JPS6313859B2 - - Google Patents

Info

Publication number
JPS6313859B2
JPS6313859B2 JP53013345A JP1334578A JPS6313859B2 JP S6313859 B2 JPS6313859 B2 JP S6313859B2 JP 53013345 A JP53013345 A JP 53013345A JP 1334578 A JP1334578 A JP 1334578A JP S6313859 B2 JPS6313859 B2 JP S6313859B2
Authority
JP
Japan
Prior art keywords
brake
pressure
conduit
braking
booster
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
JP53013345A
Other languages
Japanese (ja)
Other versions
JPS5399173A (en
Inventor
Raibaa Haintsu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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 JPS5399173A publication Critical patent/JPS5399173A/en
Publication of JPS6313859B2 publication Critical patent/JPS6313859B2/ja
Granted legal-status Critical Current

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
    • B60T8/40—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
    • B60T8/4031—Pump units characterised by their construction or mounting
    • 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
    • B60T13/12—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 the fluid being liquid
    • B60T13/14—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 the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
    • 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
    • B60T8/4004—Repositioning the piston(s) of the brake control means by means of a fluid pressurising means in order to reduce the brake pressure

Landscapes

  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)
  • Braking Systems And Boosters (AREA)
  • Braking Arrangements (AREA)

Description

【発明の詳細な説明】 産業上の利用分野 本発明は、制動力倍力装置を有する自動車用ブ
レーキ装置であつて、前記制動力倍力装置が制御
弁を備えており、該制御弁が少なくとも１方のブ
レーキ回路に制動圧媒体を供給する倍力装置のた
めの補助力としての蓄圧器圧をブレーキ導管内に
送出するために確定されている形式のものに関す
る。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention provides a brake device for an automobile having a brake force booster, wherein the brake force booster includes a control valve, and the control valve has at least The present invention relates to the type defined for delivering an accumulator pressure into the brake conduit as an auxiliary force for a booster supplying brake pressure medium to one of the brake circuits.

従来の技術 今日の自動車の大部分は、後輪制動圧に対する
前輪制動圧の比が常に一定の比、たとえば１：１
又は１：0.5であるような一定制動力配分を有す
るブレーキ装置を備えている。BACKGROUND OF THE INVENTION In most of today's automobiles, the ratio of front wheel braking pressure to rear wheel braking pressure is always constant, for example 1:1.
Or, it is equipped with a braking device having a constant braking force distribution such as 1:0.5.

発明が解決しようとする問題点 制動力配分が一定であるようなばあいには、た
とえば積載車において、後輪ブレーキをロツクす
る圧力は前輪ブレーキをロツクするための圧力よ
り著しく大きくなる。このばあい、必要なロツク
圧は、制動力倍力装置の増幅の比例する範囲の上
方にあり、このことによつて、高い制動圧を得る
ための踏み力は制動圧に比例して増大することに
なる。Problem to be Solved by the Invention If the braking force distribution is constant, for example in a loaded vehicle, the pressure for locking the rear brakes will be significantly greater than the pressure for locking the front brakes. In this case, the required locking pressure is above the proportional range of the amplification of the brake force booster, so that the pedal force required to obtain a high brake pressure increases proportionally to the brake pressure. It turns out.

しかしこのことは、たとえば後輪に比較的負荷
がかかる積載車のばあいに標準の運転者が、後軸
における可能な限りの制動力を完全に使用しきれ
ない状態であることを意味する。 However, this means that, for example in the case of loaded vehicles where the rear wheels are relatively loaded, the standard driver is unable to use the full possible braking force on the rear axle.

さらに最近の調査結果から、運転者が制動時の
かじ取りにおける反応を感じたばあいに、その運
転者は一般的にそれ以上踏み力を増大させないこ
とがわかつた。このようなかじ取りにおける反応
は、前輪がロツクされるばあいに起る。しかもこ
のような反応は、前輪がアンチスキツド調整範囲
に来るばあいにも起る。なぜならば能力のあるア
ンチスキツド装置を備えているばあいにも、制動
力変化の結果として生じるかじ取りにおけるわず
かな戻り作用は避けられないからである。 Furthermore, recent research has shown that when a driver feels a reaction in steering during braking, he or she generally does not increase pedal effort any further. This steering reaction occurs when the front wheels are locked. Moreover, this kind of reaction also occurs when the front wheels are within the anti-skid adjustment range. This is because, even with a capable anti-skid system, a slight return effect in the steering as a result of changes in braking force is unavoidable.

