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WO1992018361A1 - Externally powered hydraulic braking system with anti-lock and drive slip control device, especially for motor vehicles - Google Patents

Externally powered hydraulic braking system with anti-lock and drive slip control device, especially for motor vehicles Download PDF

Info

Publication number
WO1992018361A1
WO1992018361A1 PCT/DE1992/000195 DE9200195W WO9218361A1 WO 1992018361 A1 WO1992018361 A1 WO 1992018361A1 DE 9200195 W DE9200195 W DE 9200195W WO 9218361 A1 WO9218361 A1 WO 9218361A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
valve
pressure
line
wheel
Prior art date
Application number
PCT/DE1992/000195
Other languages
German (de)
French (fr)
Inventor
Karl-Heinz Willmann
Hermann Winner
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO1992018361A1 publication Critical patent/WO1992018361A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake 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
    • B60T8/40—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
    • 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
    • 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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B60T8/96—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on speed responsive control means

Definitions

  • Hydraulic power brake system with anti-lock and traction slip device especially for motor vehicles
  • the invention is based on a hydraulic power brake system according to the preamble of the main claim.
  • Such a brake system is already known (EP-A-0 025 714), in which the brake pedal only interacts with a pedal travel sensor, the signal of which, like the signal of a wheel speed sensor, can be evaluated in an electronic control unit.
  • the control unit controls a valve arrangement in a line between a pressure medium source and a wheel brake.
  • pressure medium is now introduced into the wheel brake and brake pressure is built up.
  • This brake pressure is modulated by means of the valve arrangement if there is a risk of locking on the ratchet brake.
  • the valve arrangement controls the pressure medium from the wheel brake into a reservoir from which the pressure medium source is fed.
  • This brake system is designed as a very compact unit and, apart from the brake pedal and the pedal travel sensor, on the vehicle wheel arranged.
  • the number of brake systems assigned to the vehicle thus corresponds to the number of braked vehicle wheels. If, however, the electronic control unit, the pedal travel sensor or the valve actuation is disturbed in one of these braking systems, there is a total failure of the braking effect on the corresponding vehicle wheel. This can make the vehicle uncontrollable when braking.
  • the hydraulic power brake system according to the invention with the characterizing the features of the main claim has the advantage that, in the event of a failure of the electronic control, the vehicle can be braked at least as long as the pressure medium source is able to provide pressure medium at a sufficient pressure level put. In such a faulty state, in which the electromagnetically actuated valves assume their spring-actuated basic position, control is taken over by the mechanical brake control valve actuated directly by the brake pedal. The functional reliability of the brake system is therefore very high. In addition, with the brake system intact, traction control operation is also possible, in that the control device feeds pressure medium into the wheel brake on the line path that is independent of the pedal actuation.
  • the design of the hydraulic brake system characterized in claim 4 is particularly advantageous because it simplifies it considerably, but nevertheless remains functional in a brake circuit if the electronic control fails.
  • the further development of the hydraulic brake system specified in claim 6 is advantageous in that an essential extension of the function is achieved, for example for vehicle stabilization and for collision avoidance.
  • FIG. 1 shows a circuit diagram of a hydraulic power brake system with electronic and auxiliary mechanical control ⁇ of brake pressure in the wheel brake of two brake circuits, as a first embodiment
  • Figure 2 shows a circuit diagram of a hydraulic power brake system with electronic and auxiliary in a brake circuit mechanical control of the brake pressure and in a second brake circuit only electronic brake pressure control, as a second embodiment.
  • the first exemplary embodiment shown in FIG. 1 relates to a hydraulic power brake system 10 with an anti-lock and traction control device 11 for motor vehicles.
  • the brake system 10 has a brake pedal 13 acting on a tappet 12.
  • a brake pedal displacement sensor 14 interacts with the tappet 12.
  • a first mechanical brake control valve 15 of a brake circuit I and a second mechanical brake control valve 16 of a brake circuit II of the brake system can be actuated with the tappet 12.
  • the plunger 12 acts on a displacement force simulator 17.
  • the brake circuit I of the brake system 10 includes the two Radbre sen 20, 21 of the front axle of the vehicle.
  • a hydraulic pressure medium source 22 belongs to the brake circuit I, which essentially consists of a reservoir 23 for pressure medium, a high pressure pump 24 and a high pressure accumulator 25.
  • the high-pressure pump 24 can be driven by an electric drive motor 26 or by the drive motor of the motor vehicle.
  • a first brake line 29 extends from the pressure medium source 22 to the ratchet brake 20 of the brake circuit I.
  • an inlet valve 30 designed as a 2/2-way valve with a spring-operated blocking position and an electromagnetically operable passage position.
  • an outlet line 31 leading to the reservoir 23 with an outlet valve 32 extends between the ratchet brake 20 and the inlet valve 30.
  • This is also designed as a 2/2-way valve with a spring-operated blocking position and an electromagnetically operable passage position.
  • the inlet valve 30 and the outlet valve 32 form a valve arrangement 33 for the introduction of pressure medium into the wheel brake 20 and for the discharge of pressure medium from the wheel brake into the reservoir 23 Brake line 29 and the high-pressure accumulator 25 connected.
  • the ratchet brake 21 is also connected to a line branch 35 of the outlet line 31 with the reservoir 23.
  • a valve arrangement 36 comprising an inlet valve 37 and an outlet valve 38 in the same way as the ratchet brake 20.
  • a second brake line 39 also runs from the hydraulic pressure medium source 22 and runs parallel to the first brake line 29 to the wheel brake 20.
  • the first mechanical brake control valve 15 already mentioned is located in this brake line 39.
  • the brake control valve 15 has a first brake line connection 15.1, with which it is connected to the high-pressure accumulator 25 communicates.
  • the brake line 39 leads to the wheel brake 20 from a second connection 15.2.
  • An outlet line 40 leads to the pressure medium reservoir 23 from a third connection 15.3 of the brake control valve 15.
  • the brake control valve 15 has a spring-operated rest position, in which the second connection 15.2 is connected to the third connection 15.3 and the connection 15.1 is blocked.
  • the brake control valve 15 By depressing the brake pedal 13, the brake control valve 15 can be moved into a working position in which the first connection 15.1 is connected to the second connection 15.2, while the third connection 15.3 is blocked.
  • the brake control valve 15 can assume any number of intermediate positions between the rest position and the working position, so that the pressure medium flow from the pressure medium source 22 to the wheel brake 20 can be set sufficiently finely.
  • the second brake line 39 which is connected to the first brake line 29 between the inlet valve 30 of the valve arrangement 33 and the wheel brake 20, there is a shut-off valve 41 between the brake control valve 15 and the wheel brake 20 -Directional control valve with spring-operated open position and solenoid-operated blocking position.
  • a line branch 42 with a shut-off valve 43 also arranged therein leads to the wheel brake 21.
  • the brake pressure is connected to the first brake line 29 and its line branch 34 between the corresponding valve arrangement 33 or 36 and the wheel brake 20 or 21 in the wheel brake detecting pressure sensor 44 and 45 connected.
  • the brake circuit II of the hydraulic power brake system 10 is assigned to the wheel brakes 48, 49 of the rear axle of the vehicle.
  • the brake circuit II, to which the second mechanical brake control valve 16 is assigned has the same structure as the brake circuit I and is therefore also equipped with pressure sensors 50, 51 assigned to the wheel brakes 48, 49.
