Actuation system for at least one hydraulically actuatable device, in particular a vehicle brake

Abstract

An actuation system for at least one hydraulically actuatable device, e.g., a vehicle brake, may include an actuation device, e.g., a brake pedal, at least one first pressure source that can be actuated using the actuation device, and a second pressure source having a pressure-generating arrangement that is moveable in two directions, and which includes an electro-mechanical drive for the pressure-generating arrangement. Each pressure source is connected via at least one hydraulic line to the hydraulically actuatable device for supplying pressurising medium. A valve device may regulate pressure of the hydraulically actuatable device. Pressurising medium can be supplied in a controlled manner in both movement directions of the pressure-generating arrangement. Provision is made for two working chambers of the second pressure source to be connected by a hydraulic line, and a valve device may be arranged in the hydraulic line.

Claims

1. An actuation system for at least one hydraulically actuatable device, comprising: an actuation device, at least one first pressure source configured to be actuated using the actuation device and a second pressure source, including: a first working chamber and a second working chamber; a pressure-generating organ that is moveable in two directions, wherein the pressure-generating organ includes a piston, and an electro-mechanical drive for driving the pressure-generating organ, wherein the at least one first pressure source is connected via at least one first hydraulic line and the second pressure source is connected via at least a second hydraulic line and at least a third hydraulic line to the hydraulically actuatable device in order to supply the at least one first pressure source and the second pressure source with pressurizing medium or to pressurize them, and a valve arrangement for regulating the pressure of the hydraulically actuatable device, wherein pressurizing medium is enabled to be supplied in a controlled manner by means of the second pressure source in both movement directions of the pressure-generating organ, a fourth hydraulic line, which does not overlap with the second hydraulic line and does not overlap with the third hydraulic line, that leads from the second working chamber to a reservoir; a switching valve arranged in the fourth hydraulic line, wherein the actuation system is configured to a) move the piston of the second pressure source in a forward position; and b) initiate a return stroke of the piston during which the switching valve is open such that pressurizing medium is moved from the hydraulically actuatable device into the first working chamber for pressure reduction.

2. The actuation system according to claim 1, wherein a switching valve is arranged in at least one of the second or third hydraulic lines connecting the second pressure source to the actuatable device.

3. The actuation system according to claim 1, wherein the first pressure source comprises a first working chamber with a first piston and a second working chamber with a second piston.

4. The actuation system according to claim 3, wherein each working chamber of the first pressure source is connected via the at least one first hydraulic line to the hydraulically actuatable device.

5. The actuation system according to claim 1, wherein a switching valve is arranged in at least one of the hydraulic lines connecting the first pressure source to the actuatable device.

6. The actuation system according to claim 1, wherein the first pressure source is a first piston-cylinder unit that serves as a master cylinder of a vehicle brake.

7. The actuation system according to claim 1, further comprising a hydraulic path simulator that is operatively connected to a working space of the first pressure source.

8. The actuation system according to claim 1, comprising a first brake circuit and a second brake circuit, wherein the first brake circuit comprises the second hydraulic line and the second brake circuit comprises the third hydraulic line.

9. The actuation system according to claim 8, wherein the second brake circuit comprises separate intake valves and exhaust valves, wherein the exhaust valves are arranged in a return line which leads to the reservoir.

10. The actuation system according to claim 8, wherein the first brake circuit comprises a valve assigned to a first wheel brake and a valve assigned to a second wheel brake.

11. The actuation system according to claim 1, wherein a switching valve is arranged in a connecting line that connects the second and the third lines.

12. The actuation system according to claim 1, further comprising at least one switching valve for connecting the first and second working chambers of the second pressure source and/or for connecting the second and third hydraulic line.

13. The actuation system according to claim 1, further comprising a hydraulic connecting line disposed between the fourth hydraulic line and the first working chamber, wherein the switching valve is disposed between the second working chamber and the hydraulic connecting line.

14. The actuation system according to claim 13, further comprising a non-return valve disposed in the hydraulic connecting line and arranged to permit pressurizing medium to flow into the first working chamber.

