WO2018184845A1 - Système de freinage - Google Patents

Système de freinage Download PDF

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Publication number
WO2018184845A1
WO2018184845A1 PCT/EP2018/057149 EP2018057149W WO2018184845A1 WO 2018184845 A1 WO2018184845 A1 WO 2018184845A1 EP 2018057149 W EP2018057149 W EP 2018057149W WO 2018184845 A1 WO2018184845 A1 WO 2018184845A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
brake
chamber
piston
brake system
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/EP2018/057149
Other languages
German (de)
English (en)
Inventor
Christian Courth
Johannes GÖRLACH
Michael Hitzel
Rüdiger BRIESEWITZ
Peter Stauder
Boris Holzherr
Joachim Borneis
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 WO2018184845A1 publication Critical patent/WO2018184845A1/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
    • 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
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
    • 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
    • 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
    • B60T8/321—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 deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B60T8/3265—Hydraulic systems with control of the booster
    • 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
    • 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
    • B60T8/4013—Fluid pressurising means for more than one fluid circuit, e.g. separate pump units used for hydraulic booster and anti-lock braking
    • 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
    • B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems

Definitions

  • the invention relates to a brake system, comprising hydraulically actuated wheel brakes, each two wheel brakes of an associated two brake circuits, comprising an under At ⁇ mosphdkar pressure fluid supply reservoir, comprising a manually operable with a brake pedal brake master cylinder with at least one master cylinder pressure chamber, in which upon actuation of the brake pedal a Plunger is displaced, comprising a pressure supply device with a pressure chamber and a cylinder-piston assembly with a pressure piston.
  • Brake-by-wire brake systems are becoming increasingly widespread in motor vehicle technology.Such brake systems often comprise, in addition to a master brake cylinder that can be actuated by the vehicle driver, an electrically (by-wire) controllable pressure supply device, by means of which in the operating mode "brake-by -Wire "an actuation of the wheel brakes takes place.
  • braking systems in particular electrohydraulic brake systems with the 'brake-by-wire ", the driver of the direct access is decoupled to the brakes.
  • the pedal typically a Pedalentkopp ⁇ averaging unit and a simulator be actuated
  • the Pe ⁇ dalsimulator serves to provide the driver with a familiar possible brake pedal feel.
  • the detected braking request leads to the determination of a target braking torque, from which the desired brake pressure for the brakes is determined.
  • the brake pressure is then enabled by a pressure generating device built in the brakes.
  • actuators are designed as linear actuators in which a piston is axially displaced into a hydraulic pressure chamber to build up pressure, which is built in series with a rotational-translation gear.
  • the motor shaft of an electric motor is converted by the rotation-translation gear in an axial displacement of the piston.
  • a "brake-by-wire" -Bremsstrom for motor vehicles which a brake pedal operable tandem master cylinder, the pressure chambers are connected via an electrically actuated isolating valve separable connected to a brake circuit with two wheel brakes, one with the master cylinder hydraulically connected, switched on and off simulation device, and an electrically controllable pressure supply device, which is formed by a cylinder-piston arrangement with a hydraulic pressure chamber whose piston is displaceable by an electromechanical actuator comprises, the Druckr ⁇ positioning device via two electrically operable switch valves is connected to the intake valves of the wheel brakes.
  • a disadvantage of such brake systems that enables to ⁇ lichung active pressure build-up by means of the Druckrstel- Setting the brake system must be designed to reliably decouple the driver of the brake circuits in this situation.
  • the driver must be able to build pressure in the wheel brakes by muscle force in case of failure of the pressure supply device.
  • a simulator and isolation valves are used, which may have a malfunction.
  • the master cylinder has a hydraulic booster chamber which is hydraulically connected to the pressure chamber of the pressure supply device and which is arranged on the side facing away from the main cylinder pressure chamber side of the first pressure piston.
  • the master cylinder thus has a hydraulic Ver ⁇ stronger chamber, which is suitable by means of arrangement on the side facing away from the master cylinder pressure chamber side of the master cylinder pressure piston to increase the brake pressure in the master cylinder ⁇ .
