Brake system for automotive vehicle
US 8366203 B2
公开号US8366203 B2
发布类型授权
专利申请号12/897,971
公开日2013年2月5日
申请日期2010年10月5日
优先权日2007年4月9日
公告号US20110025120
发明者John P. Joyce
Assignee Ford Global Technologies
Ford Global Technologies, Llc
美国分类303/20
303/115.5
303/113.1
303/11
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国际分类号B60T13/16
合作分类B60T2270/604
B60T1/10
B60T7/042
B60T13/161
学会放下B60T8/4081
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参考文献专利引用(20)
非专利引用(2)
外部链接美国专利商标局(USPTO)网名男两个字
美国专利商标局(USPTO) 专利转让信息
欧洲专利数据库(Espacenet)
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摘要
A brake system for an automotive vehicle includes a controller for operating friction and powertrain braking subsystems so that hydraulic pressure to the friction brakes is minimized during powertrain braking, while at the same time emulating the driver-interface operating characteristics of a pure friction-braking system during all operating conditions.
汽车的制动系统包括一个制动操作装置和刹车动力转动系统以便在制动的时候液压压力到制动器是最小的，然而同时模拟在所有操作条件下程序接口控制一个纯摩擦制动系统的特征
BACKGROUND
背景
1. Field of the Invention
发明领域
The prent invention relates to a vehicular system for applying both friction and powertrain braking, while maintaining operational characteristics typical of friction-only braking systems.
本发明涉及一种车载系统施加摩擦和动力制动，同时保持仅摩擦制动操作的典型特征的系统2. Disclosure Information炖鳕鱼
披露信息
Hybrid electric vehicles typically u regenerative braking to achieve enhanced fuel economy. When the vehicle's operator calls for braking, either by releasing the accelerator, or by stepping on the brake, the vehicle may be braked either regeneratively, or by friction brakes, or both. It would be desirable to provide a braking system having relatively invariant respon characteristics, so that the vehicle's operator experiences braking performance as a consistent event, independent of the particular mix of friction and regenerative braking prevailing during any particular braking event.
混合动力电动车通常使用再生制动来提高燃油的经济性。当车辆的驾驶员需要刹车时，通过释放加速踏板或者踩下制动踏板，车辆也许停着或者再生地，或者通过摩擦制动器，或者两者。提供一种相对不变的响应特性的制动系统是可取的，以便车辆驾驶员感受到制动表现是始终如一的，独立于特定的混合摩擦和再生制动盛行在任何特定的制动事件。SUMMARY
摘要
According to an aspect of the prent invention, a brake system for an automotive vehicle includes a number of friction brake modules associated with a plurality of road wheels, and a master cylinder having an input device activated by the operator of a vehicle. At least one isolation valve lectively permits high pressure brake fluid from the master cylinder to actuate the friction brake modules. A compliance and brake application subsystem interpod between the master cylinder and the friction brake modules includes a signal chamber fluidically connected with the output of the master cylinder, with the signal chamber having a movable piston having a first side subject to hydraulic pressure from the master cylinder and from a hydraulic pump, and a cond side subject to hydraulic pressure from both the hydraulic pump and a resilient element pressing upon the cond side of the movable piston. The cond side of the movable piston partially defines a working chamber.
根据本目前本发明的一方面，汽车的制动系统包括若干与几个车轮相关的制动模块和一个被车辆驾驶员控制输入设备的主缸。至少一个隔离阀有选择性地允许高压制动液使主缸来驱动摩擦制动模块。一个合规的制动应用系统被设置在主缸和包含于主缸液体输出相连的信号室发热摩擦制动模块，信号室有一个一侧从主缸和液压泵受到液压压力的可移动活塞，而另外一侧受到来自液压泵和一个弹性元件的液压压力。可动活塞的第二侧部分定义一个工作腔。
According to another aspect of the prent invention, a controller determines the total amount of bra
king desired by the vehicle operator bad upon at least the operator's activation of the master cylinder, with the controller applying the friction brakes with high pressure fluid from the hydraulic pump, and with the controller also lectively providing brake fluid to the signal chamber and the working chamber so that the operating characteristics of the master cylinder and input device emulate a master cylinder and input device ud with an operator-applied friction braking system.
根据本发明的另一个方面，控制器所需的总制动量由车辆操作员至少根据操作者的操作的
主缸确定的，控制器将来自液压泵的高压液体应用到摩擦制动上，并且控制器也可以有选择性的提供制动液到信号室和工作室以便主缸的操作特性和主缸的输入设备的模拟以及输入设备通过一个操纵应用摩擦制动系统使用。
According to another aspect of the prent invention, a brake system is operable in at least a first state in which an input device is in a braking request mode and neither the master cylinder nor the hydraulic pump apply positive pressure to the friction brake modules, and a cond state in which the input device is in a braking request mode and the hydraulic pump applies positive pressure to the friction brake modules.