類似の観点から、身体上の理由により足の力が
弱い運転者のばあいにも当てはまる。つまり、非
常ブレーキのばあいに、このような運転者は一般
的に、前軸における可能な限りの制動力を使いき
れないことになる。 A similar point of view also applies to drivers who have weak leg strength due to physical reasons. In the case of emergency braking, this means that such a driver is generally unable to use the maximum possible braking force on the front axle.

そこで本発明の課題は、可能な限りの制動力を
完全に使いきれないことになるような踏み力の不
足が生じないようにすることである。 Therefore, an object of the present invention is to prevent insufficient pedal force from occurring, which would result in not being able to fully utilize the maximum possible braking force.

問題点を解決するための手段 前述の問題点を解決するために講じた手段は、
ブレーキ操作時に、倍力装置の制御弁を通つてブ
レーキ導管内に送出される制動圧媒体の圧力が所
定の圧力を上回つたさいに、蓄圧器圧を直接ブレ
ーキ導管に供給するように切換える切換え弁がブ
レーキ導管内に設けられているようにした。Measures taken to solve the problems The measures taken to solve the problems mentioned above are:
A switch that switches the accumulator pressure to be supplied directly to the brake conduit when the pressure of the braking pressure medium sent into the brake conduit through the control valve of the booster exceeds a predetermined pressure during brake operation. A valve was provided in the brake conduit.

発明の効果 本発明によつて得られる利点は、制御弁を介し
て倍力装置圧をブレーキ導管内に送出することに
よつて制御される制動圧がある程度の高さの圧力
を越えるばあいに、蓄圧器及び倍力装置からので
きる限り十分な制動力が完全に使用されるという
ことである。Effects of the Invention The advantages obtained by the invention are that if the braking pressure, which is controlled by delivering booster pressure into the brake conduit via the control valve, exceeds a certain pressure level, , that as much braking power as possible from the accumulator and booster is fully used.

このばあい切換えは自動的に行なわれる。 In this case the switching takes place automatically.

実施例 本発明の有利な実施態様により、１つあるいは
両方のブレーキ回路が高い圧力負荷を受けるばあ
いに、本発明のブレーキ装置を２回路ブレーキに
適用することもできる。別の利点としては、蓄圧
器圧が所定の値以下に低下するばあいには、前述
の機能を発揮しなくてよいことである。EMBODIMENTS According to an advantageous embodiment of the invention, the brake device according to the invention can also be applied to two-circuit brakes, provided that one or both brake circuits are subjected to high pressure loads. Another advantage is that if the accumulator pressure falls below a predetermined value, the aforementioned function does not have to be performed.

さらに本発明の有利な実施態様によれば、装置
をアンチスキツド機構の調整シグナルによつて制
御することもできる。このばあいたとえば後軸ブ
レーキシリンダの圧力負荷のための制御パルスと
して両方の前輪のうち一方の前輪の調整シグナル
が役立つ。 Furthermore, according to an advantageous embodiment of the invention, the device can also be controlled by a control signal of the antiskid mechanism. In this case, for example, the adjustment signal of one of the two front wheels serves as a control pulse for the pressure loading of the rear axle brake cylinder.

実施態様 ブレーキ装置は、液力式の２回路制動力倍力装
置１を有しており、該制動力倍力装置がブレーキ
ペダル２を回して操作されかつこの制動力倍力装
置によつてアンチスキツド装置３を介して選択的
に車輪ブレーキシリンダ６，６′，７，７′に圧力
媒体が供給される。前記アンチスキツド装置は、
大体において複式調整弁４、位置信号発生器５及
び図示しない車輪センサ並びに電子的な制御装置
から成つている。ブレーキシリンダ６，６′は前
軸ブレーキ回路に所属し、該前軸ブレーキ回路
が同軸的に制御力倍力装置１の後方に配置された
マスタシリンダ８によつて補充容器９を備えられ
ており、ブレーキ回路は所謂閉鎖ブレーキ回路
である。Embodiment The brake device has a hydraulic two-circuit brake force booster 1, which is operated by turning a brake pedal 2, and is operated by the brake force booster to prevent anti-skid skids. Via the device 3, pressure medium is supplied selectively to the wheel brake cylinders 6, 6', 7, 7'. The anti-skid device includes:
It basically consists of a dual control valve 4, a position signal generator 5, wheel sensors (not shown), and an electronic control device. The brake cylinders 6, 6' belong to a front axle brake circuit, which is provided with a replenishment container 9 by a master cylinder 8 arranged coaxially behind the control booster 1. , the brake circuit is a so-called closed brake circuit.