  • the invention is based on the consideration that in known brake-by-wire brake systems, the decoupling of the driver-operated master cylinder of the brake circuits by separating valves and the promotion of brake fluid volume from the master cylinder into a simulator important design requirements. Fall the separating valves or the Simulator off or do not work properly, must be switched to a hydraulic fallback level.
  • a brake-by-wire brake system can also be implemented with an intensifier chamber into which pressure medium is delivered when the actuator is pressurized. This is experienced advantageously by the driver as a pedal force boost. Separation valves and a separate simulator are not needed. Such a brake system allows both pedal-assisted normal braking and the implementation of autonomous braking.
  • the pressure chamber of the pressure supply device is hydraulically connected to the wheel brakes.
  • An actuation or pressurization of the wheel brakes is therefore possible indirectly via the master cylinder as well as directly via the hydraulic connection.
  • the pressure supply device is hyd ⁇ raulisch separable from the wheel brakes by means of a Druckzuschaltventils each brake circuit.
  • the hydraulic effective area of the Ver ⁇ stronger chamber is smaller than the hydraulic effective area of the master cylinder pressure chamber of the master cylinder. In this way, the behavior of a vacuum brake booster is modeled.
  • the hydraulic effective area of the booster chamber is preferably reduced by a factor of between 3 and 5, in particular by a factor of 4, compared with the hydraulic effective area of the master cylinder pressure chamber.
  • the pressure chamber of the pressure supply device is preferably connected to the booster chamber by a hydraulic booster line, wherein in the booster line a normally open amplifier valve is connected. When the booster valve is open, pressure fluid flows into the booster chamber when the pressure builds up in the pressurizing device, as a result of which the brake booster described at the top of FIG.
  • Brake pedal is realized.
  • the booster valve is designed analogously in a preferred embodiment.
  • a pressure accumulator is arranged.
  • the pressure-providing device can be hydraulically separated from the respective brake circuit, in each case by a pressure-switching valve.
  • the respective pressure switching valve is advantageously carried out analogously.
  • the booster chamber is preferably hydraulically connected to the pressure medium reservoir through a compensation line in which a normally open compensation valve is arranged.
  • the brake pedal is advantageously coupled to a push rod which dips into the booster chamber, wherein the push rod piston and the push rod are formed as two separate components.
  • the booster chamber is preferred as an end in the
  • Master cylinder pressure piston (first pressure piston) formed formed cavity into which the push rod dips. In this way, space can be saved in the axial direction of the pressure piston.
  • an elastic reaction element is preferably arranged between the master brake cylinder pressure piston (first pressure piston) and the pressure rod.
  • the elastic reaction element improves the pedal feel over the embodiment described above, in which the pressure piston rod dips into the booster chamber and prevents noise when the pressure piston rod ⁇ piston with the pressure piston.
  • the reaction is preferably disc-shaped element being formed ⁇ . It is preferably arranged between the first pressure piston and pressure piston rod, with its shorter axis extending in the direction of the pressure piston rod.
  • the reaction element is preferably formed or manufactured from elastomer.
  • the advantages of the invention are in particular that no simulator and no simulator-separating valve are required. In addition, no driver isolation valves are required.
  • the energy of the driver control can be used for the dynamics of normal braking operations.
  • the actuator can be designed accordingly for lower power.
  • the brake system including the tandem master cylinder and the booster gaskets can be tested without the use of a separate diagnosis valve.
  • the Ak- tuator is de-energized connected to the pressure medium reservoir, there is no pressure reduction over temperature.
  • the pedal feedback in ABS control processes corresponds to the pedal feedback in a conventional ESC system (pedal hardening in ABS inlet and pulsation), when volume compensation of SG degradation pulses via actuator into the brake circuits similar to a simulated ABS
  • FIG. 2 a brake system with a master cylinder with a
  • Amplifier chamber in a second preferred embodiment
  • FIG. 3 a brake system with a master cylinder with a
  • Amplifier chamber in a third preferred embodiment
  • FIG. 4 a brake system with a master cylinder with a
