WO1996004160A1 - Hydraulic brake system with anti-skid control - Google Patents

Hydraulic brake system with anti-skid control Download PDF

Info

Publication number
WO1996004160A1
WO1996004160A1 PCT/EP1995/002947 EP9502947W WO9604160A1 WO 1996004160 A1 WO1996004160 A1 WO 1996004160A1 EP 9502947 W EP9502947 W EP 9502947W WO 9604160 A1 WO9604160 A1 WO 9604160A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
brake
wheel brake
hydraulic
valve
Prior art date
Application number
PCT/EP1995/002947
Other languages
German (de)
French (fr)
Inventor
Dalibor Zaviska
Paul Linhoff
Original Assignee
Itt Automotive Europe 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 Itt Automotive Europe Gmbh filed Critical Itt Automotive Europe Gmbh
Publication of WO1996004160A1 publication Critical patent/WO1996004160A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—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
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B60T8/366—Valve details
    • B60T8/367—Seat valves, e.g. poppet valves
    • 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
    • B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
    • B60T8/364—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems switching between a number of discrete positions as a function of the applied signal, e.g. 3/3-valves
    • 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
    • B60T8/3655—Continuously controlled electromagnetic valves
    • B60T8/366—Valve details
    • B60T8/3665—Sliding valves
    • 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
    • B60T8/50—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 means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5018—Pressure reapplication using restrictions
    • B60T8/5025—Pressure reapplication using restrictions in hydraulic brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • 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
    • B60T8/50—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 means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5018—Pressure reapplication using restrictions
    • B60T8/5025—Pressure reapplication using restrictions in hydraulic brake systems
    • B60T8/5037—Pressure reapplication using restrictions in hydraulic brake systems closed systems

Definitions

  • the invention relates to a hydraulic brake system with wheel slip control according to the preamble of the claim
  • the invention has therefore set itself the task of improving a brake system of the aforementioned type in such a way that a functionally reliable and low-noise pressure medium control is ensured with the least possible construction effort.
  • the pressure modulation valve is designed as a 4/3-way valve, which connects the brake pressure transmitter to the wheel brake in the basic position, and the pressure medium supply from the brake pressure transmitter to the wheel brake in the other switching positions either throttles or blocks and / or connects the wheel brake to the return line.
  • the throttling of the pressure medium supply to the wheel brake takes place by means of a flow control valve, whereby a constant volume flow with constant control properties is set independently of operating pressure fluctuations.
  • the features of claim 3 include the individual adjustment of the switching pressure for the flow control valve as a function of the pressure difference between the brake pressure transmitter and the wheel brake in order to bring about a throttled pressure medium supply to the wheel brake. Different pressure build-up gradients can thus be represented in brake operation. For the throttled pressure medium supply to the wheel brake to take effect, it is to be taken as a basis that the changeover pressure is generally lower than the differential pressure between the brake pressure sensor and the wheel brake.
  • the switching of the pressure modulation valve takes place by a current-proportional excitation of an electromagnet, in which the pressure medium supply from the brake pressure transmitter to the wheel brake is blocked.
  • the flow-proportional control of the pressure modulation valve ensures the exact setting of the pressure medium connections to be separated or connected in each case during the pressure maintenance and pressure reduction phase of a wheel slip-controlled braking.
  • claim 5 provides that the switching position of the pressure modulation valve assigned to the pressure medium supply from the wheel brake to the return line is ensured by the current-proportional excitation of an electromagnet.
  • a suitable construction for accommodating the flow control valve in the pressure modulation valve by means of a valve carrier is evident from claim 6.
  • the flow control valve as a piston in a stepped bore of the valve carrier, which is provided with a pressure pin to relieve the pressure on the wheel brakes in the direction of the return line.
  • claim 8 proposes to arrange an actuating member on the piston side facing away from the pressure pin, said actuating element being controllable by the proportional magnet.
  • the pressure relief of the wheel brake during a wheel slip control takes place according to the features of claim 9 by means of a check valve cooperating with the pressure pin, which in its basic position blocks the pressure medium connection between the wheel brake and the return line.
  • the basic setting of the piston advantageously takes over a compression spring, the actuating force of which is greater than the force of a spring that positions the proportional magnet.
  • through-bores are arranged on the circumference of the piston for the control of the pressure medium connection between the brake pressure transmitter and the wheel brake, which release transverse channels arranged in the valve carrier in the basic position of the piston.
  • At least one measuring orifice is expediently arranged within the end face of the piston, which has the pressure pin, so that this feature relating to claim 12, in view of the preceding features for the arrangement of the through bores in the piston of the current regulator, the desired pressure build-up gradient was determined during wheel slip control.
  • a pressure difference is generated at the measuring orifice, which moves the piston against the compression spring to control the volume flow of the pressure medium flowing from the master cylinder to the wheel brake.
  • the maximum control cross section of the through hole which is assigned to the cross channel leading to the wheel brake, is chosen to be smaller than the maximum control cross section of the through hole, which is assigned to the cross channel leading to the brake pressure sensor, so that the through bore in the piston corresponding to the wheel brake connection initially remains blocked during a pressure build-up phase. Due to the pressure difference at the orifice plate, the through hole cooperating with the brake pressure sensor connection then takes over the current control function.
  • FIG. 1 shows a hydraulic circuit diagram for a brake system with slip control according to the invention
  • Figure 2 is a sectional view through the pressure modulation valve according to the invention.