制動力倍力装置１が、倍力装置シリンダ１０を
有しており、該シリンダ内で倍力装置ピストン１
１が可動である。圧力室１２は、仕切壁１３によ
つてマスタシリンダ８から仕切られており、かつ
圧力導管１４を介して蓄圧器１５に接続され、か
つ複式調整弁４と一緒に組立てられかつ該複式調
整弁と一緒に共通の駆動モータ１６によつて駆動
されるポンプ１７に接続されている。前記圧力導
管には逆止弁が設けられており、この逆止弁によ
つて圧力は蓄圧器１５から圧力室１２内へだけ流
れ、圧力室１２から蓄圧器１５へは流れないよう
になつている。このことは、蓄圧器１５が故障す
るさいに、圧力室１２内の圧力が制動圧形成のた
めに必要であるので、圧力室１２から蓄圧器内へ
流れないようにするために重要なことである。 The brake force booster 1 has a booster cylinder 10 in which a booster piston 1 is inserted.
1 is movable. The pressure chamber 12 is separated from the master cylinder 8 by a partition wall 13 and is connected via a pressure conduit 14 to a pressure accumulator 15 and is assembled together with the double regulating valve 4 and is connected to the double regulating valve 4. Together they are connected to a pump 17 driven by a common drive motor 16. The pressure conduit is provided with a check valve, which allows the pressure to flow only from the pressure accumulator 15 into the pressure chamber 12 and prevents it from flowing from the pressure chamber 12 to the pressure accumulator 15. There is. This is important in order to prevent the pressure in the pressure chamber 12 from flowing into the pressure accumulator in the event that the pressure accumulator 15 fails, since the pressure in the pressure chamber 12 is necessary for forming braking pressure. be.

圧力室１２内にばね１８が配置されており、該
ばね１８は、倍力装置ピストン１１をペダル２に
向かう方向で押圧するようになつている。ばね１
８は、倍力装置ピストン１１の他側方に係合する
さらばね１９に抗して作用する。 A spring 18 is arranged in the pressure chamber 12 and is adapted to press the booster piston 11 in the direction towards the pedal 2 . Spring 1
8 acts against a bell spring 19 that engages on the other side of the booster piston 11.

倍力装置ピストン１１内でプツシユロツド２０
が可動であり、該プツシユロツドは負荷軽減室２
１内に配置された制限ばね２２を介して制御弁２
３に作用する。制御弁２３は二重弁として構成さ
れており、かつ入口弁２４と出口弁２５とを有し
ている。出口弁２５は負荷軽減室２１との接続部
を有しており、該負荷軽減室は補充容器２６に接
続されている。このような補充容器２６は、倍力
装置ピストン１１内のリング状切欠き部２７を介
して負荷軽減導管２８にも接続しており、かつ負
荷軽減導管２８はポンプ１７に通じている。出口
弁２５の閉鎖部材並びに弁ばねは、圧力変換室２
９内に配置されており、該圧力変換室２９に、ブ
レーキ回路のブレーキ導管３０が接続されてい
る。このようなブレーキ導管３０に切換え弁３１
が組込まれている。 Push rod 20 in booster piston 11
is movable, and the push rod is connected to the load reduction chamber 2.
control valve 2 via a limit spring 22 arranged in 1
It acts on 3. Control valve 23 is designed as a double valve and has an inlet valve 24 and an outlet valve 25. The outlet valve 25 has a connection with a relief chamber 21 , which is connected to a replenishment container 26 . Such a replenishment container 26 is also connected via a ring-shaped recess 27 in the booster piston 11 to a relief conduit 28 , which leads to the pump 17 . The closing member of the outlet valve 25 as well as the valve spring are connected to the pressure conversion chamber 2
9 , and a brake conduit 30 of a brake circuit is connected to the pressure conversion chamber 29 . A switching valve 31 is connected to such a brake conduit 30.
is incorporated.