  • FIG. 5 shows a brake system with a master cylinder with an amplifier chamber in a fifth preferred embodiment. Identical parts are provided with the same reference numerals in all figures.
  • FIG. 1 has a brake master cylinder 6 operable tandem master cylinder 10 having a first pressure chamber or primary pressure chamber 14 (hereinafter also referred to as the main cylinder pressure chamber) and a second pressure chamber and secondary pressure chamber 18.
  • a primary piston (also called first pressure piston) 22 is displaceable, which is coupled via a pressure piston rod 26 to the brake pedal 6.
  • a displaceable in the secondary chamber 18 secondary piston 30 is floating.
  • the respective piston 22, 30 is in each case acted upon by an elastic spring element 34, 36 mounted in the corresponding chamber 18, 14, by means of which the piston 22, 30 is pressed into its rest position or starting position in the unactuated state of the brake pedal 6.
  • a preferably redundantly designed pressure sensor 40 measures the pressure prevailing in the secondary pressure chamber 18.
  • the brake system 2 comprises an under pressure pressure medium reservoir 44 which is hydraulically connected by equalizing lines 50, 52 with the two pressure chambers 14, 18 formed in the pressure chambers 14, 18 equalization openings in each unactuated state of the piston 22, 30.
  • the pedal travel or a signal representing the pedal travel is measured with the aid of a preferably redundant displacement sensor 60.
  • the signal of the displacement sensor 60 and / or the signal of the pressure sensor 40, particularly preferably with the aid of both signals, a driver brake request is calculated by a control unit 66.
  • the brake system 2 comprises a pressure supply device 70 or an actuator for active pressure build-up in the wheel brakes 72, 74, 76, 78, which is designed as a linear actuator. It comprises an electric motor 87 and a rotation-translation gear 88, which rotationally movement of the motor 87 in a translational movement of a pressure piston 80 of the
  • Pressure supply device 70 converts.
  • the rotation-translation gear 88 is preferably formed as a ball screw (KGT).
  • the second pressure piston 80 is displaceable in a pressure chamber 86 of the pressure supply device 70, which is connected via an intake line 90 to the pressure medium reservoir 44.
  • a check valve 92 is arranged, which allows a flow of pressure medium from the pressure medium supply container 44 ⁇ into the pressure chamber 86 and locks in opposite ⁇ modifying direction.
  • the piston position of the pressure piston 80 is measured with a preferably redundantly designed rotor position sensor 82.
  • a preferably redundantly designed temperature sensor 84 for measuring the temperature of the motor winding is optionally provided.
  • the pressure chamber 86 of the pressure supply device 70 is hydraulically connected via a system pressure line 100 to the wheel brakes 72-78.
  • a preferably redundantly designed pressure sensor 106 measures the pressure in the system pressure line 100.
  • Wheel brakes 72, 74 are assigned to a first brake circuit I hydraulically.
  • Each of the two wheel brakes 72, 74 is in each case a normally closed exhaust valve 120, 122 and a de-energized associated with open inlet valve 126, 128.
  • the respective inlet valve 126, 128, a check valve 130, 132 is hydraulically connected in parallel, which blocks a pressure fluid flow in the direction of the wheel brakes 72, 74 and allowed in the opposite direction.
  • the pressure-providing device 70 can be hydraulically connected to the wheel brakes 72, 74 by a normally closed pressure-switching valve 140.
  • Wheel brakes 76, 78 are assigned to a second brake circuit II hydraulically.
  • Each of the two wheel brakes 76, 78 is in each case associated with a normally closed exhaust valve 142, 144 and a normally open inlet valve 148, 150.
  • the respective intake valve 148, 150 is in each case connected in parallel with a check valve 152, 154, which blocks a pressure medium flow in the direction of the wheel brakes 76, 78 and permits them in the opposite direction.
  • the pressure-providing device 70 can be hydraulically connected to the wheel brakes 76, 78 by a normally closed pressure-switching valve 160.
  • the outlet valves 120, 122, 142, 144 are connected to a common outlet line 166, which is connected via a compensation line 168 to the pressure medium reservoir 44.
  • the brake system 2 is designed with two circuits.
  • the intake and exhaust valves 120, 122, 130, 132, 142, 144, 148, 150 are in each case designed as a 2/2-way valve and allow a modulation of wheel-specific brake pressures.
  • the central pressure adjustment is performed by means of the pressure-providing device 70.
  • This pressure position is supplemented by a tandem master cylinder 10 upstream booster chamber 170 which is disposed on the primary pressure chamber (master cylinder pressure chamber) 14 opposite side of the primary piston (first pressure piston) 22.
