DE4016748A1 - Pressure controller for vehicular antilock and antislip braking - includes construction in line from master cylinder to wheel brake cylinder with pressure limited by valve - Google Patents

Abstract

The hydraulic pressure in the wheel brake cylinders (5) is modulated in a pressure control mode using inlet and outlet valves (7, 6) a motor-driven pump (3) and an electronic controller. While the pressure is recovering in this mode a constriction (1) in the hydraulic line (12) connecting a pressure-limiting valve (2) to the wheel brake cylinder (5) is effective. A gradient reversal device may serve in place of the constriction. ADVANTAGE - In pressure control mode vol. flow of hydraulic fluid through constriction is independent of master cylinder (4) pressure and fluid viscosity variations.

Description

The invention relates to a brake pressure control device, especially for motor vehicles, with an anti-lock control system (ABS) and / or a traction control system system (ASR) using a fluidic, in particular hydraulic, pressure fluid works consisting of a Master cylinder, one or more wheel cylinders for wheel brake, a pressure modulator for changing the hydraulic pressure in the wheel cylinders during the Brake pressure control mode, the pressure modulator at least an inlet valve and at least one outlet valve, the are assigned to a wheel cylinder, includes, at least a motor-driven pump for generating a fluidi rule, especially hydraulic pressure, an electro African controller.

Generic, the subject of the invention of braking plants, such as those in the German Laid-open specification 37 31 603.

Such brake systems are with an anti-lock rule system and / or traction control system equipped. They have one or two auxiliary pumps. This auxiliary pump pen convey pressure medium during the anti-lock control mode into a pressure modulator. The pressure modulator comprises several re hydraulic valves. In particular, in the print module lator inlet and outlet valves provided that certain Wheel cylinders are assigned.  

The driver stage of the electronic controller controls this Intake and exhaust valves according to the one in the controller installed control algorithm. With the outlet valve open til and closed inlet valve will reduce pressure phase generated in the wheel cylinder. With the inlet closed valve and the exhaust valve is closed Constant pressure phase. With the inlet valve open and the exhaust valve is closed, pressure is restored construction phase reached.

Certain are specified in the aforementioned publication Problems related to the positioning of the brake pedals described. The present invention makes itself Among other things, the task of finding alternative solutions for the problems described in relation to the position proposing the brake pedal.

The state of the art still includes the German one Patent application P 38 42 699.4.

In German patent application P 38 42 699.4 a anti-lock hydraulic brake system with min least a wheel brake and an auxiliary pressure source, whereby in the pressure line between the auxiliary pressure source and an inlet valve is inserted into the wheel brake and the wheel brake via an outlet valve to a return line is connected.

This German patent application proposes that in the line between the auxiliary pressure source and a differential pressure limiter inserted into the inlet valve is whose closing body  both from the force of a spring and from the pressure in the wheel brake in a manner that opens the line strikes.

Hydraulic circuits are also described been in which the intake valve has a throttling effect having. See the German patent application P 39 19 842.1.

In this patent application, an anti-lock, hydraulic brake system for a vehicle with a main cylinder, a pressure fluid collector, at least one Wheel brake connected to the main brake via a brake line cylinder and via a return line to the pressure with collector is connected, an electromagnetic actuated exhaust valve that enters the return line is introduced, and in its rest position the return line blocks and in its switch position the return line releases a throttle valve that enters the brake line is inserted and has two switch positions, with an unthrottled in the first switching position and a throttled connector in the second switch position between the wheel brake and the master brake cylinder exists, a pump that comes from the pressure fluid collector Sucks in pressure medium and via a pressure line in the Master cylinder promotes the sensor to detect the Angular speed of the wheel to be braked and one electronic evaluation unit that receives the sensor signal evaluates and switching signals for the pump drive and generated the exhaust valve described.  

In the aforementioned German patent application is featured suggest that the throttle valve by means of a control line device is connected to the outlet of the pump, so that the pressure at the pump outlet the throttle valve from the first in the second switch position.

During the control mode, the last item named German patent application in the inlet line a throttle is effective for the wheel cylinder. During the rule mode is created by the pumps via this throttle pressure medium conveyed into the wheel cylinder. There is pressure reconstruction in the wheel cylinder.

