WO1993011009A1 - Dual-circuit hydraulic braking system with slip control for motor vehicles - Google Patents
Dual-circuit hydraulic braking system with slip control for motor vehicles Download PDFInfo
- Publication number
- WO1993011009A1 WO1993011009A1 PCT/EP1992/002665 EP9202665W WO9311009A1 WO 1993011009 A1 WO1993011009 A1 WO 1993011009A1 EP 9202665 W EP9202665 W EP 9202665W WO 9311009 A1 WO9311009 A1 WO 9311009A1
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- WO
- WIPO (PCT)
- Prior art keywords
- brake
- pressure
- circuit
- wheel
- slip
- Prior art date
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
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/343—Systems characterised by their lay-out
- B60T8/344—Hydraulic systems
- B60T8/348—4 Channel systems
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- 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
- B60T8/38—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including valve means of the relay or driver controlled type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
- B60T8/4275—Pump-back systems
Definitions
- the invention relates to a hydraulic dual-circuit brake system with slip control for motor vehicles according to the preamble of claim 1.
- a slip-controlled brake system with the features mentioned in the preamble of claim 1 is already known.
- the wheel brakes of this brake system are connected to the brake pressure sensor via inlet and outlet valves connected to the main pressure lines and can be connected to the pressureless afterflow tank of the brake pressure sensor via pressure medium return lines connected to outlet valves (so-called open brake system).
- a self-priming auxiliary pressure pump is used as the auxiliary pressure pump system, which draws pressure medium volume from the trailing reservoir during brake pressure control, in order to feed this to the wheel brakes depending on the switching activities of the inlet and outlet valves.
- the shut-off valve separating the brake pressure sensor from the pump pressure is also in its closed position, so that the brake pressure sensor is decoupled from the dynamic pressure control.
- the inlet and outlet valves are switched during the anti-lock control for the purpose of the pressure maintenance phase, pressure build-up phase and pressure reduction phase, but with the difference that the isolating valves which are in the locked position during traction control are switched off when de-energized, so that a reset of the working pistons in the tandem master cylinder is guaranteed.
- connection of the outlet valves to the unpressurized follow-up container has the disadvantage that in the event of a non-tightly closing outlet valve, pressure medium can escape from the wheel brake into the unpressurized follow-up container, which is why precautionary measures must be taken to ensure the brake effect, which reduces such brake pressure Prevent condition.
- auxiliary pressure pump takes the excess brake pressure volume accumulated in a low-pressure accumulator arranged in the return line and, if necessary, feeds it back to the wheel brakes or the brake pressure transmitter.
- the auxiliary pressure pump is a self-priming return pump which, for the purpose of starting slip control, sucks pressure medium volume via a central valve arranged in the brake pressure sensor from the follow-up tank attached to the brake pressure sensor and delivers it to the corresponding wheel brakes of the drive wheels.
- a shut-off valve separates the pressure side of the auxiliary pressure pump in the direction of the brake pressure sensor, so that it is prevented from being fed back via the open central valve into the trailing tank.
- a pressure relief valve arranged parallel to the main pressure line ensures compliance with the permissible system pressure.
- FIG. 1 shows a hydraulic circuit diagram of a two-circuit brake system with slip control with those for the invention essential outlined components.
- the brake pressure transducer 8 ⁇ consists of a tandem master cylinder with a preceding vacuum brake power booster as well as a supply reservoir 3.
- a first brake circuit I connects the braking pressure generator 8 via electroless electromagnetically open in the basic position and sat Scheme ⁇ as a 2/2-way valves in the main pressure line 9 inlet valves 12, 12 'with the wheel brakes 2, 2' of the rear axle HA, which are both brake and drive slip controlled.
- a second brake circuit II has an essentially analog basic structure, according to which a further main pressure line 9 ′ connects the brake pressure transmitter 8 to the brake slip-controlled wheel brakes 5, 5 ′ of the front axle VA, into which electromagnetic 2/2-way valves are output ⁇ led and in the basic position open inlet valves 13, 13 'are used, wherein between the inlet valves 13, 13' and the wheel brakes 5, 5 'each have an outlet valve 4, 4' having a return line 7 is connected.
- the return line 7 of the second brake circuit II has a low-pressure accumulator 6 connected to the suction side of the auxiliary pressure pump 11, while the pressure side of the auxiliary pressure pump 11 opens into the main pressure line 9 'of the second brake circuit II.
- the brake pressure is modulated by pressure maintenance, pressure reduction and pressure build-up phases.
- the inlet valves 12, 12 ', 13, 13' and the outlet valves 1, 1 ', 4, 4' of the brake slip-controlled wheel brakes 2, 2 ', 5, 5' are actuated in accordance with the respective control algorithm.
- the electromotive control of the auxiliary pressure pumps 11, 11 ' is used, so that dynamic pressure is present in the two brake circuits I and II.
- the associated inlet valve 12 or 12 ' is switched electromagnetically to the blocking position for the purpose of the pressure-maintaining phase, in order first of all to filter out disturbance variables .
- the pressure medium volume delivered by the activated auxiliary pressure pump 11 ' reaches the brake pressure transmitter 8 from the return line 7' connected to the follow-up tank 3, counter to the action of the foot force.
- the auxiliary pressure pump 11 connected to the second brake circuit II runs as a result of the associated pressure pump 11 in Locked outlet valves 4, 4 'empty with.
- the Low-pressure accumulator 6 relieves pressure in the position shown. Since in the example described the front axle is not driven by the vehicle engine, only ABS control takes place on it.
- the associated auxiliary pressure pump 11 therefore need not be designed to be self-priming.
- the exhaust valve 1, 1 'associated with the braked wheel brake 2, 2' of the rear axle HA opens the return duct 7 'in the direction of the line branch leading to the auxiliary pressure pump 11' and the Kachlaufbenzol ⁇ ter 3, while the associated intake valve 12, 12 'remains in the blocking position.
- the inlet and outlet valves 12, 12 ', 1, 1' are switched back to their open or closed basic position.