  • the hydraulic power brake system 10 also has an electronic control unit 54 to which the brake pedal displacement sensor 14 and the pressure sensors 44, 45, 50, 51 are connected.
  • the control device 54 is also connected to the rotational behavior of the wheel speed sensors 55, 56, 57, 58 which are assigned to the wheel brakes 20, 21, 48, 49.
  • control unit 54 further sensors are connected to the control unit 54, for example a longitudinal deceleration sensor 59, a lateral acceleration sensor 60 and a sensor 61 for obstacles in the travel path.
  • the various electromagnetically actuable valves of the brake system 10 are also connected to the control unit 54, for example the valves 30, 32, 41 assigned to the brake 20.
  • the hydraulic power brake system 10 has the following function, explained using the brake circuit I:
  • a braking request expressed by the driver of the vehicle by depressing the brake pedal 13 is recognized by the electronic control unit 54 on the basis of the signal from the brake pedal displacement sensor 14.
  • the control device 54 switches the shut-off valves 41, 43 in the brake circuit I into the blocking position, so that pressure medium from the high-pressure accumulator 25 charged at the start of the journey is prevented by the second brake line 39 and the line branch 42.
  • the control device 54 simultaneously switches the inlet valve 30 in the first brake line 29 and the inlet valve 37 in the brake line branch 34 into the open position. Pressure medium can now be shifted from the high-pressure accumulator 25, which is charged at the start of the journey, through the first brake line 29 and the line branch 34 into the wheel brake 20, 21 and build up brake pressure there.
  • the electronic control unit 54 controls the brake pressure as a function of the brake pedal travel. If the brake pressure monitored by means of the pressure sensors 44, 45 exceeds the Control unit 54 has reached the predetermined value, the control unit 54 switches the inlet valves 30 and 37 into the blocking position. The brake pressure in the wheel brakes 20, 21 is now kept at the value reached. When braking, ie when the brake pedal 13 is released, the control unit 54 switches the exhaust valves 32, 38 into the open position, while the intake valves 30, 37 remain in the blocking position. Brake pressure is reduced by the discharge of pressure medium from the wheel brakes 20, 21 into the reservoir 23.
  • the control device 54 switches the two valves 30, 32 of the valve arrangement 33 in phases for brake pressure reduction, pressure maintenance and pressure build-up.
  • the control device 54 can stabilize the vehicle by braking intervention. This can be done by reducing the brake pressure or increasing the brake pressure compared to the brake pressure dependent on the driver's braking request.
  • the power brake system 10 can also be activated independently of a driver's braking request. This is the case if, when starting and accelerating the vehicle, for example, drive slip occurs to an impermissibly large extent on the vehicle wheel assigned to the ratchet brake 20.
  • This state is recognized by the control unit 54 on the basis of the signals from the speed sensors 55, 56, 57, 58 and controlled by switching the inlet valve 30 into the passage division brake pressure into the wheel brake 20.
  • phases for pressure maintenance and pressure reduction in the wheel brake 20 follow the phase of the brake pressure build-up.
  • brake pressure can be applied to all four wheel brakes 20, 21, 48, 49 of the vehicle if the electronic control unit 54 detects on the basis of signals from the obstacle sensor 61 that an obstacle appears in the travel path of the vehicle.
  • the vehicle can be braked as long as the hydraulic pressure medium source 22 is able to provide pressure medium at a sufficient pressure level. Since the electromagnetically actuable valves of the brake system 10 remain in their spring-actuated basic position, when the brake pedal 13 is actuated, pressure medium can be introduced into the wheel brakes 20 and 21 through the second brake line 39 and the mechanical brake control valve 15 and the shut-off valves 41 and 43 become. When the brake pressure is reduced, pressure medium is discharged through the brake line 39 and the outlet line 40 into the reservoir 23.
  • the second embodiment shown in FIG. 2 of a hydraulic power brake system 70 with anti-lock and traction control device 71 has two differently equipped brake circuits I and II.
  • the brake system 70 has a brake pedal 72, a pedal-operated tappet 73, a brake pedal displacement sensor 74 and a displacement force simulator 75.
  • the pedal-operated tappet 73 acts only on a mechanical brake control valve 76, which is assigned to the brake circuit I.
  • This brake circuit I has two wheel brakes 79, 80 assigned to the front wheels of the vehicle. These can be connected to a pressure medium source 81 corresponding to that according to the first embodiment.
  • a first brake line 82 runs with a valve arrangement 83 therein to the wheel brake 79.
  • a branch line 84 with a valve arrangement 85 leads to the wheel brake 80.
  • An outlet line 86 or a line branch 87 goes from the valve arrangements 83, 85 to a storage container 88 of the pressure medium source 81.
  • a second brake line 89 running parallel to the first brake line 82 is guided via the mechanical brake control valve 76 and has a shut-off valve 90 on the wheel brake side.
  • a branch line 91 starting from the second brake line 39 with a shut-off valve 92 establishes a connection to the wheel brake 80.
  • valve arrangements 83, 85 each consist of an inlet valve 30 or 37 and an outlet valve 32 or 38 of the first embodiment embody the 3/3-way valve. This has a first connection 83.1 leading to the pressure medium source 81, a second connection 83.2 leading to the wheel brake 79 and a third connection 83.3 leading to the pressure medium reservoir 88.
  • the valve arrangements 83, 85 have a spring-operated rest position for maintaining pressure in the wheel brakes 79 and 80, in which all three connections are blocked.
  • first connection 83.1 and the second connection 83.2 are connected to one another, while the third connection 83.2 is blocked.
  • second connection 83.2 and the third connection 83.3 are connected to one another, but the first connection 83.1 is blocked.
  • the brake circuit II which is assigned to the rear axle of the vehicle, has a simplified structure: starting from a pressure medium source 95, a brake line 96 leads to a wheel brake 97. A brake 98 of the brake circuit II is connected to the brake line by a line branch 99 96 connected. An inlet valve 101, 101 is arranged in each case in the brake line 96 and in the line branch 99. This is designed as a 2/2-way valve and has a spring-operated blocking position and a Electromagnetically operable open position. Between the ratchet brake 97 and the inlet valve 100, an outlet line 102 extends from the brake line 96 to the pressure medium reservoir 103 of the pressure medium source 95.
  • a line branch 104 of the outlet line 102 connects the line branch 99 to the brake 98 with the reservoir 103 in a corresponding manner.
  • An outlet valve 105 or 106 is arranged in each of the outlet line 102 and the line branch 104. This designed as a 2/2-way valve outlet valve 105, 106 has a spring-operated passage position through an electromagnetically actuated blocking position.
  • the inlet valves 100, 101 and the outlet valves 105, 106 each form a valve arrangement 1Q7 or 108 assigned to the wheel brake 97 or 98 for brake pressure build-up, pressure maintenance and pressure reduction in the assigned wheel brake 97, 98.
  • the outlet valve 105 can be switched into the blocking position and the inlet valve 100 into the open position. Both valves 100, 105 assume their blocking position for maintaining pressure. The valves 100, 105 can be returned to their drawn position for pressure reduction.
  • the power brake system 70 is equipped with an electronic control unit 111, to which the brake pedal displacement sensor 74, the individual wheel brakes 79, 80, 97, 98 assigned pressure sensors 112, 113, 114, 115 and wheel speed sensors 116, 117, 118 , 119 are connected.
  • the hydraulic power brake system 70 is to be activated by the control unit 111 when the brake pedal 72 is actuated on the basis of the signal from the brake pedal displacement sensor 74. Anti-lock control operation and traction control operation are also possible on all four vehicle wheels. In addition, this brake system 70 can also be expanded in function by adding a longitudinal deceleration sensor, a lateral acceleration sensor and, if appropriate, an obstacle sensor become. If the electronic control unit 111 fails, in this exemplary embodiment only the brake circuit I can be controlled via the mechanical brake control valve 76. This is sufficient to bring the vehicle to a standstill under normal circumstances.