The pressure reduction is done by opening an exhaust valve reached. The exhaust valves are Electromagnetically operated valves that are de-energized are closed (SG valves). According to the state of the art these SG valves are replaced by an output signal from the electronic controller of the anti-lock braking system.

The German patent application continues to exist P 39 38 734.8.

In this patent application a start-up and braking slip-controlled hydraulic brake system, in particular for a motor vehicle, with a master brake cylinder, a storage container with at least one wheel brake, which via a main pressure line to the master brake cylinder and via a return line or via in the master cylinder integrated central valves with the reservoir in Connection is established with one assigned to the wheel brake electromagnetic inlet valve and an elektromag netically operated exhaust valve,  which is inserted in the return line, and in its Rest position locks the return line and in its Switch position releases the return line with a Pressure switch that acts on the pressure of the master cylinder is beatable with an auxiliary pressure pump, which from the Reservoir sucks pressure medium, and this over feeds an auxiliary pressure line into the master brake cylinder, with a sensor for detecting the angular velocity of the wheel to be braked, and an electronic off unit of value that evaluates the sensor signal and switching signals for the pump drive and the outlet valve generated, described.

This German patent application proposes that when the exhaust valve is open the wheel brake pressure the inlet valve acts so that the wheel brake pressure the inlet valve switches hydraulically.

The cited German patent applications P 38 42 699.4, P 39 19 842.1 and P 39 38 734.8 apply according to § 3, paragraph 2 , patent law, as the state of the art.

The invention is based on the following objects:
Brake pressure regulating devices according to the prior art, which work with an orifice position during the control, have the following disadvantages:
In order to avoid pedal diarrhea in the control at high Hauptzy cylinder pressures, the orifice must be small or the volume flow offered by the pump must be so large that the pedal is returned to its desired position at all achievable master cylinder pressures.

Small screens, however, are particularly effective in the cold weak due to the increased viscosity of the pressure medium Pressure build-up gradient.

Larger orifices on the other hand with high pump outputs result in larger pressure medium volume conversions by higher Backpressures before the exhaust valve, which is usually called Electromagnetically actuated normally closed valve (SG valve) is formed. This undesirably high Dynamic pressures occur particularly during control processes Cold, that means with increased viscosity of the pressure on.

The object of the invention is therefore inter alia based on eliminating these disadvantages described.

In the prior art, the SO valve is replaced by a Control panel replaced. Such switch panels have one pressure-dependent mass flow. In many cases this is undesirable. A constant pressure is desired difference-independent mass throughput.

It is therefore part of the task, a Druckgra to serve switchover. At high pressure differences boundaries between the master cylinder and the wheel cylinder during the brake pressure control, the orifice used have a small effective flow area to if the pump output is limited, the pedal must be returned other.  

At low pressure differences, however, the orifice should have a larger effective flow cross-section, also with high viscosity of the pressure medium, that is at low temperatures of the pressure medium. With the The invention is said to be a temperature-controlled and abso air pressure-controlled pressure build-up gradient in the wheel cylinder can be achieved.

In addition, the invention is intended for all hydraulic Circuits may be applicable where a particular Dependence of the volume funded per unit of time of the pressure difference is desired, and this Dependence regardless of the changing viscosity should be.

The tasks set according to the invention solved that in control mode, with the inlet valve closed Pressure medium conveyed to the wheel cylinder via an orifice is that the orifice is connected upstream of a series regulator is provided, which limits the pressure in front of the aperture.

In addition, it is proposed that the aperture and the Ballast regulators are designed so that in cold and maximum volume throughput a tolerable residual pressure in the wheel cylinder and in front of the exhaust valve will.

In an alternative embodiment, that in control mode, with the inlet valve closed, pressure medium via a master cylinder pressure activated pressure graph Served switching device promoted to the wheel cylinder becomes,  that the switching device at high master cylinder pressure a small aperture takes effect and at low Master cylinder pressure has a large aperture.

A variant of the latter embodiment is that for the aperture thermobimetal elements or memory metal elements are used that so are trained and arranged that due to their Property with temperature changes their configuration to form variable flow cross sections that change for complete or partial compensation of changed Viscosity due to temperature change.

The basic idea of the invention mentioned at the outset can be supplemented by the fact that the inlet valve during the brake pressure control mode can be switched to a throttle position is that in terms of flow in front of the throttle a control device device is arranged depending on the wheel cylinder pressure creates a control pressure at its outlet that leads to a constant mass flow in the throttle.