- the explained brake pressure modulation for the rear axle brake circuit can also be transferred to the second brake circuit II with regard to the switching of the corresponding intake and exhaust valves, but with the difference that excess pressure medium volume does not flow directly to the follow-up tank 3 during the pressure reduction phase
- This can be accommodated in a low-pressure accumulator 6 connected between the auxiliary pressure pump 11 assigned to the second brake circuit II and the low-pressure accumulator 6 connected downstream of the outlet valves 4, 4 '.
- the pressure medium supply and thus the function of the non-self-priming auxiliary pressure pump 11 is ensured in addition to the intermediate storage of pressure medium volume in the low pressure accumulator 6, with the aim of rapid provision. Because of this arrangement there is also the advantage that the working piston of the master cylinder assigned to the second brake circuit II can be provided with an inexpensive sleeve seal.
- the wheel brakes 2, 2 ′ of the rear axle HA driven on the engine side are connected to the first brake circuit I.
- the functional diagram described below also applies to the front-axle brake circuit, so that a separate description of this alternative can be dispensed with.
- the control and regulating electronics detects the drive slip analogously to the brake slip, whereby in addition to the actuation of the auxiliary pressure pump 11 'and the inlet valves 12, 12' and the outlet valves 1, 1 ', the auxiliary pressure pump 11' is also included the brake pressure sensor 8 normally hydraulically connecting check valve 10 is switched to a closed position.
- the auxiliary pressure pump 11 'connected to the first brake circuit I in the present example sucks pressure medium freely from the return line 7' connected to the run-on container 3 in order to make this available to the wheel brakes 2, 2 'connected to the first brake circuit I.
- the auxiliary pressure pump 11 'then delivers unhindered into the wheel brakes 2, 2' of the rear axle wheel exceeding the permissible drive slip threshold, while the non-positive vehicle wheel, due to the intake valve 12, 12 'in the closed position, brakes the engine torque unchecked able to transfer.
- the pressure maintenance and pressure reduction phases are then implemented in a known manner for the purpose of restoring the frictional connection between the road surface and the slip-prone wheel by closing the respective intake and exhaust valve or closing the intake valve and opening the exhaust valve.
- the particular advantage of the brake system described can be seen in the fact that, with minimal effort in terms of the required components and the relatively simple circuit arrangement, an anti-lock brake system has been created, which by combining a so-called open brake circuit system (pressure medium return directly to the trailing reservoir) a closed brake circuit system (return to the main pressure line) on the one hand in the event of a defect in the exhaust valves in the open brake circuit, the closed brake circuit, for example the front axle brake circuit, remains fully functional, so that due to the dynamic axle load and thus also brake force distribution in the present case only one a slight reduction in the braking effect is to be expected.
- auxiliary pressure pump system can also be simplified in such a way that a self-priming auxiliary pressure pump is used exclusively for the ASR-controlled brake circuit, and the presence of a low-pressure accumulator can be dispensed with as a result of the pump connection to the secondary tank.
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a dual-circuit hydraulic braking system with slip control for motor vehicles with a first and a second braking pressure sensor (8) with at least one main pressure line (9, 9') connecting a wheel brake (2, 2', 5, 5'), a first and a second pressure medium return line (7, 7') connected to at least one wheel brake, in which normally open inlet valves (12, 12', 13, 13') are fitted in the two main pressure lines upstream of the wheel brakes and normally closed outlet valves (1, 1', 4, 4') are fitted in the two pressure medium return lines downstream of the wheel brakes, the outlet valve (1, 1') of the first brake circuit (I) has a switchable direct hydraulic connection between the braking and starting slip-controlled wheel brake (2, 2') and an unpressurised return tank (3) and the outlet valve (4, 4') of the second brake circuit (II) has a switchable hydraulic connection between the appropriate wheel brake (5, 5') and a low-pressure storage unit (6) upstream of the auxiliary pressure pump system. This provides reliable drive and braking slip-controlled brake system with simple means which also permits the use of a combined central valve and sleeve seal in the tandem master cylinder.
Description
Hydraulische Zweikreisbre sanlage mit Schlupfregelung für KraftfahrzeugeHydraulic dual-circuit brake system with slip control for motor vehicles
Die Erfindung betrifft eine hydraulische Zweikreisbremsanla¬ ge mit Schlupfregelung für Kraftfahrzeuge nach dem Oberbe¬ griff des Anspruchs 1.The invention relates to a hydraulic dual-circuit brake system with slip control for motor vehicles according to the preamble of claim 1.
Aus der DE 37 39 915 AI ist bereits eine schlupfgeregelte Bremsanlage mit den im Oberbegriff des Anspruchs 1 genannten Merkmalen bekannt. Die Radbremsen dieser Bremsanlage stehen über an Hauptdruckleitungen angeschlossenen Einlaß- und Aus¬ laßventilen mit dem Bremsdruckgeber in Verbindung und sind über an Auslaßventilen angeschlossenen Druckmittelrücklauf¬ leitungen mit dem drucklosen Nachlaufbehälter des Brems- druckgebers verbindbar (sogenanntes offenes Bremssystem) . Als Hilfsdruckpumpensystem wird für jeden Bremskreis jeweils eine selbstansaugende Hilfsdruckpumpe verwendet, die während der Bremsdruckregelung Druckmittelvolumen aus dem Nachlauf- behälter entnimmt, um dieses in Abhängig von den Schaltakti¬ vitäten der Einlaß- und Auslaßventilen den Radbremsen zuzu¬ führen. Beim Einsatz der Antriebsschlupfregelung befindet sich zusätzlich das den Bremsdruckgeber vom Pumpendruck trennende Sperrventil in seiner Schließstellung, so daß der Bremsdruckgeber von der dynamischen Druckregelung entkoppelt ist. Analog zur Antriebsschlupfregelung werden während der Blockierschutzregelung die Einlaß- und Auslaßventile zum Zwecke der Druckhaltphase, Druckaufbauphase sowie Druckab¬ bauphase geschalten, jedoch mit dem Unterschied, daß die während der Antriebsschlupfregelung in Sperrstellung befind¬ lichen Trennventile stromlos offen geschaltet sind, wodurch
eine Rückstellung der Arbeitskolben im Tandemhauptzylinder • gewährleistet ist.From DE 37 39 915 AI a slip-controlled brake system with the features mentioned in the preamble of claim 1 is already known. The wheel brakes of this brake system are connected to the brake pressure sensor via inlet and outlet valves connected to the main pressure lines and can be connected to the pressureless afterflow tank of the brake pressure sensor via pressure medium return lines connected to outlet valves (so-called open brake system). For each brake circuit, a self-priming auxiliary pressure pump is used as the auxiliary pressure pump system, which draws pressure medium volume from the trailing reservoir during brake pressure control, in order to feed this to the wheel brakes depending on the switching activities of the inlet and outlet valves. When the traction control system is used, the shut-off valve separating the brake pressure sensor from the pump pressure is also in its closed position, so that the brake pressure sensor is decoupled from the dynamic pressure control. Analogously to the traction control system, the inlet and outlet valves are switched during the anti-lock control for the purpose of the pressure maintenance phase, pressure build-up phase and pressure reduction phase, but with the difference that the isolating valves which are in the locked position during traction control are switched off when de-energized, so that a reset of the working pistons in the tandem master cylinder is guaranteed.