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

Abstract

The externally powered braking system is designed to remain operative if electronic components fail. The externally powered braking system (10) has a pressurising medium reservoir (22) from which a first line (29) with an electromagnetically operable valve arrangement (33) leads to at least one wheel brake (20). Parallel to it, a second line (39) with a mechanical brake control valve (15) operable by the brake pedal (13) and an electromagnetically operable check valve (41) runs from the pressurising medium reservoir (22). In addition there are a brake pedal travel pick-up (14) and, on the wheel brake side a pressure sensor (44) and a wheel speed sensor (55). When the brakes are operated, the control device (54) feeds braking pressure into the wheel brake (20) via the valve arrangement (33) and the check valve (41) adopts its blocking position. If the control device (54) fails, braking pressure is fed into the wheel brake (20) via the mechanical brake control valve (15) and the check valve (41). The externally powered hydraulic braking system is especially suitable for use on motor vehicles.

Description

Hydraulische Fremdkraft-Bremsanlaαe mit Blockierschutz- und Antriebsschlupfreσeleinrichtunσ. insbesondere für Kraf fahrzeugeHydraulic power brake system with anti-lock and traction slip device. especially for motor vehicles
Stand der TechnikState of the art
Die Erfindung geht aus von einer hydraulischen Fremdkraft-Brems¬ anlage nach der Gattung des Hauptanspruchs.The invention is based on a hydraulic power brake system according to the preamble of the main claim.
Es ist schon eine solche Bremsanlage bekannt (EP-A-0 025 714), bei der das Bremspedal lediglich mit einem Pedalweggeber zusammenwirkt, dessen Signal ebenso wie das Signal eines Raddrehzahlsensors in einem elektronischen Steuergerät auswertbar ist. Bei einer vom Fahrer des Fahrzeugs ausgelösten Bremsung steuert das Steuergerät eine Ventilanordnung in einer Leitung zwischen einer Druckmittel¬ quelle und einer Radbremse an. In Abhängigkeit vom Signal des Pedal- weggebers wird nun Druckmittel in die Radbremse eingesteuert und Bremsdruck aufgebaut. Dieser Bremsdruck wird mittels der Ventil¬ anordnung moduliert, wenn Blockiergefahr an der Raäbremse auftritt. Beim Entbremsen steuert die Ventilanordnung das Druckmittel aus der Raäbremse in einen Vorratsbehälter ab, aus dem die Druckmittelquelle gespeist wird.Such a brake system is already known (EP-A-0 025 714), in which the brake pedal only interacts with a pedal travel sensor, the signal of which, like the signal of a wheel speed sensor, can be evaluated in an electronic control unit. When braking is triggered by the driver of the vehicle, the control unit controls a valve arrangement in a line between a pressure medium source and a wheel brake. Depending on the signal from the pedal displacement sensor, pressure medium is now introduced into the wheel brake and brake pressure is built up. This brake pressure is modulated by means of the valve arrangement if there is a risk of locking on the ratchet brake. When braking, the valve arrangement controls the pressure medium from the wheel brake into a reservoir from which the pressure medium source is fed.
Diese Bremsanlage ist als sehr kompakte Baueinheit gestaltet und, abgesehen vom Bremspedal und dem Pedalweggeber, am Fahrzeugrad angeordnet. Die Anzahl der dem Fahrzeug zugeordneten Bremsanlagen entspricht also der Anzahl der gebremsten Fahrzeugräder. Wenn bei einer dieser Bremsanlagen aber das elektronische Steuergerät, der Pedalweggeber oder die Ventilbetätigung gestört ist, kommt es zu einem Totalausfall der Bremswirkung am entsprechenden Fahrzeugrad. Hierdurch kann das Fahrzeug aber bei einer Bremsung unbeherrschbar werden.This brake system is designed as a very compact unit and, apart from the brake pedal and the pedal travel sensor, on the vehicle wheel arranged. The number of brake systems assigned to the vehicle thus corresponds to the number of braked vehicle wheels. If, however, the electronic control unit, the pedal travel sensor or the valve actuation is disturbed in one of these braking systems, there is a total failure of the braking effect on the corresponding vehicle wheel. This can make the vehicle uncontrollable when braking.
Vorteile der ErfindungAdvantages of the invention
Die erfindungsgemäße hydraulische Fremdkraft-Bremsanlage mit den kennzeichne den Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß bei einem Ausfall der elektronischen Steuerung das Fahrzeug zumindest so lange abbremsbar bleibt, wie die Druckmittel¬ quelle in der Lage ist, Druckmittel in ausreichender Druckhöhe zur Verfügung zu stellen. In einem solchen fehlerhaften Zustand, in dem die elektromagnetbetätigbaren Ventile ihre federbetätigte Grund¬ stellung einnehmen, wird die Steuerung vom unmittelbar vom Brems¬ pedal betätigten, mechanischen Bremssteuerventil übernommen. Die Funktionssicherheit der Bremsanlage ist daher sehr hoch. Darüber hinaus ist mit intakter Bremsanlage auch Antriebsschlupfregelbetrieb möglich, indem das Steuergerät Druckmittel auf dem von der Pedal- betätigung unabhängigen Leitungsweg in die Radbremse einsteuert.The hydraulic power brake system according to the invention with the characterizing the features of the main claim has the advantage that, in the event of a failure of the electronic control, the vehicle can be braked at least as long as the pressure medium source is able to provide pressure medium at a sufficient pressure level put. In such a faulty state, in which the electromagnetically actuated valves assume their spring-actuated basic position, control is taken over by the mechanical brake control valve actuated directly by the brake pedal. The functional reliability of the brake system is therefore very high. In addition, with the brake system intact, traction control operation is also possible, in that the control device feeds pressure medium into the wheel brake on the line path that is independent of the pedal actuation.
Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vor¬ teilhafte Weiterbildungen und Verbesserungen der im Hauptanspruch angegebenen hydraulischen Fremdkraft-Bremsanlage möglich.The measures listed in the subclaims allow advantageous further developments and improvements of the hydraulic power brake system specified in the main claim.
Von besonderem Vorteil ist die im Anspruch 4 gekennzeichnete Ausgestaltung der hydraulischen Bremsanlage, weil diese hierdurch erheblich vereinfacht, aber trotzdem bei Ausfall der elektronischen Steuerung in einem Bremskreis funktionsfähig bleibt. Die im Anspruch 6 angegebene Weiterbildung der hydraulischen Brems¬ anlage ist insofern vorteilhaft, als hierdurch eine wesentliche Erweiterung der Funktion erzielt wird, beispielsweise zur Fahrzeug¬ stabilisierung und zur Kollisionsvermeidung.The design of the hydraulic brake system characterized in claim 4 is particularly advantageous because it simplifies it considerably, but nevertheless remains functional in a brake circuit if the electronic control fails. The further development of the hydraulic brake system specified in claim 6 is advantageous in that an essential extension of the function is achieved, for example for vehicle stabilization and for collision avoidance.
Zeichnungdrawing