It can be provided that the control device is designed as a pressure relief valve.

An economical solution by saving the electro magnetic actuation is that the inlet valve til is hydraulically switchable to the throttle position.

It can be provided that the inlet valve through the pump pressure  is switchable into the throttle position or that the inlet valve through the wheel cylinder pressure to the throttle position is switchable.

For the design of the control device is pre suggest that it is designed as a pressure relief valve is and a movable, preferably piston-shaped Control slide, which in one direction through the Master cylinder pressure and in the opposite direction by the pressure of a control spring and the wheel cylinder pressure is applied that the control slide in the same an effective flow cross-section applies to the desired control pressure upstream of the throttle leads.

In particular, this configuration provides that the effective flow cross section through a the control edge connected to the movable control slide and a stationary edge is formed.

A sufficiently high control pressure for the inlet valve to ensure it is further proposed that in the connecting line between the pump pressure side and the pressure line of the master cylinder maintain a pressure til is arranged, the connecting line to the pressure line of the master cylinder only opens when a certain pressure level (control pressure) on the pump pressure side is exceeded that a control pressure line to Circuit of the inlet valve is provided in the throttle position is the flow with the pump pressure side the pressure control valve is connected.  

In this context, it is specifically provided that that the pressure control valve is designed as a check valve that opens to the pressure pipe of the master cylinder and its closing body under the pressure of a spring stands.

In another preferred embodiment suggested that between the pump and the inlet valve Til a throttle element in the hydraulic line is arranged, its effective flow cross section through one of the difference in pressure before and after that Throttle element that can be influenced (differential pressure organ) and / or by one of the temperature of the pressure medium influenceable organ (temperature organ) is controlled.

In particular, the differential pressure element should be designed in this way and be arranged so that it is at high pressure difference the effective flow cross section reduced and at low pressure difference expanded.

The temperature organ should be designed so that it the effective flow cross-section at high temperature reduced and expanded at low temperature.

Optionally, the temperature organ can be used as a bimetallic spring or be designed as a memory spring.

An affordable and space-saving solution is that the differential pressure element as deformed barer, in particular elastic, body with at least a flow cross section  is formed, which is due to the deformability the body narrows with increasing pressure difference and expanded with falling pressure difference.

It can be provided that the differential pressure element and the temperature organ arranged in a cuff are.

In the cuff body made of elastic material per at least one variable, acting as a choke, effective flow cross section can be arranged, the due to the elasticity of the material with increasing Pressure difference narrowed and with falling pressure difference expanded.

In addition, it can be provided that the variable, effective Flow cross section under the effect of a temperature dependent control element, in particular a thermobi metal spring, which acts when the temperature rises whole flow cross-section narrowed and at temperature lowers extended.

Which is due to the elasticity of the material increasing pressure difference narrowing and falling Effective flow cross section expanding pressure difference can simultaneously under the effect of a temperature pending control.

To achieve a desired defined dependency the mass flow rate from the pressure difference can be read hen that they have at least one variable flow cross-section  and at least one non-variable flow cross-section has that both flow cross sections in terms of flow are arranged parallel to each other.

A very inexpensive solution is that the Flow cross sections in the area of the outer periphery the cuff are arranged.

A simple, easy to assemble training of the tempe rature-dependent control element is achieved that the cuff is preferably in its axial direction tion extending groove has a ring in the groove shaped bimetallic spring with in particular U-shaped Profile is housed that when the temperature rises the U-profile opens and the effective flow cross-section narrowed.

Alternatively, it can be provided that the temperature organ as a memory spring, especially at low temperatures through their expansion, the flow cross-section expanded, is trained.

In particular, it is proposed that the memory spring to a sliding element, in particular a piston ment works, and the effective at low temperatures Flow cross section expanded.

The following advantages are achieved by the invention: The tasks are solved. A constant mass flow rate independent of the pressure difference reached. The pedal becomes correct during control mode positioned.  

It is achieved in special embodiments, see FIGS. 4 to 7, a temperature-controlled and absolutdruckge controlled pressure build-up gradient in the wheel cylinder.

