JP2007519565A - Braking force generator for vehicle hydraulic brake system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking force generator (10) for a hydraulic brake system for a vehicle.
A braking force generator (10) for a hydraulic brake system of a vehicle can be connected to or connected to a brake pedal (P) and can be displaced in a base housing of the braking force generator (10). Input element (14), master cylinder in which primary piston (64) is movably guided to generate hydraulic braking pressure, pedal reaction force simulator (106) that can be connected to force input element (14), pedal A pedal actuation detection device (150) for detecting the actuation of the engine, and an actuation force generator for exerting an actuation force on the primary piston (64). The operating force generator includes a control valve (22), a chamber device (16), and an electromagnetic actuator (48). The chamber device (16) is movable from the vacuum chamber (30) and the vacuum chamber (30). Designed to have a working chamber (32) separated by a wall (28) and fluidly connectable to a vacuum chamber (30) by a control valve (22), the control valve (22) being detected Can operate according to the operation of the pedal.
[Selection] Figure 3

Description

  The present invention relates to a braking force generator. The braking force generator is a master cylinder that can be connected to or connected to a brake pedal and that is displaceable in a base housing of the braking force generator, and a master cylinder in which a primary piston is movably guided. A master cylinder designed to define a primary pressure chamber together with the master cylinder for the primary piston to generate brake fluid pressure, a pedal reaction force simulating device that can be connected to a force input element, and to detect pedal operation A pedal actuation detection device; and an actuation force generator that generates an actuation force applied to the primary piston.

  At present, the conventional brake system generates a brake hydraulic pressure acting on a vehicle wheel brake mainly by a master cylinder. For this purpose, an actuation force generated in response to the actuation of the brake pedal by the vehicle driver must begin to be applied to the master cylinder. To improve operational comfort, the brake pedal actuation force required to decelerate the vehicle as desired can be kept low enough for each driver to properly brake the vehicle without effort. Usually, the actual brake pedal force is increased at a predetermined rate by a brake booster. Such a brake system with a brake booster is known, for example: German Patent DE 44 05 092.

  The disadvantageous effect of these brake systems is that hydraulic action is always exerted at the wheel brakes due to the action the driver exerts on the brake pedal. This is not a problem as long as it assists in the braking situation. However, as soon as the driver reacts incorrectly to the actual braking situation, for example by adjusting the brake pressure too much or too little, the braking performance of the vehicle, in particular the braking distance and stability, is adversely affected. This, in the worst case, leads to an accident.

  Currently, modern vehicle control systems (ABS, ESP, TC, etc.) can determine optimal braking force requirements within physical limits from the instantaneous driving conditions of the vehicle and thus optimize braking operation. However, prior to this, it is necessary to prevent the driver from applying the direct effects mentioned above to the braking pressure. Furthermore, it has begun to be considered that it is unacceptable for the driver to sense the vibration of the vehicle control system at the brake pedal, for example the repeated vibration at the brake pedal when the ABS is activated.

In order to meet these requirements associated with the vehicle control system, in modern brake systems, the brake pedal is usually disconnected from the braking force generator. In such a case, actuation of the brake pedal is only used to convey that the driver needs deceleration. For example, the actual braking force generation for operating the master cylinder is in this case carried out by a separate braking force generator, i.e. exclusively on the basis of control data of the electronic control unit. Thus, for example, it is possible to check in advance whether the desired deceleration of the vehicle exceeds the physical limits that act instantaneously with respect to the braking distance and vehicle stability determined by the vehicle control system (ABS, ESP, TC, etc.). . At the same time, the control unit, of course, compensates for improper deceleration adjusted by the driver in order to minimize the stopping distance in emergency situations by adjusting a relatively high braking pressure. Such a system is described, for example, in the prior art according to EP 1 070 006. However, such a brake system is relatively cost intensive to manufacture and guarantees considerable equipment costs in order to ensure reliable braking operation even if the braking force generating means fails.
German Patent No. DE44 05 092 European Patent No. EP1 070 006

  The object of the present invention is therefore the above, which is relatively simple and economically designed but very reliable and guarantees a reliable braking effect even if individual components fail. It is to provide a braking force generator of the kind described.

  This object has the characteristics described above, further comprising a control valve, a chamber device, and an electromagnetic actuator, the chamber device being separated by a vacuum chamber and a wall movable from the vacuum chamber, and Designed to have a working chamber that can be fluidly coupled to the vacuum chamber by a control valve, the control valve obtaining a pressure difference that determines the actuation force between the working chamber and the vacuum chamber; This is achieved by a braking force generator that is actuated by the electromagnetic actuator according to the detected pedal actuation.

  In the braking force generator according to the present invention, in a normal operating situation, the strength of operation of the brake pedal determined by the vehicle driver is detected via the force input element, and the pedal exerted on the brake pedal by the driver is detected. The operating force is exerted on the primary piston only by the operating force generator without using the operating force. In accordance with the invention, just as in the prior art according to EP 1 070 006 described above, the operating force exerted on the primary piston in normal operating situations is the pedal operating force exerted on the force input element. Is generated by mechanical separation. However, the actuating force generator used for this purpose in connection with the present invention is not designed as a separate hydraulic system. Such a separate hydraulic system requires significant additional technical costs, and in addition to being overly expensive, is more likely to fail. Rather, the braking force generator according to the present invention is realized by a chamber device as used in conventional pneumatic brake boosters to mechanically boost the pedal actuation force. Applicant recognizes that the principle of pneumatic brake booster, which is technically complete and economically available, can be used to generate the actuation force completely separate from the actuation of the pedal. For this purpose, the pressure difference between the vacuum chamber and the working chamber is adjusted by actuating the chamber device with a control valve according to the strength of actuation of the brake pedal, and thereby the operation communicated by the actuation of the pedal. Acting force acting on the primary piston is generated according to the requirements of the operator. This pressure differential then displaces the movable wall and thus displaces the primary piston.

  In order to be able to monitor the operating mode of the braking force generator according to the invention and to provide parameters for feedback of the response characteristics of the braking force generator according to the invention in a closed control loop, For example, the current position of the movable wall is detected by the position sensor. In this case, the position sensor may be an inductive design or a mechanical design. For example, if the position sensor is pressed against the movable wall with a biasing force and is designed as a contact that can detect the position of the movable wall at the time of displacement, it is simple, economical and reliable. Development is done.

  With respect to the pedal operation detection device, the pedal operation detection device includes a sensor for detecting an actual displacement of the brake pedal, in particular, a rotation angle sensor disposed on the rotation axis of the brake pedal. However, pedal actuation may be detected using sensors of different designs, such as sensors that detect translational movement of the force input element or sensors that detect pressure loads generated within the force input element.

  As is known from prior art pneumatic brake boosters, in the braking force generator according to the invention, a vacuum chamber for generating a vacuum is connected rheologically to an intake pipe or a vacuum pump of an internal combustion engine.

  As mentioned above, unlike conventional brake boosters, in the solution according to the invention the pedal operating force is transmitted to the primary piston in normal operating situations, i.e. in a fully functioning brake system. Not. Rather, it is necessary to generate an actuation force by an electromagnetic actuator. This actuator may thus take the form of a linear drive device or a rotary drive device that converts a rotational movement into a linear movement by means of a gear device, for example a ball screw drive device. In a preferred embodiment of the invention, the electromagnetic actuator includes a coil attached to the control valve housing and a magnetic armature that is displaceable relative to the coil by the coil. In this structural variant, it is possible to obtain a braking force generator that operates reliably and with low friction, is economical and can be positioned accurately.