Der Anschluß der Auslaßventile am drucklosen Nachlaufbehäl¬ ter hat den Nachteil, daß bei einem etwaigen nicht dicht¬ schließenden Auslaßventil Druckmittel aus der Radbremse in den drucklosen Nachlaufbehälter entweichen kann, weshalb vorsorglich zur Gewährleistung der Bremsenwirkung Sicher¬ heitsmaßnahmen getroffen werden müssen, die einen derartigen bremsdruckmindernden Zustand verhindern.The connection of the outlet valves to the unpressurized follow-up container has the disadvantage that in the event of a non-tightly closing outlet valve, pressure medium can escape from the wheel brake into the unpressurized follow-up container, which is why precautionary measures must be taken to ensure the brake effect, which reduces such brake pressure Prevent condition.
Weiterhin ist aus der DE 38 32 023 AI bekannt, überschüssi¬ ges Druckmittel während der Bremsdimckmodulation mittels ei¬ ner Hilfsdruckpumpe wieder in die Hauptdruckleitung anstatt in den drucklosen Nachlaufbehälter zurückzufordern (soge¬ nanntes geschlossenes Bremssystem). Diese Hilfsdruckpumpe entnimmt während der Bremsdruckregelung das in einem in der Rücklaufleitung angeordneten Niederdruckspeicher angesammel¬ te überschüssige Bremsdruckvolumen und führt es bei Bedarf den Radbremsen, bzw. dem Bremsdruckgeber wieder zu. Bei der Hilfsdruckpumpe handelt es sich um eine selbstansaugende Rückförderpumpe, die zum Zwecke der Anfahrschlupfregelung Druckmittelvolumen über ein im Bremsdruckgeber angeordnetes Zentralventil aus dem am Bremsdruckgeber befestigten Nach¬ laufbehälter ansaugt und zu den entsprechenden Radbremsen der Antriebsräder fördert. Hierzu trennt ein Sperrventil die Druckseite der Hilfsdruckpumpe in Richtung des Bremsdruckge¬ bers, so daß ein Rückfördern über das offene Zentralventil in den Nachlaufbehälter verhindert ist. Ein parallel zur Hauptdruckleitung angeordnetes Druckbegrenzerventil sorgt für die Einhaltung des zulässigen Systemdrucks.
Die beschriebene Bremsanlage hat den Nachteil, daß das An¬ saugen von Druckmittelvolumen aus dem Nachlaufbehälter nur über das Sperr- und Zentralventil geschehen kann, was infol¬ ge der erhöhten Strömungswiderstände zu einer Beeinträchti¬ gung der Förderleistung bzw. eine besonders saugfähige Hilfsdruckpumpe erfordert. Ferner bedarf es der Anordnung eines als Volumenschlucker wirksamen Niederdruckspeichers für jeden Bremskreis, um sowohl während der Antriebs- wie auch zur Blockierschutzregelung Druckmittelvolumen Zwischen¬ speichern zu können.Furthermore, it is known from DE 38 32 023 AI to recycle excess pressure medium during the brake pressure modulation by means of an auxiliary pressure pump back into the main pressure line instead of into the unpressurized follow-up tank (so-called closed brake system). During the brake pressure control, this auxiliary pressure pump takes the excess brake pressure volume accumulated in a low-pressure accumulator arranged in the return line and, if necessary, feeds it back to the wheel brakes or the brake pressure transmitter. The auxiliary pressure pump is a self-priming return pump which, for the purpose of starting slip control, sucks pressure medium volume via a central valve arranged in the brake pressure sensor from the follow-up tank attached to the brake pressure sensor and delivers it to the corresponding wheel brakes of the drive wheels. For this purpose, a shut-off valve separates the pressure side of the auxiliary pressure pump in the direction of the brake pressure sensor, so that it is prevented from being fed back via the open central valve into the trailing tank. A pressure relief valve arranged parallel to the main pressure line ensures compliance with the permissible system pressure. The brake system described has the disadvantage that the suction of pressure medium volume from the trailing tank can only take place via the shut-off and central valve, which, owing to the increased flow resistances, impairs the delivery rate or requires a particularly absorbent auxiliary pressure pump. Furthermore, the arrangement of a low-pressure accumulator acting as a volume swallower is required for each brake circuit in order to be able to temporarily store pressure medium volume both during the drive control and for the anti-lock control.
Daher ist es die Aufgabe der Erfindung, die Nachteile der vorbeschriebenen Bremsanlagen zu vermeiden, um eine an- triebs- und bremsschlupfgeregelte Bremsanlage zu schaffen, die sich durch einen besonders einfachen und sicheren Aufbau auszeichnet.It is therefore the object of the invention to avoid the disadvantages of the brake systems described above, in order to create a drive system and brake slip-controlled brake system which is distinguished by a particularly simple and safe construction.