  • FIG. 1 schematically shows the hydraulic circuit structure of the brake system, according to which the brake pressure transmitter 2 is connected to the wheel brake 3 via the pressure modulation valve 1 which is open in the basic position.
  • the pressure modulation valve is designed as a 3/4-way valve, so that, according to the illustration, the pressure-free return line 4 from the line connecting the brake pressure sensor 2 to the wheel brake 3 path is separated.
  • the return line 4 connects to the suction side of a pump 17, there being a connection to an unpressurized storage reservoir 16.
  • the pressure side of the pump 17 opens into the main pressure line 18.
  • the valve switching position shown in the illustration corresponds to the brake release, normal brake and pressure build-up position when the wheel slip control is inactive.
  • the pressure modulation valve switches to the position in which all three pressure medium connections are separated from one another. This as well as the subsequent pressure reduction position of the pressure modulation valve 1 in the wheel slip control phase are controlled by the proportional magnet of the pressure modulation valve 1. In the pressure reduction position of the pressure modulation valve 1 there is then an unimpeded pressure medium connection between the wheel brake 3 and the return line 4 while the brake pressure transmitter 2 remains separated from the connection of the wheel brake 3. A renewed pressure build-up in the wheel brake takes place without excitation of the proportional magnet, in which a pressure spring 11 of the pressure modulation valve 1 shifts the latter into its volume flow control function.
  • FIG. 2 shows in cross section the pressure modulation valve 1, which has a valve carrier 5 in which the piston 7 of the flow control valve is displaceably guided in a stepped bore 8.
  • the proportional magnet essentially consists of a magnet armature, to which a magnetic core is assigned, a pressure spring 12 being clamped between the aforementioned two parts, which surrounds the actuating element 9 which extends into the stepped bore 8.
  • the actuator 9 is part of the magnet armature and is supported on an end face of the piston 7.
  • a push pin 6 is located on the opposite end face of the piston 7 attached, facing a check valve 10 closed in the basic position. All previously described details of the pressure modulation valve 1 are in a coaxial arrangement with one another.
  • the piston 7 of the flow control valve is pressed against the actuator 9 in the basic position shown by the action of a compression spring 11.
  • the compression spring 11 is clamped between the end face of the piston 7 having the pressure pin 6 and a valve seat body of the check valve 10.
  • the piston 7 has a plurality of measuring orifices 15 in the area of its end face which has the pressure pin 6, while the jacket surface of the piston 7 is provided with through-bores 13 which are widened in sections to form control edges and are spaced apart from one another which correspond to the transverse channels 14 arranged in the valve carrier 5.
  • the transverse channel 14 located in the upper region of the valve carrier 5 is connected to the brake pressure transmitter 2, while the pressure medium connection to the wheel brake 3 is established via two transverse channels 14 running parallel in the lower region of the valve carrier 5.
  • the two transverse channels 14 assigned to the wheel brake 3 are spaced apart from one another in such a way that in the basic position of the pressure modulation valve a pressure medium connection is established both via the transverse bore 13 arranged in the lower region of the piston 7 and through the measuring orifice 15.
  • the pressure medium connection is to be flowed through in each case via ring filter elements on the valve support 5, a bypass connection from the wheel brake 3 in the direction of the brake pressure transmitter 2 being present in the area of a non-return sleeve 19 attached to the valve support 5.
  • the position of the pressure modulation valve shown in the illustration corresponds to the operating release as well as the normal braking position, in which wheel slip control is excluded.
  • the Piston 7 with its through bores 13 is in a position into which pressure medium reaches the wheel brake 3 unhindered from the brake pressure transmitter 2 via the transverse channels 13 and the measuring orifices 15.
  • the amount of pressure spring 11 acting on the piston 7 is greater than the force generated by the pressure drop at the orifice plates 15. The piston 7 thus remains in the position shown in the illustration.
  • the proportional magnet is energized, so that the actuating member 9 displaces the piston 7 against the action of the compression springs 11, 12 until the actuating member 9 has approached the check valve 10 with its push pin 6 .
  • the transverse channels 14 leading to the wheel brake 3 are initially closed by the piston edge, so that only a throttled volume flow can flow in through the orifice plates 15 to the wheel brake 3 for a short time, until afterwards also the upper through duct gear bore 13 in the piston 7, the throttle bore in the transverse channel 14 of the pressure medium path connected to the brake pressure sensor 2 is blocked by the piston edge.
  • An interruption of the brake actuation during the pressure maintenance phase then leads to a pressure relief of the non-return sleeve 19 blocking in the direction of the wheel brake 3, so that the pressure medium volume clamped in the wheel brake 3 is relieved via the non-return sleeve 19 in the direction of the brake pressure transmitter 2 can.
  • the pressure reduction phase during the wheel slip control takes place by appropriate current control of the proportional solenoid in such a way that the pressure pin 6 opens the check valve 10, so that the pressure medium volume clamped in the wheel brake 3 during brake operation flows in the direction of the pressure-free return line 4.
  • the current Supply to the proportional magnet is interrupted, as a result of which the compression spring 12 ensures a return movement of the actuating member 9, the compression spring 11 acting on the piston 7 also moving the flow control valve into a position in which a connection of the throttle bore in the transverse channel 14 of the brake pressure sensor 2 via the orifice plates 15 to the transverse channel 14 of the wheel brake 3. Accordingly, the throttle bore is only gradually released from the piston edge, while the transverse channels 14 assigned to the wheel brake 3 initially remain blocked by the small cutout in the through bore 13.
  • the proposed design enables the flow control valve to be actuated in such a way that the optimal pressure build-up gradient can be set during ABS control with a corresponding volume absorption of the wheel brake in the case of non-excited proportional magnets. Smaller pressure build-up gradients in brake pressure control are also possible through the use of a proportional magnet. This creates a brake system that enables comfortable control of the wheel cylinder pressure with different pressure build-up radii and minimal space requirements.