The subject of the embodiment of FIGS. 4 and 5 can be used advantageously in all hydraulic circuits in which a certain dependency of the volume conveyed per unit of time on the pressure difference is desired, this dependence being unaffected by changed viscosities of the pressure medium.

Further details of the invention, the task and the advantages achieved are the following description of embodiments of the invention.

These embodiments are illustrated in FIG Figures explained.

Figs. 1 and 2 show circuit diagrams of two examples of execution.

Fig. 3 shows an enlarged view of a pressure relief valve, as used in the embodiment of FIG. 2.

FIG. 4 shows a further embodiment.

FIG. 5 shows a sectional view of the exemplary embodiment according to FIG. 4 according to the section line V / V of FIG. 4.

Fig. 6 shows for the embodiment of FIGS. 4 and 5 in a diagram, the curve "volume throughput per unit time on the pressure difference".

Fig. 7 shows a further embodiment.

In the following description of the execution games of the invention is based on a prior art assumed that he is in the form of the above Represents fonts.

The descriptions and figures of these writings can to explain the starting point for the following described embodiments of the invention be drawn.

. The article of the embodiment of Figure 1 is the following specific task basis:
State-of-the-art brake pressure regulating devices which operate with an aperture during control have the following disadvantages:
In order to avoid pedal diarrhea in the control at high Hauptzy cylinder pressures, the orifice must be small or the volume flow offered by the pump must be so large that the pedal is returned to its desired position at all achievable master cylinder pressures.

Small screens, however, are particularly effective in the cold weak due to the increased viscosity of the pressure medium Pressure build-up gradient.  

Larger orifices on the other hand with high pump outputs cause larger pressure medium volume sales and thus higher backpressures before the exhaust valve, which is usually as an electromagnetically actuated electroless lock sen valve (SG valve) is formed. This undesirable high dynamic pressures occur particularly during control processes in the cold, that is, with increased viscosity of the pressure means on.

In the subject matter of the embodiment of Fig. 1, the differential pressure of the diaphragm 1 is limited by a Vorschaltregler. 2 It is thereby achieved that the volume flow rate that is enforced does not depend on the master cylinder pressure during the regulation.

At higher temperatures, that is, lower viscosity and high master cylinder pressures, the pedal can still be fed back when using a larger orifice 1 , since the pressure limitation in front of the orifice 1 promotes enough pressure medium through the pump 3 in the main cylinder 4 and there the piston resets the pedal via a main cylinder.

The orifice 1 and the series regulator 2 are designed so that in the cold, that is to say with a high viscosity of the pressure medium and maximum pressure medium throughput, a tolerable residual pressure in the wheel cylinder 5 or a maximum permissible dynamic pressure upstream of the SG valve 6 is not exceeded. This residual or dynamic pressure can be approximately 2 to 5 bar.

In normal braking mode, pressure medium is conveyed through the lines 8 , 9 into the wheel cylinder 5 through the master cylinder 4 and through the opened inlet valve 7 .

During the anti-lock control mode, the pump 3 is put into operation by an output signal from the electronic controller of the anti-lock braking system. Pressure fluid is conveyed via the lines 10 , 11 , 12 , 9 to the wheel cylinder.

At the beginning of the control mode, the inlet valve 7 is switched to the closed position via the control line 13 by the pump pressure.

During the pressure reduction phase in the context of the control mode, the SG valve 6 is switched to its open position by an output signal from the electronic controller. The inlet valve remains closed. Pressure medium can thus flow out of the wheel cylinder via lines 14 , 15 into pressure medium container 76 .

During the pressure recovery phase, the SG valve is brought into its closed position. The pressure recovery is carried out by the pump 3 via the lines 10 , 11 , 12 , 9 . The orifice 1 , through which the pressure rise gradient is determined, is arranged in line 12 .

For the pressure limitation described above, a series regulator 2 , preferably a pressure limiting valve, is arranged upstream of the orifice. This series regulator regulates the pressure required in front of the orifice.

A gradient can be used instead of the series regulator switching device as an alternative embodiment game can be provided. This switching device is master cylinder pressure activated. With high main cylinder a small aperture will take effect. At low Master cylinder presses a larger aperture is activated.

In further exemplary embodiments, thermal bimetal elements or memory metal elements can be used. They are designed and arranged so that they are due to their properties in the event of temperature changes change guration to form effective flow cross-sections, which change to full or partial compensation change viscosity due to temperature change.