  The central component of the braking force generator according to the invention is a control valve. According to the present invention, the control valve includes a control valve housing that is displaceable with respect to the base housing and a control valve element that is displaceable with respect to the control valve housing; A control valve sleeve provided with a sleeve sealing sheet that can be brought into sealing contact with the control valve element is further provided in the electromagnetic actuator, in particular the electromagnetic actuator. It may be designed to be connected to the armature. In operation, when the control valve element and the sleeve sealing sheet are in sealing engagement and at the same time the control valve element and the housing sealing sheet are separated from each other, the working chamber is fluidly connected to the vacuum chamber and the control valve element and the housing With the control valve element and the sleeve sealing sheet separated from each other at the same time as the sealing sheet is sealingly engaged, a pressure difference is generated between the working chamber and the vacuum chamber, so that the working chamber is separated from the vacuum chamber, Fluidly connected to the ambient atmosphere. Such a design of the control valve advances from the conventional design of the control valve used in the pneumatic brake booster and adapts its mode of operation to the solution according to the invention. In particular, the control valve sleeve and thus the sealing seat is lifted from the control valve element by an electromagnetic actuator rather than by a force input element, and a condition is created that creates a pressure difference between the vacuum chamber and the working chamber. Thus, in the working chamber, a pressure is generated that is higher than the pressure in the vacuum chamber, thereby displacing the movable wall in the chamber device and hence the control valve housing. Finally, the sleeve sealing seat also moves rearward and collides with the control valve element, so that an equilibrium condition occurs and the actual operating force is maintained. As the electromagnetic actuator, in particular the armature, is further displaced, a corresponding pressure difference is adapted, and thus after the displacement of the control valve housing, an adaptation is made corresponding to the operating force acting on the primary piston. When the driver finally releases the brake pedal completely and the pedal actuation force drops to a predetermined point, the electromagnetic actuator reacts accordingly, the armature moves and returns to the basic position, so that finally, The housing sealing seat is lifted from the control valve element. This updates the pressure balance between the working chamber and the vacuum chamber until the pressure is finally approximately balanced. In that case, the control valve housing likewise returns to its basic position, so that the actuation force is finally reduced to zero.

  During normal operation, i.e. to ensure that all components of the system are fully functional, there is no mechanical connection between the force input element or the elements connected thereto. Nevertheless, in order to be able to guarantee an emergency operating mode in which the driver can still properly brake the vehicle if one of the components fails, the following configuration is formed in the embodiment of the present invention. In particular, a safety gap is provided between the force input element and the components that actuate the control valve, in particular between the armature. If the armature is not displaced by the coil despite the operation of the brake pedal, this safety clearance is eliminated, so that the component that operates the control valve, in particular the armature, is operatively applied to the force input element. Connected. Also, further movement of the force input element caused by actuating the brake pedal is transmitted directly to the components that actuate the control valve, in particular to the armature and thus to the control valve housing. The safety clearance is never lost during normal operation, i.e. when the electromagnetic actuator reacts in a predetermined manner in response to the detected pedal operation, so that the force input element or components connected thereto are armatured. Alternatively, it is dimensioned so that it does not mechanically contact the components of the control valve housing.

  For example, in an operating state where the electrical operation of the electromagnetic actuator does not work correctly due to a failure of the pedal operation detection device, the electromagnetic actuator, in particular the armature, is in its basic position despite the driver operating the brake pedal. Stop. Thus, the force input element or the component connected thereto approaches the armature without causing a braking effect. If the brake pedal is pushed further, the safety clearance will eventually disappear. A force input element or a component connected to this element makes mechanical and operative contact with an electromagnetic actuator, in particular an armature, and displaces it. Thus, the valve sleeve is displaced, so that the sleeve sealing seat is lifted from the control valve element. However, this creates a pressure difference between the vacuum chamber and the working chamber, as described above, resulting in an actuation force. If the electromagnetic actuator does not work correctly, the braking force generator according to the present invention operates in the same manner as a conventional brake booster after the safety gap is eliminated.

  Even in operating situations involving a vacuum source failure, for example a separately designed vacuum pump failure, the braking force generator according to the invention can generate a braking force that is sufficiently high to brake the vehicle. In this situation, the chamber device remains inoperative. However, the device according to the invention makes the pedal operating force exerted on the force input element once the force input element is in mechanical contact with the primary cylinder after the safety clearance has been exceeded and, as a result, once the safety clearance has been eliminated. Is designed to be transmitted directly to the primary piston, thereby initiating a braking action. The actuation force exerted on the force input element by the driver is then transmitted directly to the primary cylinder.

  As explained above, the basic idea of the invention is that during normal operation, with all components of the brake system fully functioning, the primary disconnected from the pedal operating force during each braking operation. An operating force acting on the piston is generated. In order to enable the braking force generator according to the present invention with a compact design to generate a relatively high actuation force, the chamber device comprises a first chamber device and a second chamber device separate from the first chamber device. Designed as a chamber device, the first chamber device includes a first working chamber separated from the first vacuum chamber by a first vacuum chamber and a movable first wall. In this case, the second chamber device includes a second working chamber separated from the second vacuum chamber by a second vacuum chamber and a movable second wall. Furthermore, the first and second chamber devices can be pressurized by a control valve. In this regard, according to the invention, the movable first wall and the movable second wall are preferably firmly connected to each other for the purpose of moving in cooperation.

  In the above description of the present invention, it has been described several times that the force input element is not directly mechanically coupled to the actuating force generator. Nevertheless, the present invention provides such a known pedal reaction force simulating device in order to provide the driver with a familiar feeling that the brake system provides mechanical resistance to brake pedal actuation. To do. Such a pedal reaction force simulating apparatus may be arranged, for example, in the immediate vicinity of the force input element. However, in general, this greatly increases the volume of the entire device. This is contrary to the requirement of being compact. In order to prevent such an increase in volume, the present invention integrates the pedal reaction force simulating device into the braking force generator according to the present invention in a space-saving manner.

  According to the present invention, a method for realizing such an integrated solution is, for example, connecting a force input element to a pedal reaction force simulation device with a transmission piston device. In this regard, the pedal reaction force simulating device can be connected to the damper device by a pedal reaction force hydraulic system. In this case, since the operation of the pedal reaction force simulating device can be transmitted, the component can be positioned at virtually any desired location of the braking force generator, i.e., wherever installation space is available.

  In order to be able to provide the driver with a resistance response familiar to conventional braking systems, in the present invention the damper device is a simulated spring that can be compressed by a force piston that can be displaced by a pedal reaction hydraulic system, and / or Fluid damping means, preferably a throttle or / and rubber elastic stop washer. On the other hand, in the simulated spring and the rubber elastic stop washer, the force can be gradually changed as the operation of the pedal increases, and in particular, the fluid damping means can be applied to the brake after releasing the brake pedal. Used to introduce hysteresis that results in delayed return movement of the pedal. Furthermore, the fluid damping means provides the driver with a sense of resistance familiar to conventional brake systems when the brake pedal is operated sufficiently quickly, in all operating situations of the brake system according to the invention. There is.