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

Abstract

A hydraulic brake system with anti-skid control has a brake pressure generator (2) in hydraulic communication through a main hydraulic line (18) with at least one wheel brake (3), a return line (4) connected to the wheel brake and in communication with a hydraulic accumulator (16), a pump (17) with a hydraulic line in hydraulic communication with the main hydraulic line (18), and at least one pressure-modulating valve (1) that keeps the hydraulic medium passage in the main hydraulic line (18) and in the return line (4) either closed or open. The pressure-modulating valve (1) is designed as a 3/4-way valve which in its base position connects the brake pressure generator (2) to the wheel brake (3) and which in the other switching positions either throttles or cuts the hydraulic medium supply from the brake pressure generator (2) to the wheel brake (3) and/or connects the wheel brake (3) to the return line (4).

Description

Hydraulische Bremsanlage mit RadschlupfregelungHydraulic brake system with wheel slip control
Die Erfindung betrifft eine hydraulische Bremsanlage mit Radschlupfregelung nach dem Oberbegriff des PatentanspruchsThe invention relates to a hydraulic brake system with wheel slip control according to the preamble of the claim
1.1.
Bei bisher bekannten hydraulischen Bremsanlagen dieser Art (DE 37 39 915 AI) werden zur Regulierung des Radschlupfes an jeder Radbremse zwei unabhängig voneinander ansteuerbare 2/2-Wegeventile verwendet, die jeweils abhängig von ihrer Schaltstellung entweder den Bremsdruckgeber mit der Radbrem¬ se oder die Rücklaufleitung mit der Radbremse verbinden oder sperren. Die voneinander unabhängig schaltbaren 2/2-Wegeven- tile verursachen hierbei in Abhängigkeit des jeweils am Ven¬ til anstehenden Betriebsdruckes unterschiedliche Ventil¬ schaltgeräusche, die einer komfortablen Betriebsweise der Bremsanlage hinderlich sind. Hinsichtlich der Anordnung von unabhängig voneinander steuerbaren 2/2-Wegeventile bedarf es einem entsprechend großen Bauvolumen.In previously known hydraulic brake systems of this type (DE 37 39 915 AI), two independently controllable 2/2-way valves are used to regulate the wheel slip on each wheel brake, each of which, depending on its switching position, either the brake pressure transmitter with the wheel brake or the return line connect or lock with the wheel brake. The 2/2-way valves, which can be switched independently of one another, cause different valve switching noises as a function of the operating pressure present at the valve, which are a hindrance to comfortable operation of the brake system. With regard to the arrangement of independently controllable 2/2-way valves, a correspondingly large construction volume is required.
Die Erfindung hat es sich daher zur Aufgabe gemacht, eine Bremsanlage der vorgenannten Art dahingehend zu verbessern, daß bei möglichst geringem Bauaufwand eine funktionssichere und geräuscharme Druckmittelsteuerung sichergestellt ist.The invention has therefore set itself the task of improving a brake system of the aforementioned type in such a way that a functionally reliable and low-noise pressure medium control is ensured with the least possible construction effort.
Erfindungsgemäß wird diese Aufgabe durch die kennzeichnenden Merkmale des Patentanspruchs 1 gelöst, wonach das Druckmodu¬ lationsventil als 4/3-Wegeventil ausgeführt ist, das in der Grundstellung den Bremsdruckgeber mit der Radbremse verbin¬ det, in den weiteren Schaltstellungen die Druckmittelzufuhr vom Bremsdruckgeber zur Radbremse entweder drosselt oder sperrt und/oder die Radbremse mit der Rücklaufleitung ver¬ bindet.According to the invention, this object is achieved by the characterizing features of patent claim 1, according to which the pressure modulation valve is designed as a 4/3-way valve, which connects the brake pressure transmitter to the wheel brake in the basic position, and the pressure medium supply from the brake pressure transmitter to the wheel brake in the other switching positions either throttles or blocks and / or connects the wheel brake to the return line.
Damit ist eine sehr geräuscharme Bremsanlage geschaffen, die die Anzahl der erforderlichen Druckmodulationsventile hal-This creates a very low-noise brake system that keeps the number of pressure modulation valves required.
ORIGINAL UNTERLAGEN biert, die Ventilschaltgeräusche und den Bauraumbedarf redu¬ ziert, ohne den regelungstechnischen Aufwand maßgeblich ver¬ ändern zu müssen.ORIGINAL DOCUMENTS beier, reduces the valve switching noise and the space requirement, without having to significantly change the control engineering effort.
In der Ausgestaltung des Erfindungsgedankens ist vorgesehen, daß entsprechend den Merkmalen des Anspruchs 2 die Drosse¬ lung der Druckmittelzufuhr zu der Radbremse mittels eines Stromregelventils geschieht, wodurch sich unabhängig von Betriebsdruckschwankungen ein konstanter Volumenstrom mit gleichbleibenden Regelungseigenschaften einstellt.In the embodiment of the concept of the invention, it is provided that, according to the features of claim 2, the throttling of the pressure medium supply to the wheel brake takes place by means of a flow control valve, whereby a constant volume flow with constant control properties is set independently of operating pressure fluctuations.
Die Merkmale des Anspruchs 3 beinhalten die individuelle Anpassung des Umschaltdruckes für das Stromregelventil in Abhängigkeit von der Druckdifferenz zwischen dem Bremsdruck¬ geber und der Radbremse, um eine gedrosselte Druckmittelzu¬ fuhr zur Radbremse zu bewirken. Damit lassen sich unter¬ schiedliche Druckaufbaugradienten im Bremsenbetrieb darstel¬ len. Für das Wirksamwerden der gedrosselten Druckmittelzu¬ fuhr zur Radbremse ist dabei zugrunde zu legen, daß der Um¬ schaltdruck grundsätzlich kleiner ist als der Differenzdruck zwischen dem Bremsdruckgeber und der Radbremse.The features of claim 3 include the individual adjustment of the switching pressure for the flow control valve as a function of the pressure difference between the brake pressure transmitter and the wheel brake in order to bring about a throttled pressure medium supply to the wheel brake. Different pressure build-up gradients can thus be represented in brake operation. For the throttled pressure medium supply to the wheel brake to take effect, it is to be taken as a basis that the changeover pressure is generally lower than the differential pressure between the brake pressure sensor and the wheel brake.
Gemäß den Merkmalen des Anspruchs 4 wird vorgeschlagen, daß das Schalten des Druckmodulationsventils durch eine strom¬ proportionale Erregung eines Elektromagneten geschieht, in der die Druckmittelzufuhr vom Bremsdruckgeber zur Radbremse gesperrt ist. Die stromproportionale Steuerung des Druckmo¬ dulationsventils gewährleistet die exakte Einstellung der jeweils voneinander zu trennenden bzw. zu verbindenden Druckmittelanschlüsse während der Druckhalte- sowie Druck¬ abbauphase einer radschlupfgeregelten Bremsung.According to the features of claim 4, it is proposed that the switching of the pressure modulation valve takes place by a current-proportional excitation of an electromagnet, in which the pressure medium supply from the brake pressure transmitter to the wheel brake is blocked. The flow-proportional control of the pressure modulation valve ensures the exact setting of the pressure medium connections to be separated or connected in each case during the pressure maintenance and pressure reduction phase of a wheel slip-controlled braking.
