JPH10508552A - Operation method of automobile brake device with antilock - Google Patents
Operation method of automobile brake device with antilockInfo
- Publication number
- JPH10508552A JPH10508552A JP8514974A JP51497495A JPH10508552A JP H10508552 A JPH10508552 A JP H10508552A JP 8514974 A JP8514974 A JP 8514974A JP 51497495 A JP51497495 A JP 51497495A JP H10508552 A JPH10508552 A JP H10508552A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- brake
- valve
- force booster
- booster
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
- B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
- B60T8/4854—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control pneumatic boosters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
- B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
- B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
- B60T8/4881—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems having priming means
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
(57)【要約】 安定制御駆動、及び／又はトラクションスリップ スリップ制御（ＤＳＣ／ＴＣＳ）するためのアンチロック付き自動車ブレーキ装置の操作方法において、ドライバの意思に関係なく作動可能なブレーキ力ブースタと、制御開始時，ブレーキ力ブースタ（５）はドライバの意思に関係なく最大達成増圧力を提供し、所望のホイールブレーキ圧が液圧装置（２）によって調整され、ブレーキ力ブースタ（５）により供給される圧力が不十分な場合、第１バルブ（１０）は閉止位置に切換えられ、さらにホイールブレーキ（１７，１８）における圧力増加がリターンポンプ１３によってなされる。 (57) [Summary] A method of operating a vehicle brake device with an anti-lock for performing stable control drive and / or traction slip / slip control (DSC / TCS), comprising: a brake force booster operable regardless of a driver's intention; At the start of the control, the braking force booster (5) provides the maximum achieved pressure increase irrespective of the driver's intention, and the desired wheel brake pressure is adjusted by the hydraulic device (2) and supplied by the braking force booster (5). In case of insufficient pressure, the first valve (10) is switched to the closed position, and the pressure increase at the wheel brakes (17, 18) is made by the return pump 13.
Description
【発明の詳細な説明】 アンチロック付き自動車ブレーキ装置の操作方法 本発明は安定制御駆動及び／又はトラクションスリップ制御するためのアンチ ロック付き自動車ブレーキ装置の操作方法に関し、ドライバーの意思に関係なく 操作可能な空圧ブレーキブースタを有し、上記ブレーキブースタの下流に接続さ れるマスタブレーキシリンダは、各車両ホイールに液圧ユニットを介して組み合 わされホイールブレーキに接続する圧力チャンバを備え、上記空圧ユニットは、 マスターブレーキシリンダとホイールブレーキ間に挿置されたリターンポンプ， 低圧アキュムレータ及び第１バルブと、マスターブレーキシリンダとリターンポ ンプ間に挿置された第２バルブとを備えている。 独国特許第４２０８４９６号に開示されるブレーキ装置におけるブレーキ力ブ ースタは、車両の大きな減速に伴って自動的に制御されるブレーキ操作を達成す るために電磁弁と相互作用する。上記電磁弁はブレーキペダルの迅速な適用に対 してブレーキ圧を高めるために使用される。ブレーキペダルの位置センサ，ブレ ーキ光スイッチ及び減速するドライバの意思を探知するための力センサが、上述 のブレーキ圧制御の概念を達成するために設けられている。さらに，従来知られ ているブレーキ装置は、ブレーキ操作時，車両の安定した減速動作を保証するた めのアンチロック制御システム或いはトラクションスリップ制御システム（ＡＢ Ｓ／ＴＣＳ）を備えている。 しかしながら，上述の公表されたものは、液圧ユニットに組み込まれたバルブ 、並びにドライバによりなされるペダル操作に関係なく作動可能な真空圧ブース タのための作動論理、例えば，安定な制御走行を目的として，各ホイールを個々 に，自動的に制御ブレーキ操作を行うという制御コンセプトを基礎とするもので あるという作動論理について、特別な発想を提起するものではない。 従って，本発明の目的は、ブレーキ装置として既に提供されている構成部材を 使用し，簡単な方法でかつ低コストで達成することができるアンチロック自動車 ブレーキ装置の操作方法を提供することにある。この方法は、好ましくは，夫々 個々のホイールに対し，特に走行力学に関する車両のコンディションを安定させ る自動制御ブレーキ操作の使用に適する。 上記目的は以下のごとき本発明によって達成される。即ち，制御の開始に際し ，ブレーキ力ブースタは、ドライバの意思に関係なく最大達成増圧力を提供し、 そして所望のホイール制動圧力が液圧装置によって調整される。ブレーキブース タにより供給される圧力が不十分な場合は、第１バルブが閉成位置に切り換えら れ、さらにホイールブレーキにおける圧力が増加した場合にはリターンポンプが 作動する。この方法によれば，低温におけるポンプの吸引動作を改良するために リターンポンプの構造を変更する必要性を回避する。さらに，上記装置における 圧力流体量は制御時，一定に保持される。 本発明の他の特徴として，ドライバの同時動作及び独立動作により、制御操作 時におけるブレーキ力ブースタの最大達成増圧力が得られるのであり、ドライバ によるブレーキ力ブースタの動作はセンサにより検知される。上記方法によれば ，ブレーキ力ブースタは増圧のための唯一のエネルギ源として使用される。 ドライバ及び／又はブレーキ力ブースタの独立作動により導入される液圧を確 認するため、本発明の他の態様によれば，マスタブレーキタシリンダに導入され る液圧は継続的に決定される。上記構成によればブレーキ力ブースタの最大達成 増圧力を確実に監視する。