  As already explained above, the braking force generator according to the invention is designed to ensure a reliable braking effect even after individual components have failed. In particular, when it is necessary to use the pedal operating force exerted on the brake pedal by the driver as best as possible in order to generate the operating force in an emergency operating situation, the operation of the pedal reaction force simulation device It must be ensured that some of the pedal actuation force is not dissipated. Therefore, according to the present invention, the pedal reaction force simulation device is connected or disconnected as necessary. Specifically, in this regard, in the present invention, the hydraulic system of the pedal reaction force simulating apparatus is designed to have a controllable block valve. The block valve hydraulically separates the damper device and the transmission piston device from each other in a first position, preferably in its passive position, so that the transmission piston device can move substantially without damping, In position, preferably in its active position, the damper device and the transmission piston device are hydraulically connected to each other. With regard to the control of the block valve, according to the present invention, the block valve is switched from its passive position to its active position at the start of operation of the brake pedal and from its active position to its passive position until the operation of the brake pedal is complete. It is not returned to the target position. Furthermore, the block valve can be used to obtain a throttle effect, and the block valve is provided with a throttle element, preferably a restrictor that is pressed by a spring. This restrictor restricts the flow of hydraulic fluid to the damper device in the active position of the block valve. In this way, the hysteresis effect and damping effect of the damper device can be further enhanced. Preferably, even when the block valve is switched to its passive position, the hydraulic pressure so that the driver feels resistance when the brake pedal is activated, for example in an emergency operating situation where the damper device is not connected to the brake pedal. A restrictor is arranged so that the flow of fluid in the system can be throttled.

  Regarding the design of the master cylinder, in the present invention, the master cylinder is formed in the form of a cylinder housing, preferably in the form of a cylinder bore with one end open. Like the damper device, the block valve is preferably integrated in the cylinder housing or provided in the cylinder housing as a separate module. The braking force generator according to the invention can be made more compact by integrating the damper device into the cylinder housing or by providing it in the cylinder housing as a separate module. Thus, the pedal reaction force simulating device unit that actually occupies the installation space, that is, the damper device, can be disposed at a place where the installation space is obtained, and does not need to be positioned in the immediate vicinity of the pedal.

  In order to facilitate the combination and to make the structure compact, according to the present invention, the cylinder housing can be inserted into the base housing as a module together with the components arranged therein and releasably connected thereto.

  In order to improve the reliability of the brake system, according to the present invention, a secondary piston is guided in a displaceable manner in the master cylinder, and this secondary piston, together with the master cylinder, generates a secondary pressure for generating brake fluid pressure. Surrounding the pressure chamber, the primary piston, together with the master cylinder and secondary piston, surrounds the primary pressure chamber for generating brake fluid pressure. In this regard, furthermore, the primary piston and, optionally, the secondary piston are biased to the basic position in each case by an associated biasing spring.

  The individual components of the pedal reaction force simulation device have been described in detail above. With regard to this device, according to the present invention, the primary piston is provided with a through hole, in which the working piston is guided, the working piston has a working cylinder hole, in which the separating piston is guided, this separating The piston can be displaced by a transmission piston device, and the separating piston defines a hydraulic fluid chamber in the working piston that is fluidly connected to the hydraulic system of the pedal reaction force simulator. In order to allow a permanent contact between the transmission piston device and the separating piston, and thus to securely connect the force input element to the pedal reaction force simulating device, according to the invention, the contacting with the separating piston is achieved. The components of the transmission piston device are releasably connected to the separating piston magnetically or / and by adhesive or / and by latching. Furthermore, according to the invention, the working piston may be fixed relative to the cylinder housing. In another aspect, according to the invention, the working piston is displaceable relative to the cylinder housing. Preferably in this regard, the actuating piston is displaceable against the action of the spring element on the cylinder housing. In said case, a force is applied to the spring element, so that displacement occurs only when a certain minimum force is exceeded. In order to connect the working piston and the spring element, a stop pin provided on the working piston may be used in the modified embodiment of the present invention having a reliable structure despite its simple design.

  The present invention further provides an electronic control device that preferably monitors a pedal operation detection device according to a predetermined characteristic curve or a predetermined characteristic group and activates an electromagnetic actuator according to an output signal of the pedal operation detection device. Depending on the effective operating parameters, individual characteristic curves may be selected from the characteristic group to form the basis for the operation of the braking force housing. Depending on the design of the braking system, according to the invention, the characteristic curve or characteristic group may be determined permanently or adapted to the detected operating parameters. Thus, various characteristic curves that determine the braking behavior can be selected or generated when requested by the driver or by adapting to the driver's predetermined behavior.

  In this regard, according to the present invention, the electronic control device operates the electromagnetic actuator according to the hydraulic pressure detected at the block valve, for example, in the hydraulic system of the pedal reaction force simulating device. With regard to the operation of the braking force generator according to the present invention, the electronic control unit is a parameter determined by the vehicle control system such as the distance from the vehicle moving forward, the current hydraulic pressure in the brake system, the actual deceleration, etc. To actuate the electromagnetic actuator. Furthermore, according to the invention, the electronic control unit is detected at the rate of change of the output signal of the pedal actuation detector with respect to time or / and the hydraulic system of the pedal reaction force simulator, for example at the block valve. The electromagnetic actuator can be operated according to the hydraulic pressure. As explained above, in certain operating situations, it is necessary to deactivate the pedal reaction force simulating device. For this purpose, the electronic control device may actuate the block valve according to the output signal of the pedal actuation detection device.

  Furthermore, the electronic control device takes into account the output signal of the position sensor when the electromagnetic actuator is activated. This allows the current position of the movable wall or, in the case of a tandem configuration, the current position of both movable walls as feedback information to re-actuate the actuator in a closed control loop for correction purposes. The effect used is obtained.

  The present invention will be described with reference to the accompanying drawings.

  FIG. 2 shows a side view of a braking force generator according to the present invention, generally designated by the reference numeral 10. The braking force generator includes an actuation unit 12 into which a force input element 14 is introduced. The force input element 14 can be connected at its free end to a brake pedal (not shown in FIG. 2). The actuation unit 12 is connected to the chamber device 16. A portion of the cylinder housing 18 of the master cylinder is visible on the side of the chamber device 16 far from the actuation unit 12.

  In order to explain in detail the structure of the braking force generator 10 according to the present invention, reference is made to FIG. 3 below. The basic structure of the braking force generator 10 according to the present invention includes two modules, one is a cylinder housing 18, and the other is a control in which the cylinder housing 18 is inserted and the cylinder housing 18 is releasably connected. A power generator housing 20. A force input element 14 designed in a rod shape extends in the braking force generator 10 of FIG. A control valve 22 is provided in this region. The control valve 22 includes a control valve housing 24 that is displaceable with respect to the housing 20. A valve sleeve 26 is provided in the control valve housing 24, and this sleeve is displaceable with respect to the control valve housing.

  The control valve housing 24 is fixedly connected to a movable first wall 28 disposed in the chamber device 16. The movable first wall 28 divides the right portion of the chamber device 16 into a vacuum chamber 30 and a working chamber 32 in FIG. The vacuum chamber 30 is separated from the left part of the chamber device 16 in FIG. 3 by a rigid wall 34 fixed to the housing 20. This part of the chamber device 16 likewise includes a vacuum chamber 36 and a working chamber 38, which are separated from one another by a movable second wall 40. The movable first wall 28 and the movable second wall 40 are firmly connected to each other for the purpose of moving together. For this purpose, the movable second wall 40 is attached to a connecting sleeve 42, which is fixedly connected to the control valve housing 24 by a connecting bush 44.

  An electrically controllable coil 46 of an electromagnetic actuator 48 is disposed in the control valve housing 24. The actuator 48 further includes a magnetic armature 50 that is displaceable in the direction of the longitudinal axis A of the braking force generator 10 with respect to the control valve housing 24 and the coil. The armature 50 is connected to the valve sleeve 26 so as to move cooperatively in the axial direction. The armature 50 is further provided with an axial through hole, through which the transmission piston 52 extends movably. The armature 50 is pushed to the position shown in FIG. The right end of the transmission piston 52 is operatively connected to the force input element 14 by a coupling element 56, as shown in FIG. In the non-operating state of the braking force generator 10 shown in FIG. 3, a safety gap s is provided between the armature 50 and the coupling element 56.

