JP2009513412A - Electro-hydraulic brake device for vehicles - Google Patents

Abstract

【Task】
The present invention relates to a brake device that can be operated in three modes of operation, an unamplified mode of operation operated by muscle force, an operating mode amplified by hydraulic pressure, and an electronically controlled mode of operation. In this case, the brake device includes a master cylinder (1), a first piston (2) connected to the brake pedal (3), a second piston (4) for operating the master cylinder (1), and a first piston (2 ) Has a third piston (5) which is operable. In this case, at least one elastic element (6, 7) is provided between the first piston and the third piston (5). All three pistons (2, 4, 5) are arranged in the housing (8). Further, a hydraulic fluid pressure source (9) and a valve device (10) for reducing the pressure of the fluid pressure source (9) to a pressure value supplied into the intermediate chamber (11) are provided. The second piston (4) and the third piston (5) are pressed by the pressure acting on the second piston (4) in the direction opposite to the pressing direction of the second piston (4). 5) are separated from each other by an intermediate chamber (11). Apparatus (29-31, 45) is provided in accordance with the present invention. This device enables a pedal situation deviating from the brake pedal characteristics preset by the brake pedal characteristic simulation device by changing the pressure medium volume in the hydraulic chamber (21) by electromagnetic valve control.

Description

  The present invention relates to a brake device for a vehicle that can be operated by an operation system “brake-by-wire”.

The present invention is:
It has a master cylinder that can be connected to a wheel cylinder,
A first piston connected to the brake pedal;
A second piston for operating the master cylinder;
A third piston operable by the first piston, in which case at least one brake pedal characteristic simulation device is provided between the first piston and the third piston, the brake pedal characteristic simulation device; Transmits a comfortable pedal feeling to the vehicle driver with a brake-by-wire operation system, and all three piston and brake pedal characteristics simulation devices are arranged in the housing,
The present invention relates to a brake device for a vehicle that has a hydraulic fluid pressure source and has a valve device that reduces the pressure of the fluid pressure source to a value that can be applied to a second piston. .

  In this case, the second piston and the third piston are mutually pressed by the intermediate chamber so that the third piston is pressed in a direction opposite to the pressing direction of the second piston by the pressure acting on the second piston. It is separated.

  In vehicle technology, brake-by-wire brake systems are becoming more widespread. With this brake system, the brake can be operated “externally” on the basis of an electrical signal without the active involvement of the driver. These electrical signals can be output, for example, by an electrical electronic stability program ESP or an inter-vehicle control system ACC. When such an external operation overlaps with the driver's operation, the vehicle driver senses the reaction of the brake pedal in the form of deviation from normal pedal characteristics. On the other hand, the reaction effect of this brake pedal can be uncomfortable and unpleasant for the driver. As a result, the driver is stimulated by disturbances caused by external operation of the brake, while the driver receives a tactile response due to the vibration of the brake pedal when ABS and ESP are activated. The driver does not operate the brake pedal as strongly as necessary in this situation in dangerous road traffic situations. A complete prevention of disturbance of the brake pedal characteristics and a reduced vibration compared to the situation of the conventional brake system of an electronically controllable pedal are preferred.

EP 1 078 833 describes an electrohydraulic brake device of the kind mentioned at the outset. The brake pedal is separated from the hydraulic element described by the special arrangement of the piston. As a result, the above-mentioned reaction effect can be almost eliminated. The brake pedal characteristics of the "brake-by-wire" operating system are provided unchanged by the passive elastic damping elements that make up the brake pedal characteristics simulation device and do not allow tactile response of the brake system to the driver's foot However, it is considered to be less favorable in the already known brake devices.
European Patent Application Publication No. 1 078 833

  The object of the present invention is to provide a brake device of the kind described at the outset. In the case of this brake device, active intervention to the brake pedal characteristic simulation device intended for the above-described tactile response is possible. Furthermore, the brake device must have a simple structure and be inexpensive to manufacture.

  This object enables an electronically controllable pedal situation that deviates from the brake pedal characteristics preset by the brake pedal characteristic simulation device by changing the pressure medium volume in the hydraulic chamber by valve control according to the present invention. This is solved by the provision of the device. In this case, the device can be controlled in particular by an electrical control device and an electrical regulation device.