Diese Aufgabe wird erfindungsgemäß durch die den Patentan¬ spruch 1 kennzeichnenden Merkmale gelöst, wonach die Ausla߬ ventile eines ersten Bremskreises eine direkte Verbindung zu einem drucklosen Nachlaufbehälter aufweisen, während die Auslaßventile eines zweiten Bremskreises eine hydraulische Verbindung zu einem der Hilfsdruckpumpe vorgeschalteten Nie¬ derdruckspeicher haben.According to the invention, this object is achieved by the features characterizing patent claim 1, according to which the outlet valves of a first brake circuit have a direct connection to an unpressurized follow-up tank, while the outlet valves of a second brake circuit have a hydraulic connection to a low-pressure accumulator connected upstream of the auxiliary pressure pump .
Durch die in den Unteransprüchen aufgezeigten Maßnahmen sind zweckmäßige Ausbildungen der Erfindung angegeben, die im Zu¬ sammenhang mit den weiteren Merkmalen und Vorteilen der Er¬ findung nachfolgend anhand einer Zeichnung (Figur 1) näher dargestellt und erläutert werden.The measures set out in the subclaims provide expedient embodiments of the invention, which are illustrated and explained in more detail below in conjunction with the further features and advantages of the invention with reference to a drawing (FIG. 1).
Die Figur 1 zeigt einen Hydraulikschaltplan einer Zweikreis- bremsanlage mit Schlupfregelung mit den für die Erfindung
wesentlichen skizzierten Bauteilen. Der Bremsdruckgeber 8 ■ besteht aus einem Tandemhauptzylinder mit vorgeschaltetem Vakuum-Bremskraftverstärker sowie einem Nachlaufbehälter 3. Ein erster Bremskreis I verbindet den Bremsdruckgeber 8 über in der Grundstellung stromlos elektromagnetisch geöffnete und als 2/2-Wegeventile in die Hauptdruckleitung 9 einge¬ setzte Einlaßventile 12, 12' mit den sowohl brems- wie auch antriebsschlupfgeregelten Radbremsen 2, 2' der Hinterachse HA. An diesen Radbremsen 2, 2' befinden sich ebenso in den direkt am Nachlaufbehälter 3 angeschlossenen Rücklaufleitun¬ gen 7' in der Grundstellung elektromagnetisch stromlos ge¬ schlossene und als 2/2-Wegeventile ausgeführte Auslaßventile 1, 1'. Ferner schließt sich zwischen den beschriebenen Aus¬ laßventilen 1, 1' und dem drucklosen Nachlaufbehälter 3 an der Rücklaufleitung 7' die Saugseite einer Hilfsdruckpumpe 11' an, während die Druckseite der Hilfsdruckpumpe unmittel¬ bar zwischen einem als 2/2-Wegeventil ausgeführten Sperrven¬ til 10 und den Einlaßventilen 12, 12' in die Hauptdrucklei¬ tung 9 einmündet. Das normalerweise geöffnete Sperrventil 10 trennt während der Antriebsschlupfregelung den Bremsdruckge¬ ber 8 von den mit Pumpendruck beaufschlagten Radbremsen 2, 2' der Hinterachse HA. Ein zweiter Bremskreis II weist eine im wesentlichen analogen Grundaufbau auf, wonach eine weite¬ re Hauptdruckleitung 9' dem Bremsdruckgeber 8 mit den brems¬ schlupfgeregelten Radbremsen 5, 5' der Vorderachse VA ver¬ bindet, in die als elektromagnetische 2/2-Wegeventile ausge¬ führten und in der Grundstellung geöffnete Einlaßventile 13, 13' eingesetzt sind, wobei zwischen den Einlaßventilen 13, 13' und den Radbremsen 5, 5' jeweils eine ein Auslaßventil 4, 4' aufweisende Rücklaufleitung 7 angeschlossen ist. Die Rücklaufleitung 7 des zweiten Bremskreises II weist einen an der Saugseite der Hilfsdruckpumpe 11 angeschlossenen Nieder¬ druckspeicher 6 auf, während die Druckseite der Hilfsdruck-
pumpe 11 in die Hauptdruckleitung 9' des zweiten Bremskrei¬ ses II einmündet.FIG. 1 shows a hydraulic circuit diagram of a two-circuit brake system with slip control with those for the invention essential outlined components. The brake pressure transducer 8 ■ consists of a tandem master cylinder with a preceding vacuum brake power booster as well as a supply reservoir 3. A first brake circuit I connects the braking pressure generator 8 via electroless electromagnetically open in the basic position and sat einge¬ as a 2/2-way valves in the main pressure line 9 inlet valves 12, 12 'with the wheel brakes 2, 2' of the rear axle HA, which are both brake and drive slip controlled. On these wheel brakes 2, 2 'there are also outlet valves 1, 1' in the return position 7 'connected directly to the trailing tank 3' in the basic position, electromagnetically closed and designed as 2/2-way valves. Furthermore, the suction side of an auxiliary pressure pump 11 'connects between the described outlet valves 1, 1' and the unpressurized after-flow tank 3 on the return line 7 ', while the pressure side of the auxiliary pressure pump connects directly between a blocking valve designed as a 2/2-way valve til 10 and the inlet valves 12, 12 'opens into the main Drucklei¬ line 9. The normally open shut-off valve 10 separates the brake pressure sensor 8 from the wheel brakes 2, 2 'of the rear axle HA which are subjected to pump pressure during the traction control system. A second brake circuit II has an essentially analog basic structure, according to which a further main pressure line 9 ′ connects the brake pressure transmitter 8 to the brake slip-controlled wheel brakes 5, 5 ′ of the front axle VA, into which electromagnetic 2/2-way valves are output ¬ led and in the basic position open inlet valves 13, 13 'are used, wherein between the inlet valves 13, 13' and the wheel brakes 5, 5 'each have an outlet valve 4, 4' having a return line 7 is connected. The return line 7 of the second brake circuit II has a low-pressure accumulator 6 connected to the suction side of the auxiliary pressure pump 11, while the pressure side of the auxiliary pressure pump 11 opens into the main pressure line 9 'of the second brake circuit II.