Dementsprechend sieht Anspruch 5 vor, daß die der Druckmit¬ telzufuhr von der Radbremse zur Rücklaufleitung zugeordnete Schaltstellung des Druckmodulationsventils durch die strom¬ proportionale Erregung eines Elektromagneten sichergestellt ist. Eine geeignete Konstruktion zur Aufnahme des Stromregelven¬ tils im Druckmodulationsventil mittels eines Ventilträgers geht aus Anspruch 6 hervor.Accordingly, claim 5 provides that the switching position of the pressure modulation valve assigned to the pressure medium supply from the wheel brake to the return line is ensured by the current-proportional excitation of an electromagnet. A suitable construction for accommodating the flow control valve in the pressure modulation valve by means of a valve carrier is evident from claim 6.
Gemäß den Merkmalen des Anspruchs 7 ist vorgesehen, das Stromregelventil als Kolben in einer Stufenbohrung des Ven¬ tilträgers anzuordnen, der zur Druckentlastung der Radbrem¬ sen in Richtung der Rücklaufleitung mit einem Druckstift versehen ist.According to the features of claim 7, it is provided to arrange the flow control valve as a piston in a stepped bore of the valve carrier, which is provided with a pressure pin to relieve the pressure on the wheel brakes in the direction of the return line.
Zur Betätigung des Druckstiftes schlägt Anspruch 8 vor, auf der dem Druckstift abgewandten Kolbenseite ein Betätigungs¬ glied anzuordnen, das vom Proportionalmagneten ansteuerbar ist.To actuate the pressure pin, claim 8 proposes to arrange an actuating member on the piston side facing away from the pressure pin, said actuating element being controllable by the proportional magnet.
Die Druckentlastung der Radbremse während einer Radschlupf¬ regelung erfolgt gemäß den Merkmalen des Anspruchs 9 mittels eines mit dem Druckstift zusammenwirkenden Rückschlagven¬ tils, das in seiner Grundstellung die Druckmittelverbindung zwischen der Radbremse und der Rücklaufleitung sperrt.The pressure relief of the wheel brake during a wheel slip control takes place according to the features of claim 9 by means of a check valve cooperating with the pressure pin, which in its basic position blocks the pressure medium connection between the wheel brake and the return line.
Die Grundeinstellung des Kolbens übernimmt auf vorteilhafte Weise gemäß den Merkmalen des Anspruchs 10 eine Druckfeder, deren Stellkraft größer ist als die Kraft einer den Propor¬ tionalmagneten positionierenden Feder.The basic setting of the piston advantageously takes over a compression spring, the actuating force of which is greater than the force of a spring that positions the proportional magnet.
Gemäß Anspruch 11 sind für die Steuerung der Druckmittelver¬ bindung zwischen dem Bremsdruckgeber und der Radbremse je¬ weils am Umfang des Kolbens Durchgangsbohrungen angeordnet, die in der Grundstellung des Kolbens im Ventilträger ange¬ ordnete Querkanäle freigeben.According to claim 11, through-bores are arranged on the circumference of the piston for the control of the pressure medium connection between the brake pressure transmitter and the wheel brake, which release transverse channels arranged in the valve carrier in the basic position of the piston.
Zweckmäßigerweise ist zur Erfüllung der Stromreglerfunktion innerhalb der Stirnfläche des Kolbens, die den Druckstift aufweist, wenigstens eine Meßblende angeordnet, so daß diese den Anspruch 12 betreffenden Merkmal, in Anbetracht der vor¬ angegangenen Merkmale zur Anordnung der Durchgangsbohrungen im Kolben des Stromreglers, den gewünschten Druckaufbaugra¬ dienten während einer Radschlupfregelung bestimmt. An der Meßblende wird eine Druckdifferenz erzeugt, welche zur Volu¬ menstromregelung des vom Hauptzylinder zur Radbremse strö¬ menden Druckmittels den Kolben gegen die Druckfeder bewegt.In order to fulfill the current regulator function, at least one measuring orifice is expediently arranged within the end face of the piston, which has the pressure pin, so that this feature relating to claim 12, in view of the preceding features for the arrangement of the through bores in the piston of the current regulator, the desired pressure build-up gradient was determined during wheel slip control. A pressure difference is generated at the measuring orifice, which moves the piston against the compression spring to control the volume flow of the pressure medium flowing from the master cylinder to the wheel brake.
Gemäß den Merkmalen des Anspruchs 13 ist vorgesehen, den maximalen Steuerquerschnitt der Durchgangsbohrung, die den zur Radbremse führenden Querkanal zugeordnet ist, kleiner zu wählen als der maximale Steuerquerschnitt der Durchgangsboh¬ rung, die den zum Bremsdruckgeber führenden Querkanal zuge¬ ordnet ist, so daß die mit dem Radbremsanschluß korrespon¬ dierte Durchgangsbohrung im Kolben zunächst während einer Druckaufbauphase versperrt bleibt. Durch die Druckdifferenz an der Meßblende übernimmt sodann die mit dem Bremsdruckge¬ beranschluß zusammenwirkende Durchgangsbohrung die Stromre¬ gelfunktion.According to the features of claim 13, it is provided that the maximum control cross section of the through hole, which is assigned to the cross channel leading to the wheel brake, is chosen to be smaller than the maximum control cross section of the through hole, which is assigned to the cross channel leading to the brake pressure sensor, so that the through bore in the piston corresponding to the wheel brake connection initially remains blocked during a pressure build-up phase. Due to the pressure difference at the orifice plate, the through hole cooperating with the brake pressure sensor connection then takes over the current control function.
Weitere Merkmale, Vorteile und Anwendungsmöglichkeiten der Erfindung gehen aus der nachfolgenden Beschreibung zweier Ausführungsbeispiele hervor.Further features, advantages and possible uses of the invention are evident from the following description of two exemplary embodiments.
Es zeigen:Show it:
Figur 1 einen Hydraulikschaltplan für eine Bremsanlage mit Schlupfregelung gemäß der Erfindung,1 shows a hydraulic circuit diagram for a brake system with slip control according to the invention,
Figur 2 eine Schnittdarstellung durch das erfindungsgemäße Druckmodulationsventil.Figure 2 is a sectional view through the pressure modulation valve according to the invention.
Die Figur 1 zeigt schematisch den hydraulischen Schaltungs¬ aufbau der Bremsanlage, wonach der Bremsdruckgeber 2 über das in der Grundstellung offene Druckmodulationsventil 1 mit der Radbremse 3 verbunden ist. Erfindungsgemäß ist das Druckmodulationsventil als 3/4-Wegeventil ausgeführt, so daß gemäß Abbildung die drucklose Rücklaufleitung 4 von dem den Bremsdruckgeber 2 mit der Radbremse 3 verbindenden Leitungs- pfad getrennt ist. Die Rücklaufleitung 4 schließt sich an die Saugseite einer Pumpe 17 an, wobei eine Verbindung zu einem drucklosen Vorratsspeicher 16 besteht. Die Druckseite der Pumpe 17 mündet in die Hauptdruckleitung 18 ein. Die abbildungsgemäße Ventilschaltstellung entspricht sowohl der Bremslöse-, Normalbrems- wie auch Druckaufbaustellung bei inaktiver Radschlupfregelung. Zur Durchführung der Druck¬ haltephase während einer Radschlupfregelung schaltet das Druckmodulationsventil in die Stellung, in welcher alle drei Druckmittelanschlüsse voneinander getrennt sind. Diese wie auch die nachfolgende Druckabbaustellung des Druckmodula¬ tionsventils 1 in der Radschlupfregelphase werden durch den Proportionalmagneten des Druckmodulationsventils 1 gesteu¬ ert. In der Druckabbaustellung des Druckmodulationsventils 1 besteht sodann eine ungehinderte Druckmittelverbindung zwi¬ schen der Radbremse 3 und der Rücklaufleitung 