  In order to embody the idea of the invention, in the case of other preferred configurations of the brake device of the invention, an electrically controllable device is inserted into the first connection between the hydraulic chamber and the non-pressured pressure medium reservoir First electromagnetically switchable first 2/2 distribution valve, second 2/2 electromagnetically switchable inserted in a second connection between the hydraulic chamber and the pressureless pressure medium reservoir It is constituted by a third 2/2 distribution valve which can be switched to an electromagnetic type and is inserted into a distribution valve and a pipe laid toward the hydraulic pressure source.

  Other suitable configurations of the brake device according to the invention are described in the dependent claims 4 to 15.

  Embodiments of the present invention will be described in detail below based on the attached schematic views.

  FIG. 1 shows a stopped state of the brake device of the present invention. This brake device has a brake pedal 3. The brake pedal 3 is fixedly connected to the first piston 2 via an operation rod 38. The displacement of the brake pedal can be detected by the displacement sensor 17. The first piston 2 is disposed in the third piston 5. In this case, the hydraulic chamber 21 is disposed between the first piston and the third piston. Elastic elements 6 and 7 are arranged in the hydraulic chamber 21. These elastic elements 6 and 7 exert a force on the first piston and the third piston, and constitute a brake pedal characteristic simulation device together with a damping element and / or a friction element not shown. This brake pedal characteristic simulation device provides a simulator force between the first piston 2 and the third piston 5.

  Further, a second piston 4 is provided. The second piston 4 is laid on the master cylinder 1 and enables pressurization in the master cylinder 1. The master cylinder 1 is connected to a vehicle wheel brake (not shown) only through an electrohydraulic adjusting device or control device 28 schematically shown in the anti-lock braking system (ABS).

  The first piston 2, the second piston 4, and the third piston 5 are accommodated in the housing 8. An intermediate chamber 11 that can be filled with a pressure medium exists between the third piston 5 and the second piston 4.

  When operating the brake pedal 3, the driver moves the first piston 2 against the simulator force generated by the brake pedal characteristic simulation device. In order for the passive elastic friction or damping elements (6, 7) in the brake pedal characteristics simulation device to communicate to the driver the feeling of braking equivalent to normal brake pedal characteristics, these elements (6, 7) It is configured. This first jumps to an initial value when the pedal force is slightly displaced, then increases slowly with further pedal displacement, and then increases significantly with larger brake pedal displacement.

  The pressure in the intermediate chamber 11 is controlled by the brake pedal so that the third piston 5 is held in the immediate vicinity of the stopper 35 in the housing 8 and the operating mode is activated by the second valve device in the preferred “by-wire”. It is controlled by the first valve device in an operating mode that is sometimes hydraulically controlled. As a result, the third piston 5 is held by the stopper 35 in the housing 8 in the apparatus. The “by-wire” mode of operation includes braking triggered by a low depression of the brake pedal from the driver, electronic braking initiated automatically, i.e. without driver involvement, and overlapping of these brakings. In the first operation mode, the pedal displacement and pedal force are sufficient in the first operation mode, and are completely released by the operation state of the master cylinder 1 in the second operation mode. In contrast to the conventional brake device, the pulsation of the pressure in the master cylinder 1 generated in the ABS control process and the ESP control process does not reach the brake pedal.

