US20050231027A1 - Pedal simulation device - Google Patents

Pedal simulation device Download PDF

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Publication number
US20050231027A1
US20050231027A1 US11/151,142 US15114205A US2005231027A1 US 20050231027 A1 US20050231027 A1 US 20050231027A1 US 15114205 A US15114205 A US 15114205A US 2005231027 A1 US2005231027 A1 US 2005231027A1
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US
United States
Prior art keywords
pedal
working chamber
simulation device
modelling
actuation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US11/151,142
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English (en)
Inventor
Wilfried Giering
Erwin Michels
Benedikt Ohlig
Herbert Steinheuer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Active Safety GmbH
Original Assignee
Lucas Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Automotive GmbH filed Critical Lucas Automotive GmbH
Assigned to LUCAS AUTOMOTIVE GMBH reassignment LUCAS AUTOMOTIVE GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: STEINHEUER, HERBERT, GIERING, WILFRIED, MICHELS, ERWIN, OHLIG, BENEDIKT
Publication of US20050231027A1 publication Critical patent/US20050231027A1/en
Priority to US12/150,412 priority Critical patent/US7954908B2/en
Abandoned legal-status Critical Current

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20528—Foot operated

Definitions

  • the invention relates to a pedal simulation device for simulating the reaction behaviour of a pedal, in particular of a brake pedal of a vehicle brake system, comprising a cylinder, a piston disposed displaceably inside the cylinder and coupled to the pedal and delimiting a working chamber inside the cylinder, a resetting element capable of exerting a resetting force on the pedal, and a modelling device, which is fluidically connected to the working chamber, for influencing the reaction behaviour of the pedal.
  • Such pedal simulation devices are already used in vehicles where an electrohydraulic brake system or an electromotive brake system is uncoupled from the brake force generation by means of a brake pedal.
  • Such brake systems are referred to as “brake-by-wire” vehicle brake systems since the actual electrohydraulic or electromotive brake system that produces the braking effect is mechanically uncoupled from the brake pedal that initiates the braking operation.
  • a brake pedal actuation is detected electronically by means of suitable sensors from various parameters, such as e.g. the actual brake pedal displacement or the force applied to the brake pedal as well as the brake pedal acceleration, and the respective brake system is controlled in accordance with the detected variables.
  • Such a pedal simulation device is known, for example, from DE 100 93 670 A1.
  • the piston connected thereto by a connecting rod is displaced in the cylinder.
  • gas is pressed by means of a throttle device out of a working chamber that is enclosed by the cylinder and the piston.
  • the throttle device With the aid of the throttle device it is possible to influence the discharge behaviour of the gas and hence the resistance that arises during a movement of the piston inside the cylinder. It has however emerged that the pedal simulation device according to this background art has a relatively sluggish response characteristic.
  • the piston may movb e a relatively long way inside the cylinder without a sufficiently high resistance that is perceptible by the driver of the motor vehicle being offered to this movement on account of the compression of the gas and the effect of the throttle. It is only after the piston has been displaced by a considerable distance that the pressure increase inside the cylinder is sufficient to generate a perceptible resistance to the pedal actuation. The driver accordingly has the unwanted impression that the brake system only becomes active relatively late.
  • a pedal simulation device similar to the previously described background art is known.
  • This device provides that, upon an actuation of the brake pedal, the gas enclosed between the piston and the cylinder may pass out of the working chamber in a substantially unimpeded manner through a non-return valve, wherein a resistance to the pedal movement is summoned up by means of a spring.
  • a throttle element through which gas may pass in an inhibited manner into the working chamber enclosed by the piston and the cylinder, is effective so that a hysteresis is imposed on the movement of the brake pedal and the brake pedal may move under the action of the resetting spring in a damped manner into its normal position.
  • the motional characteristic of this pedal simulation device differs widely from the desired behaviour, especially because of the spring, which conveys to the driver a resistance to his pedal actuation that remains constant.
  • a brake pedal simulation device in which the piston moves in a cylinder that is closed at both ends, so that the piston delimits a working chamber at each end.
  • a bore Provided in the piston is a bore that enables an exchange of gas between the two chambers inside the cylinder.
  • the piston moves inside the cylinder, wherein gas from the one working chamber may flow through the piston into the other working chamber. This leads however to inadequate damping of the piston movement, so that the resulting brake pedal characteristic differs widely from the one to be conveyed to the driver.
  • the object of the present invention is to provide a pedal simulation device of the initially described type, which, while being of a simple construction and operationally reliable, responds rapidly and has an improved pedal characteristic compared to the background art.
  • a pedal simulation device for simulating the reaction behaviour of a pedal, in particular of a brake pedal of a vehicle brake system, comprising a cylinder, a piston disposed displaceably inside the cylinder and coupled to the pedal and delimiting a working chamber inside the cylinder, a resetting element capable of exerting a resetting force on the pedal, and a modelling device, which is fluidically connected to the working chamber, for influencing the reaction behaviour of the pedal.