Zwei Ausführungsbeispiele der Erfindung sind in der Zeichnung ver¬ einfacht dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 ein Schaltschema einer hydraulischen Fremdkraft-Bremsanlage mit elektronischer und hilfweise mechanischer Einsteuerung^ von Bremsdruck in die Radbremse von zwei Bremskreisen, als erstes Ausführungsbeispiel, und Figur 2 ein Schaltschema einer hydraulischen Fremdkraft-Bremsanlage mit in einem Bremskreis elek¬ tronischer und hilfsweise mechanischer Einsteuerung vom Bremsdruck und in einem zweiten Bremskreis lediglich elektronischer Bremsdruck¬ einsteuerung, als zweites Ausführungsbeispiel.Two exemplary embodiments of the invention are shown in simplified form in the drawing and are explained in more detail in the following description. 1 shows a circuit diagram of a hydraulic power brake system with electronic and auxiliary mechanical control ^ of brake pressure in the wheel brake of two brake circuits, as a first embodiment, and Figure 2 shows a circuit diagram of a hydraulic power brake system with electronic and auxiliary in a brake circuit mechanical control of the brake pressure and in a second brake circuit only electronic brake pressure control, as a second embodiment.
Beschreibung der AusführungsbeispieleDescription of the embodiments
Das in Figur 1 dargestellte erste Ausführungsbeispiel betrifft eine hydraulische Fremdkraft-Bremsanlage 10 mit einer Blockierschutz- und Antriebsschlupfregeleinrichtung 11 für Kraftfahrzeuge. Die Brems¬ anlage 10 weist ein auf einen Stößel 12 wirkendes Bremspedal 13 auf. Mit dem Stößel 12 wirkt ein Bremspedal-Weggeber 14 zusammen. Mit dem Stößel 12 ist ein erstes mechanisches Bremssteuerventil 15 eines Bremskreises I und ein zweites mechanisches Bremssteuerventil 16 eines Bremskreises II der Bremsanlage betätigbar. Schließlich wirkt der Stößel 12 auf einen Weg-Kraft-Simulator 17 ein.The first exemplary embodiment shown in FIG. 1 relates to a hydraulic power brake system 10 with an anti-lock and traction control device 11 for motor vehicles. The brake system 10 has a brake pedal 13 acting on a tappet 12. A brake pedal displacement sensor 14 interacts with the tappet 12. A first mechanical brake control valve 15 of a brake circuit I and a second mechanical brake control valve 16 of a brake circuit II of the brake system can be actuated with the tappet 12. Finally, the plunger 12 acts on a displacement force simulator 17.
Der Bremskreis I der Bremsanlage 10 schließt die beiden Radbre sen 20, 21 der Vorderachse des Fahrzeugs ein. Zum Bremskreis I gehört eine hydraulische Druckmittelguelle 22, welche im wesentlichen aus einem Vorratsbehälter 23 für Druckmittel, einer Hochdruckpumpe 24 und einem Hochdruckspeicher 25 besteht. Die Hochdruckpumpe 24 kann durch einen elektrischen Antriebsmotor 26 oder durch den Antriebs¬ motor des Kraftfahrzeugs angetrieben sein.The brake circuit I of the brake system 10 includes the two Radbre sen 20, 21 of the front axle of the vehicle. A hydraulic pressure medium source 22 belongs to the brake circuit I, which essentially consists of a reservoir 23 for pressure medium, a high pressure pump 24 and a high pressure accumulator 25. The high-pressure pump 24 can be driven by an electric drive motor 26 or by the drive motor of the motor vehicle.
Von der Druckmittelquelle 22 geht eine erste Bremsleitung 29 zur Raäbremse 20 des Bremskreises I aus. In der Bremsleitung 29 befindet sich ein als 2/2-Wegeventil ausgebildetes Einlaßventil 30 mit einer federbetätigten Sperrstellung und einer elektromagnetbetätigbaren Durchlaßstellung. Von der ersten Bremsleitung 29 geht zwischen der Raäbremse 20 und dem Einlaßventil 30 eine zum Vorratsbehälter 23 führende Auslaßleitung 31 mit einem Auslaßventil 32 aus. Dieses ist gleichfalls als 2/2-Wegeventil mit federbetätigter Sperrstellung und elektromagnetbetätigbarer Durchlaßstellung ausgebildet. Das Einla߬ ventil 30 und das Auslaßventil 32 bilden eine Ventilanordnung 33 zum Einsteuern von Druckmittel in die Radbremse 20 und zum Absteuern von Druckmittel aus der Radbremse in den Vorratsbehälter 23. In ent¬ sprechender Weise ist die Raäbremse 21 mit einem Leitungszweig 34 mit der ersten Bremsleitung 29 und dem Hochdruckspeicher 25 ver¬ bunden. Auch steht die Raäbremse 21 mit einem Leitungszweig 35 der Auslaßleitung 31 mit dem Vorratsbehälter 23 in Verbindung. Für die Bemessung des Bremsdrucks in der Raäbremse 21 ist dieser in gleicher Weise wie der Raäbremse 20 eine Ventilanoränung 36 aus einem Einla߬ ventil 37 und einem Auslaßventil 38 zugeordnet.A first brake line 29 extends from the pressure medium source 22 to the ratchet brake 20 of the brake circuit I. In the brake line 29 there is an inlet valve 30 designed as a 2/2-way valve with a spring-operated blocking position and an electromagnetically operable passage position. From the first brake line 29, an outlet line 31 leading to the reservoir 23 with an outlet valve 32 extends between the ratchet brake 20 and the inlet valve 30. This is also designed as a 2/2-way valve with a spring-operated blocking position and an electromagnetically operable passage position. The inlet valve 30 and the outlet valve 32 form a valve arrangement 33 for the introduction of pressure medium into the wheel brake 20 and for the discharge of pressure medium from the wheel brake into the reservoir 23 Brake line 29 and the high-pressure accumulator 25 connected. The ratchet brake 21 is also connected to a line branch 35 of the outlet line 31 with the reservoir 23. For the measurement of the brake pressure in the ratchet brake 21, this is assigned a valve arrangement 36 comprising an inlet valve 37 and an outlet valve 38 in the same way as the ratchet brake 20.
Von der hydraulischen Druckmittelquelle 22 führt auch eine zweite Bremsleitung 39 parallel zur ersten Bremsleitung 29 verlaufend zur Radbremse 20. In dieser Bremsleitung 39 liegt das bereits erwähnte erste mechanische BremsSteuerventil 15. Das Bremssteuerventil 15 besitzt einen ersten Bremsleitungsanschluß 15.1, mit dem es mit dem Hochdruckspeicher 25 in Verbindung steht. Von einem zweiten Anschluß 15.2 führt die Bremsleitung 39 zur Rad¬ bremse 20. Von einem dritten Anschluß 15.3 des Bremssteuerventils 15 geht eine Auslaßleitung 40 zum Druckmittel-Vorratsbehälter 23 aus. Das Bremssteuerventil 15 hat eine federbetätigte Ruhestellung, in welcher der zweite Anschluß 15.2 mit dem dritten Anschluß 15.3 verbunden und der Anschluß 15.1 gesperrt sind. Durch Niederdrücken des Bremspedals 13 ist das Bremssteuerventil 15 in eine Arbeits¬ stellung überführbar, in welcher der erste Anschluß 15.1 mit dem zweiten Anschluß 15.2 in Verbindung steht, während der dritte Anschluß 15.3 gesperrt ist. Das Bremssteuerventil 15 vermag zwischen der Ruhestellung und der Arbeitsstellung beliebig viele Zwischen¬ stellungen einzunehmen, so daß der Druckmittelfluß von der Druck¬ mittelquelle 22 zur Radbremse 20 ausreichend fein einstellbar ist.A second brake line 39 also runs from the hydraulic pressure medium source 22 and runs parallel to the first brake line 29 to the wheel brake 20. The first mechanical brake control valve 15 already mentioned is located in this brake line 39. The brake control valve 15 has a first brake line connection 15.1, with which it is connected to the high-pressure accumulator 25 communicates. The brake line 39 leads to the wheel brake 20 from a second connection 15.2. An outlet line 40 leads to the pressure medium reservoir 23 from a third connection 15.3 of the brake control valve 15. The brake control valve 15 has a spring-operated rest position, in which the second connection 15.2 is connected to the third connection 15.3 and the connection 15.1 is blocked. By depressing the brake pedal 13, the brake control valve 15 can be moved into a working position in which the first connection 15.1 is connected to the second connection 15.2, while the third connection 15.3 is blocked. The brake control valve 15 can assume any number of intermediate positions between the rest position and the working position, so that the pressure medium flow from the pressure medium source 22 to the wheel brake 20 can be set sufficiently finely.