圧力値に関する重複する情報を処理するため，本発明 によれば，マスタシリンダの圧力チャンバに接続される圧力センサによって決定 される。 本発明の好ましい態様において，第１バルブは、ブレーキ力ブースタにより供 給される圧力が充分な値に達した時，開放される。リターンポンプのリリーフは 上記方法によって達成される。 制御時，ブレーキ力ブースタの真空圧消費を減ずるために，制御の終りにおい て，ブレーキ力ブースタの独立作動は、ブレーキ力ブースタがホイールブレーキ から低圧アキュムレータに放出される圧力流体の戻りによって，その初期位置に リセットされるまで、不作動にならないことを提案するものである。 本発明の一実施例を添付の図面を参照して以下詳細に示す。 図面において，本発明の方法を実施するためのアンチロック自動車ブレーキ装 置の構成を示すものである。 本発明の方法を実施するためのブレーキ装置は、図示の通り，全く同一に設計 された２つのブレーキ回路Ｉ及びIIを有する。従って一方のブレーキ回路の下記 記載は他方のブレーキ回路にも適用される。 概略的に示すブレーキ装置は、ブレーキ圧発生装置１を具備し、ブレーキホイー ルシリンダ１７，１８は液圧ライン（図示せず）によって，上記ブレーキ圧発生 装置１に接続されている。さらに，ブレーキ装置は、上記ブレーキ圧発生装置１ とホイールブレーキ間に挿置された液圧ユニット２と、センサ手段（図示せず） に組み合わされた電子制御装置３０とを具備する。上記各ブレーキ回路Ｉ，IIに おけるブレーキホイールシリンダ１７，１８は、第１ホイールブレーキシリンダ １７が一方の車軸に組み合わされ、他方のホイールブレーキシリンダ１８が他方 の車軸（対角線方向に分割されたブレーキ回路）の斜方向に対向するホイールに 組み合わされており、或いはホイールブレーキシリンダ１７及び１８が共に同一 車軸に組み合わされている（前後分割ブレーキ回路）。 ブレーキペダルを使用する自動車のドライバによって操作可能な圧力発生装置 １は、空圧ブレーキ力ブースタ５を有し、マスタブレーキシリンダ，好ましくは タンデム型マスタシリンダ３は、ブレーキ力ブースタの下流に接続されている。 タンデム型マスタシリンダ３の圧力チャンバ（図示せず）は、圧力流体供給リザ ーバ４に接続されている。作動ロッド７は、ブレーキ力ブースタ５のハウジング における空気差圧の増加をコントロールする制御バルブ８（図式的に示される） の作動を車両ドライバーに行わせる，ブレーキペダル６に接続されている。電子 制御装置の制御信号によって作動可能なソレノイド２９（図式的に示される）は 、ブレーキペダル６に導入される作動力には関係なく，制御バルブ８を独立して 作動せしめる。 ブレーキペダル６に作用的に接続されるブレーキ光スイッチ１４は、ドライバ ーにより或いは上記ソレノイドの作動によって，ブレーキ力ブースタ５の作動を 確認する。ブレーキペダル６が作動され、それによって，ブレーキ光スイッチ１ ４は、ブレーキ力ブースタ５の独立作動時、元に戻される。 ドライバーによりなされるブレーキ力ブースタ５の作動は、例えば，解除（rele ase）スイッチ（図示せず）を使用することによって，確認することができる。 液圧装置２は、電動モータ駆動の液圧リターンポンプ１３を備えたモーターポ ンプ組立体を有する。上記リターンポンプの吸入側は、マスターブレーキシリン ダ３の第１圧力チャンバに、第１逆止弁２０及び電磁操作切換弁９を介して接続 される。圧力流体は、上記リターンポンプ１３の圧力側から液圧接続部２１に， 第２逆止弁２２及び緩衝チャンバ（図示せず）を経て流れる。第１のホイールブ レーキシリンダ１７に連通する管路部２６、及び第２のホイールブレーキシリン ダ１８に連通する管路部２７は、上記接続部２１に接続される。液圧ライン３１ は、リターンポンプ１３の圧力側をタンデム型マスタシリンダ３に接続する。さ らに，電磁操作可能な分離バルブ１０は上記接続部２１とマスタブレーキシリン ダ３との間に挿置される。第３の逆止弁３４と圧力規制バルブ２８は、上記分離 バルブ１０と並列に接続される。第１ホイールブレーキシリンダ１７に導入され る圧力を調整するために，第４の逆止弁２３と並列に接続される入口弁１１及び 出口弁１２が使用され、管部２６に挿入される並列接続の弁、及び出口弁１２は 、第１ホイールブレーキシリンダ１７と、ホイールブレーキ圧を減じるための低 圧アキュムレータ１９との間に接続せしめる。低圧アキュムレータ１９は、リタ ーンポンプ１３の吸引側に第５の逆止弁２５を介して接続される。 第６の逆止弁２４を有する第２の入口弁１５の第２の並列接続部と第２の出口 弁１６は、前述のホイールブレーキシリンダ１７と同様のブレーキ回路に組合わ された第２のホイールブレーキシリンダ１８に導入される液圧をコントロールす るために設けられている。上述の並列接続部は、管路部２７に配置され、出口弁 １６は第２のホイールブレーキシリンダ１８とホイールブレーキ圧を減じるため の低圧アキュムレータ１９との間に接続される。 ドライバーによってなされるタンデム型ブレーキシリンダ３における圧力変動 を確認するため、マスタブレーキシリンダ圧力を決定する手段がブレーキ回路Ｉ ，II双方に設けられている。好ましくは，上記手段は、第１及び第２ブレーキ回 路Ｉ，IIに接続される圧力センサ３２，３３のごとく構成する。上記センサの出 力信号は、ステアリングアングル（ＬＷ），ホイール回転速度（ωR）及びヨー 速度（ＧＷＧ）或いは横方向加速度（α ）等の車体の反動に関するデータを表 す 他の信号とは別に，電子制御装置３０に送られる。 ノーマルなブレーキ操作時、ホイールブレーキシリンダ１７，１８における増 圧及び減圧は、開放された分離弁１０及び開放された入口弁１１，１５によるブ レーキ力発生装置１の対応操作によって作動可能である。 リターンポンプ１３は、例えば，ホイールブレーキ１７に組合わされたホイー ルが切迫したロック状態にあるＡＢＳ制御動作時に，スタートする。切換弁９及 び分離弁１０は共に不作動の状態に保持される。圧力は、入口弁及び出口弁１１ 及び１２の対応する切換え操作により調整され、そして低圧アキュムレータ１９ に放出される圧力流体は、マスターブレーキシリンダが圧力レベルに到達するま で，リターンポンプ１３に戻される。 夫々独立的になされるブレーキ操作の開始時，ブレーキ力ブースタ５は、最大 到達ブレーキ力が達成されるまで，ドライバの意思に関係なく、ソレノイド２９ により作動される。同時に，リターンポンプ１３が切換えられる。 各ホイールに対する所要のブレーキ圧力値は、ＡＢＳバルブ１１，１２，１５ 及び１６によって調整され、制御操作時における圧力は、ブレーキ力ブースタ５ によって独占的に供給される。必要とされない圧力流体は、リターンポンプ１３ によってマスターブレーキシリンダ３に戻される。リターンポンプ１３は圧力流 体を何等送り出すことはなく、又従って何等圧力を提供しない。 ブレーキ力ブースタ５によって供給される圧力がコントロールに充分であるこ とを電子制御装置３０が確認した時，分離弁１０は閉じ、切換え弁９は開かれる 。この後，圧力発生装置１で生成される圧力をにより前放出されるリターンポン プ１３は、ホイールブレーキタシリンダ７，１８を増圧するための圧力供給部と して使用される。 高い圧力値を要しない時、再び，ブレーキ圧発生装置１によって増圧されるよ うに切換え弁９は閉じられ、分離弁１０は開放される。 上述のように，増圧は入口弁１１を開放することによっておきる。圧力保持段 階（period）は、入口弁１１の切り替えによって果され、減圧は、入口弁１がま だ閉じられた状態で，出口弁１２の切り替えによってなされる。制御に要する圧 力変化は、圧力増大段階，圧力保持段階及び圧力減少段階よって与えられる。 制御操作の完了時，低圧アキュムレータ９に放出される圧力流体、及びホイー ルブレーキシリンダ１７，１８からの圧力流体は、リターンポンプ１３によって マスタブレーキシリンダ３に戻される。 