  • the vacuum that builds up in the working chamber upon actuation of the brake pedal is dependent on the behaviour of the modelling device and is reducible by means of a fluid flowing through the modelling device. Because of the preferably relatively small (dead) volume of the working chamber at the start of actuation of the pedal, this vacuum may assume a relatively large value within a relatively short time of the pedal actuation, i.e. after a relatively short actuating distance, so that the pedal simulation device responds rapidly.
  • the modelling device then allows only a limited replenishing flow of fluid into the working chamber, with the result that the pedal is actuable only with appropriate resistance.
  • the pedal Upon release of the pedal, the pedal is returned to its normal position by the resetting element, which may be of any desired configuration, wherein this resetting movement is likewise influenceable by the modelling device.
  • suitable liquids such as e.g. brake fluid or glycerol
  • the invention is however particularly suitable for use also in a pneumatic system, so that as a fluid it is possible to use a gas or gas mixture, in particular air, the compressibility and expansibility of which is utilized. In the following, therefore, the invention is discussed in particular with regard to the use of a gaseous fluid.
  • the modelling device connects the working chamber to the ambient atmosphere.
  • the modelling device connects the working chamber to a fluid reservoir that is separated or separable from the ambient atmosphere. It is advantageous for the fluid, upon actuation of the pedal, to flow from outside of the cylinder into the working chamber.
  • the modelling device comprises at least one throttle channel having a throttle device.
  • This throttle device may be a pre-configured throttle device.
  • the throttle device is adjustable. The throttle device may be adjusted manually during the original assembly and during maintenance of the brake system. It is however also equally possible for the throttle device to be actively controlled and adjusted during operation of the vehicle brake system, e.g. in such a way that in dependence upon various operating states of the brake system or driving situations the throttle device may assume different states and therefore convey to the driver different braking characteristics that also differ in each case in dependence upon the operation of the vehicle brake system.
  • the modelling device may comprise a bypass channel that bypasses the throttle channel. It is therefore possible that, upon a release of the pedal after actuation thereof, under the action of the resetting element fluid flows out of the working chamber through the bypass channel. This means that an actuation of the pedal is counteracted by an appropriately high resistance owing to the throttle device but that, upon release of the pedal after prior actuation, the throttle device may be substantially bypassed so that the resetting movement may be effected with markedly weakened damping and hence ultimately faster. A hysteresis is therefore imposed on the pedal movement.
  • bypass channel has a non-return valve that allows fluid to pass substantially unimpeded out of the working chamber and prevents fluid from passing into the working chamber.
  • a non-return valve has the advantage that it is a relatively simple and hence inexpensively available, operationally reliable component.
  • the cylinder is closed at its end remote from the working chamber and together with the piston encloses a complementary working chamber and that, upon an actuation of the brake pedal, fluid from the complementary working chamber flows out of the cylinder through the modelling device.
  • This measure provides that in addition to the working chamber a further working chamber, namely the complementary working chamber, is provided, by means of which the behaviour of the brake pedal may be further influenced.
  • the modelling device accordingly comprises components, which are associated with the working chamber, and further components, which are associated with the complementary working chamber.
  • modelling device When in this connection there is mention of a modelling device, this term is not necessarily intended to mean that all of the components provided for influencing the reaction behaviour of the pedal are combined in a common assembly group. Rather, the term modelling device is intended to be a generic term for the components that may influence the reaction behaviour of the pedal, irrespective of whether they are combined in a common assembly group or associated in each case separately with the working chamber or the complementary working chamber.
  • this chamber is connected by the modelling device to the ambient atmosphere, or that this chamber is alternatively connected by the modelling device to a fluid reservoir that is separated or separable from the ambient atmosphere.
  • the modelling device also comprises at least one throttle channel associated with the complementary working chamber and having a throttle device, wherein this throttle device associated with the complementary working chamber may also be sporadically or permanently controllable and hence adjustable.
  • the modelling device may also comprise a bypass channel, which is associated with the complementary working chamber and by means of which the throttle device associated with the complementary working chamber may be bypassed.
  • the components associated with the complementary working chamber namely the throttle device and bypass channel, may be disposed the opposite way round to the components of the working chamber according to the previous description. In other words, this means that, upon a release of the pedal after actuation thereof, under the action of the resetting element fluid flows into the complementary working chamber through the bypass channel.
  • the actuation of the brake pedal is to be effected in a damped manner and the resetting movement is to occur only with slight damping