  The valve sleeve 26, the control valve housing 24, and a valve element 58 that is displaceable relative to these two parts form the actual control valve 22. In the state shown in FIG. 3, the valve sleeve 26 is supported against the valve element 58 by its sleeve sealing sheet 60 facing the valve element 58. Further, in this state, the housing sealing sheet 62 formed on the control valve housing 24 is lifted from the valve element 58. In the state shown in FIG. 3, the control valve 22 connects the vacuum chamber 30 to the working chamber 32 and the vacuum chamber 36 to the working chamber 38 in each case. The vacuum chambers 30 and 36 are connected in this case to a vacuum source (not shown), for example the intake system of the vehicle's internal combustion engine with the braking force generator 10 or to a separately designed vacuum pump. The force input element is pushed to the position shown in FIG.

  The transmission piston 52 has a left end in FIG. 3 extending into a primary piston 64 formed so as to have an axial through hole. The primary piston 64 is guided in a sealed manner in a hole 66 formed in the cylinder housing 18 and open at one end. In the through hole of the primary piston 64, the operating piston 68 is guided so as to be displaceable. The actuating piston 68 likewise has a hole 70 which is open at one end and is closed by a separating piston 72 which is displaceable in this hole. The separation piston 72 defines a hydraulic chamber 74 with the actuation piston 68. The working piston 68 is supported by a diameter step inside the closing sleeve 78 via a stop pin 75 extending through an oblong hole shaft 73 provided in the primary piston 64. The closing sleeve 78 is fixedly connected to the cylinder housing 18. Therefore, the working piston 68 does not move to the right in the axial direction in FIG.

  The hydraulic chamber 74 is connected to the inside of the closing sleeve 78 by a connecting channel 76 and communicates with a fluid channel 80 formed in the cylinder housing 18 through this inside. The fluid channel 80 is connected to an electromagnetic block valve 82 shown in detail in the cross-sectional view of FIG. The block valve 82 includes an electromagnetically controllable coil 84 and an armature 86 that is movably guided within the coil 84. The armature 86 is biased to the position shown in FIG. The armature 86 has an extension 90 whose free end presses a spherical valve element 92 against the valve seat 94. The valve seat 94 connects the fluid chamber 96 to the front chamber 98 by a through hole that can be sealed by the valve element 92. The fluid chamber 96 is fluidly connected to the hydraulic fluid reservoir 102 by a connection channel 100. The front chamber 98 is fluidly connected to the pedal reaction force simulator 106 by a connecting channel 104.

  In the front chamber 98, the restrictor 99 is biased toward the valve element 92 by the biasing spring 101. The restrictor 99 has a throttle hole 103. Further, a holding element 105 that facilitates assembly is disposed in the front chamber 98.

  A first embodiment of the pedal reaction force simulating device 106 integrated with the cylinder housing 18 is shown in an enlarged sectional view in FIG. A connecting channel 104 is open in the hydraulic chamber 108. The hydraulic chamber 108 is defined by a simulated piston 110. The simulated piston 110 is displaceable in the cylinder housing 18 along the longitudinal axis B. The simulated piston 110 has a seating flange 112 on which a simulated spring 114 is mounted. The simulated piston 110 further has a rounded extension 116. This protrudes into the simulated spring 114. The simulated spring 114 is disposed in a spring chamber 118 that is closed by a closure plug 120. The closing plug 120 is fixed by a fixing ring 122. The closure plug 120 has a central opening 128. The spring chamber 118 is further connected to the atmosphere by a lateral hole 126. The closure plug 120 is provided with a rubber elastic stop washer 124 in which the extension 116 of the simulated piston 110 is elastically engaged and provides sufficient displacement along the axis B. .

  Returning to the structure of the braking force generator according to the present invention shown in FIG. 3, it is clear from this figure that the cylinder housing 18 receives a secondary piston 130 in addition to the primary piston 64 in a displaceable manner. The primary piston 64, together with the boundary wall of the bore 66 and the secondary piston 130 and the left end of the working piston 68 of FIG. 3, defines a primary pressure chamber 132. The secondary piston 130 defines a secondary pressure chamber 134 with the boundary wall of the hole 66. The primary and secondary pistons are pushed to the position shown in FIG. 3 by resetting springs 136 and 138.

  Finally, in FIG. 3, a position sensor 140 is additionally shown. The position sensor 140 includes a tappet 142, which is biased to the right by a spring in FIG. 3, whose free end is permanently seated on the movable wall 40, and its actual position. Is detected.

  With regard to the assembly of the braking force generator 10 shown in FIG. 3, it should be noted that such a braking force generator includes two basic modules. The first basic module includes the housing 20 and all the components disposed therein, in particular the chamber device 16 and the control valve 22 components. The second basic module includes the cylinder housing 18 and all the components provided in this housing, in particular the pedal reaction force simulator 108, the block valve 82, and the primary piston 64 and the secondary piston 130. These two basic modules are pre-assembled and can be connected together in their pre-assembled state, and the cylinder housing 18 can be introduced into the housing 20 in a sealed manner. The interface of these two components then forms the seating surfaces of the primary piston 68 and the connecting bush 44 as well as the transmission piston 52 and the separating piston 72 in contact with each other. Specifically, the interface between the transmission piston 52 and the separation piston 72 should be designed so that there is no play to provide the driver with a direct response of the brake system to pedal operation. Thus, the separation piston 72 is magnetically designed to positively contact and remain in contact with the ferromagnetic transmission piston 52 during assembly. Optionally, the open end of the hole 70 may be provided with a retrofit stop, such as a retaining ring or bead, so that the separating piston 72 does not slide unintentionally and does not come off. To.

  Before describing the actual operating mode of the braking force generator 10 according to the present invention in detail, its incorporation into a vehicle braking system will be described in detail with reference to FIG. Here, a braking force generator 10 according to the invention is shown schematically together with a brake pedal P. The operation of the pedal is detected by the rotation angle sensor 150, which is transmitted to the rotation angle sensor evaluation device 152. This transmits to the electronic control unit 154 a signal corresponding to the actual pedal actuation. In accordance with the signals that characterize the actual pedal operation, the electronic control unit 154 activates the vacuum pump 156 as well as other components of the braking force generator 10, as described below. Further, the electronic control unit 154 operates the brake lamp 158 in accordance with the detected operation of the pedal. The electronic control unit 154 further receives signals from various control systems within the vehicle, such as an electronic stabilization program 160, an anti-lock brake system 162, an automatic collision avoidance system (cruise control) 164, and the like. From these programs the signal flowing to the control unit 154 is determined and used to control the braking force generator according to the invention.

Next, the operating mode of the braking force generator according to the present invention will be discussed below with reference to FIGS.
FIG. 4 shows the braking force generator according to the invention in a partially activated position in the normal operating mode. Following actuation of the brake pedal, a force F is applied to the force input member 14 and is displaced by a distance Δp along the longitudinal axis A of the braking force generator with respect to the basic position shown in FIG. The operation of the brake pedal is directly detected by the rotation angle sensor 150 shown in FIG. 1 and transmitted to the electronic control unit 154. This unit is actuated and energized by the coil 46 according to a predetermined characteristic curve and according to any other suitable parameters such as the stabilization program 160, the antilock brake system 162, or the distance monitoring device 164. By applying a voltage to the coil 46, a magnetic field is generated in the coil, thereby pulling the armature 50 leftward in FIG. In that case, the valve sleeve 26 is moved together by the armature 50. The valve element 58 moves in cooperation with the valve sleeve 26 until the valve element 58 abuts the housing sealing seat 62. Accordingly, the sleeve sealing sheet 60 is lifted from the valve element 58. As a result, the first vacuum chamber 30 is disconnected from the first working chamber 32, the second vacuum chamber 36 is disconnected from the second working chamber 38, and the working chambers 32 and 38 are connected to the ambient atmosphere. A pressure greater than atmospheric pressure is generated in the working chambers 32 and 38, which causes the control valve housing 24 to displace against the force of the resetting spring 166 and thus displace the primary piston 64 and the secondary piston 130. . As a result, a braking pressure is generated in the primary pressure chamber 132 and the secondary chamber 134, and this pressure is used in the vehicle braking system connected to the braking force generator 10 to brake the vehicle. The two movable walls 28 and 40 move in cooperation with the control valve housing 24 until both sealing seats, i.e., the sleeve sealing seat 60 and the housing sealing seat 62, move rearward and abut the valve element 58. To do. In this state, the system is balanced and no further changes occur without external influences.