これは切換え弁９が閉状態に切り替によってなされ、リターンポンプ１３の吸 引側は、低圧アキュムレータ１９が空になるまで，マスタブレーキシリンダ３か ら切り離される。 ブレーキ力ブースタ５によって発生する圧力に対向してマスタブレーキシリン ダ３に伝達される圧力流体は、ブレーキ力ブースタ５の可動壁が初期位置に達す るまで，その最大達成増圧力を提供する。ソレノイド２９はこの時まで不活性で ある。 参照番号の表示 １ ブレーキ力発生装置 ２ 液圧装置 ３ マスタブレーキシリンダ ４ 圧力流体供給リザーバ ５ ブレーキ力ブースタ ６ ブレーキペダル ７ 作動ロッド ８ 制御弁 ９ 切換え弁 １０ 分離弁 １１ 入口弁 １２ 出口弁 １３ リターンポンプ １４ ブレーキ光スイッチ １５ 入口弁 １６ 出口弁 １７ ホイールブレーキシリンダ １８ ホイールブレーキシリンダ １９ 低圧アキュムレータ ２０ 逆止弁 ２１ 接続部 ２２ 逆止弁 ２３ 逆止弁 ２４ 逆止弁 ２５ 逆止弁 ２６ 管路部 ２７ 管路部 ２８ 圧力規制バルブ ２９ ソレノイド ３０ 電子制御装置 ３１ 液圧管路 ３２ 圧力センサ ３３ 圧力センサ ３４ 逆止弁The present invention relates to a method for operating a vehicle brake device with an anti-lock for stable control driving and / or traction slip control, which can be operated regardless of the driver's intention. A master brake cylinder connected downstream of the brake booster includes a pressure chamber combined with a hydraulic unit on each vehicle wheel and connected to a wheel brake, and the pneumatic unit is A return pump, a low-pressure accumulator and a first valve inserted between the master brake cylinder and the wheel brake; and a second valve inserted between the master brake cylinder and the return pump. The braking force booster in the braking device disclosed in DE 428 96 496 interacts with a solenoid valve in order to achieve an automatically controlled braking operation with a large deceleration of the vehicle. The solenoid valve is used to increase the brake pressure for rapid application of the brake pedal. A brake pedal position sensor, a brake light switch and a force sensor for detecting the intention of the driver to decelerate are provided to achieve the above-described concept of brake pressure control. Further, the conventionally known brake device is provided with an anti-lock control system or a traction slip control system (ABS / TCS) for guaranteeing a stable deceleration operation of the vehicle during a brake operation. However, the above-mentioned publication discloses the operation logic for a valve incorporated in a hydraulic unit and a vacuum booster which can be operated independently of a pedal operation performed by a driver, for example, for the purpose of stable control running. There is no special idea about the operation logic that is based on the control concept of automatically performing the control brake operation of each wheel individually. It is therefore an object of the present invention to provide a method of operating an antilock vehicle brake device which can be achieved in a simple manner and at low cost, using components already provided as a brake device. The method is preferably suitable for the use of an automatically controlled braking operation for each individual wheel, in particular for stabilizing the vehicle in terms of driving dynamics. The above object is achieved by the present invention as described below. That is, at the start of the control, the brake force booster provides the maximum achieved boost regardless of the driver's intention, and the desired wheel braking pressure is adjusted by the hydraulic device. If the pressure supplied by the brake booster is insufficient, the first valve is switched to the closed position, and if the pressure at the wheel brake increases, the return pump is activated. According to this method, it is unnecessary to change the structure of the return pump in order to improve the suction operation of the pump at a low temperature. Furthermore, the amount of pressure fluid in the above device is kept constant during control. Another