  In the hydraulically controlled operating mode, the third piston 5 can be moved in the direction of the second piston 4 by the operation of the brake pedal 3 and the generation of the associated simulation force. As a result, the valve device 10 is operated with very little displacement. In the example shown, the valve device 10 is configured as a hydraulic mechanical amplification valve having a valve body 13. The valve body 13 is pressed in the direction of the second piston 4 by a spring 32 and has two control edges (Steuerkanten). These control edges are described in the following description. The hydraulic connecting part 12 makes it possible to apply the pressure generated in the intermediate chamber 11 to the front surface of the valve body 13 that does not face the intermediate chamber 11. In this case, the valve body 13 is interlocked with the operation element. This operating element is formed as a radial projection 14 formed on the third piston 5 in the example shown. When the third piston 5 moves slightly in the direction of the second piston 4, the valve body 13 moves until the intermediate chamber 11 and the hydraulic fluid pressure source 9 are connected. The pressure of the control edge on the right side of the valve body 13 in the drawing joins the hydraulic pipe 23 laid from the hydraulic pressure source 9 or a part 34 of the pipe branched from the hydraulic pipe 23 into the intermediate chamber 11. This connection is realized by releasing the flow path to the medium path 35. The hydraulic fluid pressure source 9 is constituted by a high-pressure accumulator 19 in particular. The high pressure accumulator 19 is stored by a motor pump unit 20. The motor pump unit 20 includes a motor 26 and a hydraulic pump 27. The suction side of the pump 27 is connected to a non-pressure pressure medium reservoir 22. The pressurizing side of the pump 27 is connected to the high-pressure accumulator 19 through the hydraulic pipe 23 described above. A check valve 24 that opens in the direction of the high-pressure accumulator 19 is inserted into the pipe 23. In this case, the pressure sensor 39 enables monitoring of the stored state of the high pressure accumulator 19. In particular, the high pressure accumulator 19 assists the pump 27 when it is necessary to generate pressure within a short period, for example during rapid and sufficient braking. The pump 27 cannot provide pressure immediately due to its inertial mass. The intermediate chamber 11 is pressurized by connecting between the high pressure accumulator 19 and the intermediate chamber 11. Thereby, the second piston 4 in the master cylinder 1 generates pressure, and the third piston 5 is pressed toward the stopper 35 in the housing 8. The third piston 5 is fixed to the stopper 35 before the brake operation. The pressurizing valve, which is the valve 15 connected to the high-pressure accumulator 19, is closed without flowing. On the other hand, the isolation valve 16 inserted in the pressure medium passage 34 is an isolation valve that is open in a non-flowing state in this embodiment. As a result, the pump 27 or the high-pressure accumulator 19 can pressurize the intermediate chamber 11 by the connection described above. The pressure sensor 18 can detect the pressure generated in the intermediate chamber 11. Outflow of the pressure medium from the intermediate chamber 11 through the valve device 10 can be prevented by the flow of the separation valve 16. On the other hand, the pressure medium can be supplied to the intermediate chamber 11 by the flow of the pressurizing valve 15.

  In a state where the brake pedal 3 is not operated, the first piston 2 is pressed against the stopper 37 formed on the third piston 5 by the elastic elements 6 and 7. These elastic elements 6 and 7 constituting the brake pedal characteristic simulation device described above are arranged in a hydraulic chamber 21 defined by the first piston and the third piston in the illustrated example. The hydraulic chamber 21 can be connected to the pressure medium reservoir 22 on the one hand, and can be connected to the hydraulic pressure source 9 or the high pressure accumulator 19 on the other hand. A non-energized (SO) 2/2 distribution valve 29 that can be operated electromagnetically is inserted into the first connection 40 between the hydraulic chamber 21 and the pressure medium reservoir 22. The hydraulic chamber 21 can be closed by the relative movement of the third piston 5 with respect to the housing 8. In this case, the closing of the hydraulic chamber 21 is performed by the joining point of a part 40 a of the connecting portion formed in the third piston 5 passing the packing 41 fixedly arranged in the housing 8. A second (SG) 2/2 distribution valve 30 that can be operated electromagnetically and is closed in a non-energized manner is inserted into the second connecting portion 42 between the hydraulic chamber 21 and the pressure medium reservoir 22. The hydraulic chamber 21 is connected to a part 40 a of the coupling portion under the packing 41 along the operation direction of the pistons 2 and 5. At the same time, another hydraulic pipe 43 is connected to the input connecting portion of the (SG) 2/2 distribution valve 30. The hydraulic pipe 43 is laid on the hydraulic pressure source 9 or the high-pressure accumulator 19. A third (SG) 2/2 distributing valve 31 that can be operated electromagnetically and closed in a non-energized manner and a check valve 44 connected to the high-pressure accumulator are inserted in the hydraulic pipe 43, and A pressure sensor 46 is connected. The pressure sensor 46 is used to detect a pressure that dominates in the hydraulic chamber 21. Furthermore, a second (auxiliary) high-pressure accumulator 33 can be connected to the hydraulic pipe 43. The third 2/2 distribution valve 31 closes the hydraulic pipe 43 at the first switching position. On the other hand, the 2/2 distribution valve 31 fulfills the function of a check valve that closes the high-pressure accumulator 19 at the second switching position. The 2/2 distribution valves 29, 30, and 31 described above constitute a device that can be electrically controlled. This device enables the operation mode “brake-by-wire” to change the pressure medium in the hydraulic chamber 21 and to change the pedal situation deviating from the brake pedal characteristics preset by the brake pedal characteristic simulation device.