圧力室１２もしくは蓄圧器１５に導管３２が接
続されており、該導管は通常切換え弁３１によつ
て遮断されている。複式調整弁４が、ブレーキ導
管３０から導管３３を介してマスタシリンダ８の
第１室３４に接続されている。さらに、複式調整
弁４からなお１つの圧力導管３５が、圧力導管１
４に通じていてかつ該圧力導管１４から逆止弁を
介して負荷軽減導管２８に通じている。 A line 32 is connected to the pressure chamber 12 or the pressure accumulator 15, which line is normally shut off by a switching valve 31. A double regulating valve 4 is connected from the brake conduit 30 via a conduit 33 to a first chamber 34 of the master cylinder 8 . Furthermore, one pressure conduit 35 from the double regulator valve 4 is connected to the pressure conduit 1
4 and from the pressure conduit 14 via a check valve to a load relief conduit 28.

切換え弁３１内で、ばね３６の力に規定された
ピストン３７が運動し、該ピストンの作用面はブ
レーキ導管３０内の圧力にさらされている。ピス
トン棒３８を介してピストン３７に固定された閉
鎖部材３９は、普通は蓄圧器圧下にある導管３２
の入口を閉鎖したままである。 In the switching valve 31 a piston 37 moves under the force of a spring 36, the active surface of which is exposed to the pressure in the brake conduit 30. A closure member 39 fixed to the piston 37 via a piston rod 38 connects the conduit 32, which is normally under accumulator pressure.
The entrance remains closed.

本発明のブレーキ装置の作用形式は以下の通り
である。 The mode of operation of the brake device of the present invention is as follows.

ブレーキペダル２が作動されると、制御弁２３
が切換えられて圧力媒体が圧力室１２からブレー
キ回路のブレーキ導管３０に達する。このよう
にブレーキ導管内に送出された圧力は、複式調整
弁４を介してマスタシリンダ８の第１室３４内に
も作用し、従つてブレーキ回路内のマスタシリ
ンダピストンは相応する圧力を生ぜしめる。アン
チスキツド装置３は、個々の車輪あるいは車軸に
おける制動圧がロツキング限界を越えないように
配慮されている。 When the brake pedal 2 is actuated, the control valve 23
is switched so that pressure medium reaches the brake line 30 of the brake circuit from the pressure chamber 12. The pressure thus delivered into the brake line also acts via the double regulator valve 4 in the first chamber 34 of the master cylinder 8, so that the master cylinder piston in the brake circuit develops a corresponding pressure. . The antiskid device 3 is designed to ensure that the braking pressure at the individual wheels or axles does not exceed the locking limits.

その都度ブレーキ導管内に送出される制動圧
は、プツシユロツド２０を介してブレーキペダル
２に戻り作用し、このことによつて運転者に有効
な制動圧のための感覚を与える。しかし実験の結
果、制動時に前軸アンチスキツド装置が働いて運
転者がペダル２に振動を感じるか、あるいは運転
者が身体上の理由から比較的高い制動圧をかけれ
ない状態にあるばあいに、運転者はブレーキペダ
ルをそれ以上制動方向で操作しなくなる。しかし
ながら、ほとんどのばあい後輪ブレーキにおける
可能な限りの制動力はまだ完全には利用しきれず
に、まだ多くのブレーキ距離が残されている。 The braking pressure that is respectively delivered into the brake line acts back on the brake pedal 2 via the push rod 20, thereby giving the driver a sense of the effective braking pressure. However, as a result of experiments, when the front axle anti-skid device is activated during braking and the driver feels vibration in the pedal 2, or when the driver is unable to apply relatively high braking pressure due to physical reasons, The person will no longer operate the brake pedal in the braking direction. However, in most cases the full possible braking force of the rear brake is not yet fully utilized and there is still a large braking distance left.

本発明の前述の作用形式により、制御弁２３に
よつてブレーキ導管内に送出される制動圧がある
程度の高さ、たとえば50バールの高さ、を越える
ばあいに切換え弁３１が切換えられる。ピストン
３７がばね３６の力を克服し、かつ閉鎖部材３９
が入口４０を解放する。今や蓄圧器媒体はほぼ
200バールの圧力下でブレーキ回路内に流れる。 According to the above-described mode of operation of the invention, the switching valve 31 is switched if the braking pressure delivered by the control valve 23 into the brake line exceeds a certain height, for example a height of 50 bar. Piston 37 overcomes the force of spring 36 and closes member 39
opens the entrance 40. Now the accumulator medium is almost
Flows into the brake circuit under a pressure of 200 bar.