The object of the embodiment shown in FIGS. 2 and 3 is based on the following special tasks:
As shown, the inlet valve designed as an SO valve is replaced by a switching aperture in the prior art. Switching panels of this type have a pressure-dependent mass throughput. In many cases this is undesirable.

What is desired is a constant mass flow rate that is independent of the pressure difference. With the object of exporting approximately example of FIGS. 2 and 3 is now proposed to employ a pressure relief valve fluidly upstream of the orifice, which is influenced by the wheel cylinder pressure beyond the orifice. This keeps the pressure difference at the orifice constant.

The constant pressure difference ensures a constant one Mass throughput in the orifice. This in turn leads to a desired, constant, through the design parameter definable pressure restoration gradient during the pressure recovery phase as part of the control mo dus.

In the normal braking mode, the master cylinder, promotes in Fig. 2 16 via the master cylinder pressure line 17, 18 the open relief valve 19, the conduit 20 through the open inlet valve 21, through lines 22, 23 pressure medium into the wheel cylinder 24th

At the beginning of the anti-lock control mode, the pump 25 is started. In line 26 , pump pressure builds up, which is passed on as control pressure via line 27 and switches inlet valve 21 into its throttle position.

Pressure medium can now reach the Radzylin the 24 via the throttle 28 .

After the pump in line 26 has built up and exceeded a certain pressure level (control pressure), the closing body 30 of the check valve 31 loaded by the spring 29 opens the line 26 to the main cylinder pressure line 17 , 18 .

The exhaust valve 32 is closed during the pressure recovery phase. A certain pressure (wheel cylinder pressure) builds up in the wheel cylinder 24 and in the line 22 , 23 . Via line 33 , this wheel cylinder pressure is passed to connection 34 of the pressure relief valve 19 , see FIGS. 2 and 3. Under the influence of the wheel cylinder pressure in line 33 , the pressure relief valve in line 20 regulates a control pressure.

So with the pressure relief valve a certain one Difference of the pressures before and after the throttle from constant size. Because of this constant difference there is a constant mass throughput in the throttle and thus to the desired definable constant Pressure gradients during the pressure recovery phase, see above.

During the pressure reduction phase in the control mode, the outlet valve 32 is opened. Pressure medium can then flow via lines 23 , 35 , the outlet valve, line 36 into the pressure medium container 37 .

From Fig. 3 the details of the pressure relief valve can be seen. 38 is the connection for the Hauptzy cylinder pressure. The above-mentioned connection for the Radzylin derdruck is designated 34 . 39 is the connection for the control pressure, which is made available at the inlet of the throttle 28 (see FIG. 2).

The pressure relief valve comprises a piston formed, axially movable control slide 40 with a control edge 41 or seat body.

The force of the control spring 42 and the Radzylin derdruck acts on the control slide in the direction from right to left. From left to right, the control slide is affected by the master cylinder pressure and pump pressure. Under the action of the forces acting on the control slide from the left and right, an equilibrium position of the control slide is established.

In this equilibrium position, an effective flow cross-section between the movable control edge 41 or seat body on the one hand and the stationary edge 43 of the housing 44 or seat on the other hand is regulated, which leads to the desired control pressure in line 20 to throttle 28 (see FIG. 2).

During the normal braking mode, the control slide assumes the position shown in FIG. 3, so that a free flow of the pressure medium from the inlet 38 through the duct 45 , the chamber 46 , the duct 47 to the outlet 39 is possible.

Figs. 4 to 7 deal with a Druckgradien ten-switching:
At high pressure differences between the master cylinder and the wheel cylinder during brake pressure control, the orifice used should have a small effective flow cross-section in order to still return the pedal when the pump output is limited.

At low pressure differences, however, the orifice should a bigger one  have effective flow cross-section, also at high viscosity of the pressure medium, i.e. at low Temperatures of the pressure medium.

Thus, with the objects of the embodiments of FIGS. 4 to 7, a temperature-controlled and pressure-controlled absolute pressure increase gradient is to be achieved in Radzy linder.

In addition, the object of the embodiment according to FIGS. 4 and 5 is applicable to all hydraulic circuits in which a certain dependency of the volume conveyed per unit of time on the difference in the pressures in front of and behind the orifice is desired, this dependency due to changes in Viscosity should not be affected.