4, während der Bremsdruckgeber 2 vom Anschluß der Radbremse 3 getrennt bleibt. Ein erneuter Druckaufbau in der Radbremse geschieht ohne Erregung des Proportionalmagneten, in dem eine Druckfe¬ der 11 des Druckmodulationsventils 1 dieses in seine Volu¬ menstromregelungsfunktion verschiebt.FIG. 1 schematically shows the hydraulic circuit structure of the brake system, according to which the brake pressure transmitter 2 is connected to the wheel brake 3 via the pressure modulation valve 1 which is open in the basic position. According to the invention, the pressure modulation valve is designed as a 3/4-way valve, so that, according to the illustration, the pressure-free return line 4 from the line connecting the brake pressure sensor 2 to the wheel brake 3 path is separated. The return line 4 connects to the suction side of a pump 17, there being a connection to an unpressurized storage reservoir 16. The pressure side of the pump 17 opens into the main pressure line 18. The valve switching position shown in the illustration corresponds to the brake release, normal brake and pressure build-up position when the wheel slip control is inactive. To carry out the pressure maintenance phase during wheel slip control, the pressure modulation valve switches to the position in which all three pressure medium connections are separated from one another. This as well as the subsequent pressure reduction position of the pressure modulation valve 1 in the wheel slip control phase are controlled by the proportional magnet of the pressure modulation valve 1. In the pressure reduction position of the pressure modulation valve 1 there is then an unimpeded pressure medium connection between the wheel brake 3 and the return line 4 while the brake pressure transmitter 2 remains separated from the connection of the wheel brake 3. A renewed pressure build-up in the wheel brake takes place without excitation of the proportional magnet, in which a pressure spring 11 of the pressure modulation valve 1 shifts the latter into its volume flow control function.
Die für die Funktion des Druckmodulationsventils 1 notwendi¬ gen Einzelheiten werden nachfolgend anhand der Figur 2 be¬ schrieben.The details necessary for the function of the pressure modulation valve 1 are described below with reference to FIG. 2.
Die Figur 2 zeigt im Querschnitt das Druckmodulationsventil 1, das einen Ventilträger 5 aufweist, in dem der Kolben 7 des Stromregelventils in einer Stufenbohrung 8 verschieblich geführt ist. Der Proportionalmagnet besteht im wesentlichen aus einem Magnetanker, dem ein Magnetkern zugeordnet ist, wobei zwischen den vorgenannten beiden Teilen eine Druckfe¬ der 12 eingespannt ist, die das sich bis in die Stufenboh¬ rung 8 erstreckende Betätigungsglied 9 umgibt. Das Betäti¬ gungsglied 9 ist Bestandteil des Magnetankers und stützt sich an einer Stirnfläche des Kolbens 7 ab. Auf der entge¬ gengelegenen Stirnfläche des Kolbens 7 ist ein Druckstift 6 angebracht, dem ein in der Grundstellung geschlossenes Rück¬ schlagventil 10 zugewandt ist. Alle bisher vorbeschriebenen Einzelheiten des Druckmodulationsventils 1 befinden sich zueinander in koaxialer Anordnung. Der Kolben 7 des Stromre¬ gelventils wird in der abbildungsgemäßen Grundstellung durch die Wirkung einer Druckfeder 11 gegen das Betätigungsglied 9 gedrückt. Dabei ist die Druckfeder 11 zwischen der den Druckstift 6 aufweisenden Stirnfläche des Kolbens 7 und ei¬ nem Ventilsitzkörper des Rückschlagventils 10 eingespannt. Der Kolben 7 hat im Bereich seiner den Druckstift 6 aufwei¬ senden Stirnfläche mehrere Meßblenden 15, während die Man¬ telfläche des Kolbens 7 mit Durchgangsbohrungen 13 versehen ist, die zur Bildung von Steuerkanten abschnittsweise ent¬ sprechend erweitert sind und in einem Abstand voneinander entfernt sind, die den im Ventilträger 5 angeordneten Quer¬ kanälen 14 entsprechen. Der im oberen Bereich des Ventilträ¬ gers 5 gelegene Querkanal 14 steht mit dem Bremsdruckgeber 2 in Verbindung, während die Druckmittelverbindung mit der Radbremse 3 über zwei parallel im unteren Bereich des Ven¬ tilträgers 5 verlaufende Querkanäle 14 hergestellt ist. Die der Radbremse 3 zugeordneten beiden Querkanäle 14 sind der¬ art voneinander beabstandet, daß in der Grundstellung des Druckmodulationsventils sowohl über die im unteren Bereich des Kolbens 7 angeordnete Querbohrung 13 wie auch durch die Meßblende 15 eine Druckmittelverbindung hergestellt ist. Die Druckmittelverbindung sind jeweils über Ringfilterelemente am Ventilträger 5 zu durchströmen, wobei im Bereich einer am Ventilträger 5 angebrachten Rückschlagmanschette 19 eine BypassVerbindung von der Radbremse 3 in Richtung des Brems- druckgebers 2 besteht.FIG. 2 shows in cross section the pressure modulation valve 1, which has a valve carrier 5 in which the piston 7 of the flow control valve is displaceably guided in a stepped bore 8. The proportional magnet essentially consists of a magnet armature, to which a magnetic core is assigned, a pressure spring 12 being clamped between the aforementioned two parts, which surrounds the actuating element 9 which extends into the stepped bore 8. The actuator 9 is part of the magnet armature and is supported on an end face of the piston 7. A push pin 6 is located on the opposite end face of the piston 7 attached, facing a check valve 10 closed in the basic position. All previously described details of the pressure modulation valve 1 are in a coaxial arrangement with one another. The piston 7 of the flow control valve is pressed against the actuator 9 in the basic position shown by the action of a compression spring 11. The compression spring 11 is clamped between the end face of the piston 7 having the pressure pin 6 and a valve seat body of the check valve 10. The piston 7 has a plurality of measuring orifices 15 in the area of its end face which has the pressure pin 6, while the jacket surface of the piston 7 is provided with through-bores 13 which are widened in sections to form control edges and are spaced apart from one another which correspond to the transverse channels 14 arranged in the valve carrier 5. The transverse channel 14 located in the upper region of the valve carrier 5 is connected to the brake pressure transmitter 2, while the pressure medium connection to the wheel brake 3 is established via two transverse channels 14 running parallel in the lower region of the valve carrier 5. The two transverse channels 14 assigned to the wheel brake 3 are spaced apart from one another in such a way that in the basic position of the pressure modulation valve a pressure medium connection is established both via the transverse bore 13 arranged in the lower region of the piston 7 and through the measuring orifice 15. The pressure medium connection is to be flowed through in each case via ring filter elements on the valve support 5, a bypass connection from the wheel brake 3 in the direction of the brake pressure transmitter 2 being present in the area of a non-return sleeve 19 attached to the valve support 5.
Im nachfolgenden wird die Funktionsweise des Druckmodula¬ tionsventils näher erläutert.The mode of operation of the pressure modulation valve is explained in more detail below.