feature of the present invention is that the simultaneous achievement and independent operation of the driver can obtain the maximum attainable pressure increase of the brake force booster during the control operation, and the operation of the brake force booster by the driver is detected by the sensor. According to the method described above, the braking force booster is used as the sole energy source for pressure boosting. In order to ascertain the hydraulic pressure introduced by the independent operation of the driver and / or the brake force booster, according to another aspect of the invention, the hydraulic pressure introduced into the master brake cylinder is determined continuously. According to the above configuration, the maximum achieved pressure increase of the braking force booster is reliably monitored. According to the present invention, to deal with overlapping information on pressure values, it is determined by a pressure sensor connected to the pressure chamber of the master cylinder. In a preferred embodiment of the invention, the first valve is opened when the pressure supplied by the braking force booster has reached a sufficient value. Relief of the return pump is achieved by the method described above. At the end of the control, in order to reduce the vacuum pressure consumption of the brake force booster during control, the independent operation of the brake force booster is controlled by the return of the pressure fluid released from the wheel brake to the low pressure accumulator by its return to its initial position. Until it is reset to. One embodiment of the present invention will be described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS In the drawings, there is shown an arrangement of an anti-lock vehicle brake device for implementing the method of the invention. The brake device for carrying out the method according to the invention has, as shown, two identically designed brake circuits I and II. Accordingly, the following description of one brake circuit also applies to the other brake circuit. The schematically illustrated brake device comprises a brake pressure generator 1, and brake wheel cylinders 17, 18 are connected to said brake pressure generator 1 by hydraulic lines (not shown). Further, the brake device includes a hydraulic unit 2 inserted between the brake pressure generating device 1 and the wheel brake, and an electronic control device 30 combined with sensor means (not shown). The brake wheel cylinders 17 and 18 in each of the brake circuits I and II have the first wheel brake cylinder 17 combined with one axle and the other wheel brake cylinder 18 with the other axle (a diagonally divided brake circuit). , Or the wheel brake cylinders 17 and 18 are both combined on the same axle (front and rear split brake circuit). The pressure generating device 1 operable by the driver of a motor vehicle using a brake pedal has a pneumatic braking force booster 5 with a master brake cylinder, preferably a tandem master cylinder 3, connected downstream of the braking force booster. I have. The pressure chamber (not shown) of the tandem master cylinder 3 is connected to a pressure fluid supply reservoir 4. The actuating rod 7 is connected to a brake pedal 6 which causes a vehicle driver to actuate a control valve 8 (illustrated schematically) which controls the increase in air pressure differential in the housing of the braking force booster 5. A solenoid 29 (shown diagrammatically) operable