  As described above, the operation of the control valve 22 is performed by the displacement of the armature 50 that moves along the longitudinal axis A by the magnetic force generated in the coil 46. However, in the operating state shown in FIG. 4, the movement of the force input element 14 and the force F that starts this movement are not transmitted to the armature 50. Rather, this movement of the force input element 14 is transmitted to the transmission piston 52 via the coupling element 56. Accordingly, the transmission piston 52 is displaced inside the primary cylinder 64, specifically, inside the hole 70 of the working piston 68 with one end opened. In this case, the separating piston 72 is moved to the left in FIG. With the displacement, the working piston 68 remains in position relative to the housing 18 due to the hydraulic pressure in the primary pressure chamber 132. As the separation piston 72 moves, hydraulic fluid is supplied from the hydraulic chamber 74 to the electromagnetic block valve 82 through the connection channel 76 and the fluid channel 80. Due to the detected operation of the pedal, the electromagnetic block valve 82 is switched to its operating position by the electronic control unit 154 and presses the valve element 92 against the valve seat 94. Accordingly, the hydraulic fluid supplied to the block valve 82 cannot flow into the hydraulic fluid reservoir 102, but instead is supplied into the hydraulic chamber 108 and counters the resistance of the pedal reaction force simulator 106. In this case, the simulated spring 114 is pushed into the spring chamber 118 at the same time as the simulated piston 110 is displaced. Depending on the displacement speed of the simulated piston 110, the restrictive effect of the restrictor 99 when hydraulic fluid flows through the throttle opening of the restrictor 99 and when the air contained in the spring chamber 118 escapes. Due to the throttling effect of the hole 126, fluid damping occurs. Finally, when the extension 116 is pressed sufficiently large, the extension 116 contacts and compresses the rubber elastic stop washer 124, immediately resulting in a highly damped movement of the simulated piston 110. .

  When the driver releases the brake pedal, the system moves from the position shown in FIG. 4 and returns to the position shown in FIG. In this case, the force input element 14 is returned to its basic position by the pedal reaction force simulating device 106 and other resetting springs. However, this resetting movement occurs with a predetermined hysteresis. This is because, on the one hand, air enters the spring chamber 118 constricted by the hole 126, and on the other hand, the restrictor 99 also returns the return flow of hydraulic fluid into the hydraulic chamber 74. To narrow down.

  During operation of the actuator 48, the electronic control unit 154 always detects the actual position of the movable second wall 40 and the movable first wall 28 connected thereto by the position sensor 140. Thus, the actual position of the control valve housing 24 is detected and compared to a predetermined set point position defined by pedal actuation. When the actual position and the set point position change, for example, because the driver has changed the pedal position or due to other influences from the outside, the electronic control unit 154 operates the actuator 48 to perform correction. In an emergency braking situation where the driver depresses the brake pedal suddenly and with a high actuation force, the electronic control unit 154 rapidly generates a high pressure difference in the chamber device 16 so that the actuator 48 is actuated in an extremely proportional manner, Therefore, the braking force generator 10 is used to generate a braking force that is sufficiently high for emergency braking operation.

  The above description is based on the fact that the hydraulic pressure is transmitted only when the components such as the coupling element 56 and the transmission piston 52 are displaced by the working force F exerted on the force input element during normal operation. It shows that the simulated piston 110 moves but does not directly affect the components of the control valve 22. Rather, the actuation force that displaces the primary piston 64 is initiated by actuation of the actuator 48 and displacement of the armature 50, thereby actuating the control valve 22 to produce a predetermined pressure differential across the chamber device 16. This pressure difference causes the control valve housing 24 and thus the primary piston 64 and the secondary piston 130 to be displaced.

Next, an emergency operation situation will be described. This indicates that the braking force generator 10 according to the present invention continues to function despite the failure of one or more components.
A first emergency operating situation occurs that should be considered when the coil 46 no longer operates correctly. This may be because, for example, the rotation angle sensor 150 fails or the vehicle electrical system fails. In such a faulty operating state, the control valve 22 can no longer be operated by the actuator 48. Nevertheless, a sufficiently good braking effect can be obtained by the braking force generator 10 according to the present invention. When the brake pedal is operated, the force input element 14 is displaced leftward in FIG. Such a displacement has no effect until the safety gap s is exceeded. Once the safety gap s is exceeded, the coupling element 56 is in mechanical contact with the armature 50, causing the armature to be displaced further to the left in FIG. This allows the housing sealing seat 62 to abut the valve element 58 and the sleeve sealing seat 60 to be lifted from the valve element 58 as described above for normal operation when the armature 50 is displaced. The valve sleeve 26 is displaced. As a result, a pressure difference is generated in the chamber device 16 to displace the control valve housing 24 and finally displace the primary piston 64. Therefore, in this first emergency operating situation, it is only necessary to exceed the safety gap s until the braking effect is obtained from the pedal operating force exerted on the brake pedal. It occurs as in a pneumatic brake booster.

  In the emergency operating situation described above where the actuator 48 does not operate properly, the block valve 82 is also not moved from the passive position shown in FIG. 7 to the active position by the electronic control unit 154. Rather, the block valve 82 remains in the passive position shown in FIG. 7, so that the pedal reaction force simulating device 106 does not provide a large reaction force against the displacement of the force input element 14 due to the actuation of the pedal. The hydraulic fluid pushed out of the hydraulic chamber 74 by the displacement of the force input element 14 is greatly pressed without resistance. However, the restrictor 99 opposes the flow of hydraulic fluid into the reservoir 102 despite the block valve 82 being closed. As a result, the driver feels resistance at the brake pedal in emergency operating situations, and in particular during rapid braking pedal operation.

  In addition to the emergency operating situation described above, the actuator 48 can only be operated electrically and, despite this failure, the braking force generator 10 according to the present invention guarantees the generation of a suitable braking force. In addition, it should be pointed out that other emergency operating situations are possible. In this other emergency operating situation, in addition to not being able to operate the actuator 48 or in place of this failure, a failure occurs that adversely affects the operating mode of the chamber device 16. Such a failure occurs, for example, when the vacuum pump 156 of FIG. 1 is no longer operating properly. As a result, a vacuum can no longer be generated in the vacuum chambers 30 and 36. As a result, the pressure differential used to generate braking force and ultimately to displace the primary piston 64 and the secondary piston 130 can no longer be generated at the movable walls 28 and 40. .

  The braking force generator 10 according to the present invention is designed to generate an appropriate braking force even in such an emergency operating situation. Referring to FIG. 3, the braking force generator 10 exhibits the following behavior in such a situation. That is, the force input element 14 is displaced in the direction of the longitudinal axis A when the brake pedal is operated. However, in spite of this displacement of the force input element 14, no braking force can be generated by the chamber device 16. This is because there is no pressure difference between the vacuum chambers 30 and 36 and the working chambers 32 and 38 in the chamber apparatus. Accordingly, the position sensor 140 detects that the movable wall 40 does not move despite the pedal operation, and immediately reports this to the electronic control unit 154. Because of this signal, the electronic control unit 154 detects an emergency operating situation and leaves the block valve 82 in its passive position. As a result, the pedal reaction force simulation device 106 remains ineffective. However, again, the throttling effect of the restrictor 99 is not affected. Actuation of the actuator 48 is unnecessary and does not occur.