  • the fluid displaced from the complementary working chamber has to flow through the throttle device associated with the complementary working chamber and, in so doing, closes the non-return valve.
  • fluid Upon a subsequent release of the pedal, fluid then has to flow from the ambient atmosphere into the complementary working chamber. This occurs substantially through the non-return valve, which opens in this flow direction, so that only a small proportion of the fluid flowing into the complementary working chamber flows through the throttle device.
  • the working chamber and the complementary working chamber are connected by the modelling device, wherein, upon an actuation of the pedal, fluid from the complementary working chamber flows through the modelling device into the working chamber and wherein, upon a release of the pedal after actuation thereof, fluid from the working chamber flows through the modelling device into the complementary working chamber.
  • the modelling device may comprise a throttle device as well as a bypass channel with non-return valve, wherein the non-return valve is oriented in such a way that, given a flow from the complementary working chamber into the working chamber, it blocks and, given a flow in the opposite direction, it opens.
  • FIG. 1 a diagrammatic overview representation of a pedal designed as a brake pedal
  • FIG. 2 a detail view of the pedal simulation device according to a first embodiment of the present invention
  • FIG. 3 a detail view as in FIG. 2 according to a second embodiment of the present invention
  • FIG. 4 a detail view as in FIGS. 2 and 3 according to a third embodiment of the present invention.
  • FIG. 5 a detail view as in FIGS. 2 to 4 according to a fourth embodiment of the present invention.
  • FIG. 6 a force/displacement diagram for a more detailed explanation of the pedal simulation device according to the invention and the background art.
  • FIG. 1 shows diagrammatically how a pedal simulation device 10 according to the invention, which in this described case is designed as a brake pedal simulation device, interacts with a brake pedal 12 .
  • the brake pedal 12 is attached in a rotatable manner to a suspension device 14 on a vehicle body 16 and coupled by a swivel joint 18 to an actuating rod 20 for joint movement.
  • the brake pedal 12 has a bearing pad 22 , on which a driver of a vehicle, in order to actuate the vehicle brake, exerts the brake actuating force F B by depressing the pad 22 with his foot.
  • the driver reduces the brake actuating force F B and releases the brake pedal 12 .
  • the actuating rod 20 runs into the diagrammatically illustrated pedal simulation device 10 , which is described in detail below.
  • a stop 24 is provided in a fixed manner. Supported against this stop is one end of a resilient resetting element in the form of a spring 26 .
  • the other end of the spring 26 is supported against the side of the housing of the pedal simulation device 10 facing the brake pedal 12 .
  • the spring 26 upon actuation of the brake pedal 12 and the thereby initiated sliding of the actuating rod 20 into the housing of the pedal simulation device 10 , is compressed and, upon subsequent release of the brake pedal 12 , gives rise to a resetting movement.
  • the pedal simulation device 10 comprises sensors (not shown in detail), by means of which parameters characterizing the actuation of the brake pedal 12 , such as e.g. the actuating speed, the actuating distance or the magnitude of the pedal actuating force F B , are detected and transmitted via the lines 28 , 30 , 32 to a control unit.
  • the control unit then, in accordance with the detected parameters, subsequently controls the vehicle brake system, e.g. a hydraulic or electromechanical vehicle brake system (not shown in either case).
  • FIGS. 2 to 5 show individual embodiments of the pedal simulation device 10 .
  • the first embodiment shown in FIG. 2 shows a pedal simulation device 110 comprising a cylinder 134 , which is open at one end and has a working piston 136 guided therein.
  • the working piston 136 is coupled to the actuating rod 120 for joint movement.
  • the actuating rod 120 extends through an axial opening 138 , wherein in the axial opening a sealing ring 140 is disposed.
  • the effect achieved by the sealing ring 140 is that the actuating rod 120 may be moved axially back and forth in a fluid-tight manner inside the axial opening 138 , as is represented in FIG. 4 by arrow P.
  • a sealing ring 142 is provided also at the peripheral surface of the working piston 136 facing the inner wall of the cylinder 134 , so that the working piston 136 may also be moved back and forth in a fluid-tight manner inside the cylinder 134 together with the actuating rod 120 .
  • a radial opening 146 is introduced close to the sealed end of the cylinder 134 into the side wall thereof.
  • the radial opening 146 communicates with a fluid line 148 , with which a throttle device 150 is associated.
  • the throttle device 150 is manually or electromechanically adjustable, thereby allowing a variation of the flow cross section of the fluid line 148 within a preset scope.
  • the working chamber 144 is filled with air and, upon opening of the fluid line 148 and/or the throttle device 150 , communicates with the ambient atmosphere.
  • the actuating rod 120 is then displaced in accordance with arrow P 1 in FIG. 2 to the right.
  • the volume of the working chamber 144 is therefore increased, so that a vacuum arises therein.
  • the effect of this vacuum is that the working chamber 144 takes in air from the ambient atmosphere through the radial opening 146 , the fluid line 148 and the throttle device 150 .
  • the throttle device 150 however inhibits this intake of ambient air so that ultimately, by virtue of the vacuum arising in the working chamber 144 , the movement of the actuating rod 120 and hence of the brake pedal 12 may occur only subject to resistance. In addition to the resistance generated by the spring 26 upon compression thereof, the driver perceives a resistance that originates from the development of the vacuum in the working chamber 144 . In dependence upon the actuation of the brake pedal 12 , i.e. in dependence upon the value of the applied brake actuating force F B , the speed of actuation and the actuating distance of the brake pedal 12 as well as in dependence upon the throttle position of the throttle device 150 , an amount of resistance arises in each case.