Die abbildungsgemäße Stellung des Druckmodulationsventils entspricht der Betriebslöse- sowie auch der NormalbremsStel¬ lung, in der eine Radschlupfregelung ausgenommen ist. Der Kolben 7 befindet sich mit seinen Durchgangsbohrungen 13 in einer Stellung, in das Druckmittel ungehindert vom Brems¬ druckgeber 2 über die Querkanäle 13 und die Meßblenden 15 zu der Radbremse 3 gelangt. Die auf den Kolben 7 einwirkende Druckfeder 11 ist dabei vom Betrage her größer als die Kraft, welche durch den Druckabfall an den Meßblenden 15 erzeugt wird. Der Kolben 7 verharrt somit in der abbildungs¬ gemäßen Stellung.The position of the pressure modulation valve shown in the illustration corresponds to the operating release as well as the normal braking position, in which wheel slip control is excluded. The Piston 7 with its through bores 13 is in a position into which pressure medium reaches the wheel brake 3 unhindered from the brake pressure transmitter 2 via the transverse channels 13 and the measuring orifices 15. The amount of pressure spring 11 acting on the piston 7 is greater than the force generated by the pressure drop at the orifice plates 15. The piston 7 thus remains in the position shown in the illustration.
Zum Zwecke der Druckhaltephase während einer Radschlupfrege¬ lung wird der Proportionalmagnet erregt, so daß das Betäti¬ gungsglied 9 den Kolben 7 gegen die Wirkung der Druckfedern 11, 12 verschiebt, bis sich das Betätigungsglied 9 mit sei¬ nem Druckstift 6 dem Rückschlagventil 10 angenähert hat. Durch die Wahl der Durchgangsbohrung 13 im Kolben 7 werden dabei zunächst die zur Radbremse 3 führenden Querkanäle 14 von der Kolbenkante verschlossen, so daß kurzzeitig nur ein gedrosselter Volumenstrom über die Meßblenden 15 zur Rad¬ bremse 3 nachströmen kann, bis danach auch die obere Durch¬ gangsbohrung 13 im Kolben 7 die Drosselbohrung im Querkanal 14 des am Bremsdruckgeber 2 angeschlossenen Druckmittelpfa¬ des von der Kolbenkante versperrt ist. Eine Unterbrechung der Bremsenbetätigung während der Druckhaltephase führt so¬ dann zu einer Druckentlastung der in Richtung der Radbremse 3 sperrenden Rückschlagmanschette 19, so daß das in der Rad¬ bremse 3 eingespannte Druckmittelvolumen über die Rück¬ schlagmanschette 19 in Richtung des Bremsdruckgebers 2 ent¬ lastet werden kann.For the purpose of maintaining the pressure during a wheel slip control, the proportional magnet is energized, so that the actuating member 9 displaces the piston 7 against the action of the compression springs 11, 12 until the actuating member 9 has approached the check valve 10 with its push pin 6 . Through the selection of the through bore 13 in the piston 7, the transverse channels 14 leading to the wheel brake 3 are initially closed by the piston edge, so that only a throttled volume flow can flow in through the orifice plates 15 to the wheel brake 3 for a short time, until afterwards also the upper through duct gear bore 13 in the piston 7, the throttle bore in the transverse channel 14 of the pressure medium path connected to the brake pressure sensor 2 is blocked by the piston edge. An interruption of the brake actuation during the pressure maintenance phase then leads to a pressure relief of the non-return sleeve 19 blocking in the direction of the wheel brake 3, so that the pressure medium volume clamped in the wheel brake 3 is relieved via the non-return sleeve 19 in the direction of the brake pressure transmitter 2 can.
Die Druckabbauphase während der Radschlupfregelung vollzieht sich durch entsprechende Stromregelung des Proportionalmag¬ neten derart, daß der Druckstift 6 das Rückschlagventil 10 öffnet, womit das während des Bremsenbetriebs in der Rad¬ bremse 3 eingspannte Druckmittelvolumen in Richtung der drucklosen Rücklaufleitung 4 strömt.The pressure reduction phase during the wheel slip control takes place by appropriate current control of the proportional solenoid in such a way that the pressure pin 6 opens the check valve 10, so that the pressure medium volume clamped in the wheel brake 3 during brake operation flows in the direction of the pressure-free return line 4.
Zum Druckaufbau in der Radschlupfregelphase wird die Strom- zufuhr zum Proportionalmagneten unterbrochen, wodurch die Druckfeder 12 für eine Rückstellbewegung des Betätigungs¬ gliedes 9 sorgt, wobei sich auch die auf den Kolben 7 ein¬ wirkende Druckfeder 11 das Stromregelventil in eine Stellung bewegt, in der eine Verbindung der Drosselbohrung im Querka¬ nal 14 des Bremsdruckgebers 2 über die Meßblenden 15 zum Querkanal 14 der Radbremse 3 besteht. Demnach wird die Dros¬ selbohrung erst von der Kolbenkante allmählich freigegeben, während die der Radbremse 3 zugeordneten Querkanäle 14 durch den kleinen Ausschnitt der Durchgangsbohrung 13 zunächst versperrt bleiben. Dies ist auf den sich einstellenden Volu¬ menstrom vom Bremsdruckgeber 2 zur Radbremse 3 an der Me߬ blende 15 zurückzuführen, die eine Druckdifferenz erzeugen, welche den Kolben 7 gegen die Feder 11 bewegt, womit die obere Kolbenkante die hydraulische Stromregelfunktion wahr¬ nimmt. Damit übernimmt die obere Kolbenkante im Bereich der mit der Drosselbohrung zusammenwirkende Kolbenkante die Funktion einer dynamisch einstellbaren Blende.To build up pressure in the wheel slip control phase, the current Supply to the proportional magnet is interrupted, as a result of which the compression spring 12 ensures a return movement of the actuating member 9, the compression spring 11 acting on the piston 7 also moving the flow control valve into a position in which a connection of the throttle bore in the transverse channel 14 of the brake pressure sensor 2 via the orifice plates 15 to the transverse channel 14 of the wheel brake 3. Accordingly, the throttle bore is only gradually released from the piston edge, while the transverse channels 14 assigned to the wheel brake 3 initially remain blocked by the small cutout in the through bore 13. This is due to the resulting volume flow from the brake pressure sensor 2 to the wheel brake 3 at the measuring orifice 15, which generate a pressure difference which moves the piston 7 against the spring 11, so that the upper piston edge performs the hydraulic flow control function. The upper piston edge in the area of the piston edge interacting with the throttle bore thus takes over the function of a dynamically adjustable diaphragm.
Durch die vorgeschlagene Konstruktion ist das Stromregelven¬ til derart zu betätigen, daß bei nicht erregten Proportio¬ nalmagneten der optimale Druckaufbaugradient während der ABS-Regelung mit entsprechender Volumenaufnahme der Radbrem¬ se eingestellt werden kann. Kleinere Druckaufbaugradienten in der Bremsdruckregelung sind durch die Verwendung eines Proportionalmagneten gleichfalls möglich. Damit ist eine Bremsanlage geschaffen, die eine komfortable Regelung des Radzylinderdrucks mit unterschiedlichen Druckaufbaugradien¬ ten und minimalem Platzbedarf ermöglicht. BezugszeichenlisteThe proposed design enables the flow control valve to be actuated in such a way that the optimal pressure build-up gradient can be set during ABS control with a corresponding volume absorption of the wheel brake in the case of non-excited proportional magnets. Smaller pressure build-up gradients in brake pressure control are also possible through the use of a proportional magnet. This creates a brake system that enables comfortable control of the wheel cylinder pressure with different pressure build-up radii and minimal space requirements. Reference list
1 Druckmodulationsventil1 pressure modulation valve
2 Bremsdruckgeber2 brake pressure sensors
3 Radbremse3 wheel brake
4 Rücklaufleitung4 return line
5 Ventilträger5 valve supports
6 Druckstift6 push pin
7 Kolben7 pistons
8 Stufenbohrung8 step bore
9 Betätigungsglied9 actuator
10 Rückschlagventil10 check valve
11 Druckfeder11 compression spring
12 Druckfeder12 compression spring
13 Durchgangsbohrung13 through hole
14 Querkanal14 cross channel
15 Meßblende15 orifice plate
16 Vorratsspeicher16 storage tanks
17 Pumpe17 pump
18 Hauptdruckleitung18 main pressure line
19 Rückschlagmanschette 19 non-return sleeve