ブレーキ装置が図示の形式でアンチスキツド装
置を備えていると、ブレーキ導管内に送出された
ブレーキ圧は導管３３を介してブレーキ回路に
も作用し、他面では、両方のブレーキ回路，
内でロツキングが監視されるので、送出される著
しく高い制動圧は危険ではない。 If the brake system is equipped with an anti-skid device in the form shown, the brake pressure delivered into the brake line also acts on the brake circuit via line 33, on the other hand both brake circuits,
Since locking is monitored within the brake system, the extremely high braking pressures delivered are not dangerous.

切換え弁３１は、後軸ブレーキ回路のみに接
続されており、従つて蓄圧器圧は後軸ブレーキ回
路内にのみ保持される。後軸は、普通、とりわ
け積荷によつて比較的強く負荷されるばあいに、
車輪はロツキングされずに比較的高い制動圧に耐
える。 The switching valve 31 is connected only to the rear axle brake circuit, so that the pressure accumulator pressure is maintained only in the rear axle brake circuit. The rear axle is normally loaded with relatively high loads, especially when
The wheels withstand relatively high braking pressures without locking.

第２図は第１図と同じブレーキ装置を示してお
り、このばあい切換え弁４１は、蓄圧器圧に規定
された付加的な切換えピストン４２を備えてい
る。このような切換えピストン４２は、蓄圧器圧
が著しく低いばあいに切換え弁４１の切換えを阻
止する。応動圧が、充てん圧あるいは蓄圧器１５
の最低の作業圧をわずかに超えて位置している。 FIG. 2 shows the same brake system as in FIG. 1, in which the switching valve 41 is provided with an additional switching piston 42 which is regulated to the pressure accumulator pressure. Such a switching piston 42 prevents switching of the switching valve 41 if the accumulator pressure is too low. The response pressure is the filling pressure or pressure accumulator 15
located slightly above the lowest working pressure.

第３図には、電子的な切換えユニツトのための
シグナル形成が示されている。この切換えユニツ
トは、アンチスキツドブレーキ装置には不可欠な
ものである。切換えユニツトは、車輪センサのシ
グナルを簡単な形式で検出し、これを評価して、
制動圧をまず低下させ、次いでゆつくり再び上昇
させるようにアンチスキツド電磁弁を制御する。
このような切換えユニツトは、アンチスキツド装
置３に組込まれており、もしくはアンチスキツド
装置の一部分を形成している。 FIG. 3 shows the signal formation for the electronic switching unit. This switching unit is essential for anti-skid brake systems. The switching unit detects the signals of the wheel sensors in a simple form, evaluates them and
The anti-skid solenoid valve is controlled so that the braking pressure is first lowered and then slowly raised again.
Such a switching unit is integrated into the anti-skid device 3 or forms part of the anti-skid device.

第３図によれば、左前輪VL及び右前輪VRに
おけるセンサが、それぞれ１つの調整シグナル
IGを形成し、該調整シグナルが電子的な切換え
ユニツト４３，４４，４５において調整される。 According to Figure 3, the sensors on the left front wheel VL and the right front wheel VR each receive one adjustment signal.
IG and the regulating signals are regulated in electronic switching units 43, 44, 45.

しかしながらアンチスキツド−電磁弁の操作の
ために使用される制御パルスとして、前軸の調整
シグナルIGVL及びIGVRのみが役立つ。オア回路４
６に両方のシグナルが入力され、導管４７を介し
て圧力変化のための制御パルスとして、導管４８
を介して蓄圧器負荷のための制御パルスとして後
軸ブレーキ回路に、たとえば複式調整弁４ある
いは電磁弁における調整部材に送られる。 However, only the control signals IG VL and IG VR of the front shaft serve as control pulses for actuating the antiskid solenoid valve. OR circuit 4
6, both signals are input to conduit 48 as a control pulse for pressure changes via conduit 47.
are sent as control pulses for the pressure accumulator load to the rear axle brake circuit, for example to a regulating element in a double regulating valve 4 or a solenoid valve.

