.
  • one of the drive units is controlled by means of the first electrical circuit and the other of the drive units by means of the second electrical circuit, so that even if one of the electrical circuits electrically controlled braking with electrical brake force distribution is feasible.
  • a hydraulic connection between the first pressure chamber and the pressure medium reservoir is provided, in which an electrically actuated drain valve is arranged.
  • the first pressure chamber can be kept pressureless in the "brake-by-wire" mode, whereby the brake pedal characteristic in the response region is not influenced by the movement of the second master cylinder piston
  • the drain valve has the further advantage that in the event that during a
  • Brake pedal operation is a transition into the fallback mode takes place, by closing the drain valve Bremspedalweghelpfill, direct actuation of the wheel brakes by the driver is possible.
  • At least one radial bore is arranged such that the second pressure chamber in the unactuated position of the second master cylinder piston via the radial bore and a container connection with the pressure fluid reservoir is in communication, said Connection is shut off by an actuation of the second master cylinder piston, and between the container port and the chamber, a hydraulic connection is provided, in which the separating valve is arranged.
  • At least one radial bore is preferably arranged such that the first pressure chamber is in the unactuated position of the first master cylinder piston via the radial bore in communication with the chamber, wherein the connection is shut off by an actuation of the first master cylinder piston.
  • a hydraulic Ver ⁇ connection between the pressure supply device and the second pressure chamber is preferably provided.
  • This compound is particularly preferably by actuating the In the "brake-by-wire" mode, the wheel brakes associated with the second pressure chamber are therefore pressurized via the connection between the pressure supply device and the second pressure chamber and the first wheel valves.
  • the first brake chamber associated with the first pressure chamber is preferably depending on a second, electrically controllable wheel valve
  • Pressure control valve assembly associated, which is arranged in a hydraulic connection between the pressure supply device and the wheel brake.
  • the pressure regulating valve arrangement preferably comprises a first, electrically activatable, normally open wheel valve.
  • Each first wheel valve is preferably arranged in the connection between the wheel brake and the associated pressure chamber, wherein no further valve is provided in the connection between the first wheel valve and the pressure chamber.
  • the pressure control valve assembly comprises preferably only for the first pressure chamber associated with the wheel brakes depending on a second, electrically controlled wheel valve, which is arranged in a hydrau ⁇ intermetallic compound between the pressure supply device and the wheel brake.
  • the second wheel valves are designed to be normally closed and no further valve is provided in each case in the connection between the pressure supply device and the second wheel valve.
  • Fig. 1 shows a first embodiment of a erfindungsge ⁇ MAESSEN brake system
  • Fig. 2 shows a second embodiment of a brake system according to Inventive ⁇ .
  • Fig. 1 shows a first embodiment of an OF INVENTION ⁇ to the invention the brake system, which consists essentially of an actuatable by means of an actuating or brake pedal 21 hydraulic brake master cylinder 1, a co-operating the master cylinder 1, hydraulically operable simulation device 11, a master brake cylinder 1 associated pressure medium reservoir 9, an electrically controllable pressure supply device 18, hydraulically actuated wheel brakes 6a-6d, an electrically controllable pressure control valve assembly 30 for controlling and / or controlling the wheel brakes on the wheel brakes and at least a (not shown) electronic control unit (ECU) consists.
  • ECU electronice control unit
  • the master brake cylinder 1 has, in a housing 10, two hydraulic main brake cylinder pistons 2, 3 arranged one behind the other (primary piston 2, secondary piston 3), which delimit hydraulic pressure chambers 4, 5 with the housing 10.
  • the pressure chambers 4, 5 are connected by means of hydraulic connections (lines) 27a, 27b to the pressure regulating valve arrangement 30 in connection.
  • Master brake cylinder piston (primary piston) 2 is formed as a stepped piston with a circular area and an annular surface 23 ⁇ , wherein the circular surface of the first pressure chamber 4 and the annular surface 23 defines a hydraulic chamber 22.
  • a pressure effect in the chamber 22 corresponds to a force acting on the first master cylinder piston 2 against the actuation direction.
  • a return spring 28 is operatively disposed between the housing 10 and the brake pedal 21, which positions the brake pedal 21 and thus the primary piston 2 in an initial position when the brake pedal 21 is unactuated.
