Electronically Controllable Vehicle Braking System for a Motor Vehicle

The present invention relates to an electronically controllable vehicle braking system for a motor vehicle with a cylinder/piston arrangement providing a brake fluid, which, by actuating a brake pedal, is caused to provide brake fluid acting on the brake of the motor vehicle, with the cylinder/piston arrangement being connectable with a pump arrangement and a pressure accumulator with the pressure accumulator having a housing which comprises a fluid connection for a fluid flowing into and out of the housing as well as a spring arrangement against whose force brake fluid flowing through the fluid connection is acting, characterised in that at least one part of the spring arrangement is formed by at least one part of the housing wall.

The invention also relates to a pressure accumulator, in particular for such an electronically controllable vehicle braking system comprising a housing, a fluid connection for fluid flowing into and out of the housing, as well as a spring arrangement against whose force brake fluid flowing in through the fluid connection is acting.

From the state of the art pressure accumulators are known which are designed as gas piston accumulators, as gas diaphragm accumulators or as gas multilayer diaphragm accumulators or as spring piston accumulators. Such pressure accumulators are schematically depicted in FIGS. 1a, 1b, 1c and 1d, respectively. In the variants shown in FIGS. 1a to 1d the usable volume at 20.degree. C. is identical. As is apparent, the respective size varies considerably. In addition, problems exist in the case of gas-filled pressure accumulators with respect to the temperature dependency and the tightness over the endurance performance. In the case of gas multilayer diaphragm accumulators, further drawbacks are their considerable weight and high costs. In the case of spring piston accumulators the problem exists in the wear of the seal between the cylinder and the piston.

The invention is based on the object to provide a pressure accumulator, in particular for the initially mentioned vehicle braking system, which does not have these drawbacks.

In order to solve this problem, at least one part of the spring arrangement is formed by at least one part of the housing wall.

In this manner, a considerable weight saving is achieved on the one hand. On the other hand, the integration of two functions (storage of potential energy and enclosing of the fluid) in a single component enables a considerable simplification of the overall arrangement. Moreover, seals which can wear due to friction are avoided.

The part of the spring arrangement which forms a part of the housing wall is preferably at least sectionally formed by bellows, preferably consisting of metal.

In order to obtain a pressure level which is as high as possible, a further part of the spring arrangement acts parallel to the spring arrangement which is formed by a part of the housing wall, which is preferably arranged inside the housing. This further part of the spring arrangement can be designed as a coil, elastomer or spiral spring or as a disk spring pack. There is also, however, the possibility to arrange the further part of the spring arrangement outside of the housing, for example, surrounding the housing.

The further part of the spring arrangement is preferably formed by a spring element which pulls two rigid wall sections of the housing towards each other. For this purpose, the spring element is preferably designed as a compression spring. It is, however, also possible to design the spring element as a tension spring. If the spring element is designed as a compression spring, it is preferably clamped between a first housing wall and an intermediate wall which is connected with a second housing wall. The spring element thereby bears against the first housing wall via a bolt whose effective length is adjustable and which protrudes through the intermediate wall. Thereby, the intermediate wall is part of a sleeve which is connected with the second housing wall.

Further advantages, properties and possible modifications will become apparent from the following description of the figures.

FIGS. 1a to 1d show different pressure accumulator variants according to the state of the art.

FIG. 1e shows an embodiment of the inventive pressure accumulator in a size comparison to scale with the known arrangements according to FIGS. 1a to 1d.

FIG. 2 shows an inventive pressure accumulator as an enlarged schematic representation.

FIG. 3a is a schematic representation of an embodiment of an vehicle braking system pressure accumulator according to the invention, with a tension spring internal to the housing.

FIG. 3b is a view similar to FIG. 3a, except schematically illustrating the tension spring outside the housing.

FIG. 4 is a simplified schematic representation of an electronically controllable brake system according to the invention.

FIG. 1a shows a gas accumulator with a housing 10 which is divided into two compartments by a movable diaphragm (not shown). A first completely enclosed compartment I contains pressurised gas. A second compartment II can be subjected with pressurised fluid through a fluid connection. As soon as the pressure of the fluid applied to the fluid connection 12 is higher than the gas pressure in the first completely enclosed compartment I, the diaphragm is displaced so that this first compartment I is reduced in size and the fluid penetrates into the second compartment II. FIG. 1b shows a known pressure accumulator wherein the diaphragm is designed as a multilayer diaphragm 14. This multilayer diaphragm 14, however, is very expensive. However, it is able to at most double the life of the arrangement compared to an arrangement with a single-layer diaphragm.

The problems with respect to the temperature dependency are not solved therewith.

FIG. 1c shows a gas piston accumulator wherein a piston 16 is arranged in an axially movable manner within a cylinder which simultaneously forms the housing wall 10. The piston 16 encloses a compartment I which is filled with pressurised gas in the same manner as with the diaphragm 14. The problem with this arrangement is that under continuous operation the seals 18a, 18b are subject to the risk of wear and ageing. Moreover, in this case too, there is the problem of the temperature dependency due to the gas filling of the first compartment I.

