CN110997431A - 用于避免超过具有滑转调节机构的液压的助力-车辆制动设备的允许的最高压力的方法 - Google Patents
用于避免超过具有滑转调节机构的液压的助力-车辆制动设备的允许的最高压力的方法 Download PDFInfo
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- 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
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Abstract
为了避免超过具有滑转调节机构的液压的助力‑车辆制动设备(1)中的允许的最高压力,本发明提出,将连续式阀用作所述车辆制动设备(1)的车轮制动器(9)的入口阀(10)并且部分地关闭车轮制动器(9)的入口阀(10)‑该车轮制动器(9)的出口阀(11)为了进行车轮制动压力调节而被打开‑,使得这个入口阀(10)作为节流阀起作用并且限制所述车辆制动设备(1)中的制动压力。
Description
技术领域
本发明涉及一种具有权利要求1的前序部分的特征的、用于避免超过带有滑转调节机构(Schlupfregelung)的液压的助力-车辆制动设备的允许的最高压力的方法。应该避免所述车辆制动设备中的、可能损坏或破坏该车辆制动设备或者该车辆制动设备的部件的制动压力。也应该避免所述车辆制动设备或所述车辆制动设备的部件、例如助力压力产生器的机械过载、损坏或破坏。
背景技术
公开文献DE 10 2015 201 331 A1 公开了一种用于对具有滑转调节机构的液压的助力-车辆制动设备中的制动压力进行限制的方法。所述车辆制动设备具有活塞-缸单元来作为助力压力产生器,所述活塞-缸单元能够用电动马达通过丝杠传动装置来驱动,液压的车轮制动器通过作为入口阀的电磁阀被连接到所述助力压力产生器上。所述车轮制动器通过作为出口阀的电磁阀被连接到所述车辆制动设备的无压力的制动液储存容器上,能用肌肉力来操纵的主制动缸也被连接到所述制动液储存容器上,所述主制动缸在进行助力制动时用作目标值产生器并且所述主制动缸在进行助力制动时通过每条制动回路中的分离阀的关闭而以液压的方式与所述车辆制动设备分离。具有弹簧加载的活塞的活塞-缸单元用作踏板行程模拟器,所述主制动缸在进行助力制动时能够将制动液挤入到所述踏板行程模拟器中。为了在所述助力压力产生器失灵或者存在其他故障时进行助力制动,能够用所述主制动缸来操纵所述车辆制动设备。
为了在为了助力制动而用所述助力压力产生器产生制动压力时避免超过所述车辆制动设备中的允许的最高压力,所提到的公开文献建议,切断所述助力压力产生器的电动马达、至少暂时地打开一个车轮制动器的出口阀并且将其入口阀保持打开状态并且关闭其余的车轮制动器的入口阀。由此,制动液从所述车辆制动设备通过一个车轮制动器的打开的入口阀和打开的出口阀流入到无压力的制动液储存容器中。这避免或者至少减少了由于所切断的助力压力产生器的惯性运转(Nachlauf)而在所述车辆制动设备中引起的压力升高。“惯性运转”意味着在切断所述电动马达的通电之后所述电动马达、丝杠传动装置和活塞由于其运动的质量的动能而继续运动。该已知的方法违反了从不同时打开车轮制动器的入口阀和出口阀、而是总是至少将所述入口阀或者所述出口阀关闭或者保持关闭状态的原则。
发明内容
根据本发明的具有权利要求1的特征的方法被设置用于避免超过具有滑转调节机构的液压的助力-车辆制动设备的允许的最高压力。所述根据本发明的方法保护所述车辆制动设备免受由助力压力产生器所产生的制动压力造成的损坏或破坏,方法是:所述车辆制动设备限制制动压力和/或抑制或限制其升高。