  • the pressure chamber 5 receives an unspecified return spring, which positions the piston 3 when the master brake cylinder 1 is in an initial position.
  • the actuation path of the master brake cylinder piston 2 is detected by a displacement sensor 32 and represents the braking request of the vehicle driver.
  • the displacement sensor 32 has at least two re ⁇ dundant switched displacement sensors.
  • Pressure control valve assembly 30 comprises for each wheel brake 6a-6d, for example, a normally open, first wheel valve 7a-7d and for the primary pressure chamber 4 associated wheel brakes 6a, 6b each a normally closed, second wheel valve 8a, 8b.
  • the Wheel valves 7a and 7b and 8a and 8b are analogously exemplified or designed to be controlled analogously.
  • the wheel valves 7a-7d are arranged in the respective hydraulic connection between the associated pressure chamber 4, 5 and the wheel brake 6a-6d, wherein according to the example no further valve is arranged in this connection.
  • the first brake circuit I which is connected to the pressure chamber 4, the rear wheel brakes (6a: rear left (RL), 6b: rear right (RR)) and the second brake circuit II, the front wheel brakes (6c: front left (FL ), 6d: front right (FR)).
  • Wheel valves 8a and 8b are arranged in a hydraulic connection 41 between the pressure supply device 18 and the wheel brakes 6a, 6b, wherein, according to the example, no further valve is arranged in this connection 41.
  • each of the master brake cylinder piston 2 3 radial bores are formed.
  • the pressure chamber 5 via the radial bores, a container port 48 and a line section 26b with a first check valve 40 and a second check valve 43, the one, advantageously normally closed, Zus ⁇ chaltventil 51 is connected in parallel with the Pressure medium ⁇ reservoir 9 connected.
  • the check valves 40, 43 are arranged to open in the direction of the pressure chamber 5, so that pressure medium from the pressure medium reservoir 9 via the
  • Connection 26b can be sucked into the pressure chamber 5.
  • the pressure chamber 4 is connected via the radial bore with the chamber 22.
  • the connection via the radial bores is shut off by an actuation (a displacement) of the piston 2 or 3 in the housing 10.
  • the first pressure chamber 4 and the hydraulic chamber 22 are thus hydraulically sealed against each other in an actuated state of the first main ⁇ brake cylinder piston.
  • the first pressure chamber 4 is connected by means of a hydraulic connection 33, regardless of the actuation state of the piston 2, with a, advantageously normally closed, from ⁇ lassventil 25 separably connected to the pressure medium reservoir 9.
  • the pressure chamber 4 are switched “pressureless” by the pressure chamber 4 is connected by opening the discharge valve 25 with the pressure fluid reservoir 9 in the actuated state of the piston. 2 Further telvolumen the excess pressure with ⁇ which (in a brake control, for example Schlupfre- gelung ) must be removed from the wheel brakes 6a, 6b in the pressure medium supply ⁇ container 9, be discharged via the drain valve 25.
  • a brake control for example Schlupfre- gelung
  • the simulation device 11 which is intended to give the driver a pleasant brake pedal feel in the "brake-by-wire" mode, essentially comprises a hydraulic simulator chamber 12, a simulator spring chamber 14 with an elastic element 13 and a partition separating the two chambers 12, 14 Simulator piston 15.
  • the chamber 22 of the master brake cylinder 1 is connected to the simulator chamber 12 via a hydraulic connection 29a, 29b, wherein the connection 29b is still separably connected to the pressure medium reservoir 9 via a normally open simulator valve 16.
  • the simulator valve 16 is in the direction of chamber 22 or the chamber 12 opening check valve 17 connected in parallel.
  • the container connection 48 of the secondary pressure chamber 5 is furthermore connected via a hydraulic connection to the hydraulic connection 29a, 29b, wherein the connection can be separated by a second, advantageously normally open, separating valve 49.
  • Separating valve 49 is arranged according to example in a line section 131, which the Lei tion section 26b with the line section between chamber 22 and simulator valve 16 (connection 29a, 29b) connects.
  • Simulator valve 16 and closed container-separating valve 49 flows pressure medium from the chamber 22 of the master cylinder 1 in the simulator chamber 12, wherein the case generated pedal feeling is essentially determined by the elastic member 13.