根据本发明的另一方面，一个制动系统至少在一个第一状态的输入设备是在一个制动请求模式下是可
操作的，无论是主缸和液压油泵应用正压到摩擦制动模块，和第二个状态的输入设备是在一个制动请求模式和水力泵适用于正压力对摩擦制动模块。
It is an advantage of the prent system that a vehicle operator will experience consistent brake pedal performance, or feel, whether a vehicle is being braked regeneratively, or with friction brakes, or both.
本系统的优势是车辆驾驶员体验到始终如一的制动踏板的性能或者感觉，无论车辆是重复踩刹车，摩擦制动或者两者兼而有之。
DESCRIPTION OF DRAWINGS（附图描述）
FIG. 1 is a schematic reprentation of a braking system according to an aspect of the prent invention.
FIG. 2 is similar to FIG. 1, and is also schematic reprentation of a braking system according to an aspect of the prent invention.
FIG. 3 is a third schematic reprentation of a braking system according to an aspect of the prent invention.
DESCRIPTION OF INVENTION
发明说明书
As shown in FIG. 1, brake system 10 us at least one operator-activated input device. As ud in this context, the term “operator” means a human driver or motorist. In the illustrated embodiments, the input device is a brake pedal, 14. Tho skilled in the art will appreciate in view of this disclosure that other types of operator-activated input devices could be ud, such as an accelerator pedal, or other types of manual or motorist-programmable controls. Brake system 10 includes not only friction braking, but also a powertrain braking subsystem, 64, which may be configured as either a regenerative, or non-regenerative electric or fluidic, or other type of powertrain braking system known to tho skilled in the art and suggested by this disclosure.
如图一所示，制动系统10至少由一个操作员控制的输入设备使用。在这种情况下，术语“操控者”是指人类实际或开车的人。在插图中看到，输入设备是制动踏板14.本领域技术员针对这一披露，其他形式的操纵输入设备可以用来激活如油门踏板或其他类型的手动或司机编程控制。制动系统10不仅包括摩擦制动，也是一种动力制动子系统，64，可配置为一个再生，或非再生电或液体或者动力制动系统，本领域技术人员所熟知的其他类型的信息披露的。
Brake pedal 14 actuates a dual hydraulic master cylinder, 18, feeding two hydraulic circuits. Master cylinder 18 has two nsors, 22 and 26. Sensor 22 is a pedal position nsor, and nsor 26 is a hydraulic pressure nsor. Either or both nsors, or yet other types of nsors may be employed to notify controller 62 that the motorist desires braking.
制动踏板14驱动双液压主缸18给两个液压回路压力。主缸18有两个传感器22和26.传感
器22是油门踏板位置传感器，传感器26是液压压力传感器。一方或双方的传感器，或其他类型的传感器可以用来通知控制器62按照驾驶员的意愿而制动。玩怎么写
Fluid leaving master cylinder 18 moves toward antilock unit 38. During normal operation, however, fluid is blocked from reaching ABS unit 38 by auxiliary isolation valve 30 and principal isolation valve 34, which are normally open valves. In the event that operation of the electronically boosted portion of the prent braking system becomes compromid, valves 30 and 34 will remain open, and working chamber valve 66 will be clod, thereby allowing fluid to proceed directly from master cylinder 18 to ABS unit 38 and friction brake modules 42. Valves 66, 70, 78, and 90 are all shown in FIGS. 1-3 as normally-clod valves. Tho skilled in the art will recognize that some or all can be replaced by normally-open valves to optimize a design—particularly in consideration of potential failure modes and to support evacuation and filling of the brake system during vehicle asmbly.
液体离开主缸18向防抱死装置38流动。在正常操作过程中。然而，流体无法到达ABS装置38 通过辅助隔离阀30和主隔离阀34，这是常开阀。在事件被触动时，本制动系统的电子部分的操作变得妥协，阀30和34将保持打开状态，工作腔阀66将被关闭，从而允许流体从主缸18直接进行到ABS单元38和摩擦制动模块42。阀66，70，78，和90都示于图1-3为常闭阀。那些本领域的技术人员意识到，一些或所有可以被替换为常开阀通过优化
设计，特别考虑到潜在的失效模式、支持模式和灌装模式的制动系统。
As further shown in FIG. 1, a first embodiment of the prent system also includes a compliance brake application subsystem, including signal chamber, 46, which is connected with the output of master cylinder 18. Signal chamber 46 has an moveable piston, 50, with a first side, 50a, subject to hydraulic pressure from master cylinder 18, as well as pressure from pump 82, which is driven by motor 86. A cond side, 50b, of piston 50, is subject to hydraulic pressure from pump 82, as well as spring 58, which functions as a resilient element. In esnce, moveable piston 50 modulates brake pressures in the circuits connected with chambers 46 and 54.
如图一中所示，本系统的第一个体现也包括一个合规的制动子系统，包括与主缸18的输出相连接的信号室46. 信号室46有一个可移动的活塞50，其第一侧50A受到来自主缸18液压压力，以及从泵82的压力，这是由电动机86驱动的。活塞50的第二侧50B，受泵82
液压压力，以及弹簧58，它的功能是作为一个弹性元件。在本质上，可移动的活塞50调
节制动压力在电路中与室46和54.