所述液压的助力车辆制动设备具有助力压力产生器,液压的车轮制动器通过入口阀被连接到所述助力压力产生器上。所述助力压力产生器尤其具有电动马达、丝杠传动装置和活塞-缸单元,所述活塞-缸单元能够通过丝杠传动装置用电动马达来驱动,也就是说,所述活塞-缸单元的活塞能够在缸中移动。所述车轮制动器通过出口阀被连接到制动液储存容器上。所述入口阀和出口阀尤其是电磁阀,并且所述入口阀和优选所述出口阀也是连续式阀。连续式阀意味着,所述阀不仅具有“打开”和“关闭”位置,而且除了“打开”和“关闭”之外还能够在它们之间实现任何部分打开的和关闭的位置。部分打开的或关闭的连续式阀能够被理解为能控制的节流阀,其通流阻力是能控制的。
所述制动液储存容器优选是无压力的,尤其是能用肌肉力或辅助力来操纵的主制动缸的制动液储存容器。辅助力意味着用通过制动力放大器放大的肌肉力进行操纵。这种操纵有别于在助力压力产生器失灵或者存在所述车辆制动设备的其他故障时通过对于主制动缸的操纵进行的辅助制动。
所述车轮制动器的入口阀和出口阀是车辆制动设备的滑转调节机构的一部分,利用它们可以单个地调节每个车轮制动器中的车轮制动压力,其中“调节”也应该是指“控制”。尤其在没有滑转调节机构地并且有滑转调节机构地进行助力制动时也能够用所述入口阀和出口阀进行车轮制动压力调节。车轮制动压力调节意味着,根据目标值来调节所述车轮制动器中的车轮制动压力。也能够在助力制动时用助力压力产生器进行车轮制动压力调节。
为了避免在为了助力制动而用助力压力产生器产生制动压力时超过允许的最高压力,本发明规定,部分地关闭车轮制动器的入口阀,该车轮制动器的出口阀被打开或者例如由于滑转调节或者车轮制动压力调节而已经被打开。如果所述入口阀之前是打开的,则将其部分地关闭。如果该入口阀之前是关闭的,则部分地将其打开,这引起部分关闭的或部分打开的入口阀的相同结果。也能够部分地打开多个或所有入口阀。因为通常不应该降低所述车辆制动设备中的制动压力,所以优选部分打开或部分关闭仅仅一个入口阀。
通过车轮制动器的入口阀的部分关闭-该车轮制动器的出口阀被打开或者是打开的-,可以对所述车辆制动设备中的制动压力升高进行抑制并且/或者限制所述车辆制动设备中的制动压力。同时,可以避免制动压力下降或制动压力下降到低于所期望的制动压力,方法是:以如此宽的程度关闭或者仅仅以如此宽的程度打开所述入口阀,使得所述车辆制动设备中的用助力压力产生器产生的制动压力没有下降或者没有下降到低于所期望的制动压力。优选将所述助力压力产生器断开。通过根据本发明的方法来抑制或防止由于助力压力产生器的惯性运转所引起的制动压力的进一步升高。
在根据本发明的方法中,车轮制动器的入口阀-该车轮制动器的出口阀被打开或者是打开的-更确切地说不是完全地关闭、但却是部分地关闭。
从属权利要求的主题是在权利要求1中所说明的发明的有利的设计方案和改进方案。
附图说明
下面借助于具有滑转调节机构的液压的助力-车辆制动设备的、在附图中示出的液压线路图来对根据本发明的方法进行解释。
具体实施方式
附图示出了带有滑转调节机构的液压的助力-车辆制动设备1。所述液压的助力-车辆制动设备具有电动马达2、丝杠传动装置3和作为助力压力产生器7的活塞-缸单元4,所述活塞-缸单元的活塞5能够用电动马达2通过丝杠传动装置3在缸6中移动。在进行作为助力制动而执行的行车制动时,所述助力压力产生器7产生制动压力。所述助力压力产生器7的缸6通过助力制动阀8被连接到所述车辆制动设备1上。为每条制动回路I、II设置有一个助力制动阀8,所绘出的车辆制动设备1具有两条在液压方面相互分开的制动回路I、II。
所述车辆制动设备1具有四个液压的车轮制动器9,所述车轮制动器分别通过入口阀10被连接到助力制动阀8上并且分别通过出口阀11被连接到制动液储存容器12上。在附图中,所述制动液储存容器12是无压力的。各两个车轮制动器9配属于制动回路I、II。用所述入口阀10和出口阀11能够在每个车轮制动器9中单个地调节车轮制动压力。车轮制动压力调节不仅在没有滑转调节的助力制动时进行,而且在滑转调节时进行。所述入口阀10和出口阀11形成车轮制动压力调节阀组件并且能够被理解为滑转调节机构或者滑转调节机构的一部分。无滑转调节的车轮制动压力调节意味着,根据目标值来调节车轮制动器9中的车轮制动压力。