Funktionsweise:Functionality:
In der Bremslöse- und ungeregelten NormalbremsStellung be¬ finden sich alle Teile in der abbildungsgemäßen Stellung, so daß eine permanente hydraulische Verbindung zwischen dem Bremsdruckgeber 8 und den Radbremsen 2, 2' , 5, 5' besteht.In the brake release and uncontrolled normal brake position, all parts are in the position shown in the figure, so that there is a permanent hydraulic connection between the brake pressure transmitter 8 and the wheel brakes 2, 2 ', 5, 5'.
Sobald während der Anbremsphase anhand einer elektronischen Auswertung der Raddrehzahlsignale innerhalb einer Steu¬ er- und Regeleinrichtung das Überschreiten zulässiger Schlupf erte festgestellt wird, erfolgt die Modulation des Bremsdrucks durch Druckhalte-, Druckabbau- und Druckaufbau¬ phasen. Hierzu werden die Einlaßventile 12, 12', 13, 13' und die Auslaßventile 1, 1', 4, 4' der bremsschlupfgeregelten Radbremsen 2, 2', 5, 5' entsprechend dem jeweiligen Regelal¬ gorithmus betätigt. Gleichfalls setzt die elektromotorische Steuerung der Hilfsdruckpumpen 11, 11' ein, so daß dynami¬ scher Druck in den beiden Bremskreisen I und II ansteht. Dies führt dazu, daß bei einer Überbremsung beispielsweise eines der am ersten Bremskreis I angeschlossenen Hinterachs¬ räder, zum Zwecke der Druckhaltephase das zugehörige Einla߬ ventil 12 bzw. 12' elektromagnetisch in Sperrstellung ge¬ schaltet wird, um zunächst ein Ausfiltern von Störgrößen zu ermöglichen. Damit gelangt das von der aktivierten Hilfs¬ druckpumpe 11' geförderte Druckmittelvolumen aus der am Nachlaufbehälter 3 angeschlossenen Rücklaufleitung 7' entge¬ gen der Wirkung der Fußkraft in den Bremsdruckgeber 8. Die am zweiten Bremskreis II angeschlossene Hilfsdruckpumpe 11 läuft infolge der durch die zugehörigen, in Sperrstellung befindlichen Auslaßventile 4, 4' leer mit. Zudem ist der
Niederdruckspeicher 6 in der gezeigten Stellung druckent¬ lastet. Da im beschriebenen Beispiel die Vorderachse nicht vom Fahrzeugmotor angetrieben ist, findet an dieser ledig¬ lich eine ABS-Regelung statt. Die .zugehörige Hilfsdruckpumpe 11 braucht deshalb nicht selbstansaugend ausgelegt zu sein.As soon as the exceeding of permissible slip values is determined during the braking phase on the basis of an electronic evaluation of the wheel speed signals within a control and regulating device, the brake pressure is modulated by pressure maintenance, pressure reduction and pressure build-up phases. For this purpose, the inlet valves 12, 12 ', 13, 13' and the outlet valves 1, 1 ', 4, 4' of the brake slip-controlled wheel brakes 2, 2 ', 5, 5' are actuated in accordance with the respective control algorithm. Likewise, the electromotive control of the auxiliary pressure pumps 11, 11 'is used, so that dynamic pressure is present in the two brake circuits I and II. The result of this is that, in the event of overbraking, for example of one of the rear axle wheels connected to the first brake circuit I, the associated inlet valve 12 or 12 'is switched electromagnetically to the blocking position for the purpose of the pressure-maintaining phase, in order first of all to filter out disturbance variables . Thus, the pressure medium volume delivered by the activated auxiliary pressure pump 11 'reaches the brake pressure transmitter 8 from the return line 7' connected to the follow-up tank 3, counter to the action of the foot force. The auxiliary pressure pump 11 connected to the second brake circuit II runs as a result of the associated pressure pump 11 in Locked outlet valves 4, 4 'empty with. In addition, the Low-pressure accumulator 6 relieves pressure in the position shown. Since in the example described the front axle is not driven by the vehicle engine, only ABS control takes place on it. The associated auxiliary pressure pump 11 therefore need not be designed to be self-priming.
Bei Einleitung der Druckabbauphase im ersten Bremskreis I öffnet das der überbremsten Radbremse 2, 2' der Hinterachse HA zugehörige Auslaßventil 1, 1' den Rücklaufkanal 7' in Richtung der zur Hilfsdruckpumpe 11' und dem Kachlaufbehäl¬ ter 3 führenden Leitungsverzweigung, während das zugehörige Einlaßventil 12, 12' in Sperrstellung verharrt.When the pressure reduction phase is initiated in the first brake circuit I, the exhaust valve 1, 1 'associated with the braked wheel brake 2, 2' of the rear axle HA opens the return duct 7 'in the direction of the line branch leading to the auxiliary pressure pump 11' and the Kachlaufbehäl¬ ter 3, while the associated intake valve 12, 12 'remains in the blocking position.
Zur Einleitung der Druckaufbauphase im ersten Bremskreis I werden die Einlaß- und Auslaßventile 12, 12', 1, 1' wieder in ihre offene bzw. geschlossene Grundstellung geschaltet.To initiate the pressure build-up phase in the first brake circuit I, the inlet and outlet valves 12, 12 ', 1, 1' are switched back to their open or closed basic position.