  Therefore, since the force input element 14 moves in the axial direction, first, the safety gap s is eliminated, so that the coupling element 56 contacts the armature 50. As the force input element 14 moves further in the axial direction, the armature 50 is further displaced with the coupling element 56 by the force input element 14 until it finally abuts the right region of the connecting bush 44 of FIG. The force input element 14 is then operatively connected to the primary cylinder 64 by the coupling element 56, the armature 50, and the connecting bush 44. Accordingly, the primary cylinder 64 can be displaced inside the cylinder housing 18 as the force input element 14 moves further, resulting in a braking pressure being generated in the primary pressure chamber 132 and the secondary pressure chamber 134. The vehicle can be braked properly. Therefore, the braking force generator 10 according to the present invention can generate a sufficiently high braking force even in the second emergency operating condition, and can directly transmit the operating force generated at the brake pedal to the primary piston 64. In this emergency operating situation, the driver may press the brake pedal so that the pedal operating force is directly transmitted to the primary cylinder 64. In this context, the term “push-through function” is also used.

  FIG. 6 will be briefly described below. FIG. 6 shows a second embodiment of the pedal reaction force simulating apparatus. To simplify the description and avoid repetition, components of the same type and function are given the same reference numbers as in the description of FIG.

  In the embodiment according to FIG. 6, the hydraulic chamber 108a, the simulated piston 110a, the simulated spring 114a, the rubber elastic stop washer 124a, and the closure plug 120a are arranged in a separate housing 168a and preassembled. Designed as a module, the only difference is that the housing 168a is screwed tightly into the corresponding positioning opening 172a of the housing 18a by means of a threaded connecting part 170a.

  FIG. 8 shows another embodiment of the braking force generator according to the invention. In order to avoid repetition, in this case too, only the differences from the embodiment according to FIGS. 3 and 4 will be described. In this case as well, the same reference numerals as those in the description of FIGS. 3 and 4 with “b” are used for components of the same type and function.

  The embodiment according to FIG. 8 only shows that the stop pin 75b is fixed to the closing sleeve 78b by the clamping sleeve 174b, and the clamping sleeve is firmly fixed to the large diameter portion of the stepped inner hole of the closing sleeve 78b. This is different from the embodiment of FIG. Accordingly, the stop pin 75b is not displaceable with respect to the housing 18b.

  The embodiment according to FIG. 8 is particularly suitable for the application of the braking force generator 10b according to the invention in which regenerative braking is performed. This means that the braking force generator 10b is used in a vehicle and this braking force generator at least partially recovers the energy released during braking by the generator. Such operating conditions exist especially in hybrid vehicles. In a hybrid vehicle, the vehicle can be driven by both an electric motor and an internal combustion engine depending on the operating conditions. During braking, the generator generates some of the energy required to operate the electric motor and is temporarily stored in the accumulator. The regenerative braking system can also be used in vehicles operating on fuel cells. In fuel cell vehicles, electrical energy must also be provided to reforming processes and the like.

  In such a regenerative braking system, the generator is driven through at least the driven wheel in a braking situation, ie when the brake pedal is activated. Use the energy required for this purpose to slow down the vehicle. However, if this deceleration is insufficient to brake the vehicle in accordance with the driver's braking requirements, additional braking force must be generated by the braking system, as in conventional braking systems. However, when the braking force generator 10b according to the present invention is used in such a regenerative braking system, when the braking force generator 10b is actuated when the brake pedal is operated and as a result, the force input energy 14b is displaced, This causes a problem that no braking force should be generated. The generation of the braking force by the braking force generator 10b is not required, for example, as long as the deceleration obtained with the connected generator is sufficient for setpoint deceleration determined by the driver's request. Only when this condition is no longer satisfied, the braking force generator 10b has to generate an additional braking force. This means that after actuating the actuator 48b, the control valve 22b is actuated as described above with reference to FIG. The following items are only needed if generator braking operation is no longer sufficient. Before the operation of the control valve and the generation of the resulting braking force occurs, the displacement of the force input element 14b is simulated by the pedal reaction force via only the coupling element 56b, the transmission piston 52b, and the separation piston 72b. To the device. The pedal reaction force simulating device counters against the operation of the pedal with the resistance force familiar to the driver. First, the armature 50b is not displaced inside the coil 46b, and the coupling element 56b moves to the left in FIG. 8 due to the movement of the force input element 14b. Therefore, the dimension of the safety gap s is the same as the coupling element 56b and the armature 50b. It is set large enough so that undesired mechanical coupling does not occur.

  A clamp sleeve 174b is required. This is because if the clamping sleeve is not provided, actuation of the coupling element 56b, the transmission piston 52b, and the separation piston 72b in the primary piston 64b into the primary pressure chamber 132b displaces the actuation piston 68b and thus This is because a braking pressure is generated in the primary pressure chamber 132b. This is undesirable during this situation of braking operation.

  Following braking by the generator alone, a smooth transition must be made to a state in which braking is performed by both the generator and the braking force generated by the braking force generator 10b. In order to make this transition with as little impact as possible, the braking force generator 10b according to the invention may be moved to the standby position in advance. In the standby position, all idle movements of the device are gone.

  Otherwise, the braking force generator 10b according to the invention operates as described above with reference to FIGS. This applies equally to the emergency operating situation discussed above. These emergency operating situations include generator failures.

  In another application of the braking force generators 10 and 10b, during the initial braking operation, the braking force generator is also activated in addition to the braking operation by the generator. The deceleration effect of the braking operation by the generator is taken into account in the above case in the pedal-operated braking force generator characteristic curve of the control circuit of the braking force generator. The effect obtained by this is to eliminate the transition from the control operation by the generator alone to the braking operation by the combination of the generator and the brake system, which the driver may perceive. The braking by the generator and the braking by the brake system can thus be carried out in parallel in time, for example, the vehicle is deviated from a specific deceleration limit value determined by the brake system eventually operating forward. The generator decelerates the wheel of one axle of the vehicle until it acts on all four wheels and decelerates, and the brake system initially decelerates only the wheel of the other axle of the vehicle.

  FIG. 9 shows another embodiment of a braking force generator according to the present invention. In order to avoid repetition, in this case too, only the differences from the embodiment according to FIGS. 3, 4 and 8 will be described. For components of the same type or function, the same reference numbers as in the description of FIGS. 3, 4 and 8 with “c” are used.

The embodiment according to FIG. 9 is substantially different from the embodiment according to FIG. 3 in the following points.
Unlike the embodiment discussed above, the embodiment shown schematically in FIG. 9 for the purpose of simplifying the display is not formed in a tandem chamber configuration, but is provided with only one movable wall 28c. Yes.

  A further important difference between the embodiment according to FIG. 9 and the embodiment described above according to FIG. 8 is that the stop pin 75c is not fixed to the cylinder housing 18c by means of a clamping sleeve (eg 174b), so that the cylinder The movement of the working piston 68c relative to the housing 18c is blocked. Rather, in the embodiment according to FIG. 9, the actuating piston 68c is supported by the stop pin 75c via the spring element 182c to the cylinder housing 18c under the action of the spring biasing force to the left in FIG. It is pressed against the diameter step of the closing sleeve 78c through 75c. By providing the spring element 182c, the pedal operating force requested by the vehicle driver to generate the braking force in the emergency operating situation described above provided in the embodiment described above is applied to the brake system. It is possible to eliminate the safety gap s that must be eliminated before it is mechanically transmitted to.