During operation of the prent system concurrently with powertrain-only braking, valves 30 are 34 clod, and working chamber valve 66 is open. This allows pump 82 to withdraw fluid from working chamber 54. Opening low pressure valve 70 allows pump 82 to withdraw fluid from accumulator 74. Pump 82 can provide fluid to either accumulator 74, if compliance valve 78 is open, or to master cylinder 18 and signal chamber 46. Becau pump 82 is able to draw fluid from working chamber 54, it is possible to bring the hydraulic pressure in the circuit connected to principal isolation valve 34 to zero. While operating in this manner, pressure increas within working chamber 54 are controlled by principal isolation valve 34, whereas pressure decreas are controlled by working chamber valve 66.
在本系统操作期间，动力只用于制动，阀30和阀34关闭，并且工作室阀66打开。这允许泵82从工作室54里退出液体。开启低压阀70允许泵82推出来着蓄能器74的液体。泵82可以提供液体到蓄能器74，如果符合阀78被打开，或者主缸18和信号室46.因为泵82能从工作室54推出液体，它可以使液压压力在电路连接到主隔离阀34时到零。在这种方式操作下，工作室54液压压力增长是由主隔离阀34控制。而压力下降是由工作腔控制阀
66控制。
Becau the hydraulic pressures acting on both sides of piston 50 are controlled by system controller 62, the operating characteristics of master cylinder 18 and brake pedal 14 emulate a master cylinder and input device typically ud with an operator-applied friction braking system. In other words, the mechanical feel of the brake pedal, while the system is operating in a full powertrain braking mode is indistinguishable from the feel of a conventional friction braking system.
因为作用在活塞50两侧的液压压力是由系统控制器62控制的，其操作特点是主缸18和制动踏板14模拟一个主缸和输入设备被用于操作者施加施加摩擦制动。换句话说，制动踏板的机械感觉，当系统在全动力自动的操作模式和传统的摩擦制动系统的感觉是没有区别的。智清长老
When sufficient powertrain braking is not available to meet demand, controller 62 will direct pump 82 to push fluid through principal isolation valve 34 to ABS unit 38.
在足够的动力制动不能满足需求时，控制器62将直接泵82推动液体通过主隔离阀34到达ABS装置38。
刚强的近义词The embodiment of FIG. 1 includes two check valves, 100, and 101. Check valve 100 can rve three functions. When valve 78 is open, check valve 100 assures that accumulator 74 is filled with flu
id from pump 82, and not fluid from master cylinder 18. This is important becau the braking system can maintain a constant master-cylinder brake pressure, while changing the pressure difference between chambers 46 and 54, thus lowering pressure in some or all of the brakes 42, depending on inclusion of an isolation piston, and isolation piston valve shown at 200 and 204, respectively in FIG. 1. Check valve 100 also keeps fluid from flowing into accumulator 74 if valve 78 fails or leaks. Finally, check valve 100 damps pressure disturbances from pump 82. Check valve 101 enhances the robustness of the prent braking system by handling any incidental leak or failure of valve 70. If there is a power loss or other general system impairment, normal feel of pedal 14 will be prerved, becau fluid will not be pushed into accumulator 74. Isolation piston 200 and isolation piston valve 204 are important becau they permit regenerative braking with a diagonal split braking system in which the hydraulic brakes are divided diagonally into two circuits, with, for example, the left front and the right rear brake hydraulics being interconnected. If the pressure falls off within either circuit, piston 200 will bottom out, allowing pressure to be developed within the remaining circuit.
图1的实施例中包含两个止回阀100和101。子会发110 可以作为三个功能。当阀78打开，止回阀100保证蓄电池74被填满的液体都是来自泵82，而不是液体来自主缸18。这很重要，因为制动系统可以保持一个恒定的主缸制动压力，而改变压力室46和54的压力差，
降低部分或全部制动器42压力取决于一个隔离活塞夹杂物和隔离活塞阀200和204，分别
在图一中。止回阀100也保持液体流进蓄电池74如果阀78失败或泄漏。最后，止回阀
100压力扰动抑制泵82。止回阀101提高了制动系统处理任何附带泄漏或70阀故障的鲁棒性。如果有电力损失或其他系统损害，脚踏14的正常感觉会被保存下来，因为液体不会被推到蓄能器74。隔离活塞200和隔离活塞阀204是重要的因为它允许一个对角线防抱死制
排风藤
动系统，液压制动分为两个电路与对角，再生制动，例如，左前和右后制动液压系统互联。如果压力下降或者电路，活塞200将降到底部，允许压力开发剩余的电路。
In the embodiment of FIG. 2, pressure increa valve 90 is arranged to provide an additional path to increa pressure to working chamber 54. This isolates master cylinder 18 from pressure disturbances which could originate from pump 82