In der zweiten Bremsleitung 39, welche zwischen dem Einlaßventil 30 der Ventilanordnung 33 und der Radbremse 20 an die erste Brems¬ leitung 29 angeschlossen ist, befindet sich zwischen dem Brems¬ steuerventil 15 und der Radbremse 20 ein Absperrventil 41. Dieses ist als 2/2-Wegeventil mit federbetätigter Durchlaßstellung und elektromagnetbetätigbarer Sperrstellung ausgebildet. Von der zweiten Bremsleitung 39 führt auch ein Leitungszweig 42 mit gleichfalls darin angeordnetem Absperrventil 43 zur Radbremse 21. Außerdem ist an die erste Bremsleitung 29 und deren Leitungszweig 34 zwischen der entsprechenden Ventilanordnung 33 bzw. 36 und der Radbremse 20 bzw. 21 je ein den Bremsdruck in der Radbremse erfassender Drucksensor 44 und 45 angeschlossen.In the second brake line 39, which is connected to the first brake line 29 between the inlet valve 30 of the valve arrangement 33 and the wheel brake 20, there is a shut-off valve 41 between the brake control valve 15 and the wheel brake 20 -Directional control valve with spring-operated open position and solenoid-operated blocking position. From the second brake line 39, a line branch 42 with a shut-off valve 43 also arranged therein leads to the wheel brake 21. In addition, the brake pressure is connected to the first brake line 29 and its line branch 34 between the corresponding valve arrangement 33 or 36 and the wheel brake 20 or 21 in the wheel brake detecting pressure sensor 44 and 45 connected.
Der Bremskreis II der hydraulischen Fremdkraft-Bremsanlage 10 ist den Radbremsen 48, 49 der Hinterachse des Fahrzeugs zugeordnet. Der Bremskreis II, dem das zweite mechanische Bremssteuerventil 16 zugeordnet ist, hat den gleichen Aufbau wie der Bremskreis I und ist daher ebenfalls mit den Radbremsen 48, 49 zugeordneten Drucksensoren 50, 51 ausgestattet. Die hydraulische Fremdkraft-Bremsanlage 10 weist außerdem ein elek¬ tronisches Steuergerät 54 auf, an das der Bremspedal-Weggeber 14 und die Drucksensoren 44, 45, 50, 51 angeschlossen sind. Mit dem Steuer¬ gerät 54 stehen auch das Drehverhalten der den Radbremsen 20, 21, 48, 49 zugeordneten Fahrzeugräder überwachende Raddrehzahlsensoren 55, 56, 57, 58 in Verbindung. Außerdem sind an das Steuergerät 54 weitere Sensoren angeschlossen, beispielsweise ein Längsverzöge¬ rungssensor 59, ein Querbeschleunigungssensor 60 und ein Sensor 61 für im Fahrweg befindliche Hindernisse. An das Steuergerät 54 sind ferner die diversen elektromagnetbetätigbaren Ventile der Brems¬ anlage 10 angeschlossen, beispielsweise die der Raäbremse 20 zuge¬ ordneten Ventile 30, 32, 41.The brake circuit II of the hydraulic power brake system 10 is assigned to the wheel brakes 48, 49 of the rear axle of the vehicle. The brake circuit II, to which the second mechanical brake control valve 16 is assigned, has the same structure as the brake circuit I and is therefore also equipped with pressure sensors 50, 51 assigned to the wheel brakes 48, 49. The hydraulic power brake system 10 also has an electronic control unit 54 to which the brake pedal displacement sensor 14 and the pressure sensors 44, 45, 50, 51 are connected. The control device 54 is also connected to the rotational behavior of the wheel speed sensors 55, 56, 57, 58 which are assigned to the wheel brakes 20, 21, 48, 49. In addition, further sensors are connected to the control unit 54, for example a longitudinal deceleration sensor 59, a lateral acceleration sensor 60 and a sensor 61 for obstacles in the travel path. The various electromagnetically actuable valves of the brake system 10 are also connected to the control unit 54, for example the valves 30, 32, 41 assigned to the brake 20.
Die hydraulische Fremdkraft-Bremsanlage 10 hat folgende, anhand des Bremskreises I erläuterte Funktion:The hydraulic power brake system 10 has the following function, explained using the brake circuit I:
Ein vom Fahrer des Fahrzeugs durch Niederdrücken des Bremspedals 13 geäußerte Bremswunsch wird vom elektronischen Steuergerät 54 auf¬ grund des Signals des Bremspedal-Weggebers 14 erkannt. Das Steuer¬ gerät 54 schaltet die Absperrventile 41, 43 im Bremskreis I in die Sperrstellung, so daß eine Einsteuerung von Druckmittel aus dem bei Fahrtantritt aufgeladenen Hochdruckspeicher 25 durch die zweite Bremsleitung 39 und den Leitungszweig 42 unterbleibt. Das Steuer¬ gerät 54 schaltet zugleich das Einlaßventil 30 in der ersten Brems¬ leitung 29 sowie das Einlaßventil 37 im Bremsleitungszweig 34 in die Durchlaßstellung. Druckmittel kann nun aus dem bei Fahrtantritt aufgeladenen Hochdruckspeicher 25 durch die erste Bremsleitung 29 und den Leitungszweig 34 in die Radbremse 20, 21 verschoben werden und dort Bremsdruck aufbauen. Dabei steuert das elektronische Steuergerät 54, in dem entsprechende Bremskennlinien abgespeichert sind, den Bremsdruck als Funktion des Bremspedalwegs. Wenn der mittels der Drucksensoren 44, 45 überwachte Bremsdruck den vom Steuergerät 54 vorgegebenen Wert erreicht hat, schaltet das Steuer¬ gerät 54 die Einlaßventile 30 und 37 in die Sperrstellung. Der Bremsdruck in den Radbremsen 20, 21 wird nun auf dem erreichten Wert gehalten. Beim Entbremsen, d. h. beim Zurücknehmen des Bremspedals 13, schaltet das Steuergerät 54 die Auslaßventile 32, 38 in die Durchlaßstellung, während die Einlaßventile 30, 37 in der Sperr¬ stellung verbleiben. Durch Abströmen von Druckmittel aus den Rad¬ bremsen 20, 21 in den Vorratsbehälter 23 wird Bremsdruck abgebaut.A braking request expressed by the driver of the vehicle by depressing the brake pedal 13 is recognized by the electronic control unit 54 on the basis of the signal from the brake pedal displacement sensor 14. The control device 54 switches the shut-off valves 41, 43 in the brake circuit I into the blocking position, so that pressure medium from the high-pressure accumulator 25 charged at the start of the journey is prevented by the second brake line 39 and the line branch 42. The control device 54 simultaneously switches the inlet valve 30 in the first brake line 29 and the inlet valve 37 in the brake line branch 34 into the open position. Pressure medium can now be shifted from the high-pressure accumulator 25, which is charged at the start of the journey, through the first brake line 29 and the line branch 34 into the wheel brake 20, 21 and build up brake pressure there. The electronic control unit 54, in which corresponding braking characteristics are stored, controls the brake pressure as a function of the brake pedal travel. If the brake pressure monitored by means of the pressure sensors 44, 45 exceeds the Control unit 54 has reached the predetermined value, the control unit 54 switches the inlet valves 30 and 37 into the blocking position. The brake pressure in the wheel brakes 20, 21 is now kept at the value reached. When braking, ie when the brake pedal 13 is released, the control unit 54 switches the exhaust valves 32, 38 into the open position, while the intake valves 30, 37 remain in the blocking position. Brake pressure is reduced by the discharge of pressure medium from the wheel brakes 20, 21 into the reservoir 23.