滑转调节机构例如是防抱死调节机构、驱动防滑调节机构、行驶动态调节机构和电子稳定程序,对于这些防抱死调节机构、驱动防滑调节机构、行驶动态调节机构和电子稳定程序来说常用缩写ABS、ASR、FDR和ESP。这样的滑转调节机构为人熟知并且在此不进一步解释。两条制动回路I、II和四个车轮制动器9的数量就像两个车轮制动器9配属于每条制动回路I、II一样对于本发明来说同样不太是强制性的。在每条制动回路I、II中能够存在一个、两个或更多个车轮制动器9,并且/或者所述车辆制动设备1能够具有一条、两条或更多条制动回路I、II。
所述车辆制动设备1具有能用肌肉力操纵的双回路主制动缸13,其分别通过助力制动阀8和入口阀10之间的分离阀14被连接到所述车辆制动设备1的两条制动回路I、II上。在进行如所述那样设计为助力制动的行车制动时-对于所述行车制动而言所述助力压力产生器7产生制动压力-通过分离阀4的关闭将所述主制动缸13以液压的方式与所述车辆制动设备1分离,并且所述主制动缸用作用于所述车轮制动器9中的、要用入口阀10和出口阀11和/或用助力压力产生器7来调节的车轮制动压力的目标值产生器。
在所述助力压力产生器7失灵或者存在所述车辆制动设备1的其他故障的情况下,所述分离阀14保持打开状态并且操纵所述车辆制动设备1,以用于用主制动缸1进行所谓的辅助制动。
踏板行程模拟器16通过模拟器阀15被连接到所述主制动缸13的腔室上。所述踏板行程模拟器16具有一个带有弹簧加载的活塞17的活塞-缸单元并且能够在主制动缸13上实现活塞行程和踏板行程,如果所述主制动缸在行车制动时通过分离阀14的关闭而以液压的方式与车辆制动设备1分离的话。
所述入口阀10是2/2连续式电磁阀并且其余的阀8、11、14、15是2/2开关电磁阀,其中所述入口阀10和分离阀14在其无电流的基础位置中是打开的并且所述助力制动阀8、出口阀11和模拟器阀15在其无电流的基础位置中是关闭的。本发明不排除其他实施方案。连续式阀意味着,所述入口阀10不仅具有打开位置和关闭位置,而且除了打开位置和关闭位置之外在打开位置和关闭位置之间可能存在任意的中间位置。所述开关阀8、11、14、15仅仅具有一个打开位置和一个关闭位置而没有中间位置。
在进行助力操纵时用所述助力压力产生器7来产生制动压力,为了在进行助力操纵时避免所述车辆制动设备1中的不允许的高制动压力,本发明规定,部分地关闭一个车轮制动器9的入口阀10,使得其作为节流阀起作用,并且打开同一个车轮制动器9的出口阀11。因为所述车轮制动器9通过出口阀11被连接到无压力的制动液储存容器12上,所以能够用设计为连续式阀的入口阀10来调节并且限制所述车辆制动设备1中的或相应的制动回路I、II中的制动压力。尤其所述助力压力产生器7的电动马达2的、由于其回转质量所引起的惯性运转能够用所述入口阀10来补偿,使得所述车辆制动设备1中的制动压力不会由于所述电动马达2的惯性运转而不期望地进一步升高。
所述电动马达2的惯性运转是在切断其通电之后其由于其运动的质量的动量而进行的继续旋转。所述助力压力产生器7的其他运动的质量能够有助于惯性运转。优选不仅仅切断所述助力压力产生器7的电动马达2的通电,而且向该电动马达2加载制动电流直至停止状态,也就是说,如此给所述电动马达2通电,直至其产生与其旋转相反地定向的制动力矩,以便将该电动马达、丝杠传动装置3和助力压力产生器7的活塞-缸单元4的活塞5尽快地置于停止状态并且将所述惯性运转保持短暂状态。
优选在每条制动回路I、II中部分地关闭入口阀10并且打开所配属的出口阀11。所述助力制动阀8优选保持打开状态,因为否则所述助力压力产生器7的惯性运转会在助力压力产生器7中引起不期望的、非常强烈的压力升高。
