Fluid-pressure and analogous brake systems – Speed-controlled – Having a valve system responsive to a wheel lock signal
Patent
1997-04-28
2000-07-11
Butler, Douglas C.
Fluid-pressure and analogous brake systems
Speed-controlled
Having a valve system responsive to a wheel lock signal
303900, 303901, 3031131, B60T 836, B60T 850, F16K 3106
Patent
active
060861649
DESCRIPTION:
BRIEF SUMMARY
PRIOR ART
The invention is based on a magnet valve for slip-controlled motor vehicle brake systems.
One such magnet valve is already known (German Patent Disclosure DE 42 34 749 A1) U.S. Pat. No. 5,496,100, which in slip-controlled brake systems of motor vehicles is disposed in a brake line between the master cylinder and the compression side of a high-pressure pump that pumps into the brake line, as described in the German Patent Reference DE 40 41 506 A1 U.S. Pat. No. 5,167,442. In ASR traction control, the magnet valve is switched into its closing position and the pressure limiting function is activated. Once the pump pressure exceeds the opening pressure of the valve, the seat valve moves counter to the force of the pressure limiting spring into the partly open position, so that pressure fluid can flow out to the master cylinder. Because the pump operation is pulsating, pressure surges arise in the downstream portion of the brake line and can cause irritating noise in the motor vehicle interior. The pressure surge, however, that occurs when the valve is switched off from the closing position to the open position, is especially irritating.
ADVANTAGES OF THE INVENTION
The magnet valve according to the invention has the advantage over the prior art that by the shaping of the valve seat, closing member and tubular portion of the outer valve tappet part at the transition of the seat valve from the closing position to the partly open position, a flow of pressure fluid into the gap space is brought about, which causes a dynamic pressure there that is transmitted through the pressure fluid conduit into the control chamber and exerts a force on the magnet armature which counteracts the hydraulic opening force and thus greatly slows down the process of opening of the seat valve to the open position, As a result, the volumetric flow of pressure fluid through the seat valve can increase only in throttled fashion, so that at most a highly attenuated pressure surge becomes operative in the downstream portion of the brake line. Hence the noise behavior of the brake system upon shut off of the magnet valve is greatly improved. But even with effective pressure limitation, a considerable reduction in noise is attained by the flow stabilization resulting from a defined flow guidance.
Further advantageous features of and improvements to the magnet valve disclosed herein are possible with the provisions recited hereinafter.
Suitable forms for the seat valve region are disclosed. These forms can be achieved at little production cost.
With the provision recited herein, a safe transmission of pressure to the control chamber is achieved.
From a technical production standpoint, skewed positions between the magnet armature and the valve tappet can be tolerated since they do not impair the tightness of the pressure fluid conduit.
The further embodiment of the invention disclosed herein is advantageous because as a result in a simple way a separation in terms of pressure of the control chamber from the valve dome interior toward the tappet is created.
BRIEF DESCRIPTION OF THE DRAWINGS
One exemplary embodiment of the invention is shown in simplified form in the drawing and described in further detail in the ensuing description. FIG. 1 is a longitudinal section through a magnet valve; FIGS. 2 and 3 show flow courses in the seat valve region, marked X in FIG. 1, of the valve as the valve assumes its open position (FIG. 2) and its partly open position (FIG. 3).
DESCRIPTION OF THE EXEMPLARY EMBODIMENT
The magnet valve 10 shown in FIG. 1, with pressure limitation, is intended for use in slip-controlled brake systems of motor vehicles. The magnet valve 10 has a valve housing 11, which is meant to be received in a valve block, not shown, and is solidly joined to a yoke disk 12. The valve housing 11 is continued outward, past the yoke disk 12, in the form of a pole core 13. A closed, tubular valve dome 14 is mounted on the pole core 13. It is tightly joined to the pole core 13 by welding. Remote from the pole core, the valve dome
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Hohl Guenther
Huebner Hans-Peter
Mittwollen Norbert
Oehler Martin
Butler Douglas C.
Greigg Edwin E
Greigg Ronald E.
Robert & Bosch GmbH
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