by a control signal of the electronic control unit causes the control valve 8 to operate independently, independent of the operating force applied to the brake pedal 6. A brake light switch 14 operatively connected to the brake pedal 6 confirms operation of the brake force booster 5 by a driver or by operation of the solenoid. The brake pedal 6 is actuated, whereby the brake light switch 14 is returned when the brake force booster 5 is operated independently. The actuation of the braking force booster 5 performed by the driver can be confirmed, for example, by using a release switch (not shown). The hydraulic device 2 has a motor pump assembly with an electric motor driven hydraulic return pump 13. The suction side of the return pump is connected to a first pressure chamber of the master brake cylinder 3 via a first check valve 20 and an electromagnetic switching valve 9. The pressure fluid flows from the pressure side of the return pump 13 to the hydraulic connection 21 via the second check valve 22 and a buffer chamber (not shown). A pipe section 26 communicating with the first wheel brake cylinder 17 and a pipe section 27 communicating with the second wheel brake cylinder 18 are connected to the connection section 21. The hydraulic line 31 connects the pressure side of the return pump 13 to the tandem master cylinder 3. Furthermore, the electromagnetically operable separation valve 10 is inserted between the connection part 21 and the master brake cylinder 3. The third check valve 34 and the pressure regulating valve 28 are connected in parallel with the separation valve 10. In order to regulate the pressure introduced into the first wheel brake cylinder 17, an inlet valve 11 and an outlet valve 12, which are connected in parallel with the fourth check valve 23, are used, and a parallel connection which is inserted into the tube 26 And the outlet valve 12 are connected between a first wheel brake cylinder 17 and a low pressure accumulator 19 for reducing wheel brake pressure. The low-pressure accumulator 19 is connected to the suction side of the return pump 13 via a fifth check valve 25. The second parallel connection of the second inlet valve 15 with the sixth check valve 24 and the second outlet valve 16 are connected to a second wheel in a brake circuit similar to the wheel brake cylinder 17 described above. It is provided for controlling the hydraulic pressure introduced into the brake cylinder 18. The above-mentioned parallel connection is arranged in the line section 27, and the outlet valve 16 is connected between the second wheel brake cylinder 18 and the low pressure accumulator 19 for reducing the wheel brake pressure. Means for determining the master brake cylinder pressure are provided in both the brake circuits I and II in order to confirm the pressure fluctuation in the tandem type brake cylinder 3 performed by the driver. Preferably, the means is configured as pressure sensors 32, 33 connected to the first and second brake circuits I, II. The output signal of the sensor is separate from other signals indicating data related to the reaction of the vehicle body such as steering angle (LW), wheel rotation speed (ω R ) and yaw speed (GWG) or lateral acceleration (α). It is sent to the control device 30. During normal braking operation, the pressure increase and pressure reduction in the wheel brake cylinders 17 and 18 can be activated by the corresponding operation of the braking force generator 1 by the opened