Die erläuterte Bremsdruckmodulation für den Hinterachsbrems- kreis ist gleichfalls hinsichtlich der Schaltung der ent¬ sprechenden Einlaß- und Auslaßventile bei Bedarf auf den zweiten Bremskreis II übertragbar, jedoch mit dem Unter¬ schied, daß während der Druckabbauphase überschüssiges Druckmittelvolumen nicht direkt zum Nachlaufbehälter 3 strö¬ men kann, sondern in einem zwischen der dem zweiten Brems¬ kreis II zugeordneten Hilfsdruckpumpe 11 und dem den Ausla߬ ventilen 4, 4' nachgeschalteten Niederdruckspeicher 6 aufge¬ nommen wird. Infolge der ausschließlichen Blockierschutzre¬ gelung der Vorderachsbremsen ist über die Zwischenspeiche- rung von Druckmittelvolumen im Niederdruckspeicher 6 hinaus im Bedarfsfalle die Druckmittelversorgung und damit die Funktion der nicht selbstansaugenden Hilfdruckpumpe 11 mit dem Ziel einer raschen Bereitstellung gewährleistet. Auf¬ grund dieser Anordnung ergibt sich überdies der Vorteil, daß
der dem zweiten Bremskreis II zugeordnete Arbeitskolben des HauptZylinders mit einer kostengünstigen Manschettenabdich¬ tung versehen werden kann.The explained brake pressure modulation for the rear axle brake circuit can also be transferred to the second brake circuit II with regard to the switching of the corresponding intake and exhaust valves, but with the difference that excess pressure medium volume does not flow directly to the follow-up tank 3 during the pressure reduction phase This can be accommodated in a low-pressure accumulator 6 connected between the auxiliary pressure pump 11 assigned to the second brake circuit II and the low-pressure accumulator 6 connected downstream of the outlet valves 4, 4 '. As a result of the exclusive anti-lock control of the front axle brakes, the pressure medium supply and thus the function of the non-self-priming auxiliary pressure pump 11 is ensured in addition to the intermediate storage of pressure medium volume in the low pressure accumulator 6, with the aim of rapid provision. Because of this arrangement there is also the advantage that the working piston of the master cylinder assigned to the second brake circuit II can be provided with an inexpensive sleeve seal.
Zur Regelung des Antriebsschlupfes werden die am ersten Bremskreis I angeschlossenen Radbremsen 2, 2' der motorsei- tig angetriebenen Hinterachse HA gebremst. Bei Fahrzeugen mit Vorderradantrieb gilt das nachfolgend beschriebene Funktionsschema für den Vorderachsbremskreis gleichfalls, so daß auf eine gesonderte Beschreibung dieser Alternative ver¬ zichtet werden kann. Die in der Abbildung nicht gezeigte Steuer- und Regelelektronik erfaßt analog zum Bremsschlupf den Antriebsschlupf, wobei außer der Betätigung der Hilfs¬ druckpumpe 11' und der Einlaßventile 12, 12' sowie der Aus¬ laßventile 1, 1' zusätzlich das die Hilfsdruckpumpe 11' mit dem Bremsdruckgeber 8 normalerweise hydraulisch verbindende Sperrventil 10 in eine Schließstellung geschalten wird. Die im vorliegenden Beispiel am ersten Bremskreis I angeschlos¬ sene Hilfsdruckpumpe 11' saugt ungehindert aus der am Nach¬ laufbehälter 3 angeschlossenen Rücklaufleitung 7' Druckmit¬ tel an, um dieses den am ersten Bremskreis I angeschlossenen Radbremsen 2, 2' zur Verfügung zu stellen. Im Falle der Druckaufbauphase fördert sodann die Hilfsdruckpumpe 11' un¬ gehindert in die Radbremsen 2, 2' des die zulässigen An¬ triebsschlupfschwelle übersteigenden Hinterachsrades, wäh¬ rend das kraftschlüssige Fahrzeugrad infolge des in Schlie߬ stellung befindlichen Einlaßventils 12, 12' ungebremst das Motormoment zu übertragen vermag. Die Druckhalte- und Druck¬ abbauphasen werden sodann zum Zwecke der Wiederherstellung des Kraftschlusses zwischen Fahrbahn und schlupfbehaftetem Rad auf bekannte Weise durch das Schließen des jeweiligen Einlaß- und Auslaßventils bzw. Schließen des Einlaßventils und Öffnen des Auslaßventils realisiert.
Der besondere Vorteil der beschriebenen Bremsanlage ist darin zu sehen, daß durch minimalen Aufwand hinsichtlich der erforderlichen Bauteile und der relativ einfachen Schal¬ tungsanordnung eine blockiergeschützte Bremsanlage geschaf¬ fen ist, die durch Kombination eines sogenannten offenen BremskreisSystems (Druckmittelrücklauf direkt zum Nachlauf- behälter) mit einem geschlossenen BremskreisSystem (Rückför¬ derung in die Hauptdruckleitung) einerseits bei einem Defekt der Auslaßventile im offenen Bremskreis, der geschlossene Bremskreis, beispielsweise der Vorderachsbremskreis voll funktionsfähig bleibt, so daß infolge der dynamischen Achs¬ last- und damit auch Bremskraftverteilung im vorliegenden Fall eine nur geringfügige Minderung der Bremsenwirkung zu erwarten ist. Andererseits bedarf es zur Erweiterung auf An¬ fahr- bzw. Antriebsschlupfregelung des blockiergeregelten Bremskreises lediglich der Zuordnung eines Sperrventils, um den Hauptzylinder während der Antriebsschlupfregelung vom übrigen Bremssystem zu entkoppeln. In der aufgezeigten Brem¬ senkombination kann u.a. auch das Hilfsdruckpumpensystem derart vereinfacht werden, daß ausschließlich für den ASR geregelten Bremskreis eine selbstansaugende Hilfsdruckpumpe zum Einsatz gelangt, und infolge des Pumpenanschlusses am Nachlaufbehälter auf das Vorhandensein eines Niederdruck¬ speichers verzichtet werden kann. Ein weiterer Vorteil er¬ gibt sich für die Wahl des Bremsgerätes, da die Arbeitskol¬ ben des TandemhauptZylinders infolge der beschriebenen Schaltungsanordnung mit einer kostengünstigen Manschetten¬ ausführung für den geschlossenen Bremskreis und lediglich mit einem Zentralventil für den offenen ABS-/ASR-Bremskreis zu versehen sind.