  • the electrically controllable pressure supply device 18 is, for example, designed as a hydraulic Zylin ⁇ the-piston assembly or an electro-hydraulic actuator, the piston 34 of a schematically indicated electric motor 35 with the interposition of a rotationally-translational transmission also shown schematically operable.
  • Rotor position sensor system is designated by the reference numeral 36.
  • Rotor position sensor 36 has at least two redundantly connected rotor position sensors.
  • Temperature sensor 37 can be used to detect the temperature of the motor winding.
  • the housing and the piston 34 of the pressure supply device 18 are designed stepped, so that the piston 34 defines a pressure chamber 38 and a second, annular pressure chamber 39.
  • Pressure chamber 38 is connected on the one hand via the line 41 with the wheel brakes 6a, 6b of the first brake circuit I via each of the currentless ⁇ closed, second wheel valve 8a, 8b of Druckregelventilan- order 30.
  • the pressure chamber 38 is connected via a hydraulic connection 44 to the container port 48 of the pressure chamber 5 of the master cylinder 1, so that Pressure medium from the pressure fluid reservoir 9 via the connections 44 and 26 b can be sucked into the pressure chamber 38 of the pressure supply device 18.
  • the pressure chamber 38 is connected at the non-operated secondary piston 3 to the pressure chamber 5, so that in the 6c "Bra- ke-by-wire" mode, a pressurization of the wheel brakes, 6d of the second brake circuit II can be carried out by means of the pressure already ⁇ tellungs gifted 18
  • the pressure chamber 38 and the pressure chamber 39 are in hydraulic communication with one another through a bore in the piston 34.
  • the pressure chamber 39 is connected via a hydraulic connection 45 to the line section 26b between the first check valve 40 and the second
  • Electric motor 35 includes a rotor and a stator and is embodied, for example, as a brushless DC motor having two independently operable drive units each having a winding for driving the rotor of the electric motor 35.
  • Each drive unit is suitable for exerting a torque on the rotor and thus to maintain the function of the electric motor 35. In this way, there is a redundancy of drive units within the electric motor 35, which means that in case of failure to a ⁇ drive unit with the other drive unit a sufficient torque can be generated.
  • the exemplary brake system includes a pressure sensor 42, by means of which in the "brake-by-wire" mode, the system pressure of the pressure supply Lung device 18 is detected.
  • a pressure sensor 42 by means of which in the "brake-by-wire" mode, the system pressure of the pressure supply Lung device 18 is detected.
  • Pressure sensor 42 includes at least two redundantly connected pressure sensors. Furthermore, for example, a
  • Brake fluid sensor 52 is provided.
  • Brake system ("brake-by-wire” mode) is actuated by the driver of the primary piston 2 at a Be ⁇ actuation of the brake pedal 21, wherein the piston movement is detected by means of the displacement sensor 32.
  • Isolation valve 49 is closed and the drain valve 25 is opened.
  • a pressure builds up in accordance with the simulator characteristic of the simulation device 11. Since no pressure build-up in the (primary) pressure chamber 4 is possible due to the opened drain valve 25, the only static reaction force is the simulator pressure force.
  • a hydraulic Dämp ⁇ fung effect can be achieved by the opening characteristic of the exhaust valve let the 25th
  • primary piston travel-dependent damping values can also be implemented (hydraulically / mechanically and / or electronically). Due to the non-pressurized primary chamber 4 and the secondary chamber 5 is depressurized or almost depressurized.
  • the normally open wheel valves 7c, 7d of the brake circuit II remain open, whereas the normally open wheel valves 7a, 7b of the brake circuit I are closed.
  • the currentless closed ⁇ wheel valves 8a, 8b of the brake circuit I are opened.
  • a system pressure is built up by displacing the piston 34 by means of the electric motor 35, which leads via the connection 41 or the connection 44, 5, 27b to a wheel pressure buildup on the wheel brakes 6a-6d.
  • the system pressure is measured by the pressure sensor 42.
  • Displacement sensor system 32 detected and moved back corresponding to the piston 34 of the pressure supply device 18, which takes place via the (open) multiplex wheel valves 7c, 7d in the brake circuit II and the open, second wheel valves 8a, 8b in the brake circuit I degradation of the wheel brake.
  • first electrical energy supply unit A and a second electrical energy supply unit B are provided, by way of example (not shown in FIGS. 1 and 2), wherein the two energy supply units A, B are independent of one another.