优选根据一方面车辆制动设备1中的在入口阀10、助力压力产生器7和主制动缸13之间的制动压力与另一方面被连接到部分关闭的入口阀10上的车轮制动器9中的车轮制动压力之间的压力差来调整所述入口阀10的开口宽度,其中所述入口阀作为能控制的节流阀起作用并且其所配属的出口阀11被打开,以用于限制所述车辆制动设备1中的制动压力。能够用所述制动回路I、II中的未绘出的压力传感器来测量所述入口阀10、助力压力产生器7和主制动缸13之间的制动压力。在本发明的所描述的实施方式中,用压力传感器18来测量所述助力压力产生器7的活塞-缸单元4的缸6中的压力。
能够用未绘出的、被连接到车轮制动器9上的压力传感器来测量车轮制动压力。然而也可能的是,根据所述制动回路I、II中或者所述助力压力产生器7的活塞-缸单元4的缸6中的、用压力传感器18测量的压力或压力变化来计算车轮制动压力或者以其他方式、比如根据综合特性曲线来求取车轮制动压力。由于所述车轮制动压力的高动态性,对于所述测量来说需要时间上高分辨率的压力传感器。因此,计算或者以其他方式求取所述车轮制动压力会是有利的。例如能够根据综合特性曲线来进行计算或者求取,因为所述车辆制动设备1的动态的压力特性是已知的并且能够计算或能够在试验中求取并且能够存储在综合特性曲线中。
为了避免所述车轮制动器1中的不允许的高压力而部分地关闭入口阀10,尤其以如此宽的程度关闭该入口阀,从而在所述车辆制动设备1中或者在所述制动回路I、II中通过所述助力压力产生器7的惯性运转来达到或保持制动压力,所述制动压力至少与所述车轮制动器9中的最高的目标-车轮制动压力一样高。尤其随着在切断之后变得缓慢的并且进入停止状态的助力压力产生器7或者制动压力升高的下降的速度来进一步关闭所述入口阀10。如果所述助力压力产生器7停止并且制动压力不再继续升高,那就能够完全关闭所述入口阀10并且优选又关闭所配属的出口阀11并且打开所述入口阀10。
Claims (8)
1.用于避免超过具有滑转调节机构的液压的助力-车辆制动设备的允许的最高压力的方法,其中所述车辆制动设备(1)具有如下助力压力产生器(7),多个液压的车轮制动器(9)经由入口阀(10)连接到所述助力压力产生器上,所述液压的车轮制动器经由出口阀(11)连接到制动液储存容器(12)上,其中为了进行助力制动和/或进行滑转调节而用所述助力压力产生器(7)在所述车辆制动设备(1)中产生制动压力,并且为了进行车轮制动压力调节而打开车轮制动器(9)的出口阀(11),其特征在于,所述入口阀(10)是连续式阀并且部分地关闭或者部分地打开车轮制动器(9)的入口阀(10),该车轮制动器的出口阀(11)被打开。
2.根据权利要求1所述的方法,其特征在于,将所述助力压力产生器(7)一直制动到停止状态。
3.根据权利要求1所述的方法,其特征在于,所述部分地打开的或部分地关闭的入口阀(10)的打开宽度取决于所述车辆制动设备(1)中的制动压力和所述连接到部分打开的或部分关闭的入口阀(10)上的车轮制动器(9)中的车轮制动压力的压力差。
4.根据权利要求3所述的方法,其特征在于,不是测量而是计算或者以其它方式求取所述车轮制动器(9)中的车轮制动压力。
5.根据权利要求1所述的方法,其特征在于,将所述车轮制动器(9)的入口阀(10)-该车轮制动器(9)的出口阀(11)被打开-关闭到如此程度,从而在所述车辆制动设备(1)中达到和/或保持制动压力,所述制动压力至少与所有车轮制动器(9)的最高的目标-车轮制动压力一样高。
6.根据权利要求1所述的方法,其特征在于,所述车轮制动器(9)的入口阀(10)-该车轮制动器(9)的出口阀(11)被打开-保持打开或者被打开如此宽的程度,从而不超过所述车辆制动设备(1)中的最大压力。
7.根据权利要求5所述的方法,其特征在于,在部分地关闭或打开所述车轮制动器(9)的入口阀(10)时-该车轮制动器(9)的出口阀(11)被打开-对所述助力压力产生器(7)的惯性运转加以考虑。
8.根据权利要求1所述的方法,其特征在于,所述助力压力产生器(7)具有电动马达(2)、丝杠传动装置(3)和活塞-缸单元(4),所述活塞-缸单元能够通过所述丝杠传动装置(3)用所述电动马达(2)来驱动。
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