  • the pedal simulation device 110 it is therefore possible by means of the pedal simulation device 110 to convey to the driver a resistance characteristic for the actuation of the brake pedal 12 that allows the driver to believe that the brake pedal 12 is interacting directly with the brake system of the vehicle. In reality, however, the interaction occurs merely via sensors, which are not shown in FIGS. 1 and 2 and which—in accordance with, as such, known brake-by-wire brake systems—transmit parameters characterizing the actuation of the brake pedal 12 via the lines 28 , 30 and 32 to a control unit, so that the brake system is then controlled electronically in accordance with the parameters.
  • the actuating rod 120 Upon a release of the brake pedal 12 after actuation, i.e. upon a reduction of the brake actuating force F B —in an extreme case to zero, the actuating rod 120 does not shoot suddenly from its deflected position into the normal position shown in FIG. 1 . Rather, the resetting movement initiated by the spring 26 is also effected in a damped manner, because then the air situated in the working chamber 144 and pressed out of there by the action of the spring 26 has to be discharged into the ambient atmosphere again through the throttle device 150 . In said case, the throttle device 150 in turn acts as a damping element, with the result that the resetting movement is effected in a retarded manner.
  • FIG. 2 shows a diagram representing the resistance force F working piston arising at the working piston 136 over the displacement distance S working piston of the working piston 136 .
  • the curve 152 which characterizes the embodiment according to FIG. 2 for a specific setting of the throttle device 150 , then it is evident that, in order to achieve a specific resistance force F 1 , a movement of the working piston by the distance S 1 is required. Up to attainment of this resistance force F 1 at the working piston 136 , the resistance force rises relatively steeply in accordance with the curve 152 . As the volume of the working chamber 144 increases, however, this rise levels out until it finally takes an asymptotic course.
  • the curve 152 corresponds to the situation where at the start of an actuation of the brake pedal 12 there is a slight dead volume in the chamber 144 (S working piston ⁇ 0). In the case of a larger dead volume at the start of an actuation of the brake pedal, the characteristic indicated by the curve 154 is obtained. The curve 154 shows an initially flatter rise.
  • FIG. 6 further shows two dashed curves representing the course of the resistance force at the working piston in systems according to the initially described background art according to DE 100 39 670 A1.
  • the resistance force is generated, not by means of a vacuum, but by means of an above-atmospheric pressure generated in the cylinder by means of the displaced working piston.
  • the curve 156 initially, i.e. given a small actuating distance, shows a markedly flatter rise than the curve 152 , with the result that the working piston has to travel a much greater distance S 2 before the desired resistance.
  • force F 1 is attained at the working piston.
  • the curve 158 corresponds to the damping in the situation of return travel of the brake pedal.
  • the area between the two curves 156 and 158 therefore corresponds to the hysteresis of a brake pedal actuating cycle.
  • the characteristic curves illustrated in FIG. 6 apply to the situation of constant actuating speed of the brake pedal 12 . Given faster actuation, a greater resistance is offered to the actuation, and conversely. Such an actuating behaviour is desirable because it corresponds to the usual actuating behaviour of conventional brake systems with a vacuum brake booster.
  • the reason for the actuating-speed-dependent characteristic course in the embodiment according to FIG. 2 is the fact that at a lower actuating speed a lower vacuum arises in the working chamber 144 than at a high actuating speed. The reason for this is the flow characteristic of the throttle device 150 .
  • the pedal simulation device according to the invention which operates with a vacuum, responds more rapidly to an actuation of the brake pedal 12 than the pedal simulation devices according to the background art, which operate with above-atmospheric pressure.
  • FIG. 3 There now follows a description of the second embodiment of the pedal simulation device according to the invention, which is illustrated in FIG. 3 .
  • the same reference characters are used as with regard to FIGS. 1 and 2 , only with the number “2” placed in front. Only the differences from the first embodiment according to FIG. 2 are described.
  • the second embodiment according to FIG. 3 differs from the first embodiment according to FIG. 2 only in that the fluid line 248 , which is coupled to the radial opening 246 , comprises a bypass line 260 that bypasses the throttle device 250 .
  • a non-return valve 262 Provided in the bypass line 260 is a non-return valve 262 , which prevents air from the ambient atmosphere from flowing into the radial opening 246 and hence into the working chamber 244 .
  • a flow of air in the opposite direction, i.e. a flow of air from the working chamber 244 through the radial opening 246 towards the ambient atmosphere may however pass substantially unimpeded through the non-return valve 262 .
  • the pedal simulation device 210 according to FIG. 3 therefore behaves differently to the pedal simulation device 110 according to FIG. 2 in that, upon a resetting movement of the actuating rod 20 and hence of the working piston 236 in accordance with arrow P 2 , the air contained in the working chamber 244 may pass substantially unimpeded into the ambient atmosphere, wherein the throttle device 250 is bypassed by means of the bypass line 260 .