Bezugs zeichenlisteTo regulate the drive slip, the wheel brakes 2, 2 ′ of the rear axle HA driven on the engine side are connected to the first brake circuit I. In vehicles with front-wheel drive, the functional diagram described below also applies to the front-axle brake circuit, so that a separate description of this alternative can be dispensed with. The control and regulating electronics, not shown in the figure, detects the drive slip analogously to the brake slip, whereby in addition to the actuation of the auxiliary pressure pump 11 'and the inlet valves 12, 12' and the outlet valves 1, 1 ', the auxiliary pressure pump 11' is also included the brake pressure sensor 8 normally hydraulically connecting check valve 10 is switched to a closed position. The auxiliary pressure pump 11 'connected to the first brake circuit I in the present example sucks pressure medium freely from the return line 7' connected to the run-on container 3 in order to make this available to the wheel brakes 2, 2 'connected to the first brake circuit I. In the case of the pressure build-up phase, the auxiliary pressure pump 11 'then delivers unhindered into the wheel brakes 2, 2' of the rear axle wheel exceeding the permissible drive slip threshold, while the non-positive vehicle wheel, due to the intake valve 12, 12 'in the closed position, brakes the engine torque unchecked able to transfer. The pressure maintenance and pressure reduction phases are then implemented in a known manner for the purpose of restoring the frictional connection between the road surface and the slip-prone wheel by closing the respective intake and exhaust valve or closing the intake valve and opening the exhaust valve. The particular advantage of the brake system described can be seen in the fact that, with minimal effort in terms of the required components and the relatively simple circuit arrangement, an anti-lock brake system has been created, which by combining a so-called open brake circuit system (pressure medium return directly to the trailing reservoir) a closed brake circuit system (return to the main pressure line) on the one hand in the event of a defect in the exhaust valves in the open brake circuit, the closed brake circuit, for example the front axle brake circuit, remains fully functional, so that due to the dynamic axle load and thus also brake force distribution in the present case only one a slight reduction in the braking effect is to be expected. On the other hand, all that is required to expand to start-up or traction control of the lock-controlled brake circuit is the assignment of a check valve in order to decouple the master cylinder from the rest of the braking system during traction control. In the brake combination shown, the auxiliary pressure pump system can also be simplified in such a way that a self-priming auxiliary pressure pump is used exclusively for the ASR-controlled brake circuit, and the presence of a low-pressure accumulator can be dispensed with as a result of the pump connection to the secondary tank. A further advantage arises for the choice of the braking device, since the working pistons of the tandem master cylinder, owing to the circuit arrangement described, are provided with an inexpensive sleeve design for the closed brake circuit and only with a central valve for the open ABS / ASR brake circuit are. Reference character list
Claims
1. Hydraulische Zweikreisbremsanlage mit Schlupfregelung für Kraftfahrzeuge, mit einer ersten sowie einer zweiten ei¬ nen Bremsdruckgeber mit jeweils wenigstens einer Radbrem¬ se verbindenden Hauptdruckleitung, mit einer ersten sowie einer zweiten jeweils an wenigstens einer Radbremse ange¬ schlossenen Druckmittelrücklaufleitung, wobei in den bei¬ den Hauptdruckleitungen den Radbremsen vorgeschaltete, in der Grundstellung geöffnete Einlaßventile und in die bei¬ den Druckmittelrücklaufleitungen den Radbremsen nachge¬ schaltete, in der Grundstellung geschlossene Auslaßventi¬ le zugeordnet sind und wobei von den Radbremsen über¬ schüssiges Druckmittel einem Druckmittelspeichersystem zuführbar ist, mit Sensoren zum Erfassen des Raddrehver¬ haltens sowie mit einer elektronischen Steuer- und Regel¬ einrichtung zur Auswertung der ermittelten Drehsignale zum Zwecke der Ansteuerung der Einlaß- und Auslaßventile sowie mit einem an der Rücklaufleitung angeschlossenen Hilfsdruckpumpensystem, dadurch g e k e n n z e i c h ¬ n e t, daß das Auslaßventil (1, 1') des ersten Bremskrei¬ ses (I) unmittelbar zwischen der brems- oder anfahr¬ schlupfgeregelten Radbremse (2, 2') und einem drucklosen Nachlaufbehälter (3) angeordnet ist und daß das Ausla߬ ventil (4, 4') des zweiten Bremskreises (II) zwischen der ihr zugeordneten Radbremse (5, 5') und einem dem Hilfs¬ druckpumpensystem vorgeschalteten Niederdruckspeicher (6) positioniert ist. 2. Hydraulische Zweikreisbremsanlage nach Anspruch 1, da¬ durch g e k e n n z e i c h n e t, daß das Auslaßventil (1, 1' ) des ersten Bremskreises (I) an der zur Hinter¬ achse (HA) gehörenden brems- und antriebsschlupfgeregel- ten Radbremse (2, 1. Hydraulic dual-circuit brake system with slip control for motor vehicles, with a first and a second brake pressure transmitter, each with at least one wheel brake connecting main pressure line, with a first and a second pressure medium return line, each connected to at least one wheel brake, in which the two the main pressure lines upstream of the wheel brakes, open inlet valves and in the two pressure medium return lines downstream of the wheel brakes, closed outlet valves in the basic position are assigned and excess pressure medium can be fed from the wheel brakes to a pressure medium storage system with sensors for Detecting the wheel rotation behavior and with an electronic control and regulating device for evaluating the determined rotation signals for the purpose of controlling the intake and exhaust valves and with an auxiliary pressure connected to the return line Pump system, characterized in that the outlet valve (1, 1 ') of the first brake circuit (I) is arranged directly between the brake or starting slip-controlled wheel brake (2, 2') and a pressureless aftertreatment container (3) and that the outlet valve (4, 4 ') of the second brake circuit (II) is positioned between the wheel brake (5, 5') assigned to it and a low-pressure accumulator (6) connected upstream of the auxiliary pressure pump system. 2. Hydraulic dual-circuit brake system according to claim 1, characterized in that the outlet valve (1, 1 ') of the first brake circuit (I) on the rear axle (HA) belonging to the brake and drive slip-controlled wheel brake (2,
2') angeschlossen ist.2 ') is connected.
3. Hydraulische Zweikreisbremsanlage nach Anspruch 1, da¬ durch g e k e n n z e i c h n e t, daß das Auslaßventil (4, 4') des zweiten Bremskreises (II) an der zur Vorder¬ achse (VA) gehörenden bremsschlupfgeregelten Radbremse (5,5') angeschlossen ist.3. Hydraulic dual-circuit brake system according to claim 1, characterized by the fact that the outlet valve (4, 4 ') of the second brake circuit (II) is connected to the brake slip-controlled wheel brake (5,5') belonging to the front axle (VA).