separation valve 10 and the opened inlet valves 11 and 15. The return pump 13 starts, for example, at the time of an ABS control operation in which the wheel combined with the wheel brake 17 is in an imminent locked state. The switching valve 9 and the separation valve 10 are both kept inoperative. The pressure is regulated by corresponding switching of the inlet and outlet valves 11 and 12, and the pressure fluid discharged to the low pressure accumulator 19 is returned to the return pump 13 until the master brake cylinder has reached the pressure level. At the start of each independent braking operation, the braking force booster 5 is activated by the solenoid 29 irrespective of the driver's intention until the maximum attained braking force is achieved. At the same time, the return pump 13 is switched. The required brake pressure value for each wheel is set by means of the ABS valves 11, 12, 15 and 16, and the pressure during the control operation is supplied exclusively by the brake force booster 5. Unnecessary pressure fluid is returned to the master brake cylinder 3 by the return pump 13. Return pump 13 does not pump out any pressure fluid and therefore does not provide any pressure. When the electronic control unit 30 determines that the pressure supplied by the braking force booster 5 is sufficient for control, the isolation valve 10 is closed and the switching valve 9 is opened. Thereafter, the return pump 13, which is pre-released by the pressure generated by the pressure generator 1, is used as a pressure supply unit for increasing the pressure of the wheel brake cylinders 7, 18. When a high pressure value is not required, the switching valve 9 is closed and the separation valve 10 is opened again so that the pressure is increased by the brake pressure generator 1. As described above, the pressure increase occurs by opening the inlet valve 11. The pressure period is effected by switching the inlet valve 11 and the depressurization is effected by switching the outlet valve 12 with the inlet valve 1 still closed. The pressure change required for the control is given by a pressure increasing stage, a pressure holding stage, and a pressure decreasing stage. At the completion of the control operation, the pressure fluid discharged to the low-pressure accumulator 9 and the pressure fluid from the wheel brake cylinders 17 and 18 are returned to the master brake cylinder 3 by the return pump 13. This is done by switching the switching valve 9 to the closed state, and the suction side of the return pump 13 is disconnected from the master brake cylinder 3 until the low-pressure accumulator 19 is empty. The pressure fluid transmitted to the master brake cylinder 3 in opposition to the pressure generated by the braking force booster 5 provides its maximum achieved pressure increase until the movable wall of the braking force booster 5 reaches the initial position. Solenoid 29 is inactive until this time. Indication of reference number 1 brake force generating device 2 hydraulic device 3 master brake cylinder 4 pressure fluid supply reservoir 5 brake force booster 6 brake pedal 7 operating rod 8 control valve 9 switching valve 10 separation valve 11 inlet valve 12 outlet valve 13 return pump 14 Brake light switch 15 Inlet valve 16 Outlet valve 17 Wheel brake cylinder 18 Wheel brake cylinder 19 Low pressure accumulator 20 Check valve 21 Connecting part 22 Check valve 23 Check valve 24 Check valve 25 Check valve 26 Pipe 27 Pipe Road 28 Pressure regulating valve 29 Solenoid 30 Electronic control unit 31 Hydraulic line 32 Pressure sensor 33 Pressure sensor 34 Check valve