In Figs. 4 and 5, a collar is shown which can, as will be explained further below, could be described as "cuff controller".

The area 48 within the sleeve 49 is filled by a cylindrical body, not shown. The outer periphery of the sleeve lies against a cylinder wall, not shown. The cuff has three variable flow cross sections 50 , 51 , 52 in the region of its outer periphery. The flow cross sections 53 , 54 , 55 are not variable. The flow cross sections are formed by recesses in the cuff. The flow cross sections are limited by the adjacent areas of the wall of the cylinder, not shown.

The flow cross sections 53 , 54 , 55 are always open. The variable flow cross sections 50 , 51 , 52 are controlled, specifically by the difference in the pressures prevailing in front of and behind the cuff. On the other hand, they are controlled by the temperature of the pressure medium. See the following explanations for FIG. 5.

Fig. 5 is a sectional view corresponding to the section line VV of Fig. 4. The front, or, as the inflow side of the sleeve is denoted by 56 net. The back of the cuff is number 57 . The pressure medium flows from the front to the back. Functionally, the front is directed towards the pump pressure side, while the rear is directed towards the wheel cylinder.

The pressure difference in question here is the difference between the pressure on the front and the pressure on the back. The pressure at the front, i.e. the pump and master cylinder pressure, acts within the groove 58 of the membrane and squeezes the membrane part 59 radially outwards. As a result, the flow cross section 52 is narrowed.

With a high pressure difference, there is a constricted or closed flow cross section before.

The viscosity of pressure medium is dependent on the temperature dependent. At high temperatures there is low viscosity in front. The viscosity increases at low temperature. It is among the objects of the present invention underlie,  at high viscosity, that is at low tempera tures a larger effective flow cross section for To make available. At high temperatures Viscosity lower. The effective flow cross section should then also decrease.

The bimetallic spring 61 , which is housed in the groove 58 , is U-shaped and is in direct contact with the pressure medium. The temperature of the pressure is thus communicated to the thermobimetal spring 61 . When the temperature of the pressure medium rises, that is to say when the viscosity is low, the two legs of the ring-shaped thermobimetal spring expand. The leg 62 presses the sleeve part 59 against the cylinder wall not shown Darge. When the temperature rises, that is to say as the viscosity decreases, the flow cross section 52 narrows. The cuff therefore performs a regulating function.

The dependence of the pressure medium conveyed through the flow cross sections 50 to 55 per unit of time on the difference in the pressures is shown in the form of a curve in the diagram in FIG. 6.

The values for the pressure differences are entered on the abscissa 63 . The ordinate 64 carries the values for the pressure medium throughput per unit of time.

With increasing pressure difference, the amount of pressure medium per unit time increases according to the curve part 65 . In this area, pressure medium is conveyed via the always open flow cross sections 53 , 54 , 55 and via the variable flow cross section 50 , 51 , 52 .

At a certain value of the pressure difference, see point 60 on the abscissa, the variable effective flow cross sections 50 , 51 , 52 are narrowed and then closed. The switchover point 66 on the curve is thus reached, specifically at a value for the amount of pressure medium delivered per unit of time, which is identified by the point 67 on the ordinate.

From the switchover point onwards, only pressure medium flows through the always open flow cross sections 53 , 54 , 55 . This makes the curve flatter, see curve part 68 .

FIG. 7 shows an alternative exemplary embodiment with regard to FIG. 5. A memory spring 70 is accommodated in a cylinder 69 , which expands when temperatures drop and shifts the piston 72 to the right via the collar 71 . This increases the effective flow cross section 73 . 74 is a channel that is connected to the pump. The channel 75 is connected to the wheel cylinder.