Tritt bei einer Bremsung beispielsweise am der Raäbremse 20 zuge¬ ordneten Fahrzeugrad Blockiergefahr auf, so wird dies vom Steuer¬ gerät 54 aufgrund der Signale der Drehzahlsensoren 55, 56, 57, 58 erkannt. Um das Fahrzeugrad zu stabilisieren, schaltet das Steuer¬ gerät 54 die beiden Ventile 30, 32 der Ventilanordnung 33 in Phasen für Bremsdruckabbau, Druckhalten und Druckaufbau.If braking occurs, for example, on the vehicle wheel assigned to the ratchet brake 20, this is recognized by the control device 54 on the basis of the signals from the speed sensors 55, 56, 57, 58. In order to stabilize the vehicle wheel, the control device 54 switches the two valves 30, 32 of the valve arrangement 33 in phases for brake pressure reduction, pressure maintenance and pressure build-up.
Wird bei einer Bremsung aufgrund der Signale des Längsverzögerungs¬ sensors 59 und/oder des Querbeschleunigungssensors 60 vom Steuer¬ gerät 54 erkannt, daß das Fahrzeug in einen instabilen Zustand zu geraten droht, so kann das Steuergerät 54 durch Bremseneingriff das Fahrzeug stabilisieren. Dies kann durch eine Bremsdruckminderung oder Bremsdruckerhöhung gegenüber dem vom Bremswunsch des Fahrers abhängigen Bremsdruck erfolgen.If, during braking, the control device 54 recognizes that the vehicle threatens to become unstable due to the signals from the longitudinal deceleration sensor 59 and / or the lateral acceleration sensor 60, the control device 54 can stabilize the vehicle by braking intervention. This can be done by reducing the brake pressure or increasing the brake pressure compared to the brake pressure dependent on the driver's braking request.
Die Fremdkraft-Bremsanlage 10 kann auch unabhängig von einem Brems¬ wunsch des Fahrers aktiviert werden. Dies ist der Fall, wenn beim Anfahren und Beschleunigen des Fahrzeugs beispielsweise am der Raäbremse 20 zugeordneten Fahrzeugrad Antriebsschlupf in unzulässig großem Maß auftritt. Dieser Zustand wird vom Steuergerät 54 aufgrund der Signale der Drehzahlsensoren 55, 56, 57, 58 erkannt und durch Schalten des Einlaßventils 30 in die Durchlaßsteilung Bremsdruck in die Radbremse 20 eingesteuert. An die Phase des Bremsdruckaufbaus schließen sich im Antriebsschlupfregelbetrieb Phasen für Druckhalten und Druckabbau in der Radbremse 20 an. Ebenso kann Bremsdruck an allen vier Radbremsen 20, 21, 48, 49 des Fahrzeugs eingesteuert werden, wenn das elektronische Steuergerät 54 aufgrund von Signalen des Hindernissensors 61 erkennt, daß im Fahr¬ weg des Fahrzeugs ein Hindernis auftaucht.The power brake system 10 can also be activated independently of a driver's braking request. This is the case if, when starting and accelerating the vehicle, for example, drive slip occurs to an impermissibly large extent on the vehicle wheel assigned to the ratchet brake 20. This state is recognized by the control unit 54 on the basis of the signals from the speed sensors 55, 56, 57, 58 and controlled by switching the inlet valve 30 into the passage division brake pressure into the wheel brake 20. In the traction control mode, phases for pressure maintenance and pressure reduction in the wheel brake 20 follow the phase of the brake pressure build-up. Likewise, brake pressure can be applied to all four wheel brakes 20, 21, 48, 49 of the vehicle if the electronic control unit 54 detects on the basis of signals from the obstacle sensor 61 that an obstacle appears in the travel path of the vehicle.
Fällt das elektronische Steuergerät 54 der hydraulischen Fremd¬ kraft-Bremsanlage 10 aus, bleibt das Fahrzeug abbremsbar, solange die hydraulische Druckmittelquelle 22 in der Lage ist, Druckmittel in ausreichende Druckhöhe zur Verfügung zu stellen. Da die elektro- magnetbetätigbaren Ventile der Bremsanlage 10 in ihrer federbetätig¬ ten Grundstellung verbleiben, kann bei einer Betätigung des Brems¬ pedals 13 Druckmittel durch die zweite Bremsleitung 39 und das mechanische Bremssteuerventil 15 sowie die Absperrventile 41 und 43 in die Radbremsen 20 und 21 eingesteuert werden. Beim Bremsdruck- abbau wird Druckmittel durch die Bremsleitung 39 und die Ausla߬ leitung 40 in den Vorratsbehälter 23 abgesteuert.If the electronic control unit 54 of the hydraulic external force brake system 10 fails, the vehicle can be braked as long as the hydraulic pressure medium source 22 is able to provide pressure medium at a sufficient pressure level. Since the electromagnetically actuable valves of the brake system 10 remain in their spring-actuated basic position, when the brake pedal 13 is actuated, pressure medium can be introduced into the wheel brakes 20 and 21 through the second brake line 39 and the mechanical brake control valve 15 and the shut-off valves 41 and 43 become. When the brake pressure is reduced, pressure medium is discharged through the brake line 39 and the outlet line 40 into the reservoir 23.
Das in Figur 2 dargestellte zweite Ausführungsbeispiel einer hydrau¬ lischen Fremdkraft-Bremsanlage 70 mit Blockierschutz- und Antriebs¬ schlupfregeleinrichtung 71 weist zwei unterschiedlich ausgestattete Bremskreise I und II auf. Die Bremsanlage 70 hat ein Bremspedal 72, einen pedalbetätigten Stößel 73, einen Bremspedal-Weggeber 74 und einen Weg-Kraft-Simulator 75. Der pedalbetätigte Stößel 73 wirkt auf lediglich ein mechanisches BremsSteuerventil 76 ein, welches dem Bremskreis I zugeordnet ist. Dieser Bremskreis I weist zwei den Vorderrädern des Fahrzeugs zugeordnete Radbremsen 79, 80 auf. Diese sind mit einer Druckmittelquelle 81 entsprechend derjenigen nach dem ersten Ausführungsbeispiel verbindbar. Hierzu verläuft eine erste Bremsleitung 82 mit einer darin liegenden Ventilanordnung 83 zur Radbremse 79. Eine Zweigleitung 84 mit einer Ventilanordnung 85 führt zur Radbremse 80. Von den Ventilanordnungen 83, 85 geht eine Auslaßleitung 86 bzw. ein Leitungszweig 87 zu einem Vorratsbehälter 88 der Druckmittelquelle 81 aus. Eine parallel zur ersten Brems¬ leitung 82 verlaufende zweite Bremsleitung 89 ist entsprechend dem ersten Ausführungsbeispiel über das mechanische Bremssteuerventil 76 geführt und weist radbremsseitig ein Absperrventil 90 auf. Eine von der zweiten Bremsleitung 39 ausgehende Zweigleitung 91 mit einem Absperrventil 92 stellt eine Verbindung zur Radbremse 80 her. Während das Bremssteuerventil 76 und die beiden Absperrventile 90, 92 baugleich zum Bremssteuerventil 15 sowie den Ventilen 41 und 43 des ersten Ausführungsbeispieles sind, bestehen die Ventilanord¬ nungen 83, 85 jeweils aus einem das Einlaßventil 30 bzw. 37 und das Auslaßventil 32 bzw. 38 des ersten Ausführungsbeispiels verkörpern¬ den 3/3-Wegeventil. Dieses hat einen ersten, zur Druckmittelguelle 81 führenden Anschluß 83.1, einen zweiten, zur Radbremse 79 führen¬ den Anschluß 83.2 und einen dritten, zum Druckmittel-Vorratsbehälter 88 führenden Anschluß 83.3. Die Ventilanordnungen 83, 85 haben eine federbetätigte Ruhestellung für Druckhalten in der Radbremse 79 bzw. 80, in der alle drei Anschlüsse gesperrt sind. In einer zweiten elektromagnetbetatigbaren Stellung für Druckaufbau sind der erste Anschluß 83.1 und der zweite Anschluß 83.2 miteinander verbunden, während der dritte Anschluß 83.2 gesperrt ist. In einer dritten, ebenfalls elektromagnetbetatigbaren Stellung für Druckabbau sind der zweite Anschluß 83.2 und der dritte Anschluß 83.3 miteinander ver¬ bunden, der erste Anschluß 83.1 ist dagegen gesperrt.The second embodiment shown in FIG. 2 of a hydraulic power brake system 70 with anti-lock and traction control device 71 has two differently equipped brake circuits I and II. The brake system 70 has a brake pedal 72, a pedal-operated tappet 73, a brake pedal displacement sensor 74 and a displacement