───────────────────────────────────────────────────── フロントページの続き (72)発明者 バン・メール、 フランシスクス ドイツ連邦共和国、65812 バード・ゾー デン、ケルクハイマー・シュトラーセ 36────────────────────────────────────────────────── ─── Continuation of front page (72) Inventors Van Meir, Franciscus 65812 Bird Zoe, Germany Den, Kerkheimer Strasse 36
Claims (1)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4439904A DE4439904A1 (en) | 1994-11-08 | 1994-11-08 | Method for operating an anti-lock motor vehicle brake system |
| DE4439904.9 | 1994-11-08 | ||
| PCT/EP1995/003780 WO1996014228A1 (en) | 1994-11-08 | 1995-09-23 | Process for operating an anti-lock motor vehicle braking system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH10508552A true JPH10508552A (en) | 1998-08-25 |
Family
ID=6532808
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8514974A Pending JPH10508552A (en) | 1994-11-08 | 1995-09-23 | Operation method of automobile brake device with antilock |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0790908A1 (en) |
| JP (1) | JPH10508552A (en) |
| KR (1) | KR970707000A (en) |
| DE (1) | DE4439904A1 (en) |
| WO (1) | WO1996014228A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002120707A (en) * | 2000-10-13 | 2002-04-23 | Aisin Seiki Co Ltd | Motion controlling device for vehicle |
| CN102481915A (en) * | 2009-08-21 | 2012-05-30 | 罗伯特·博世有限公司 | Method for actuating a hydraulic vehicle brake system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19626304A1 (en) * | 1996-07-01 | 1998-01-08 | Teves Gmbh Alfred | Hydraulic brake system with a pre-charging device |
| DE19645338A1 (en) * | 1996-11-04 | 1998-05-07 | Teves Gmbh Alfred | Anti-lock hydraulic motor vehicle brake system |
| DE19648596A1 (en) * | 1996-11-23 | 1998-05-28 | Teves Gmbh Alfred | Method for operating an anti-lock motor vehicle brake system |
| DE19649276A1 (en) * | 1996-11-28 | 1998-06-04 | Teves Gmbh Alfred | Hydraulic brake installation protected against blocking |
| US5709438A (en) * | 1996-12-19 | 1998-01-20 | Robert Bosch Technology Corporation | Failed booster back-up braking system |
| DE19705653B4 (en) * | 1997-02-14 | 2007-05-24 | Continental Teves Ag & Co. Ohg | Hydraulic brake system |
| US6161903A (en) * | 1997-04-18 | 2000-12-19 | Lucas Industries Public Limited Company | Brake-pressure-transmitter arrangement for a hydraulic motor-vehicle brake system, and brake system equipped therewith |
| DE19716404C1 (en) * | 1997-04-18 | 1998-10-29 | Lucas Automotive Gmbh | Hydraulic brake system for motor vehicles |
| DE19744112C1 (en) | 1997-10-06 | 1998-10-22 | Lucas Ind Plc | Vehicle braking system |
| DE19834128B4 (en) * | 1998-05-26 | 2005-04-07 | Daimlerchrysler Ag | Service brake for a vehicle |
| DE10137016B4 (en) * | 2000-08-11 | 2021-06-24 | Continental Teves Ag & Co. Ohg | Procedure for brake pressure regulation |
| DE10230865A1 (en) * | 2002-07-09 | 2004-02-05 | Continental Teves Ag & Co. Ohg | Brake-by-wire actuator for automobile braking system has brake pedal decoupled from force reactions in braking system during brake-by-wire operating mode |
| DE10324243A1 (en) * | 2003-05-28 | 2004-12-16 | Bayerische Motoren Werke Ag | Method and device for braking a motor vehicle using a driver assistance system |
| US7878053B2 (en) * | 2006-12-22 | 2011-02-01 | Gm Global Technology Operations, Inc. | Engine off brake booster leak diagnostic systems and methods |