Claims

Patentansprüche claims
1. Hydraulische Bremsanlage mit Radschlupfregelung, mit einem Bremsdruckgeber, der über eine Hauptdruckleitung mit wenigstens einer Radbremse hydraulisch in Verbin¬ dung steht, mit einer an der Radbremse angeschlossenen Rücklaufleitung, die mit einem Vorratsspeicher in Ver¬ bindung steht, mit einer Pumpe, die eine Druckleitung aufweist, die mit der Hauptdruckleitung hydraulisch verbunden ist, mit wenigstens einem Druckmodulations¬ ventil, das den Druckmitteldurchlaß in der Hauptdruck¬ leitung sowie in der Rücklaufleitung entweder sperrt oder geöffnet hält, dadurch gekennzeichnet, daß das Druckmodulationsventil (1) als 4/3-Wegeventil ausge¬ führt ist, das in der Grundstellung den Bremsdruckgeber1. Hydraulic brake system with wheel slip control, with a brake pressure transmitter, which is hydraulically connected to at least one wheel brake via a main pressure line, with a return line connected to the wheel brake, which is connected to a storage reservoir, with a pump which has a Has pressure line, which is hydraulically connected to the main pressure line, with at least one pressure modulation valve that either blocks or keeps the pressure medium passage in the main pressure line and in the return line open, characterized in that the pressure modulation valve (1) as 4/3 Directional control valve is designed, which in the basic position is the brake pressure transmitter
(2) mit der Radbremse (3) verbindet, in den weiteren Schaltstellungen die Druckmittelzufuhr vom Bremsdruck¬ geber (2) zur Radbremse (3) entweder drosselt oder sperrt und/oder die Radbremse (3) mit der Rücklauflei¬ tung (4) verbindet.(2) connects to the wheel brake (3), in the other switching positions the pressure medium supply from the brake pressure sensor (2) to the wheel brake (3) either throttles or blocks and / or connects the wheel brake (3) to the return line (4) .
2. Hydraulische Bremsanlage nach Anspruch 1, dadurch ge¬ kennzeichnet, daß die Drosselung der Druckmittelzufuhr zu der Radbremse (3) mittels eines Stromregelventils geschieht.2. Hydraulic brake system according to claim 1, characterized ge indicates that the throttling of the pressure medium supply to the wheel brake (3) is done by means of a flow control valve.
3. Hydraulische Bremsanlage nach Anspruch 1 oder 2, da¬ durch gekennzeichnet, daß die gedrosselte Druckmittel¬ zufuhr zur Radbrerase (3) abhängig von einem Umschalt¬ druck des Stromregelventils erfolgt, der kleiner ist als der der aus dem hydraulischen Druck des Bremsdruck¬ gebers (2) und dem hydraulischen Druck in der Radbremse3. Hydraulic brake system according to claim 1 or 2, da¬ characterized in that the throttled Druckmittel¬ supply to Radbrerase (3) takes place depending on a Umschalt¬ pressure of the flow control valve, which is smaller than that from the hydraulic pressure of the Bremsdruck¬ sender (2) and the hydraulic pressure in the wheel brake
(3) gebildeten Differenzdruck, der am Stromregelventil ansteht.(3) formed differential pressure that is present at the flow control valve.
4. Hydraulische Bremsanlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Schaltstel- lung des Druckmodulationsventils (1), in der die Druck¬ mittelzufuhr vom Bremsdruckgeber (2) zur Radbremse (3) gesperrt ist, durch eine stromporportionale Erregung eines Elektromagneten erfolgt.4. Hydraulic brake system according to one of the preceding claims, characterized in that the switching position The pressure modulation valve (1), in which the pressure medium supply from the brake pressure transmitter (2) to the wheel brake (3) is blocked, is effected by energizing an electromagnet in proportion to the current.
5. Hydraulische Bremsanlage nach einem der vorhergehenden Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Schaltstellung des Druckmodulationsventils (1), in der die Druckmittelzufuhr von der Radbremse (3) zur Rück¬ laufleitung (4) geöffnet ist, mittels einer strompro¬ portionalen Erregung eines Elektromagneten erfolgt.5. Hydraulic brake system according to one of the preceding claims 1 to 3, characterized in that the switching position of the pressure modulation valve (1), in which the pressure medium supply from the wheel brake (3) to the return line (4) is open, by means of a proportional flow Excitation of an electromagnet takes place.
6. Hydraulische Bremsanlage nach Anspruch 1, dadurch ge¬ kennzeichnet, daß das Druckmodulationsventil (1) einen Ventilträger (5) aufweist, in dem ein Stromregelventil integriert ist.6. Hydraulic brake system according to claim 1, characterized ge indicates that the pressure modulation valve (1) has a valve carrier (5) in which a flow control valve is integrated.
7. Hydraulische Bremsanlage nach Anspruch 6, dadurch ge¬ kennzeichnet, daß das Stromregelventil einen mit einem Druckstift (6) versehenen Kolben (7) aufweist, der in einer Stufenbohrung (8) des Ventilträgers (5) geführt ist.7. Hydraulic brake system according to claim 6, characterized in that the flow control valve has a piston (7) provided with a pressure pin (6) which is guided in a stepped bore (8) of the valve carrier (5).
8. Hydraulische Bremsanlage nach Anspruch 7, dadurch ge¬ kennzeichnet, daß auf der dem Druckstift (7) abgewand¬ ten Kolbenseite ein Betätigungsglied (9) anliegt, das mit einem Proportionalmagneten zusammenwirkt.8. Hydraulic brake system according to claim 7, characterized ge indicates that an actuating member (9) which cooperates with a proportional magnet bears on the piston side which faces away from the pressure pin (7).
9. Hydraulische Bremsanlage nach Anspruch 7, dadurch ge¬ kennzeichnet, daß der Druckstift (6) mit einem Rück¬ schlagventil (10) zusammenwirkt, das in seiner Grund¬ stellung die Druckmittelverbindung zwischen der Rad¬ bremse (3) und der Rücklaufleitung (4) sperrt.9. Hydraulic brake system according to claim 7, characterized ge indicates that the pressure pin (6) cooperates with a check valve (10) which, in its basic position, the pressure medium connection between the wheel brake (3) and the return line (4th ) locks.
10. Hydraulische Bremsanlage nach Anspruch 7, dadurch ge¬ kennzeichnet, daß der Kolben (7) von einer Druckfeder (11) positioniert ist, deren Stellkraft gleich oder kleiner ist als die Kraft einer den Proportionalmagne¬ ten positionierenden Feder (12).10. Hydraulic brake system according to claim 7, characterized ge indicates that the piston (7) is positioned by a compression spring (11) whose actuating force is equal to or is smaller than the force of a spring (12) positioning the proportional magnet.
11. Hydraulische Bremsanlage nach Anspruch 7, dadurch ge¬ kennzeichnet, daß der Kolben (7) am Umfang mit Durch¬ gangsbohrungen (13) versehen ist, die in der Grundstel¬ lung des Kolbens (7) über Querkanäle (14) im Ventilträ¬ ger (5) eine Verbindung zwischen dem Bremsdruckgeber (2) und der Radbremse (3) herstellen.11. Hydraulic brake system according to claim 7, characterized in that the piston (7) is provided on the circumference with through bores (13) in the basic position of the piston (7) via transverse channels (14) in the valve carrier eng (5) establish a connection between the brake pressure sensor (2) and the wheel brake (3).
12. Hydraulische Bremsanlage nach Anspruch 7, dadurch ge¬ kennzeichnet, daß im Bereich des Druckstiftes (6) we¬ nigstens eine Meßblende (15) in der Stirnfläche des Kolbens (7) angeordnet ist.12. Hydraulic brake system according to claim 7, characterized ge indicates that in the area of the pressure pin (6) we¬ at least one orifice (15) is arranged in the end face of the piston (7).
13. Hydraulische Bremsanlage nach Anspruch 11, dadurch ge¬ kennzeichnet, daß der maximale Steuerquerschnitt der Durchgangsbohrung (13), die den zur Radbremse (3) füh¬ renden Querkanal (14) zugeordnet ist, kleiner ist als der maximale Steuerquerschnitt der Durchgangsbohrung (13), die dem zum Bremsdruckgeber (2) führenden Querka¬ nal (14) zugeordnet ist. 13. Hydraulic brake system according to claim 11, characterized ge indicates that the maximum control cross section of the through bore (13), which is assigned to the wheel brake (3) leading cross channel (14), is smaller than the maximum control cross section of the through bore (13 ) which is assigned to the transverse channel (14) leading to the brake pressure transmitter (2).
PCT/EP1995/002947 1994-08-05 1995-07-26 Hydraulic brake system with anti-skid control WO1996004160A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4427800.4 1994-08-05
DE19944427800 DE4427800A1 (en) 1994-08-05 1994-08-05 Hydraulic brake system with wheel slip control