15. A method for operating a brake actuation system, wherein a first pressure source is configured to be actuated by an actuation device and coupled via a first hydraulic line to at least two hydraulic circuits, and wherein a second pressure source is allocated to the at least two hydraulic circuits via at least a second hydraulic line and at least a third hydraulic line in order to supply the second and third hydraulic lines with pressurizing medium, the second pressure source including: a first working chamber and a second working chamber; a piston that is moveable in two directions, and an electro-mechanical drive for driving the piston, wherein the second pressure source conveys pressurizing medium in two delivery directions, wherein the actuation system further comprises: a fourth hydraulic line, which does not overlap with the second hydraulic line and does not overlap with the third hydraulic line, that leads from the second working chamber to a reservoir; and a switching valve arranged in the fourth hydraulic line, wherein the method comprises: a) moving the piston of the pressure source in a forward position; and b) after moving the piston of the pressure source in the forward position, initiating a return stroke of the piston during which the switching valve is open such that pressurizing medium is moved from at least one of the hydraulic circuits into the first working chamber for pressure reduction in the at least one of the hydraulic circuits.

16. The method according to claim 15, wherein during the return stroke of the piston of the pressure source, pressurizing medium is moved into the first working chamber via a hydraulic connecting line connecting the third hydraulic line and the first working chamber.

17. The method according to claim 16, wherein a non-return valve disposed in the hydraulic connecting line permits pressurizing medium to flow into the first working chamber.

Description

DESCRIPTION OF FIGURES

(1) They show:

(2) FIG. 1 An embodiment of the actuation system according to the invention, using the example of a brake actuation system.

(3) FIG. 1a A combined solenoid and non-return valve as a detail of the actuation system according to FIG. 1.

(4) The brake actuation device shown in FIG. 1 has an actuation device, in particular a pivotably mounted brake pedal 1 that acts via a pedal tappet 1a and an elastic mechanism or element 1b on a first piston 2 of a first pressure source in the form of a first piston-cylinder unit 3. The first piston-cylinder device 3 has an additional piston 4. Pistons 5 and 6 are arranged between pistons 2, 4 or between the base of the first piston-cylinder unit and piston 4. A reservoir 7 is connected via hydraulic lines 8, 9 to the working chambers 2a, 4a delimited by the pistons 2, 4. The piston-cylinder unit shown here thus has features of a tandem main cylinder, which can advantageously be provided with central valves. The pistons or cylinders can also be arranged in a twin configuration, i.e. parallel to each other, if the overall length is decisive. The movement of preferably the first piston 2 can be determined by way of, in particular redundant, path sensors 10a, 10b. In this case, the sensors can be activated by two different actuating elements, piston 2 and pedal tappet 1a, which are connected to the sensors via corresponding, in particular mechanical, actuating devices or elements. By inserting an elastic device 1b, that e.g. has at least one suitable spring, the actuating force can be measured, aside from the additional pedal distance measurement, by the differential movement, which is very valuable for fault detection. This is described in more detail in the applicant's German patent application DE 10 2010 050133.6, to which reference is made here for a more detailed explanation.

(5) The electronic control and regulating unit (ECU) usually used to analyse the sensor signals and control or regulate the functions in such systems is not shown here.

(6) Hydraulic connections 11, 12, in which provision is made for a pressure transmitter DG and valve devices, lead from the working chamber of the first piston-cylinder unit to wheel brakes (not shown here). The valve devices have, in particular normally open, separating valves 13, 14 as well as one, in particular a normally open, intake/exhaust solenoid valve 15, 16, 17, 18 for each wheel brake, which are assigned to two brake circuits BK1, BK2 in this exemplary embodiment. Alternatively, in the case of at least one brake circuit, provision can be made for separate intake valves EV and exhaust valves AV, as is shown in the drawing for the lower brake circuit. The exhaust valves AV are arranged here in a return line R, which leads to the unpressurised reservoir 7. Furthermore, a non-return valve RV is arranged in each bypass line to the valve EV, as is the case with existing ABS.

(7) The separating valves 13, 14 are used in pressure modulation and braking force amplification. This is basically done in the same manner as in the electro hydraulic brake, as described in the “Bremsenhandbuch” (Braking Manual), 2nd edition, published by Vieweg.

(8) A hydraulic connection 20 leads to a path simulator 21 from the first working chamber of the piston-cylinder unit 3. A throttle 22 with a parallel non-return valve and a switching valve 23, which is in particular normally closed, are arranged in the hydraulic connection 20.