  • first driving means are provided, for example in the form of a first microcontroller, which are supplied electric power from the first Ener ⁇ gieppstechnik Amit and which for controlling the valves 7a-7d, 8a, 8b of the pressure control valve assembly 30, the valves 16, 25, 49, 51 and one of the drive units of the electric motor 35 are formed.
  • the control or supply of said components by means of the first power supply unit A is indicated in the figures by an A.
  • the first drive means are advantageously arranged in the electronic control unit.
  • the first control means are also the redundant pressure sensors of the pressure sensor 42, one of the displacement sensors of the displacement sensor 32 and one of the position sensors of the position sensor 36 of the electric motor 35 assigned.
  • the said sensors are supplied via the first drive means of the first power supply unit A ⁇ with electrical energy and their signals are fed to the first drive means and advantageous- proved by these processes.
  • the aforementioned sensors are therefore also indicated by an A in the figures.
  • second drive means are provided, for example in the form of a second microcontroller, which are supplied from the second Ener giereadysech ⁇ B with electric power and which are designed to control the valves 16 and 49 and the second drive unit of the electric motor 35th
  • the second drive means and the second displacement sensor of the displacement sensor 32 and the second position sensor of the position sensor 36 of the electric motor 35 are assigned.
  • the control resp. Supply of said components by means of the second power supply unit B is indicated by a B in the figures.
  • the second drive means may be arranged like the first drive means in the electronic control unit or in another, advantageously independent, electronic control unit.
  • valves 7a-7d, 8a, 8b of the pressure regulating valve arrangement 30 and the valves 25 and 51 can be actuated only when the first energy supply unit A is intact.
  • Electric motor 35 can still be actuated by the other energy supply units B, A in case of failure of one of the power supply units A, B.
  • the valve 16 or 49 can be actuated independently by means of the first and the second drive means
  • the valve 16 or 49 comprises two electrically separate coils, from which it can be actuated, wherein the first coil can be energized only by the first drive means and the second coil can be energized only by the second drive means.
  • the coils are wound to prevent a short circuit, preferably one above the other in two layers ⁇ packages or adjacent.
  • each of the ten valves 7a-7d, 8a, 8b, 16, 25, 49, 51 of the brake system and the pressure supply device 18 can be actuated and there are signals from the sensors 32, 36 and 42 for brake pressure control / regulation.
  • valves 16 and 49 of the brake system and the pressure ⁇ supply device 18 can still be operated and there are signals of the sensors 32 and 36 for brake pressure adjustment.
  • the brake pedal 21 Upon actuation of the brake pedal 21 by the driver, therefore, the movement of the piston 2 by means of the supplied from the power supply unit B displacement sensor of
  • the simulator valve 16 and the isolation valve 49 can be closed.
  • the drain valve 25 can only be actuated by the first drive means supplied by the energy supply unit A.
  • the actuation of the brake pedal 21 by the driver thus leads to a pressure build-up in the two pressure chambers 4 and 5, which leads due to the normally open wheel valves 7a-7d to a pressure build-up on the wheel brakes 6a-6d.
  • the wheel brakes 6a and 6b of the rear axle comprise, for example, each an electrically operable parking brake actuator (EPB L, EPB R), so that in an emergency, in particular in case of failure of the hydrau- Lischer brake system, a service braking by means of parking brake actuators is feasible or the hydraulic
  • Brake system can be supported if necessary by the parking brake actuators on the rear axle.
  • a second pressure sensor 31 is provided which is connected to the junction 29a and so the detected in the chamber 22 and simulator chamber 12 constructed by a displacement of the primary piston 2 pressure.
  • the pressure sensor 31 has at least two redundantly connected pressure sensors.
  • a first electrical energy supply unit A and a second electrical energy supply unit B independent thereof are also provided according to the second exemplary embodiment.
  • the first on ⁇ control means supplied by the first power supply unit A are for controlling the valves 7a-7d, 8a, 8b of the pressure control valve assembly 30, the valves 16, 25, 49, 51 and one of the drive units of the electric motor are formed 35th
  • the first control means are the redundant pressure sensors of the pressure sensor 42, the redundant pressure sensors of the second pressure sensor 31 and one of the position sensors of
  • the second drive means supplied by the second power supply unit B are designed to drive only the valve 49 and the second drive unit of the electric motor 35.