FIG. 1d shows a spring piston accumulator wherein a coil spring 20 is arranged in lieu of the gas filling which bears on the piston 16. This, in fact, solves the problem of the temperature dependency. However, the problem of ageing and wear of the seals 18a, 18b still exists.

In addition, the drawings clearly show the considerable space requirement of the spring piston according to FIG. 1d, for example, as compared to the gas accumulator according to FIG. 1a.

Surprisingly, the inventive design makes it possible to achieve a space requirement which is only neglibly above the space requirement of the gas pressure accumulator according to FIG. 1a, with identical storage volumes for brake fluid being assumed. This is illustrated by the size comparison to scale between FIGS. 1a to 1d on the one hand and FIG. 1e (inventive pressure accumulator) on the other hand.

Nevertheless, the inventive pressure accumulator is not (or) hardly temperature-dependent and, due to the lack of moving seals, has no wear problems.

FIG. 2 shows an embodiment of an inventive pressure accumulator with a housing 10, a fluid connection 12 for fluid flowing into and out of the housing 10 and a spring arrangement 30a, 30b, against whose force brake fluid flowing through the fluid connection acts. One part of the spring arrangement 30a, 30b is formed by a part of the housing wall of the housing 10. This part of the spring arrangement 30a, which forms a part of the housing wall, is formed by metal bellows. Inside the housing, a further part of the spring arrangement, i.e. the coil spring 30b, is connected so as to act parallel to same.

The housing 10 comprises two rigid wall sections 32, 34 which in the shown embodiment close the end faces of the cylindrical bellows. The fluid connection 12 is provided in the one wall section 34.

The two wall sections 32, 34 are firmly and pressure-tightly connected with both ends of the metal bellows 30a so that a totally closed compartment is obtained. The first rigid housing wall 32 is provided with a threaded flange 36 at its inside, into which a threaded bolt 38 is screwed. A tubular sleeve 40 bears against the second housing wall, whose axial length is dimensioned in such a manner that it essentially overlaps the entire space between the first and the second housing wall 32, 34. At its side facing towards the first housing wall 32 the sleeve 40 comprises a cover which serves as an intermediate wall 42 through which the threaded flange 26 protrudes so that it forms an annular gap 44. The spring element 30b is accommodated as a biased compression spring between the intermediate wall 42 and a head 38a of the threaded bolt 38. The bias of the spring element 30 can be adjusted by means of the threaded bolt 38.

At its side facing towards the second housing wall 34 the sleeve 40 comprises an outwardly facing annular collar 46 which is accommodated via a retaining ring 48 in the circumferential rim 50 of the second housing cover 34.

For installation, a preassembled unit consisting of the first housing wall 32 and the bellows 30a is inserted into the sleeve 40 (with the retaining ring 48) and the spring 30b fitted. The spring 30b is urged against the intermediate wall 42 by means of the threaded bolt 38. Subsequently, the second housing cover 34 is welded to the rim element 50 so that they form a strong connection capable of being subjected to pressure.

The spring element in the vehicle braking system pressure accumulator is preferably designed as a compression spring, that is a spring which is placed under compression as the brake fluid flows into the accumulator. This is the case with the embodiment of the invention illustrated in FIG. 2 and described above. It is, however, also possible to design the spring element as a tension spring, that is, with a spring element that is placed in tension when brake fluid flows into the accumulator. This is illustrated in FIG. 3a, in which a vehicle braking system pressure accumulator is generally indicated at 52. The accumulator 52 has a bellows 54 forming a portion of the housing and acting as a part of a spring element. A further part of the spring element is a tension spring 56 that is disposed inside the bellows 54, and that acts parallel to the bellows 54. The tension spring 56 is placed in tension as fluid is directed into the accumulator 52, and acts to urge the two rigid endwall sections of the accumulator 52 towards each other.

Another embodiment of a vehicle braking system pressure accumulator is generally indicated at 58 in FIG. 3b. The accumulator 58 is generally similar to the accumulator 52 illustrated in FIG. 3a, except a tension spring 60 thereof is outside of the housing formed partially by bellows 62, for example, surrounding the housing.

FIG. 4 illustrates an electronically controllable vehicle braking system for a motor vehicle according to the invention, which is indicated generally at 75. The braking system 75 includes a cylinder/piston arrangement 77. A brake pedal 79 is connected to the cylinder/piston arrangement 77 so that, by actuation of the brake pedal 79, brake fluid is provided from the cylinder/piston arrangement 77 to act on a brake 81 of the motor vehicle. A pump arrangement 83 is provided, which is connectable with the cylinder/piston arrangement 77 and a pressure accumulator 85. The pressure accumulator 85 has a housing which comprises a fluid connection for a fluid flowing into and out of the housing and a spring arrangement against whose force brake fluid flowing through the fluid connection is acting. At least one part of the spring arrangement of the pressure accumulator 85 is formed by at least one part of the housing wall. Among the suitable embodiments of the pressure accumulator 85 are the pressure accumulators illustrated in FIGS. 2, 3a, and 3b, as discussed above.