  • the brake pedal 12 may move under the action of the spring 26 and substantially without damping by the throtie device 250 relatively quickly into its normal position.
  • the throttle device 250 in the second embodiment according to FIG. 3 acts in the same way as the embodiment according to FIG. 2 because, when air from the ambient atmosphere is taken into the working chamber 244 , the non-return valve 262 closes and prevents a flow of air through the bypass line 260 .
  • FIG. 4 shows a third embodiment of the pedal simulation device 310 according to the invention.
  • the same reference characters are used for the identical or equivalent components as with regard to FIGS. 1 to 3 , only with the number “3” placed in front.
  • the third embodiment according to FIG. 4 differs from the second embodiment according to FIG. 3 in that the cylinder 334 is no longer open at one end but is closed at its end remote from the actuating rod 320 by the end wall 364 .
  • a complementary working chamber 366 that is delimited at one end by the working piston 336 .
  • Opening into this complementary working chamber 366 close to the end wall 364 is a further radial opening 368 .
  • the radial opening 368 communicates with a fluid line 370 , which comprises, on the one hand, a throttle channel with an adjustable throttle device 372 and, on the other hand, a bypass channel 374 with a non-return valve 376 .
  • the non-return valve 376 is disposed in such a way that it allows air from the ambient atmosphere to flow unimpeded through the bypass line 374 , via the radial opening 368 and into the complementary working chamber 366 but prevents air from flowing out of the complementary working chamber 366 through the radial opening 368 .
  • the effect of this is that, upon a movement of the actuating rod 320 and the working piston 336 in the direction of arrow P 1 , the air contained in the complementary working chamber 366 has to flow through the throttle device 372 and so the outward flow is damped by means of the throttle device 372 .
  • air from the ambient atmosphere may pass substantially unimpeded through the non-return valve 376 , via the radial opening 368 and into the complementary working chamber 366 , so that this movement is substantially not damped and/or inhibited by the throttle device 372 .
  • the pedal simulation device according to FIG. 4 presents a reaction behaviour upon the brake pedal 12 that differs in that, with increasing displacement distance of the working piston 336 inside the cylinder 334 , the pressure inside the complementary working chamber 366 rises more and more.
  • the effect of this is that, when the rise of the vacuum in the working chamber 344 levels off with increasing displacement distance of the working piston 336 , as explained with regard to curve 152 in FIG. 6 , the effect of the complementary working chamber 366 , in which an above-atmospheric pressure builds up, is utilized.
  • the resistance force reacting upon the brake pedal 12 increases perceptibly for the driver even with increasing displacement movement of the working piston 336 .
  • the pedal simulation device 310 presents a relatively fast response, wherein even in the event of extreme and/or sustained actuation of the brake pedal with sufficiently high brake actuating force F B and correspondingly high brake pedal displacement the resistance reacting upon the brake pedal continues to increase perceptibly.
  • FIG. 5 shows a fourth embodiment of the pedal simulation device 410 according to the invention.
  • the previously used reference characters are used once more for components of an identical type or an identical effect, only with the number “4” placed in front.
  • the fourth embodiment according to FIG. 5 differs from the third embodiment according to FIG. 4 only in that the two fluid lines 448 and 470 are connected to one another, wherein these fluid lines have a common throttle device 450 and a common bypass channel 460 having the non-return valve 462 for bypassing the throttle device 450 .
  • the effect of this construction is that upon a movement of the actuating rod 420 and the working piston 436 in accordance with arrow P 1 —without an exchange of air with the ambient atmosphere—air from the complementary working chamber 466 is sucked through the radial opening 468 , the throttle device 450 and the radial opening 446 into the working chamber 444 .
  • FIG. 5 therefore presents a similar reaction behaviour upon the brake pedal 12 to the pedal simulation device 210 according to FIG. 3 .
  • One advantage of the fourth embodiment according to the invention according to FIG. 5 is that it is a closed pneumatic system that is not exposed to pollution by incoming ambient air.
  • the invention may be used to provide pedal simulation devices of differing design, which react relatively fast to an actuation of the brake pedal.
  • the adjustable throttle devices used may be adjustable manually during assembly and during maintenance. It is also equally possible for these throttle devices during operation of the brake system to be permanently, e.g. electro-mechanically controllable in order to vary their throttling behaviour and hence the behaviour of the pedal simulation device. It is therefore possible, for example, to switch between a sporty setting, in which the pedal has a relatively rapid, strong response, and a moderate setting, in which the pedal has a slightly retarded and relatively gentle response.
  • the throttle devices according to the present invention are used primarily to damp the piston movement upon an actuation of the brake pedal but that, as was also explained with reference to FIG. 2 , during a return travel movement of the working piston, i.e. during a resetting movement, these throttle devices may equally demonstrate a throttling action and may therefore also damp this movement.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Braking Systems And Boosters (AREA)
  • Mechanical Control Devices (AREA)
  • Regulating Braking Force (AREA)
US11/151,142 2002-12-13 2005-06-13 Pedal simulation device Abandoned US20050231027A1 (en)