  • the second drive means are associated with the redundant displacement sensors of the displacement sensor 32 and the second position sensor of the position sensor 36 of the electric motor 35.
  • only the valve 49 comprises two electrically separated coils, wherein the first coil can be energized only by the first drive means and the second coil can be energized only by the second drive means, so that only the valve 49 independently by means of the first and second drive means is actuated.
  • each of the ten valves 7a-7d, 8a, 8b, 16, 25, 49, 51 of the brake system and the pressure supply device 18 can be actuated and there are signals from the sensors 31, 36 and 42 for brake pressure control / regulation.

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

Abstract

L'invention concerne un système de freinage pour véhicules automobiles, présentant un mode de freinage à commande électronique, qui comprend un maître-cylindre de frein (1) pourvu d'au moins un premier et un deuxième piston de maître-cylindre de frein (2, 3), lesquels sont disposés l'un derrière l'autre et délimitent une première et une seconde chambre de pression (4, 5), les première et seconde chambres de pression étant chacune reliées à des freins de roue (6a, 6b, 6c, 6d), un réservoir de fluide de pression (9), un dispositif de simulation (11), un dispositif de production de pression à commande électrique (18), et un ensemble de vannes de régulation de pression (30) qui est raccordé hydrauliquement au maître-cylindre de frein, au dispositif de production de pression (18) et aux freins de roue, et qui est destiné à régler les pressions au niveau des freins de roue pour chaque roue. Le premier piston de maître-cylindre de frein est configuré sous forme d'un piston étagé dont la surface annulaire (23) délimite une chambre hydraulique (22). La chambre hydraulique (22) est reliée hydrauliquement à la chambre de simulateur (12), et le système de freinage comprend au moins une vanne électromagnétique à double commande (49, 16) qui est actionnée au moyen d'une première bobine et d'une seconde bobine séparée électriquement de la première bobine.
PCT/EP2015/078945 2014-12-16 2015-12-08 Système de freinage pour véhicules automobiles Ceased WO2016096532A1 (fr)

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DE102014225962.2A DE102014225962A1 (de) 2014-12-16 2014-12-16 Bremsanlage für Kraftfahrzeuge

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WO2016096532A1 true WO2016096532A1 (fr) 2016-06-23

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CN106218609A (zh) * 2016-08-30 2016-12-14 浙江万向精工有限公司 新型车辆行车制动助力装置
WO2018130481A1 (fr) * 2017-01-11 2018-07-19 Continental Teves Ag & Co. Ohg Système de freinage pour véhicule automobile
CN109572653A (zh) * 2017-09-29 2019-04-05 株式会社万都 电子制动系统
WO2019068501A1 (fr) * 2017-10-06 2019-04-11 Continental Teves Ag & Co. Ohg Agencement de soupapes et système de freinage
WO2020060180A1 (fr) * 2018-09-19 2020-03-26 주식회사 만도 Dispositif de frein et procédé de commande associé
WO2022000444A1 (fr) * 2020-07-03 2022-01-06 华为技术有限公司 Dispositif de réglage de sensation de pédale et procédé de commande
CN114514152A (zh) * 2019-10-04 2022-05-17 罗伯特·博世有限公司 控制尤其用于机动车的能电子滑动调节的助力制动装备的方法和尤其用于机动车的能电子滑动调节的助力制动装备
CN115703442A (zh) * 2021-08-12 2023-02-17 芜湖伯特利汽车安全系统股份有限公司 具备冗余控制功能的车辆制动系统及其控制方法