(9) A second pressure source as a function of a volume conveying device or intensifier device 25 has a second piston-cylinder unit 26 (plunger) and a high-dynamic electromotive drive 27 with a transmission 28. The transmission 28 is advantageously a ball screw transmission. In this case, the spindle acts on a plunger piston 29, which is designed as a stepped double-stroke piston (DHK) and has at least two working or pressure chambers 30a, 30b, which are in particular delimited by differently sized active surfaces of the double-stroke piston. The motor acts linearly on the plunger piston 29, enabling the function of the braking force amplification during driver braking and the pressure modulation of a slip control system and driver assistance systems. The rotation of the motor or spindle can be sensed by means of a rotation angle sensor 24. At least in the case of brake pressures >40 bar, it is expedient to provide the spindle pitch with self-locking or almost self-locking gears or a locking device on the transmission so that brake circuit failure does not occur in the event of a plunger failure and a leaky safety valve 33, 34. This is advantageous when the drive motor fails during the pressure modulation and there is simultaneously a leaky safety valve 33, 34, e.g. as a result of dirt. Without self-locking, the pressure from the corresponding brake circuit would push the piston back, which equals a brake circuit failure.

(10) Alternatively, an additional solenoid valve 33a, which in this case is closed, can be inserted downstream of the safety valves. This is important because, with the safety valve open, both brake circuits interact and the redundancy of the two brake circuits is lost. In this case, it is favourable to make the return spring force relatively large. This prevents the pressurising medium from a brake circuit with a leaky valve from overflowing into the other brake circuit during an ABS braking with different pressure levels in the brake circuits.

(11) Brake circuit failure detection (BKA) can expediently be performed by comparing the plunger path with the pressure or motor current using the pressure-volume characteristic curve of the brake circuits or individual wheel cylinders. In the event of brake circuit failure outside the valve block (HCU), the leaky wheel cylinder circuit is appropriately separated by means of the corresponding intake/exhaust valve 15-18.

(12) Hydraulic connections 31, 32 lead from the working chambers 30a, 30b of the second piston-cylinder unit 26 to the hydraulic connections 11, 12 or the brake circuits BK1, BK2, wherein one of the aforementioned switching valves or safety valves 33, 34 is arranged in each connection 31, 32, with which the brake circuits BK1, BK2 subjected to brake pressure by the double-stroke piston 29 can be separated. In addition to valves 33, 34, provision can be made for an additional valve in one of the brake circuits. This means that a redundant valve is available in this brake circuit in the event of a brake circuit failure, and the braking force amplification in the other circuit remains intact.

(13) A hydraulic connection 35 leads from the working chambers 30a, 30b of the double-stroke piston 29 to the reservoir 7. Non-return valves SV1, SV2, which are assigned to the working chambers 30a, 30b and close to the reservoir, are arranged in this hydraulic connection. The hydraulic lines 31, 32 originating from the working chambers 30a, 30b are connected via a connecting line 40. A normally closed switching valve VF is arranged in this connecting line 40. In addition, closing non-return valves Ru1, RU2 are arranged in lines 31 and 32 to the wheel brakes. In this case, the non-return valves Ru1, RU2 are (as viewed from the direction of working chambers 30a, 30b of the second pressure source or piston-cylinder arrangement) arranged in the hydraulic lines 31 and 32, respectively, one circuit 31 (BK1) in front and the other circuit 32 (BK2) behind the opening of the connecting line 40; in other words, line 40 flows between valve Ru1 and valve 33 into line 31, and between working chamber 30b and valve RU2 into line 32. Thus, during the return stroke of the double-stroke piston, the volume can flow out of the working chamber 30b via the open valve VF into the hydraulic line 31 and the valve 33 thereby the brake circuit BK1, which is particularly important when the other brake circuit fails and the valve MV described in detail below is closed. Outflow into the working chamber 30a is prevented by the non-return valve Ru1. At least one of the non-return valves Ru1, RU2 can be combined with the switching valve VF in a valve device or a structural unit, as is shown in detail in FIG. 1a with respect to Ru1. Optionally, provision can also be made for a second connecting line 40b between the lines 31, 32 upstream of the valves 33, 34 (as viewed from the direction of the second pressure source), into which an additional normally closed switching valve MV is connected, for separating the hydraulic circuits. During volume conveying, e.g. during pressure build-up, both brake circuits 31, 32 or BK1, BK2 are supplied with the valve MV open. If a brake circuit fails, the valve MV can be closed, which means that only the intact brake circuit is supplied. A line 35 leads from line 32 (or optionally from 31) to the reservoir 7 from a branch in front of the non-return valve. An additional normally closed switching valve AV2 is (optionally) arranged in this. When the switching valve AV2 is open, the second pressure source or the double-stroke piston can be switched to a return stroke during the braking or ABS function, without volume being conveyed into brake circuit BK1 or BK2 during the return stroke. This means that the pressure in the brake circuits can be reduced both in multiplex mode (MUX) and without MUX, in particular in the case of μ-step when volume conveying is insufficient for pressure reduction with the double-stroke piston 29.