FIG. 9 further schematically shows a generator that can be used in generator braking operation.
The brake system shown schematically in FIG. 9 operates as follows.
During the first braking operation phase in which the generator braking operation must be performed, the vacuum braking force generator 10c as well as the connected master cylinder in the cylinder housing 18c initially remain passive. When the brake pedal P is operated, the movement of the force input element 14c is transmitted through the transmission piston 52c and the separation piston 72c, and at the same time, the pedal reaction force simulation device 106 that provides the reaction force familiar to the driver is applied. Transport the hydraulic system described in the text. In the above case, the block valve 82c is switched to its open position by operation control, and as a result, the hydraulic fluid can flow without interruption. Another block valve 83 is actuated to isolate the reservoir 102c from the remaining hydraulic circuit.

  The spring element 182c prevents the operating piston 68c from moving in such an operating situation and holds the operating piston 68c in the position shown in FIG. In this way, in each case, no braking pressure is generated in the primary pressure chamber 132c and the secondary pressure chamber 134c.

  During the second phase of braking operation, where generator braking alone is no longer sufficient to decelerate the vehicle as desired, the primary piston 64c and the secondary piston 130c cause the primary pressure chamber 132c and the secondary pressure chamber 134c to In addition to the brake pressure must be generated. This is done by the electronic control unit 154c additionally actuating the actuator 48c so as to open the control valve 22c and additionally actuate the braking force generator 10c. This second stage of braking operation is characterized by decelerating the vehicle as desired using both the braking effect of the generator and the braking effect of the friction brake unit activated by the brake pressure.

  For example, in a predetermined braking situation where the brake system does not operate properly due to a failure of the vehicle power supply device, the following occurs. Since no power is supplied, the two block valves 82c and 83c will remain in their passive positions shown in FIG. In these positions, hydraulic fluid must flow through the pressure braking valve 180c before it can enter the reservoir 102c, bypassing the pedal reaction force simulator 106c simultaneously. In the above case, the pressure control valve 180c is designed to open at a specific minimum pressure. As a result, hydraulic fluid cannot initially flow out of the hydraulic chamber 74c, so that the movement of the force input element 14c is directly transmitted to the actuating piston 68c via the transmission piston 52c and from there to the primary via the stop pin 75c. The effect of being transmitted to the pin 64c is obtained. Thereby, since the braking force is generated, the effect of directly using the movement of the force input element 14c can be obtained without having to cross the safety gap. In the above case, the spring element 182c is compressed. As soon as the hydraulic pressure in the hydraulic chamber 74c exceeds the minimum pressure of the pressure control valve 180c, the pressure control valve 180c opens, allowing hydraulic fluid to flow out of the hydraulic chamber 74c. Therefore, the separation piston 72c and the transmission piston 52c are further engaged in the operation piston 68c. Accordingly, as a result, in FIG. 9, a relative movement occurs between the right end of the transmission piston 52c and the valve sleeve 26c. When the pedal is operated sufficiently strongly, the right end of the large diameter of the transmission piston 52c finally comes into contact with a stop shoulder 184c provided integrally with the valve sleeve 26c. As a result, the valve sleeve 26c is Directly operatively connected to the transmission piston 52c. Accordingly, any further movement of the transmission piston 52c is directly transmitted to the valve sleeve 26c. Thus, the control valve 22c is opened, and the pressure differential (if any) between the vacuum chamber 30 and the working chamber 32c can be used to boost the generation of braking force despite the power failure.

1 is a schematic view of a braking force generator according to the present invention and vehicle components connected thereto; FIG. It is an enlarged side view of a braking force generator. 1 is a longitudinal sectional view of a braking force generator according to the present invention in a non-actuated position; FIG. 4 is a view similar to FIG. 3 in a partially activated position. It is detail drawing of 1st Example of the damper apparatus of a pedal reaction force simulation apparatus. It is detail drawing of 2nd Example of the damper apparatus of a pedal reaction force simulation apparatus. It is sectional drawing along the VII-VII line of FIG. FIG. 6 is a diagram of a third embodiment of the braking force generator according to the present invention. FIG. 7 is a diagram of a fourth embodiment of the braking force generator according to the present invention.

Claims (36)