CN116348346A (zh) * 2020-10-26 2023-06-27 罗伯特·博世有限公司 制动系统和用于对至少双轴的车辆进行制动的方法

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DE102016105232A1 (de) * 2016-03-21 2017-09-21 Ipgate Ag Betätigungsvorrichtung für ein hydraulisches Betätigungssystem, insbesondere eine Kraftfahrzeugbremse oder einen elektrifizierten Kupplungs- und Gangsteller
CN107054333B (zh) * 2017-03-01 2018-07-20 吉林大学 电机控制的液压制动系统
DE102017208178A1 (de) 2017-05-16 2018-11-22 Continental Teves Ag & Co. Ohg Bremsanlage sowie Verfahren zum Betrieb einer Bremsanlage
KR102353022B1 (ko) 2017-05-17 2022-01-20 주식회사 만도 전자식 브레이크 시스템
CN107444374A (zh) * 2017-07-04 2017-12-08 浙江零跑科技有限公司 一种制动踏板感控制方法、系统及踏板感模拟装置
DE102018206563A1 (de) * 2018-04-27 2019-10-31 Robert Bosch Gmbh Elektromechanischer oder elektromagnetischer Radbremszylinder und Bremssystem für ein Fahrzeug
DE102019103464A1 (de) 2019-02-12 2020-08-13 Ipgate Ag Hydrauliksystem mit mindestens zwei hydraulischen Kreisen und mindestens zwei Druckversorgungseinrichtungen
US12071118B2 (en) 2019-02-12 2024-08-27 Ipgate Ag Pressure supply device with double stroke piston for a brake system
JP2022520243A (ja) 2019-02-12 2022-03-29 アイピーゲート・アクチェンゲゼルシャフト フェールセーフブレーキシステム
DE202019101596U1 (de) 2019-02-12 2020-05-13 Ipgate Ag Hydrauliksystem mit mindestens zwei hydraulischen Kreisen und mindestens zwei Druckversorgungseinrichtungen
DE202019101586U1 (de) 2019-02-12 2020-05-13 Ipgate Ag Packaging für ein Bremssystem
CN113573959B (zh) * 2019-02-12 2024-03-12 爱皮加特股份公司 失效安全制动系统
CN113631443B (zh) 2019-02-12 2024-02-23 爱皮加特股份公司 具有压力供给装置和用于制动回路的安全门的制动系统
CN112896116B (zh) * 2021-03-19 2022-07-08 江苏理工学院 一种电动汽车制动感觉电磁调节式智能踏板机构
DE102021119715A1 (de) 2021-07-29 2023-02-02 Zf Active Safety Gmbh Verfahren zum Betreiben einer Bremsanlage, Computerprogrammprodukt und Steuergerät

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DE102011081463A1 (de) * 2010-08-30 2012-03-01 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106218609A (zh) * 2016-08-30 2016-12-14 浙江万向精工有限公司 新型车辆行车制动助力装置
WO2018130481A1 (fr) * 2017-01-11 2018-07-19 Continental Teves Ag & Co. Ohg Système de freinage pour véhicule automobile
CN109572653A (zh) * 2017-09-29 2019-04-05 株式会社万都 电子制动系统
CN111183076A (zh) * 2017-10-06 2020-05-19 大陆-特韦斯贸易合伙股份公司及两合公司 阀装置和制动系统
KR20200043475A (ko) * 2017-10-06 2020-04-27 콘티넨탈 테베스 아게 운트 코. 오하게 밸브 장치 및 브레이크 시스템
WO2019068501A1 (fr) * 2017-10-06 2019-04-11 Continental Teves Ag & Co. Ohg Agencement de soupapes et système de freinage
KR102349871B1 (ko) 2017-10-06 2022-01-10 콘티넨탈 테베스 아게 운트 코. 오하게 밸브 장치 및 브레이크 시스템
CN111183076B (zh) * 2017-10-06 2022-06-07 大陆-特韦斯贸易合伙股份公司及两合公司 阀装置和制动系统
US11685356B2 (en) 2017-10-06 2023-06-27 Continental Teves Ag & Co. Ohg Valve arrangement and brake system
WO2020060180A1 (fr) * 2018-09-19 2020-03-26 주식회사 만도 Dispositif de frein et procédé de commande associé
US12589721B2 (en) 2018-09-19 2026-03-31 Hl Mando Corporation Brake device and method for controlling same
CN114514152A (zh) * 2019-10-04 2022-05-17 罗伯特·博世有限公司 控制尤其用于机动车的能电子滑动调节的助力制动装备的方法和尤其用于机动车的能电子滑动调节的助力制动装备
WO2022000444A1 (fr) * 2020-07-03 2022-01-06 华为技术有限公司 Dispositif de réglage de sensation de pédale et procédé de commande
CN116348346A (zh) * 2020-10-26 2023-06-27 罗伯特·博世有限公司 制动系统和用于对至少双轴的车辆进行制动的方法
CN115703442A (zh) * 2021-08-12 2023-02-17 芜湖伯特利汽车安全系统股份有限公司 具备冗余控制功能的车辆制动系统及其控制方法

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