force simulator 75. The pedal-operated tappet 73 acts only on a mechanical brake control valve 76, which is assigned to the brake circuit I. This brake circuit I has two wheel brakes 79, 80 assigned to the front wheels of the vehicle. These can be connected to a pressure medium source 81 corresponding to that according to the first embodiment. For this purpose, a first brake line 82 runs with a valve arrangement 83 therein to the wheel brake 79. A branch line 84 with a valve arrangement 85 leads to the wheel brake 80. An outlet line 86 or a line branch 87 goes from the valve arrangements 83, 85 to a storage container 88 of the pressure medium source 81. According to the first exemplary embodiment, a second brake line 89 running parallel to the first brake line 82 is guided via the mechanical brake control valve 76 and has a shut-off valve 90 on the wheel brake side. A branch line 91 starting from the second brake line 39 with a shut-off valve 92 establishes a connection to the wheel brake 80. While the brake control valve 76 and the two shut-off valves 90, 92 are identical in construction to the brake control valve 15 and the valves 41 and 43 of the first exemplary embodiment, the valve arrangements 83, 85 each consist of an inlet valve 30 or 37 and an outlet valve 32 or 38 of the first embodiment embody the 3/3-way valve. This has a first connection 83.1 leading to the pressure medium source 81, a second connection 83.2 leading to the wheel brake 79 and a third connection 83.3 leading to the pressure medium reservoir 88. The valve arrangements 83, 85 have a spring-operated rest position for maintaining pressure in the wheel brakes 79 and 80, in which all three connections are blocked. In a second electromagnetically actuated position for pressure build-up, the first connection 83.1 and the second connection 83.2 are connected to one another, while the third connection 83.2 is blocked. In a third, also electromagnetically actuated position for pressure reduction, the second connection 83.2 and the third connection 83.3 are connected to one another, but the first connection 83.1 is blocked.
Der Bremskreis II, welcher der Hinterachse des Fahrzeuges zugeordnet ist, hat demgegenüber einen vereinfachten Aufbau: Von einer Druck¬ mittelquelle 95 ausgehend führt eine Bremsleitung 96 zu einer Rad¬ bremse 97. Eine Raäbremse 98 des Bremskreises II steht mit einem Leitungszweig 99 mit der Bremsleitung 96 in Verbindung. In der Bremsleitung 96 sowie im Leitungszweig 99 ist jeweils ein Einla߬ ventil 101, 101 angeordnet. Dieses ist als 2/2-Wegeventil ausge¬ bildet und hat eine federbetätigte Sperrstellung sowie eine elektromagnetbetatigbare Durchlaßstellung. Zwischen der Raäbremse 97 und dem Einlaßventil 100 geht von der Bremsleitung 96 eine Ausla߬ leitung 102 zum Druckmittel-Vorratsbehälter 103 der Druckmittel¬ quelle 95 aus. Ein Leitungszweig 104 der Auslaßleitung 102 verbindet in entsprechender Weise den Leitungszweig 99 zur Bremse 98 mit dem Vorratsbehälter 103. In der Auslaßleitung 102 sowie dem Leitungs¬ zweig 104 ist je ein Auslaßventil 105 bzw. 106 angeordnet. Dieses als 2/2-Wegeventil ausgebildete Auslaßventil 105, 106 hat eine federbetätigte Durchlaßstellung durch eine elektromagnetbetatigbare Sperrstellung. Die Einlaßventile 100, 101 und die Auslaßventile 105, 106 bilden je eine der Radbremse 97 bzw. 98 zugeordnete Ventil¬ anordnung 1Q7 bzw. 108 für Bremsdruckaufbau, Druckhalten und Druck¬ abbau in der zugeordneten Radbremse 97, 98. Für Druckaufbau beispielsweise in der Raäbremse 97 ist das Auslaßventil 105 in die Sperrstellung und das Einlaßventil 100 in die Durchlaßstellung schaltbar. Für Druckhalten nehmen beide Ventile 100, 105 ihre Sperr¬ stellung ein. Für Druckabbau sind die Ventile 100, 105 in ihre gezeichnete Stellung zurückführbar.In contrast, the brake circuit II, which is assigned to the rear axle of the vehicle, has a simplified structure: starting from a pressure medium source 95, a brake line 96 leads to a wheel brake 97. A brake 98 of the brake circuit II is connected to the brake line by a line branch 99 96 connected. An inlet valve 101, 101 is arranged in each case in the brake line 96 and in the line branch 99. This is designed as a 2/2-way valve and has a spring-operated blocking position and a Electromagnetically operable open position. Between the ratchet brake 97 and the inlet valve 100, an outlet line 102 extends from the brake line 96 to the pressure medium reservoir 103 of the pressure medium source 95. A line branch 104 of the outlet line 102 connects the line branch 99 to the brake 98 with the reservoir 103 in a corresponding manner. An outlet valve 105 or 106 is arranged in each of the outlet line 102 and the line branch 104. This designed as a 2/2-way valve outlet valve 105, 106 has a spring-operated passage position through an electromagnetically actuated blocking position. The inlet valves 100, 101 and the outlet valves 105, 106 each form a valve arrangement 1Q7 or 108 assigned to the wheel brake 97 or 98 for brake pressure build-up, pressure maintenance and pressure reduction in the assigned wheel brake 97, 98. For pressure build-up, for example in the wheel brake 97, the outlet valve 105 can be switched into the blocking position and the inlet valve 100 into the open position. Both valves 100, 105 assume their blocking position for maintaining pressure. The valves 100, 105 can be returned to their drawn position for pressure reduction.
Die Fremdkraft-Bremsanlage 70 ist mit einem elektronischen Steuer¬ gerät 111 ausgestattet, an das der Bremspedal-Weggeber 74, den einzelnen Radbre sen 79, 80, 97, 98 zugeordnete Drucksensoren 112, 113, 114, 115 sowie Raddrehzahlsensoren 116, 117, 118, 119 ange¬ schlossen sind.The power brake system 70 is equipped with an electronic control unit 111, to which the brake pedal displacement sensor 74, the individual wheel brakes 79, 80, 97, 98 assigned pressure sensors 112, 113, 114, 115 and wheel speed sensors 116, 117, 118 , 119 are connected.
Die hydraulische Fremdkraft-Bremsanlage 70 ist ebenso wie diejenige nach dem ersten Ausführungsbeispiel bei Betätigung des Bremspedals 72 aufgrund des Signals des Bremspedal-Weggebers 74 vom Steuergerät 111 in Funktion zu setzen. Auch ist Blockierschutzregelbetrieb und Antriebsschlupfregelbetrieb an allen vier Fahrzeugrädern möglich. Darüber hinaus kann auch diese Bremsanlage 70 in ihrer Funktion durch Hinzufügen eines Längsverzögerungssensors, eines Querbe- schleunigungssensors und ggf. eines Hindernissensors erweitert werden. Bei Ausfall des elektronischen Steuergeräts 111 ist bei diesem Ausführungsbeispiel lediglich der Bremskreis I über das mechanische Bremssteuerventil 76 ansteuerbar. Dies ist ausreichend, um das Fahrzeug unter normalen Umständen zum Stillstand zu bringen. The hydraulic power brake system 70, like that according to the first exemplary embodiment, is to be activated by the control unit 111 when the brake pedal 72 is actuated on the basis of the signal from the brake pedal displacement sensor 74. Anti-lock control operation and traction control operation are also possible on all four vehicle wheels. In addition, this brake system 70 can also be expanded in function by adding a longitudinal deceleration sensor, a lateral acceleration sensor and, if appropriate, an obstacle sensor become. If the electronic control unit 111 fails, in this exemplary embodiment only the brake circuit I can be controlled via the mechanical brake control valve 76. This is sufficient to bring the vehicle to a standstill under normal circumstances.