  FIG. 2 shows another configuration of the brake pedal characteristic simulation apparatus. In the case of this brake pedal characteristic simulation device, the elastic element or the compression spring 6 is disposed outside the hydraulic chamber 21 and, as a result, is configured as “dry”.

  The brake device according to the invention described in connection with the drawings can obviously also be operated in another manner of operation. Therefore, in the operation method characterized by the braking process not related to the driver's intention, the operation pressure in the intermediate chamber 11 is controlled to the target pressure value newly calculated continuously by controlling the second valve device. Is done. Furthermore, the volume flow toward the valve device 10 is blocked by the flow of the separation valve 16. On the other hand, the possibility of reverse volume flow in which the inside of the intermediate chamber 11 is pressurized from the valve device 10 through the separation valve 16 is maintained. A higher operating pressure than that set by the valve device 10, which is a hydraulic mechanical amplification valve, can be adjusted electronically by the pressurizing valve 15. The flow of the separation valve 16 is temporarily interrupted for electronically controlled decompression. As a result, the pressure medium can flow toward the valve device 10. The valve device 10 is connected to the pressure medium reservoir 22 in this operation state. The control edge on the left side of the valve body 13 in the figure releases this flow path between the pressure medium path 45 and the hydraulic connection 36 that is laid from the valve device 10 to the pressure medium reservoir 10. Connection is realized. This electronic brake pressure control has the advantage that the transmission characteristics of this control can be freely selected within the dynamic characteristics given by the technical data of the high-pressure accumulator, pressurizing valve and separation valve. Therefore, the so-called step function, i.e. when the brake pedal 3 is lightly depressed, as required for eg ASR (drive slip control), ESP (electronic stability program) and ACC (inter-vehicle control system). Jumps to preset brake pressure values, brake assist functions, delay control and automatic braking can be realized by software means. For this reason, the driver's reference value in the form of brake pedal operation is converted using an appropriate algorithm for wheel brake pressure by an electronic control device and adjustment device not shown. This reference value is detected by a displacement sensor, a stress sensor or other sensors. These algorithms are realized by electronically switchable valves in an external force brake module (Fremdkraft-Bremsmodul) and a subsequent connected ABS hydraulic system.

  In the preferred "brake-by-wire" operating module described above, characterized by an external braking process initiated by the driver's delay request, an electronic control device not shown in response to the signal of the displacement sensor 17 detecting the driver's request The hydraulic pressure in the cylinder chamber 11 is controlled by appropriately controlling the valves 15 and 16 using the adjusting device. This pressure is always determined so that this pressure is sufficient to hold the third piston 5 against the stopper 35 in the housing 8. This provides the relationship between brake pedal characteristics, i.e. brake pedal force, brake pedal displacement and brake pedal speed, which can be described by mathematical functions. The operation status of the master cylinder 1 does not fall into these. The main parameters of the brake pedal characteristics are the stiffness and tension of the elastic elements 6,7. A tactile response through the driver's pedal can be realized by an electronically controlled deviation of the brake pedal characteristics preset by the passive element. Furthermore, according to the present invention, the volume of the pressure medium in the hydraulic chamber 21 is controlled by the valves 29, 30, 31 that can be electrically controlled. In this case, the open hydraulic connecting portion 40 between the hydraulic chamber 21 and the reservoir 22 is closed. In order to terminate the operating phase of the brake device exhibiting the disengaged brake pedal characteristics, this connection 40 is simply released again. The valve switching process of overlapping the preset brake pedal characteristics (force feedback pedal) will be described in detail in the following description.

  In order to press the brake pedal 3 backward, the first connecting portion 40 between the hydraulic chamber 21 and the pressure medium reservoir 22 is closed by switching the first 2/2 distribution valve 29. The hydraulic chamber 2 is then pressurized hydraulically by opening the third 2/2 distribution valve 31 under control. As a result, the additional pressure medium flows into the hydraulic chamber 21 and the pedal 3 is pressed backward. By observing the pressure in the hydraulic chamber 21 by the pressure sensor 32 and the movement of the brake pedal by the displacement sensor 17, the driver's desire can be detected despite the additional restoring force. The first 2/2 distribution valve 29 is closed and held against the active reduction of the additional volume of pressure medium occupying the hydraulic chamber 21, and the pressure medium volume is reduced to the second 2/2 distribution valve 30. Is opened into the pressure medium reservoir 22. The packing 41 described above is not damaged by closing the distribution valve 29. The junction of the connecting portion 40a can pass through the packing 41. If additional restoring force is no longer required, after complete reduction of the additional volume of pressure medium through the second 2/2 distribution valve 30, the hydraulic chamber 21 opens the first 2/2 distribution valve 29. It is switched to no pressure again. Thereby, the displacement of the brake pedal 3 again follows the preset passive brake pedal characteristics.