4. Hydraulische Zweikreisbremsanlage nach einem der vorher¬ gehenden Ansprüche, dadurch g e k e n n z e i c h n e t, daß die den Niederdruckspeicher (6) aufnehmende Rücklauf- leitung (7) an dem zur Radbremse (5, 5' ) der Vorderachse (VA) führenden zweiten Bremskreis (II) angeschlossen ist, und daß die zum drucklosen Nachlaufbehälter (3) führende Rücklaufleitung (7' ) an dem zur Radbremse (2,2') der Hin¬ terachse (HA) gehörenden ersten Bremskreis (I) ange¬ schlossen ist.4. Hydraulic dual-circuit brake system according to one of the preceding claims, characterized in that the return line (7) receiving the low-pressure accumulator (6) on the second brake circuit (II) leading to the wheel brake (5, 5 ') of the front axle (VA). is connected, and that the return line (7 ') leading to the pressureless after-flow tank (3) is connected to the first brake circuit (I) belonging to the wheel brake (2, 2') of the rear axle (HA).
5. Hydraulische Zweikreisbremsanlage nach mindestens einem der vorhergehenden Ansprüche 1 bis 4, dadurch g e ¬ k e n n z e i c h n e t, daß in unmittelbarer Nähe des Bremsdruckgebers (8) in der Hauptdruckleitung (9) des ersten Bremskreises (I) ein vorzugsweise als 2/2-Wegeven- til ausgeführtes Sperrventil (10) schaltbar ist. Hydraulische Zweikreisbremsanlage nach mindestens einem der vorhergehenden Ansprüche, dadurch g e k e n n ¬ z e i c h n e t, daß das Hilfsdruckpumpensystem aus einer den ersten Bremskreis (I) versorgenden selbstansaugenden Hilfsdruckpumpe (11') und aus einer, den zweiten Brems- kreis (II) versorgenden nicht selbstansaugenden Hilfs¬ druckpumpe (11) besteht, die an den ventilgesteuerten Rücklauf- und Hauptdruckleitungen (7, 7', 9) beider Bremskreise (I, II) angeschlossen sind. 5. Hydraulic dual-circuit brake system according to at least one of the preceding claims 1 to 4, characterized ge ¬ indicates that in the immediate vicinity of the brake pressure sensor (8) in the main pressure line (9) of the first brake circuit (I) a preferably as a 2/2-way valve executed check valve (10) is switchable. Hydraulic dual-circuit brake system according to at least one of the preceding claims, characterized in that the auxiliary pressure pump system comprises a self-priming auxiliary pressure pump (11 ') supplying the first brake circuit (I) and a non-self-priming auxiliary pressure pump supplying the second brake circuit (II) (11), which are connected to the valve-controlled return and main pressure lines (7, 7 ', 9) of both brake circuits (I, II).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19914139079 DE4139079A1 (en) | 1991-11-28 | 1991-11-28 | HYDRAULIC TWO-CIRCUIT BRAKE SYSTEM WITH SLIP CONTROL FOR MOTOR VEHICLES |
| DEP4139079.2 | 1991-11-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO1993011009A1 true WO1993011009A1 (en) | 1993-06-10 |
Family
ID=6445739
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/EP1992/002665 WO1993011009A1 (en) | 1991-11-28 | 1992-11-19 | Dual-circuit hydraulic braking system with slip control for motor vehicles |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE4139079A1 (en) |
| WO (1) | WO1993011009A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011104047A1 (en) * | 2010-02-24 | 2011-09-01 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| WO2014099747A1 (en) * | 2012-12-19 | 2014-06-26 | Robert Bosch Gmbh | Braking system with switchable pump path |
| US8950826B2 (en) | 2010-02-24 | 2015-02-10 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| US8955922B2 (en) | 2010-02-24 | 2015-02-17 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4438927A1 (en) * | 1994-10-31 | 1996-05-02 | Teves Gmbh Alfred | Hydraulic brake system for driving stability control |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2626230A1 (en) * | 1988-01-26 | 1989-07-28 | Daimler Benz Ag | ANTI-LOCK SYSTEM |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4865397A (en) * | 1987-07-22 | 1989-09-12 | Toyota Jidosha Kabushiki Kaisha & Nippondenso Co., Ltd. | Anti-lock braking system for a vehicle having a traction control module |
| DE3739915C2 (en) * | 1987-11-25 | 1995-07-13 | Teves Gmbh Alfred | Hydraulic brake system with traction control |
| DE3832023C3 (en) * | 1988-09-21 | 1999-09-23 | Bosch Gmbh Robert | Starting slip control device (ASR) |
| DE4010410A1 (en) * | 1990-03-31 | 1991-10-02 | Bosch Gmbh Robert | HYDRAULIC TWO-CIRCUIT BRAKE SYSTEM |
| DE4016560A1 (en) * | 1990-05-23 | 1991-11-28 | Bosch Gmbh Robert | HYDRAULIC BRAKE SYSTEM |
-
1991
- 1991-11-28 DE DE19914139079 patent/DE4139079A1/en not_active Withdrawn
-
1992
- 1992-11-19 WO PCT/EP1992/002665 patent/WO1993011009A1/en active Application Filing
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2626230A1 (en) * | 1988-01-26 | 1989-07-28 | Daimler Benz Ag | ANTI-LOCK SYSTEM |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011104047A1 (en) * | 2010-02-24 | 2011-09-01 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| US8950826B2 (en) | 2010-02-24 | 2015-02-10 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| US8955922B2 (en) | 2010-02-24 | 2015-02-17 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| US8998347B2 (en) | 2010-02-24 | 2015-04-07 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| US9499143B2 (en) | 2010-02-24 | 2016-11-22 | Robert Bosch Gmbh | Brake system for a vehicle and method for operating a brake system of a vehicle |
| WO2014099747A1 (en) * | 2012-12-19 | 2014-06-26 | Robert Bosch Gmbh | Braking system with switchable pump path |
| US9033426B2 (en) | 2012-12-19 | 2015-05-19 | Robert Bosch Gmbh | Braking system with switchable pump path |
Also Published As
| Publication number | Publication date |
|---|---|
| DE4139079A1 (en) | 1993-06-03 |
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