Publications (1)

Publication Number Publication Date
WO1996004160A1 true WO1996004160A1 (en) 1996-02-15

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PCT/EP1995/002947 WO1996004160A1 (en) 1994-08-05 1995-07-26 Hydraulic brake system with anti-skid control

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Publication number Priority date Publication date Assignee Title
WO2001062566A1 (en) * 2000-02-25 2001-08-30 Continental Teves Ag & Co. Ohg Electromagnetic valve

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Publication number Priority date Publication date Assignee Title
WO1996036518A1 (en) * 1995-05-18 1996-11-21 Lucas Industries Plc Electromagnetic valve device and vehicle braking system provided said device
DE19635589B4 (en) * 1996-09-02 2006-09-21 Lucas Industries Plc, Solihull Hydraulic brake system for a land vehicle
DE19711442A1 (en) * 1997-03-19 1998-09-24 Itt Mfg Enterprises Inc Solenoid inlet valve for motor vehicle hydraulic braking system
DE19727654B4 (en) * 1997-06-30 2005-11-24 Continental Teves Ag & Co. Ohg Hydraulic valve

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FR2311697A1 (en) * 1975-05-23 1976-12-17 Ferodo Sa Braking system modulation unit - has port cross-section between chambers varying with pressure in one chamber
FR2451528A2 (en) * 1978-05-20 1980-10-10 Bosch Gmbh Robert Magnetic valve with electromagnet outside pressure medium circuit - has three=way slider moved against increasing return bias by increasing power of electromagnet
DE3402794A1 (en) * 1983-03-03 1984-09-06 Robert Bosch Gmbh, 7000 Stuttgart Antilock control system
DE3607693A1 (en) * 1986-03-08 1987-09-10 Bosch Gmbh Robert VALVE ARRANGEMENT
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JPH03132454A (en) * 1989-10-19 1991-06-05 Nissan Motor Co Ltd Antiskid control valve
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EP0452173A1 (en) * 1990-04-12 1991-10-16 Alliedsignal Europe Services Techniques Electrically operated pressure regulating device for hydraulic circuit
WO1992016397A1 (en) * 1991-03-13 1992-10-01 Alfred Teves Gmbh Hydraulic aggregate for hydraulic control or regulating devices
WO1992018362A1 (en) * 1991-04-19 1992-10-29 Alfred Teves Gmbh Solenoid valve designed in particular for slip-controlled vehicle-brake system
WO1993008051A1 (en) * 1991-10-25 1993-04-29 Itt Automotive Europe Gmbh Noise-reduced electromagnetic valve, in particular for hydraulic braking systems with drive slip control

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Publication number Priority date Publication date Assignee Title
WO2001062566A1 (en) * 2000-02-25 2001-08-30 Continental Teves Ag & Co. Ohg Electromagnetic valve

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