  In the third operating mode, characterized by a stoppage of power supply or a so-called hydraulic failure (Rueckfallebene), the solenoid valves 15, 16 remain unflowed. Thereby, the hydraulic mechanical type amplification valve which is the valve device 10 controls the operation pressure in the intermediate chamber 11 and amplifies the braking force. In this case, the pressurization is controlled by the interlocking of the control edge on the right side of the valve body 13 in the drawing and the pipe portion 34. On the other hand, the pressure reduction is controlled by the interlocking of the control edge on the left side and the hydraulic pipe 36 in the drawing. As long as the high pressure accumulator 19 can output a pressure medium under pressure, the oil pressure amplification functions without electricity. There is a linear force amplification. The amplification factor of this amplification is preset preset by the ratio of the cross section of the second piston to the third piston 5.

  In the fourth mode of operation, which is characterized by a hydraulic error in the high-pressure accumulator 19 or a so-called mechanical failure (Rueckfallebene), the brake device can be operated purely mechanically. The third piston 5 moves away from the stopper 35 under the operation force induced by the brake pedal 3 and slides the second piston 4 by mechanical force transmission. As a result, the master cylinder 1 is operated exclusively by muscle force. When the junction point for the pipe 40 connected to the hydraulic chamber 21 exceeds the fixed packing 41 disposed in the housing 8, the hydraulic chamber 21 described above is caused by the relative movement generated by the third piston 5 with respect to the housing 8. Closed. The function of the brake pedal characteristic simulation devices 6 and 7 is stopped by this closing. As a result, force is directly transmitted from the first piston 2 to the third piston 5.

  Depending on the pedal situation deviating from the preset brake pedal characteristics, a tactile response of the operating state of the brake control system may be provided to the driver by electronically controlled pedal vibration. In this case, this information about the frequency and intensity of vibration can be quantified. Further, when ABS control or ESP control is performed, a response can be provided to the driver by an electronically controlled temporary return pressure of the brake pedal. In particular, the strength of this deliberate response is slightly due to the strong and in many cases disturbing or unpleasant pedal return action that is inevitable in principle with conventional braking systems.

The stop state of the structure of the brake device of the present invention according to the first embodiment is shown. 2 shows another structure of a brake pedal characteristic simulation device that can be used in the brake device of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Master cylinder 2 1st piston 3 Brake pedal 4 2nd piston 5 3rd piston 6 Elastic element 7 Elastic element 8 Housing 9 Hydraulic pressure source 10 Valve apparatus 11 Intermediate | middle chamber 12 Hydraulic connection part 13 Valve main body 14 Projection part 15 Pressure valve 16 Separation valve 17 Displacement sensor 18 Pressure sensor 19 High pressure accumulator 20 Motor pump unit 21 Hydraulic chamber 22 Pressure medium reservoir 23 Hydraulic pipe 24 Check valve 26 Motor 27 Pump 28 Electrohydraulic regulator or control device 29 Distribution valve 30 Distribution valve 31 Distribution Valve 32 Spring 33 High pressure accumulator 34 Part of pipe 35 Pressure medium path 36 Hydraulic connecting part 37 Stopper 38 Operation rod 40 First connecting part 40a Part of connecting part 41 Packing 42 Second connecting part 43 Hydraulic pipe 44 Check valve 45 Pressure medium pipe 46 Pressure sensor

Claims (15)