このような形式で、このばあい後軸ブレーキ回
路の自動的な圧力負荷が、アンチスキツド装置３
の調整シグナルによつて行なわれる。 In this way, the automatic pressure loading of the rear axle brake circuit can in this case be applied to the anti-skid device 3.
This is done by the adjustment signal of

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は切換え弁を有する第１のブレーキ装置
の概略図、第２図は第１図による切換え弁の変化
実施例を示す概略図、第３図は電子的な切換えユ
ニツトの変化実施例を示す概略図である。 １……制動力倍力装置、２……ブレーキペダ
ル、３……アンチスキツド装置、４……複式調整
弁、５……位置信号発生器、６，６′，７，７′…
…ブレーキシリンダ、８……マスタシリンダ、９
……補充容器、１０……倍力装置シリンダ、１１
……ピストン、１２……圧力室、１３……仕切
壁、１４……圧力導管、１５……蓄圧器、１６…
…駆動モータ、１７……ポンプ、１８……ばね、
１９……さらばね、２０……プツシユロツド、２
１……負荷軽減室、２２……制限ばね、２３……
制御弁、２４……入口弁、２５……出口弁、２６
……補充容器、２７……リング状切欠き部、２８
……負荷軽減導管、２９……圧力変換室、３０…
…ブレーキ導管、３１……切換え弁、３２，３３
……導管、３４……第１室、３５……圧力導管、
３６……ばね、３７……ピストン、３８……ピス
トン棒、３９……閉鎖部材、４０……入口、４１
……切換え弁、４２……切換えピストン、４３，
４４，４５……切換えユニツト、４６……オア回
路、４７，４８……導管。 FIG. 1 is a schematic diagram of a first brake device with a switching valve, FIG. 2 is a schematic diagram showing a modified embodiment of the switching valve according to FIG. 1, and FIG. 3 is a diagram showing a modified embodiment of an electronic switching unit. FIG. DESCRIPTION OF SYMBOLS 1...Brake force booster, 2...Brake pedal, 3...Anti skid device, 4...Double control valve, 5...Position signal generator, 6, 6', 7, 7'...
...Brake cylinder, 8...Master cylinder, 9
... Replenishment container, 10 ... Booster cylinder, 11
... Piston, 12 ... Pressure chamber, 13 ... Partition wall, 14 ... Pressure conduit, 15 ... Pressure accumulator, 16 ...
...Drive motor, 17...Pump, 18...Spring,
19...Farewell, 20...Pushyrod, 2
1...Load reduction chamber, 22...Limiting spring, 23...
Control valve, 24... Inlet valve, 25... Outlet valve, 26
... Replenishment container, 27 ... Ring-shaped notch, 28
...Load reduction conduit, 29...Pressure conversion chamber, 30...
...Brake conduit, 31...Switching valve, 32, 33
... conduit, 34 ... first chamber, 35 ... pressure conduit,
36... Spring, 37... Piston, 38... Piston rod, 39... Closing member, 40... Inlet, 41
...Switching valve, 42...Switching piston, 43,
44, 45... switching unit, 46... OR circuit, 47, 48... conduit.

Claims (1)