A braking force generator (10) for a vehicle hydraulic brake system comprising:
A force input element (14) displaceable in a base housing of the braking force generator (10), which can be connected to or connected to a brake pedal (P),
A master cylinder in which the primary piston (64) is slidably guided, and the primary piston (64) is configured to define a primary pressure chamber (132) for generating brake fluid pressure together with the master cylinder. Master cylinder,
Pedal reaction force simulating device (106) connectable to said force input element (14);
In a braking force generator (10), comprising: a pedal actuation detection device (150) for detecting pedal actuation; and an actuation force generator for exerting an actuation force on the primary piston (64).
The operating force generator includes a control valve (22), a chamber device (16), and an electromagnetic actuator (48),
The chamber device (16) is separated by a vacuum chamber (30) and a wall (28) movable from the vacuum chamber (30) and is fluidly connected to the vacuum chamber (30) by the control valve (22). Designed to have a working chamber (32) that can be connected to
The control valve (22) is controlled by the electromagnetic actuator (48) according to the detected pedal actuation to obtain a pressure difference that determines the actuation force between the working chamber (32) and the vacuum chamber (30). Operated,
A braking force generator (10), characterized in that The braking force generator (10) according to claim 1,
A braking force generator (10), characterized in that the current position of the movable walls (28, 40) is detected by a position sensor (140). The braking force generator (10) according to claim 1 or 2,
The pedal operation detection device (150) includes a sensor for detecting an actual displacement of the brake pedal (P), specifically, a rotation angle sensor disposed on a rotation axis of the brake pedal (P). A braking force generator (10) characterized by: In the braking force generator (10) according to claim 1, 2, or 3,
Braking force generator (10) characterized in that said vacuum chambers (32, 38) for generating a vacuum are fluidly connected to an intake system of an internal combustion engine or a vacuum pump (156). In the braking force generator (10) according to any one of claims 1 to 4,
The electromagnetic actuator (48) includes a coil (46) attached to the control valve housing (24) and a magnetic armature (50) displaceable with respect to the coil by the coil (46). Braking force generator (10) for In the braking force generator (10) according to any one of claims 1 to 4,
The control valve (22) includes a control valve housing (24) that is displaceable with respect to the base housing (20) and a control valve element (58) that is displaceable with respect to the control valve housing (24),
The control valve housing (24) is provided with a housing sealing sheet (62) movable so as to be in sealing contact with the control valve element (58),
A control valve sleeve (26) provided with a sleeve sealing sheet (60) movable so as to be in sealing contact with the control valve element (58) is further provided to the electromagnetic actuator (48), more specifically to the electromagnetic actuator. A braking force generator (10) connected to the armature (50). The braking force generator (10) according to claim 6,
In a state where the control valve element (58) and the sleeve sealing sheet (60) are in sealing contact and at the same time the control valve element (58) and the housing sealing sheet (62) are separated from each other, the working chamber is The control valve element (58) and the sleeve sealing sheet (60) are fluidly connected to the vacuum chamber, and at the same time the control valve element (58) and the sleeve sealing sheet (60) are in sealing engagement. When separated from each other, the working chamber (32, 38) is fluidly connected to the ambient atmosphere to create a pressure differential between the working chamber (32, 38) and the vacuum chamber (30, 36). A braking force generator (10), characterized in that In the braking force generator (10) according to any one of claims 5 and 1 to 7,
A safety gap (s) is provided between the force input element (14) and the component that operates the control valve (22), specifically, the armature (50). If the armature (50) is not displaced by the coil (46) in spite of the operation of the brake pedal, the armature (50) is eliminated, and as a result, the component that operates the control valve (22), in particular the armature (50) can be operatively coupled to the force input element (14);
Further movement of the force input element (14) caused by the actuation of the brake pedal is applied to components that actuate the control valve (22), in particular to the armature (50) and thus to the control valve housing ( 24) A braking force generator (10), characterized in that it is transmitted directly to 24). Braking force generator (10) according to any one of claims 1 to 8,
The chamber device (16) is designed as a tandem chamber device including a first chamber device and a second chamber device different from the first chamber device,
The first chamber apparatus includes a first working chamber (30) separated from the first vacuum chamber (32) by a first vacuum chamber (32) and a movable first wall (28);
The second chamber device includes a second working chamber (38) separated from the second vacuum chamber (36) by a second vacuum chamber (36) and a movable second wall (40);
The braking force generator (10), wherein the first chamber device and the second chamber device can be pressurized by the control valve (22). The braking force generator (10) according to claim 9,
Braking force, characterized in that the movable first wall (28) and the movable second wall (40) are preferably firmly connected to each other for the purpose of cooperating movement. Generator (10). In the braking force generator (10) according to any of the preceding claims,
The braking force generator (10), wherein the force input element (14) is connected to the pedal reaction force simulation device (106) by means of a transmission piston device (52, 56, 76). In the braking force generator (10) according to any one of claims 1 to 11,
The pedal reaction force simulating device (106) can be operatively connected to the damper device (110, 114, 124) by a pedal reaction force hydraulic system (74, 80, 82, 108). Power generator (10). The braking force generator (10) according to claim 12,
The damper device can be a simulated spring (114) that can be compressed by a force piston (110) that can be displaced by the pedal reaction force hydraulic system (74, 80, 82, 108), or / and a fluid damping means, preferably a throttle. A braking force generator (10), characterized in that it comprises (126) or / and a rubber elastic stop washer (124). The braking force generator (10) according to claim 12 or 13,
The braking force generator (10), wherein the damper device is integrated with the cylinder housing (18) or is provided in the cylinder housing as a separate module. In the braking force generator (10) according to any one of the preceding claims,
The pedal reaction hydraulic system is designed to have a controllable block valve (82) that is in the first position, preferably in its passive position, in the damper device and the transmission. Piston devices are hydraulically separated from each other so that the transmission piston device can move substantially without damping, and the damper device and the transmission piston device are connected to each other in a second position, preferably in its active position. Braking force generator (10) characterized in that it is hydraulically connected. Braking force generator (10) according to claim 15,
The block valve (82) is provided with a throttle element (105), preferably a spring biased restrictor, which is in the active position of the block valve (82). A braking force generator (10), characterized by restricting a flow of hydraulic fluid to the damper device. The braking force generator (10) according to claim 15 or 16,
The block valve (82) is switched from its passive position to its active position at the start of brake pedal operation, and the control circuit moves from its active position to its passive position until the operation of the brake pedal is complete. Braking force generator (10), characterized in that it cannot be switched to a position. Braking force generator (10) according to any one of claims 1 to 17,
Braking force generator (10) characterized in that the master cylinder is formed in the cylinder housing (18), preferably in the form of a cylinder hole (66) open at one end. Braking force generator (10) according to claim 18,
The cylinder housing (18) can be inserted into the base housing (20) as a module together with components disposed therein, and is releasably connected thereto. 10). In the braking force generator (10) according to any one of the preceding claims,
A secondary piston (130) is guided in the master cylinder so as to be displaceable,
The secondary piston (130), together with the master cylinder, surrounds a secondary pressure chamber (134) for generating brake fluid pressure,
The primary piston (64), together with the master cylinder and the secondary piston (130), surrounds a primary pressure chamber (132) for generating brake fluid pressure,
A braking force generator (10) characterized in that. The braking force generator (10) according to claim 20,
The primary piston (64) and optionally the secondary piston (130) are in each case biased to a basic position by an associated biasing spring (136, 138). Power generator (10). In the braking force generator (10) according to any one of claims 11 and 1 to 21,
The primary piston (64) is provided with a through hole in which the working piston (68) is guided,
Said actuating piston (68) has an actuating cylinder hole (70) in which a separating piston (72) is guided, which can be displaced by means of a transmission piston device (52, 56),
The separating piston (72) defines a hydraulic fluid chamber (74) in the working piston (68) fluidly connected to the hydraulic system of the pedal reaction force simulating device (106). A braking force generator (10) characterized in that The braking force generator (10) according to claim 22,
The component (54) of the transmission piston device in contact with the separation piston (72) is releasably connected to the separation piston (72) by magnetic or / and adhesive or / and latching. A braking force generator (10) characterized in that. 24. Braking force generator (10) according to claim 22 or 23,
Braking force generator (10), characterized in that said actuating piston (68) is fixed with respect to said cylinder housing (18). 24. Braking force generator (10) according to claim 22 or 23,
Braking force generator (10) characterized in that the actuating piston (68c) is displaceable relative to the cylinder housing (18c). The braking force generator (10) according to claim 25,
The braking force generator (10), wherein the actuating piston (68c) resists displaceably against the action of a spring element (182c) on the cylinder housing (18c). The braking force generator (10) according to claim 26,
A braking force generator (10), wherein a stop pin (75c) provided on the operating piston (68c) is used to connect the operating piston (68c) and the spring element (182c). In the braking force generator (10) according to any one of the preceding claims,
The electronic control unit (154) monitors the pedal operation detecting device (150), and according to the output signal of the pedal operation detecting device (150), preferably according to a predetermined characteristic curve or a predetermined group of characteristics, the electromagnetic actuator ( 48) A braking force generator (10), characterized by energizing 48). The braking force generator (10) according to claim 28,
The electronic control unit (154) is connected to the electromagnetic actuator (48), and is detected by the hydraulic system of the pedal reaction force simulation device (106), for example, at the block valve (82). A braking force generator (10) characterized in that the actuator is actuated according to hydraulic pressure. The braking force generator (10) according to claim 29,
The electronic control unit (154) is connected to the electromagnetic actuator (48) and is determined by the vehicle control system, for example, the distance from the vehicle moving forward, the current hydraulic pressure in the brake system, A braking force generator (10), wherein the actuator is operated according to parameters such as actual deceleration. Braking force generator (10) according to claim 28, 29 or 30,
The electronic control device (154) is connected to the electromagnetic actuator (48), and the rate of change of the output signal of the pedal operation detection device (150) with respect to time or / and the pedal reaction force simulation device ( 106) The braking force generator (10), wherein the actuator is operated in accordance with the hydraulic pressure detected at the hydraulic system (106), for example, at the block valve (82). A braking force generator (10) according to any one of claims 28 to 31,
Braking force generator (10), characterized in that said characteristic curve or group of characteristics is permanently defined or can be adapted to detected operating parameters. Braking force generator (10) according to any one of claims 28 to 32,
The electronic control device (154) is connected to the block valve (82), and operates the block valve in accordance with an output signal of the pedal operation detection device (150). ). Braking force generator (10) according to any one of claims 28 to 33,
The electronic control unit (154) is connected to the electromagnetic actuator (48), and takes the output signal of the position sensor (140) into consideration when the electromagnetic actuator (48) is operated. Braking force generator (10) for   A brake system for an automobile having the braking force generator according to any one of claims 1 to 34. 36. The brake system according to claim 35.
The automobile is designed to have a generator used for deceleration, and when the braking force generator is operated, deceleration of the vehicle during operation of the generator is taken into account. Brake system for automobiles.

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