-Having a master cylinder (1) to which a wheel cylinder can be connected;
-Having a first piston (2) connected to the brake pedal (3);
A second piston (4) for operating the master cylinder (1),
-Having a third piston (5) operable by the first piston (2);
In an electro-hydraulic brake device for a vehicle that can be controlled by a vehicle driver and regardless of the vehicle driver with the operation method “brake-by-wire”,
In this case, at least one brake pedal characteristic simulation device (6, 7) is provided between the first piston (2) and the third piston (5). The hydraulic chamber (21) linked to the brake pedal characteristic simulation device (6, 7) is connected to the first piston (2) and the third piston ( 5), all three pistons (2, 4, 5) and the brake pedal characteristic simulation device (6, 7) are arranged in the housing (8),
A hydraulic fluid pressure source (9) that can be controlled by an electronic control device and a regulating device;
A valve device (10) operable by a third piston (5) for reducing the pressure of this hydraulic pressure source (9) to a value that can be applied to the second piston;
In this case, the second piston (4) is pressed so that the third piston (5) is pressed in a direction opposite to the pressing direction of the second piston (4) by the pressure acting on the second piston (4). ) And the third piston (5) are separated from each other by the intermediate chamber (11),
A device (29-31, 45) that enables a pedal situation deviating from the brake pedal characteristics preset by the brake pedal characteristic simulation device by changing the pressure medium volume in the hydraulic chamber (21) by electromagnetic valve control. ) Is provided.   The braking device according to claim 1, characterized in that the device (29-31) is electrically controllable by means of an electronic control device and a regulating device.   A first 2/2 switchable electromagnetically inserted in a first connection (40) between the hydraulic chamber (21) and the pressureless pressure medium reservoir (22) is an electrically controllable device. Distributable valve (29), electromagnetically switchable second 2/2 distribution inserted in second connection (42) between hydraulic chamber (21) and pressureless pressure medium reservoir (22) It is constituted by a third 2/2 distribution valve (31) which can be switched to an electromagnetic type, inserted in a pipe (43) laid towards the valve (30) and the hydraulic pressure source (9 or 19). The brake device according to claim 2, wherein the brake device is provided.   The brake device according to claim 2 or 3, characterized in that the pressure sensor (32) is provided for detecting the pressure governed in the hydraulic chamber (21).   The first 2/2 divider valve (29) is configured as a non-energized (SO) valve, while the second 2/2 divider valve (30) is closed in a non-energized manner ( The brake device according to any one of claims 2 to 4, wherein the brake device is configured as a GS) valve.   The third 2/2 distribution valve (31) is configured as a non-energized close (SG) valve, which closes the hydraulic pipe (43) in its first switching position and has its second The brake device according to any one of claims 2 to 5, characterized in that it satisfies the function of a check valve that closes the high-pressure accumulator (9 or 19) in the switching position. .   A sensor (39) for monitoring the stored state of the high-pressure accumulator (19) is provided, and an output signal of the high-pressure accumulator is supplied to the electronic control unit. The sensor (39) is provided in the housing (8). 7. The brake device according to claim 1, wherein the brake device is incorporated or integrally connected to the housing (8).   A pressure sensor (18) for detecting the pressure governing the intermediate chamber (11) is provided, and an output signal of the pressure sensor is supplied to the electronic control unit, and the pressure sensor (18) is connected to the housing (8). The brake device according to any one of claims 1 to 7, wherein the brake device is incorporated in or integrally connected to the housing (8).   Brake according to any one of the preceding claims, characterized in that the electrohydraulic control device or adjustment device (28) of the anti-lock brake system is connected to the master cylinder (1). apparatus.   The brake pedal characteristic simulation device has at least one elastic element (6, 7), and the elastic element (6, 7) is a relative movement between the first piston (2) and the third piston (5). The brake device according to claim 1, wherein an “elastic force component” that depends on the force is exerted on the force generated by the brake pedal characteristic simulation device.   The brake pedal characteristic simulation device has at least one damping device, and the brake pedal characteristic simulation device has a “damping force dependent” that depends on relative movement between the first piston (2) and the third piston (5). 13. The braking device according to claim 12, wherein the component is exerted on the force generated by the brake pedal characteristic simulation device.   The brake pedal characteristic simulation device (6, 7) has elements (steel spring, elastomer body and frictional connection), and these elements exert a force generated by the brake pedal characteristic simulation device. The brake device according to claim 12 or 13.   15. Each of the elements exerting a force generated by the brake pedal characteristic simulation device is arranged outside (“dry”) or inside (“wet”) of the hydraulic chamber (21). The brake device described.   The brake device according to any one of claims 1 to 13, wherein the pedal situation deviating from a preset brake pedal characteristic includes vibration of an electrically controlled pedal.   The brake device according to any one of claims 1 to 14, wherein the pedal situation deviating from the preset brake pedal characteristics includes a temporary return pressure that is electrically controlled by the brake pedal.

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