【特許請求の範囲】 １ 制動力倍力装置を有する自動車用ブレーキ装
置であつて、前記制動力倍力装置が制御弁を備え
ており、該制御弁が、少なくとも１方のブレーキ
回路に制動圧媒体を供給する倍力装置のための補
助力としての蓄圧器圧をブレーキ導管内に送出す
るために規定されている形式のものにおいて、ブ
レーキ操作時に、倍力装置の制御弁２３を通つて
ブレーキ導管３０内に送出される制動圧媒体の圧
力が所定の圧力を上回つたさいに、蓄圧器圧を直
接ブレーキ導管に供給するように切換える切換え
弁３１，４１がブレーキ導管内に設けられている
ことを特徴とする自動車用ブレーキ装置。 ２ 制御弁が、２つのブレーキ回路，に制動
圧媒体を供給する倍力装置のための補助力として
の蓄圧器圧をブレーキ導管内に送出すために規定
されている形式のものにおいて、切換え弁３１，
４１が最大の軸荷重変化を有する車輪へのブレー
キ回路の導管に組込まれている特許請求の範囲
第１項記載の自動車用ブレーキ装置。 ３ 制御弁が、２つのブレーキ回路，に制動
圧媒体を供給する倍力装置のための補助力として
の蓄圧器圧をブレーキ導管内に送出すために規定
されている形式のものにおいて、切換え弁３１，
４１がそれぞれのブレーキ回路の導管に組込まれ
ている特許請求の範囲第１項記載の自動車用ブレ
ーキ装置。 ４ 切換え弁４１が、蓄圧器圧に規定されている
別の切換えピストン４２を備えており、蓄圧器圧
が不足するさいに前記切換えピストンによつて切
換え弁の作動が阻止されている特許請求の範囲第
１項記載の自動車用ブレーキ装置。[Scope of Claims] 1. A braking device for an automobile having a braking force booster, wherein the braking force booster includes a control valve, and the control valve applies braking pressure to at least one brake circuit. In the type provided for delivering the accumulator pressure into the brake line as an auxiliary force for the booster supplying the medium, during braking operation the brake pressure is supplied through the control valve 23 of the booster. Switching valves 31, 41 are provided in the brake conduit, which switch the accumulator pressure to be supplied directly to the brake conduit when the pressure of the brake pressure medium delivered into the conduit 30 exceeds a predetermined pressure. An automobile brake device characterized by: 2. Where the control valve is of the type specified for delivering accumulator pressure into the brake conduit as an auxiliary force for a booster supplying brake pressure medium to two brake circuits, the switching valve 31,
4. A braking device for a motor vehicle as claimed in claim 1, wherein 41 is integrated in the conduit of the brake circuit to the wheel having the greatest axle load change. 3. Where the control valve is of the type specified for delivering accumulator pressure into the brake conduit as an auxiliary force for a booster supplying brake pressure medium to two brake circuits, the switching valve 31,
41. A braking system for a motor vehicle according to claim 1, wherein the brake circuit 41 is incorporated in the conduit of each brake circuit. 4. The switching valve 41 is provided with a further switching piston 42, which is determined by the pressure accumulator pressure, and in which the switching piston prevents the switching valve from operating when the pressure accumulator pressure is insufficient. The automobile brake device according to scope 1.
JP1334578A 1977-02-10 1978-02-08 Brake for automobile Granted JPS5399173A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19772705467 DE2705467A1 (en) 1977-02-10 1977-02-10 BRAKE SYSTEM FOR MOTOR VEHICLES

Publications (2)

Publication Number Publication Date
JPS5399173A JPS5399173A (en) 1978-08-30
JPS6313859B2 true JPS6313859B2 (en) 1988-03-28

Family

ID=6000761

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1334578A Granted JPS5399173A (en) 1977-02-10 1978-02-08 Brake for automobile

Country Status (6)

Country Link
JP (1) JPS5399173A (en)
DE (1) DE2705467A1 (en)
FR (1) FR2380171A1 (en)
GB (1) GB1587374A (en)
IT (1) IT1113157B (en)
SE (1) SE435912B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0310448U (en) * 1989-06-16 1991-01-31

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3320822A1 (en) * 1983-06-09 1984-12-13 Alfred Teves Gmbh, 6000 Frankfurt HYDRAULIC BRAKE SYSTEM
DE3422156A1 (en) * 1984-06-14 1985-12-19 Alfred Teves Gmbh, 6000 Frankfurt HYDRAULIC SERVO VEHICLE BRAKE
DE3427070A1 (en) * 1984-07-23 1986-01-30 Alfred Teves Gmbh, 6000 Frankfurt BRAKE SYSTEM
GB2171769B (en) * 1985-03-02 1989-05-10 Teves Gmbh Alfred Hydraulic brake system
DE19546056A1 (en) * 1995-12-09 1997-06-12 Teves Gmbh Alfred Hydraulic brake system with high pressure source and pedal operated metering valve
DE102014118381A1 (en) * 2014-12-11 2016-06-16 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Electrohydraulic actuator assembly, motor vehicle transmission and gear shifting method

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE461946C (en) * 1925-02-26 1928-07-02 Universal Engineering Corp Fluid brake
ZA702811B (en) * 1969-05-10 1971-01-27 Rotary Hoes Ltd Braking system for a towed vehicle
GB1421327A (en) * 1972-06-29 1976-01-14 Automotive Prod Co Ltd Fluid pressure braking system
DE2531264C2 (en) * 1975-07-12 1986-10-02 Robert Bosch Gmbh, 7000 Stuttgart Master brake cylinder for dual circuit brake systems

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0310448U (en) * 1989-06-16 1991-01-31

Also Published As

Publication number Publication date
SE435912B (en) 1984-10-29
FR2380171B1 (en) 1983-03-18
JPS5399173A (en) 1978-08-30
DE2705467A1 (en) 1978-08-17
IT7819972A0 (en) 1978-02-03
IT1113157B (en) 1986-01-20
GB1587374A (en) 1981-04-01
SE7801522L (en) 1978-08-11
FR2380171A1 (en) 1978-09-08

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