(14) If the double-stroke piston is not in the optimal forward position for pressure reduction, the piston can be moved into the forward stroke end position by means of the valve device, in particular by opening the piston valves (VF, AV2), so that it can absorb the full volume during pressure reduction or return stroke. Valves 33 and 34 are closed.

(15) In order to balance the pressures in the brake circuits, pressure compensation, which is not permitted to act in the case of a brake circuit failure, can be produced by a valve device (VF and MV) during pressure build-up and pressure reduction. In this case, valve MV is closed when valve VF is open.

(16) In some circumstances, it may also be advantageous to make provision for the second piston-cylinder unit (plunger) to have two working chambers in a tandem arrangement. In the inventive solution, the piston-cylinder unit 26 serves, as it were, for the brake pressure build-up and brake pressure reduction, for the realisation of the ABS and traction control, as well as assistance functions. By means of the electromotive drive, these functions can also be improved by means of finely dosed pressure control with variable pressure increase velocities and, in particular, pressure loss velocities. Both the valves and hydraulic lines must be designed with the lowest amount of flow resistance possible, so that advantageously the fastest possible pressure build-up and pressure reduction can be realised by means of the piston-cylinder system. This ensures that the piston-cylinder system or the piston speed alone determines the pressure build-up and pressure reduction speed. It is advantageous to use pressure-compensated seat valves or gate valves with low temperature dependence and a short switching time. Operation in multiplex and the resulting advantages are described in detail in the applicant's German patent application DE 10 2005 055751.1, to which reference is hereby made for a more detailed explanation.

REFERENCE LIST

(17) 1 Brake pedal

(18) 1a Pedal tappet

(19) 1b Elastic mechanism or element

(20) 2 Piston (DK)

(21) 2a Working chamber or pressure chamber

(22) 2b Working chamber or pressure chamber

(23) 3 First pressure source or piston-cylinder unit

(24) 4 Piston (SK)

(25) 5 Spring

(26) 6 Spring

(27) 7 Reservoir

(28) 8 Hydraulic line

(29) 9 Hydraulic line

(30) 10a Path sensor

(31) 10b Path sensor

(32) 11 Hydraulic line

(33) 12 Hydraulic line

(34) 13 Isolation valve

(35) 14 Isolation valve

(36) 15 2/2-way solenoid valve

(37) 16 2/2-way solenoid valve

(38) 17 2/2-way solenoid valve

(39) 18 2/2-way solenoid valve

(40) 20 Hydraulic line

(41) 21 Path simulator

(42) 22 Throttle

(43) 23 Switching valve

(44) 24 Path or rotary sensor

(45) 25 Intensifier device

(46) 26 First pressure source or piston-cylinder unit

(47) 27 Electromotive drive

(48) 28 Transmission

(49) 29 Double-stroke piston (DHK) or plunger piston

(50) 30a Working chamber

(51) 30b Working chamber

(52) 31 Hydraulic line or connection

(53) 32 Hydraulic line or connection

(54) 33 Switching valve

(55) 34 Switching valve

(56) 35 Hydraulic line

(57) 36 2/2-way solenoid valve

(58) 37 Non-return valve

(59) 38 Pressure sensor

(60) 40 Hydraulic line or connection

(61) 40b Hydraulic line or connection

(62) AV Exhaust valve

(63) AV2 Switching valve

(64) BK1 Brake circuit 1

(65) BK2 Brake circuit 2

(66) EV Intake valve

(67) R Return line

(68) RV Non-return valve

(69) RV1 Non-return valve

(70) RV2 Non-return valve

(71) SV1 Non-return valve

(72) SV2 Non-return valve

(73) MV Switching valve

(74) VF Switching valve