| US8899033B2 (en) * | 2007-09-19 | 2014-12-02 | GM Global Technology Operations LLC | Brake booster leak detection system |
| DE102009001135A1 (en) * | 2009-02-25 | 2010-08-26 | Robert Bosch Gmbh | Method for actuating a hydraulic vehicle brake system |
| WO2010119889A1 (en) | 2009-04-14 | 2010-10-21 | 本田技研工業株式会社 | Bbw brake device |
| DE102009027928A1 (en) * | 2009-07-22 | 2011-01-27 | Robert Bosch Gmbh | Method for a locking operation of a hydraulic vehicle brake system |
| DE102013204716B3 (en) * | 2013-03-18 | 2014-05-28 | Ford Global Technologies, Llc | Method for operating a hydraulic brake system |
| DE102015214571A1 (en) * | 2015-07-31 | 2017-02-02 | Robert Bosch Gmbh | Method for adjusting brake pedal reaction force in a hydraulic brake system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3910285C2 (en) * | 1989-03-30 | 1996-12-19 | Teves Gmbh Alfred | Hydraulic brake system for motor vehicles with a device for regulating the drive slip |
| DE4009640C1 (en) * | 1990-03-26 | 1991-06-06 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | |
| DE4102496A1 (en) * | 1991-01-29 | 1992-02-20 | Daimler Benz Ag | Brake pressure control unit for motor vehicle - couples pressures proportional to braking unit pedal force with ABS for dynamic stable behaviour |
| DE4128091C2 (en) * | 1991-08-24 | 1998-02-26 | Teves Gmbh Alfred | Brake system with anti-lock and traction control |
| DE4208496C1 (en) * | 1992-03-17 | 1993-08-05 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | |
| DE4234043C1 (en) * | 1992-10-09 | 1994-03-24 | Daimler Benz Ag | Brake pressure control device for a road vehicle |
| DE4234041C1 (en) * | 1992-10-09 | 1994-03-17 | Daimler Benz Ag | Brake pressure control device for a road vehicle |
| DE4329140C1 (en) * | 1993-08-30 | 1994-12-01 | Daimler Benz Ag | Brake pressure control device |
| DE4329139C1 (en) * | 1993-08-30 | 1994-07-28 | Daimler Benz Ag | Brake pressure control unit for road vehicle with hydraulic multi-circuit brakes |
| DE4338066C1 (en) * | 1993-11-08 | 1995-04-06 | Daimler Benz Ag | Method for performing an automatic braking process for motor vehicles with an anti-lock braking system |
-
1994
- 1994-11-08 DE DE4439904A patent/DE4439904A1/en not_active Ceased
-
1995
- 1995-09-23 KR KR1019970702824A patent/KR970707000A/en not_active Application Discontinuation
- 1995-09-23 WO PCT/EP1995/003780 patent/WO1996014228A1/en not_active Application Discontinuation
- 1995-09-23 JP JP8514974A patent/JPH10508552A/en active Pending
- 1995-09-23 EP EP95934639A patent/EP0790908A1/en not_active Ceased
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002120707A (en) * | 2000-10-13 | 2002-04-23 | Aisin Seiki Co Ltd | Motion controlling device for vehicle |
| JP4560938B2 (en) * | 2000-10-13 | 2010-10-13 | 株式会社アドヴィックス | Vehicle motion control device |
| CN102481915A (en) * | 2009-08-21 | 2012-05-30 | 罗伯特·博世有限公司 | Method for actuating a hydraulic vehicle brake system |
| JP2013502339A (en) * | 2009-08-21 | 2013-01-24 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | Method for operating a hydraulic vehicle brake device |
| US8870300B2 (en) | 2009-08-21 | 2014-10-28 | Robert Bosch Gmbh | Method for actuating a hydraulic vehicle brake system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO1996014228A1 (en) | 1996-05-17 |
| EP0790908A1 (en) | 1997-08-27 |
| DE4439904A1 (en) | 1996-05-09 |
| KR970707000A (en) | 1997-12-01 |
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