  • the hydraulic active surface 176 of the booster chamber is reduced by a factor X, which depends on the cross-sectional area of the pressure piston rod 26 located in the booster chamber 170.
  • the booster chamber 170 is connected by a compensation line 180 to the pressure medium reservoir 44 or connectable.
  • a normally closed compensation valve 184 is arranged, to which a check valve 186 is connected in parallel, which allows the flow of pressure medium from the pressure medium reservoir 44 in the booster chamber 170 and blocks in the opposite direction.
  • the booster chamber 170 is connected by a hydraulic line 190 to the pressure chamber 86, wherein in the conduit 190, a normally open isolation valve 194 is arranged.
  • the wheel brakes 72, 74, 76, 78 can be acted upon by the pressure supply device 70 directly, via the system pressure line 100 with pressure medium and also indirectly, be acted upon by actuation of the master cylinder 10 by means of the booster chamber 170 with pressure.
  • a normal braking is preferably carried out as follows.
  • the equalizing valve 184 is closed and the two pressure switching valves 140, 160 are opened.
  • the isolation valve 194 is opened or opened, so that pressure fluid from the pressure chamber 86 flows into the booster chamber 170.
  • On the brake pedal 6 only the pressure force from the area difference of the surface 174 of the primary piston 22 and the cross-sectional area of the pressure piston rod ⁇ 26 only acts. The driver experiences this as a power gain by a factor of 1 / (1-X).
  • the pressure supply device 70 ar preferably works as a volume booster and is set according to a predetermined or desired pedal travel pressure identifier. In this way, a pedal modulation by the driver in both directions without active control of the booster chamber 170 through the valves 184, 194 possible.
  • the brake system 2 can continue to perform an autonomous braking.
  • an additional fallback level can be optionally realized in the event that, for example, as a result of a fault, a pressure switch valve 140, 160 is not available.
  • the brake system 2 By controlling the pressure in the booster chamber 170 with the pressure switching valves 140, 160 closed, the brake system 2 operates like a hydraulic booster, but with a pedal travel lengthened relative to the normal brake function.
  • a brake system 2 in a second preferred embodiment is shown in FIG. 2 shown. It corresponds to the execution of the valves 184, 194, 140, 160 in the FIG.
  • the exhaust valve 184, the separating valve 194 and the pressure switching valves 140, 160 are hereby carried out analogously or analogized.
  • the brake force gain can be increased or reduced.
  • the pressure switching valves 140 and 160 must be regulated to the same pressure difference measurable between pressure sensors 40 and 106.
  • FIG. 3 A third preferred embodiment of a brake system 2 is shown in FIG. 3 shown. It corresponds to that in FIG. 2 shown embodiment with three additional components.
  • a pressure accumulator 200 is hydraulically connected to the line 190 which hydraulically connects the system pressure line 100 to the booster chamber 170.
  • a normally closed accumulator charging valve 206 is arranged hydraulically between pressure accumulator 200 and system pressure line 100. As a result, the amplification function can be maintained to a limited extent even if the pressure supply device 90 fails. Valve 206 is opened to charge the accumulator 200 while valve 194 adjusts the pressure in the booster chamber. Since brake pressure and booster pressure are permanently separated in this case, advantageously, a further pressure sensor 210 may be provided, which preferably measures the pressure in the line 190, for precise regulation and / or formation of a further driver brake request signal.
  • FIG. 4 A fourth preferred embodiment of a brake system 2 is shown in FIG. 4 shown.
  • the primary piston 22 and the push rod 26 are decoupled and realized as two separate components. This way becomes an autonomous Pressure build-up without movement of the brake pedal 6 allows.
  • pressure fluid from the pressure chamber 86 is conveyed into the booster chamber 170, the primary piston 22 is displaced into the primary chamber 14, while the brake pedal 6 is not or substantially not moved due to the push rod decoupled from the primary piston 22. Due to the gap between the primary piston 22 and push rod piston and push rod 26 of the
  • FIG. 5 A fifth preferred embodiment of a brake system 2 is shown in FIG. 5 is shown. Also in this embodiment, primary piston (first pressure piston) 22 and push rod 26 are formed as separate components. Between primary piston 22 and push rod, an elastic reaction element 230 is arranged, which is preferably disc-shaped. Compared to the in FIG. 4 illustrated embodiment, in which there is only hydraulic fluid between the primary piston 22 and push rod 26, the pedal feel is improved, since the driver immediately feels a resistance when operating the brake pedal 6. Also, noise is prevented, which in the in FIG.