List of items:

1 aperture
2 ballasts
3 pump
4 master cylinders
5 wheel cylinders
6 valve
7 valve
8 line
9 line
10 line
11 line
12 line
13 line
14 line
15 line
16 master cylinders
17 line
18 management
19 valve
20 line
21 valve
22 line
23 line
24 wheel cylinders
25 pump
26 line
27 line
28 throttle
29 spring
30 bodies
31 valve
32 valve
33 line
34 connection
35 line
36 line
37 containers
38 connection
39 connection
40 control slide
41 edge
42 control spring
43 edge
44 housing
45 channel
46 room
47 channel
48 area
49 cuff, body
50 cross section
51 cross section
52 cross section
53 cross section
54 cross section
55 cross section
56 page
57 page
58 groove
59 part
60 point
61 spring, control element
62 legs
63 abscissa
64 ordinate
65 part of the curve
66 point
67 point
68 part of the curve
69 cylinders
70 spring
71 fret
72 pistons
73 cross section
74 channel
75 channel
76 containers

Claims (28)

1. Brake pressure control device, in particular for motor vehicles, with an anti-lock control system (ABS) and / or a traction control system (ASR), which works with a fluid, in particular hydraulic, pressure medium, consisting of a master cylinder, one or more wheel cylinders for wheel brakes, a pressure modulator for the change in the hydraulic pressure in the wheel cylinders during the brake pressure control mode, the pressure modulator comprising at least one inlet valve and at least one outlet valve, which are assigned to a wheel cylinder, at least one motor-driven pump for generating a fluidic, in particular hydraulic pressure, an electronic regulator, thereby characterized in that in control mode, with the inlet valve ( 7 ) pressure medium conveyed via an orifice ( 1 ) to the wheel cylinder ( 5 ), that the orifice is preceded by a series regulator ( 2 ) which limits the pressure upstream of the orifice. 2. Brake pressure control device according to claim 1, characterized in that the diaphragm ( 1 ) and the series regulator ( 2 ) are designed so that a tolerable residual pressure in the Radzylin ( 5 ) and before the exhaust valve ( 6 ) does not exceed in cold and maximum volume flow becomes. 3. Brake pressure control device, especially for motor vehicles witness, with an anti-lock control system (ABS) and / or a traction control system (ASR), which with a fluidic, especially hydraulic, pressure medium works, consisting of a master cylinder, or several wheel cylinders for wheel brakes, a pressure modulator for changing the hydraulic pressure in the wheel cylinders during the brake pressure control mode, the Pressure modulator at least one inlet valve and at least an exhaust valve associated with a wheel cylinder comprises, at least one motor-driven pump for Generation of a fluid, especially hydraulic Pressure, an electronic regulator, characterized net that in control mode with the inlet valve closed Pressure medium activated by a master cylinder pressure Pressure gradient switching device to the wheel cylinder is promoted that the switching device at high Master cylinder pressure a small aperture will take effect leaves a large at low master cylinder pressure Aperture takes effect. 4. Brake pressure control device according to one or more of the preceding claims, characterized in that for the bezel thermobimetal elements  or memory metal elements are used that so are trained and arranged that due to their Property with temperature changes their configuration to form variable flow cross sections that change for complete or partial compensation of changed Viscosity due to temperature change. 5. Brake pressure control device, in particular for motor vehicles, with an anti-lock control system (ABS) and / or a traction control system (ASR) that works with a fluid, in particular hydraulic, pressure medium, consisting of a master cylinder, one or more wheel cylinders for wheel brakes, a pressure modulator for the change in the hydraulic pressure in the wheel cylinders during the brake pressure control mode, the pressure modulator comprising at least one inlet valve and at least one outlet valve which are assigned to a wheel cylinder, at least one motor-driven pump for generating a fluidic, in particular hydraulic pressure, an electronic controller, in particular according to one or more of the preceding claims, characterized in that the inlet valve ( 21 ) can be switched into a throttle position during the brake pressure control mode, that a control device ( 19 ) is arranged in flow upstream of the throttle ( 28 ) t, which generates a control pressure at its outlet depending on the wheel cylinder pressure, which leads to a constant mass flow rate in the throttle ( 28 ). 6. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the control device ( 19 ) is designed as a pressure relief valve. 7. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the inlet valve ( 21 ) is hydraulically switchable to the throttle position. 8. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the inlet valve ( 21 ) can be switched into the throttle position by the pump pressure. 9. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the inlet valve through the wheel cylinder pressure can be switched to the throttle position is. 10. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the pressure relief valve has a movable, preferably piston-shaped control slide ( 40 ) which in one direction by the main cylinder pressure and in the opposite direction by the pressure a control spring ( 42 ) and the wheel cylinder pressure is applied that the control slide in the equilibrium state of an effective flow cross-section, which leads to the desired control pressure upstream of the throttle ( 28 ). 11. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the effective flow cross-section is formed by a control edge ( 41 ) connected to the movable control slide ( 40 ) and a stationary edge ( 43 ). 12. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that a pressure holding valve ( 31 ) is arranged in the connecting line ( 26 ) between the pump pressure side and the pressure line ( 17 , 18 ) of the master cylinder ( 16 ), that only opens the connecting line to the pressure line of the master cylinder when a certain pressure level (control pressure) on the pump pressure side is exceeded, that a control pressure line ( 27 ) for switching the inlet valve ( 21 ) is provided in the throttle position, which flows with the pump pressure side in front of the pressure control valve connected is. 13. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 5, characterized in that the pressure holding valve ( 31 ) is designed as a check valve which opens to the pressure line of the master cylinder and the closing body ( 30 ) under the pressure of a spring ( 29th ) stands. 14. Brake pressure control device, in particular for power vehicles with an anti-lock braking system (ABS) and / or a traction control system (ASR), the with a fluidic, especially hydraulic, pressure medium works, consisting of a master cylinder, a or several wheel cylinders for wheel brakes, one pressure modulator for changing the hydraulic pressure in the wheel cylinders during brake pressure control mode,  wherein the pressure modulator has at least one inlet valve and at least one exhaust valve, which is a wheel cylinder are assigned includes at least one motor transmission NEN pump for generating a fluid, in particular hydraulic pressure, an electronic regulator, esp especially according to one or more of the preceding Claims, characterized in that between the pump and the inlet valve in the hydraulic line Throttle element is arranged, its effective flow cross section through one of the difference in pressures and behind the throttling element influenceable organ (Differential pressure organ) and / or by one of the tempera of the pressure medium influenceable organ (temperature organ) is controlled. 15. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the differential pressure element is designed and arranged so that it is at high pressure difference reduces the effective flow cross-section and expanded at a low pressure difference. 16. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the temperature organ so is designed and arranged that it is at a high temperature the effective flow cross section reduced and expanded at low temperature. 17. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the temperature element is designed as a bimetallic spring ( 61 ). 18. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the temperature element is designed as a memory spring ( 70 ). 19. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the differential pressure member is designed as a deformable, in particular elastic, body ( 49 ) with at least one flow cross section ( 50 , 51 , 52 ), which is due to the Deformability of the body narrows with increasing pressure difference and expanded with falling pressure difference. 20. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the differential pressure element and the temperature element in a sleeve ( 49 ) are angeord net. 21. Cuff, in particular for use in a brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that in the cuff body, consisting of elastic material, at least one variable, effective flow cross section acting as a throttle ( 50 , 51st , 52 ) is arranged, which narrows due to the elasticity of the material as the pressure difference increases and expands as the pressure difference decreases. 22. Cuff, in particular for use in a brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the variable, effective flow cross-section ( 50 , 51 , 52 ) under the action of a temperature-dependent control element ( 61 ) , in particular a thermal bimetallic spring, which narrows the effective flow cross section when the temperature increases and expands when the temperature drops. 23. Cuff, in particular for use in a brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the narrowing due to the elasticity of the material with increasing pressure difference and widening with decreasing pressure difference effective flow cross-section ( 50 , 51 , 52 ) is simultaneously under the action of a temperature-dependent control element ( 61 ). 24. Cuff, in particular for use in a brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that it has at least one variable flow cross section ( 50 , 51 , 52 ) and at least one non-variable flow cross section ( 53 , 54 , 55 ) has that both flow cross sections are arranged parallel to one another in terms of flow. 25. Cuff, in particular for use in a brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the flow cross sections are arranged in the region of the outer periphery of the cuff ( 49 ). 26. Cuff, in particular for use in a brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that it has a preferably extending in its axial direction groove ( 58 ) that an annular thermobimetal spring in the groove ( 61 ) with a U-shaped profile in particular, that the U-profile opens when the temperature rises and the effective flow cross-section ( 50 , 51 , 52 ) narrows. 27. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the temperature element is designed as a memory spring ( 70 ) which, at low temperatures, in particular due to its expansion, extends the flow cross section ( 73 ). 28. Brake pressure control device according to one or more of the preceding claims, in particular according to claim 14, characterized in that the memory spring ( 70 ) acts on a slide element ( 72 ), in particular as a piston, and extends the effective flow cross-section ( 73 ) at low temperatures .