Claims

Ansprüche Expectations
1. Hydraulische Fremdkraft-Bremsanlage mit Blockierschutz- und Antriebsschlupfregeleinrichtung, insbesondere für Kraftfahrzeuge,1. Hydraulic power brake system with anti-lock and traction control device, especially for motor vehicles,
- mit einer hydraulischen Druckmittelquelle, welche mit wenigstens einer Leitung mit wenigstens einer Raäbremse eines Bremskreises verbunden ist,with a hydraulic pressure medium source which is connected to at least one line with at least one ratchet brake of a brake circuit,
- mit einer elektromagnetbetatigbaren Ventilanordnung in der Leitung zum Einsteuern von Druckmittel in die Raäbremse und zum Absteuern von Druckmittel aus der Radbremse in einen Vorratsbehälter,with an electromagnetically actuated valve arrangement in the line for introducing pressure medium into the wheel brake and for releasing pressure medium from the wheel brake into a storage container,
- mit einem Signale eines Bremspedal-Weggebers und wenigstens eines Raddrehzahlsensors verarbeitenden elektronischen Steuergerät zum Schalten der Ventilanordnung für Bremsdruckaufbau und -druckabbau in der Radbremse, gekennzeichnet durch die folgenden Merkmale:- With a signal from a brake pedal displacement sensor and at least one wheel speed sensor processing electronic control unit for switching the valve arrangement for brake pressure build-up and pressure reduction in the wheel brake, characterized by the following features:
- zwischen der Druckmittelquelle (22) und der Radbremse (z. B. 20) sind zwei parallel verlaufende Leitungen (29, 39) angeordnet,- Two parallel lines (29, 39) are arranged between the pressure medium source (22) and the wheel brake (e.g. 20),
- in der ersten Leitung (29) befindet sich ein Einlaßventil (30) mit federbetätigter Sperrstellung und elektromagnetbetätigbarer Durch¬ laßstellung,- In the first line (29) there is an inlet valve (30) with a spring-operated blocking position and an electromagnetically operable passage position,
- von der ersten Leitung (29) geht zwischen der Radbremse (20) und dem Einlaßventil (30) eine zum Vorratsbehälter (23) führende Auslaßleitung (31) mit einem Auslaßventil (32) aus, welches eine federbetätigte Sperrstellung und eine elektromagnetbetätigte Durchlaßstellung hat,- From the first line (29) between the wheel brake (20) and the inlet valve (30) leads to the reservoir (23) leading outlet line (31) with an outlet valve (32) which has a spring-operated blocking position and an electromagnetically operated passage position,
- in der zweiten Leitung (39) sind ein von einem Bremspedal (13) betätigbares, mechanisches BremsSteuerventil (15) für die Steuerung des Bremsdruckes in der Radbremse (20) sowie ein Absperrventil (41) mit einer federbet tigten Durchlaßstellung und einer elektromagnetbetatigbaren Sperrstellung angeordnet,- In the second line (39) from a brake pedal (13) actuable, mechanical brake control valve (15) for controlling the brake pressure in the wheel brake (20) and a shut-off valve (41) with a spring-actuated passage position and an electromagnetically actuated blocking position are arranged ,
- an das Steuergerät (54) sind das Einlaßventil (30), das Ausla߬ ventil (32), das Absperrventil (41) und ein den Bremsdruck in der Raäbremse (20) erfassender Drucksensor (44) angeschlossen. - das Steuergerät (54) schaltet bei einer Bremsung das Absperrventil (41) in die Sperrstellung, für Bremsdruckaufbau in der Radbremse (20) das Einlaßventil (30) in die Durchlaßstellung, für Druck¬ halten das Einlaßventil (30) in die Sperrstellung und für Druck¬ abbau in der Radbremse (20) das Auslaßventil (32) in die Durchla߬ stellung, während das Einlaßventil (30) in der Sperrstellung verbleibt.- To the control unit (54), the inlet valve (30), the Ausla߬ valve (32), the shut-off valve (41) and a pressure sensor (44) detecting the brake pressure in the ratchet brake (20) are connected. - The control unit (54) switches the shut-off valve (41) in the blocking position during braking, for brake pressure build-up in the wheel brake (20) the inlet valve (30) in the open position, for holding the inlet valve (30) in the blocking position and for pressure Pressure reduction in the wheel brake (20), the outlet valve (32) in the passage position, while the inlet valve (30) remains in the blocking position.
2. Hydraulische Fremdkraft-Bremsanlage nach Anspruch 1, dadurch gekennzeichnet, daß wenigstens ein zweiter, vorzugsweise gleich ausgestatteter Bremskreis (II) mit gleichfalls vom Bremspedal (13) betätigbarem, mechanischem Bremssteuerventil (16) vorgesehen ist.2. Hydraulic power brake system according to claim 1, characterized in that at least a second, preferably identically equipped brake circuit (II) with the brake pedal (13) actuable, mechanical brake control valve (16) is provided.
3. Hydraulische Fremdkraft-Bremsanlage nach Anspruch 1, dadurch gekennzeichnet, daß das Einlaßventil und das Auslaßventil der Ventilanordnung (z. B. 83) von einem 3/3-Wegeventil gebildet sind, das einen ersten, zur Druckmittelquelle (81) führenden Anschluß (83.1), einen zweiten, zur Radbremse (79) führenden Anschluß (83.2) und einen dritten, zum Druckmittel-Vorratsbehälter (88) führenden Anschluß (83.3) hat, wobei in einer federbet tigten Ruhestellung für Druckhalten alle drei Anschlüsse (83.1, 83.2, 83.3) gesperrt, in einer zweiten, elektromagnetbetatigbaren Stellung für Druckaufbau der erste und der zweite Anschluß (83.1, 83.2) verbunden und in einer dritten, elektromagnetbetatigbaren Stellung für Druckabbau der zweite und der dritte Anschluß (83.2, 83.3) miteinander verbunden sind.3. Hydraulic power brake system according to claim 1, characterized in that the inlet valve and the outlet valve of the valve arrangement (z. B. 83) are formed by a 3/3-way valve which a first, leading to the pressure medium source (81) connection ( 83.1), a second connection (83.2) leading to the wheel brake (79) and a third connection (83.3) leading to the pressure medium reservoir (88), with all three connections (83.1, 83.2, 83.3) blocked, in a second, electromagnetically actuated position for pressure build-up the first and second connections (83.1, 83.2) are connected and in a third, electromagnetically actuated position for pressure reduction the second and third connections (83.2, 83.3) are connected to one another.
4. Hydraulische Fremdkraft-Bremsanlage nach Anspruch 1, dadurch gekennzeichnet, daß wenigstens ein zweiter Bremskreis (II) mit einer Druckmittelquelle (95) vorgesehen ist, von der eine Leitung (96) mit einem Einlaßventil (100) mit federbetätigter Sperrstellung und elektromagnetbetätigbarer Durchlaßstellung zu einer Radbremse (z. B. 97) ausgeht, daß an diese Leitung (96) zwischen der Radbremse (97) und dem Einlaßventil (100) eine zu einem Druckmittel-Vorrats¬ behälter (103) führende Auslaßleitung (102) mit einem Auslaßventil (105) angeschlossen ist, das eine federbetätigte Durchlaßstellung und eine elektromagnetbetatigbare Sperrstellung hat, und daß das Steuergerät. (111) für Bremsdruckaufbau in der Radbremse (97) das Auslaßventil (105) in die Sperrstellung und das Einlaßventil (100) in die Durchlaßstellung, für Druckhalten das Einlaßventil (100) und das Auslaßventil (105) in die Sperrstellung und für Druckabbau das Auslaßventil (105) in die Durchlaßstellung schaltet, während das Einlaßventil (100) in der Sperrstellung verbleibt.4. Hydraulic power brake system according to claim 1, characterized in that at least a second brake circuit (II) with a pressure medium source (95) is provided, from which a line (96) with an inlet valve (100) with spring-operated blocking position and electromagnetically operable passage position a wheel brake (z. B. 97) that goes to this line (96) between the wheel brake (97) and the inlet valve (100) an outlet line (102) leading to a pressure medium reservoir (103) is connected to an outlet valve (105) which has a spring-operated passage position and an electromagnetically actuated blocking position, and that the control unit. (111) for brake pressure build-up in the wheel brake (97) the outlet valve (105) in the blocking position and the inlet valve (100) in the open position, for maintaining the pressure the inlet valve (100) and the outlet valve (105) in the blocking position and for pressure reduction the outlet valve (105) switches to the open position, while the inlet valve (100) remains in the blocking position.
5. Hydraulische Fremdkraft-Bremsanlage nach den Ansprüchen 1 oder 4, dadurch gekennzeichnet, daß die Druckmittelquelle (z. B. 22) ein aus dem Druckmittel-Vorratsbehälter (23) mit einer Hochdruckpumpe (24) gespeister Hochdruckspeicher (25) ist.5. Hydraulic power brake system according to claims 1 or 4, characterized in that the pressure medium source (z. B. 22) from the pressure medium reservoir (23) with a high pressure pump (24) fed high pressure accumulator (25).
6. Hydraulische Fremdkraft-Bremsanlage nach Anspruch 1, dadurch gekennzeichnet, daß das Steuergerät (z. B. 54) in Abhängigkeit von Signalen weiterer Sensoren, wie Längsverzögerungs-, Querbeschleuni- gungs-, Hindernissensoren (59, 60, 61) oder dergleichen, eine Bremsung ohne Betätigung des Bremspedals (13) auslöst oder eine pedalbetätigte Bremsung im Sinne einer Bremsdruckminderung oder -erhöhung modifiziert. 6. Hydraulic power brake system according to claim 1, characterized in that the control device (z. B. 54) in response to signals from other sensors, such as longitudinal deceleration, lateral acceleration, obstacle sensors (59, 60, 61) or the like, triggers braking without actuating the brake pedal (13) or modifies pedal-operated braking in the sense of reducing or increasing the brake pressure.
PCT/DE1992/000195 1991-04-13 1992-03-07 Externally powered hydraulic braking system with anti-lock and drive slip control device, especially for motor vehicles WO1992018361A1 (en)

Applications Claiming Priority (2)

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DE19914112137 DE4112137A1 (en) 1991-04-13 1991-04-13 HYDRAULIC FOREIGN BRAKE SYSTEM WITH ANTI-BLOCKING PROTECTION AND DRIVE-SLIP CONTROL DEVICE, ESPECIALLY FOR MOTOR VEHICLES
DEP4112137.6 1991-04-13

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