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

Abstract

L'invention concerne un système de freinage (2) comprenant : - des freins sur roues (72, 74, 76, 78) à actionnement hydraulique, respectivement deux freins sur roues (72, 74; 76, 78) étant affectés à un des circuits de freinage (I, II), - un réservoir à fluide sous pression (44) sous pression atmosphérique, - un maître-cylindre (10) actionnable par une pédale de frein (6) et pourvu d'au moins une chambre de pression (14) dans laquelle coulisse un premier piston de pression (22) lors de l'actionnement de la pédale de frein, - un dispositif de fourniture de pression (70) pourvu d'une chambre de pression (86) et d'un système vérin pourvu d'un deuxième piston de pression (80) ; le maître-cylindre (10) présente une chambre formant amplificateur hydraulique (170) qui est reliée par voie hydraulique à la chambre de pression (86) du dispositif de fourniture de pression (70) et qui est disposée sur la face, opposée à la chambre de pression (14) du maître-cylindre, du premier piston de pression (22).
PCT/EP2018/057149 2017-04-05 2018-03-21 Système de freinage Ceased WO2018184845A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017205823.4A DE102017205823A1 (de) 2017-04-05 2017-04-05 Bremssystem
DE102017205823.4 2017-04-05

Publications (1)

Publication Number Publication Date
WO2018184845A1 true WO2018184845A1 (fr) 2018-10-11

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111169447A (zh) * 2020-01-03 2020-05-19 大陆泰密克汽车系统（上海）有限公司 制动主缸总成、电子液压制动系统及机动车

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Publication number Priority date Publication date Assignee Title
EP0379329A2 (fr) * 1989-01-18 1990-07-25 LUCAS INDUSTRIES public limited company Amplificateurs activés par pression de fluide dans un système de freinage de véhicule
WO1994022699A1 (fr) * 1993-03-27 1994-10-13 Itt Automotive Europe Gmbh Systeme de freinage hydraulique muni d'un systeme anti-patinage
WO1995019901A1 (fr) * 1994-01-20 1995-07-27 Itt Automotive Europe Gmbh Systeme de freinage hydraulique a regulation antipatinage
WO2011098176A1 (fr) * 2010-02-15 2011-08-18 Robert Bosch Gmbh Procédé permettant de faire fonctionner un système de freinage hydraulique d'un véhicule et dispositif de commande pour un système de freinage hydraulique d'un véhicule
WO2012072487A1 (fr) * 2010-11-29 2012-06-07 Continental Teves Ag & Co. Ohg Système de freinage destiné à des véhicules automobiles
DE102013204778A1 (de) 2012-03-22 2013-09-26 Continental Teves Ag & Co. Ohg Verfahren zur haptischen Information des Fahrers eines Kraftfahrzeugs
DE102014215379A1 (de) * 2014-08-05 2016-02-11 Robert Bosch Gmbh Bremssystem für ein Fahrzeug und Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0379329A2 (fr) * 1989-01-18 1990-07-25 LUCAS INDUSTRIES public limited company Amplificateurs activés par pression de fluide dans un système de freinage de véhicule
WO1994022699A1 (fr) * 1993-03-27 1994-10-13 Itt Automotive Europe Gmbh Systeme de freinage hydraulique muni d'un systeme anti-patinage
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CN111169447B (zh) * 2020-01-03 2022-05-03 大陆泰密克汽车系统（上海）有限公司 制动主缸总成、电子液压制动系统及机动车

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