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US12/150,412 US7954908B2 (en) 2002-12-13 2008-04-28 Pedal simulation device

Applications Claiming Priority (3)

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DE10260008.2 2002-12-13
DE10260008A DE10260008A1 (de) 2002-12-13 2002-12-13 Pedalsimulationseinrichtung
PCT/EP2003/013583 WO2004054861A1 (de) 2002-12-13 2003-12-02 Pedalsimulationseinrichtung

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PCT/EP2003/013583 Continuation WO2004054861A1 (de) 2002-12-13 2003-12-02 Pedalsimulationseinrichtung

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US12/150,412 Continuation US7954908B2 (en) 2002-12-13 2008-04-28 Pedal simulation device

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US12/150,412 Active 2025-06-16 US7954908B2 (en) 2002-12-13 2008-04-28 Pedal simulation device

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EP (1) EP1569831B1 (es)
AU (1) AU2003294767A1 (es)
DE (2) DE10260008A1 (es)
ES (1) ES2280828T3 (es)
WO (1) WO2004054861A1 (es)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060049689A1 (en) * 2004-09-08 2006-03-09 Nicolas Marlhe Braking device for a motor vehicle
US20080173490A1 (en) * 2007-01-20 2008-07-24 Nissan Motor Co., Ltd. Regenerative braking coordination device
US20100012442A1 (en) * 2008-07-16 2010-01-21 Hyundai Mobis Co., Ltd. Hysteresis characterizing typed electro pedal device
US20100219678A1 (en) * 2007-10-02 2010-09-02 Boris Koeth Electrohydraulic brake unit for a land vehicle
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US7954908B2 (en) 2011-06-07
DE10260008A1 (de) 2004-07-22
AU2003294767A1 (en) 2004-07-09
WO2004054861A1 (de) 2004-07-01
US20080245179A1 (en) 2008-10-09
EP1569831B1 (de) 2007-01-17
EP1569831A1 (de) 2005-09-07
ES2280828T3 (es) 2007-09-16
DE50306332D1 (de) 2007-03-08

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