Classifications

• • 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
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
  • B60T13/46—Vacuum systems
  • B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
• • 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
• • 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
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/66—Electrical control in fluid-pressure brake systems
  • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
• • 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
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
  • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
• • 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
  • B60T17/18—Safety devices; Monitoring
  • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
• • 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
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
• • 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
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
  • B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
  • B60T8/441—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters
• • 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
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/12—Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc

Definitions

• the invention relates to a brake booster and a method of operation
• a brake booster according to the invention comprises an input element actuatable by a driver, an actuator for generating an assisting force
• Output element which is acted upon by the input member and / or the actuator with an input force or the supporting force and by which a piston of a master cylinder is acted upon by an actuating force, and a power transmission unit with elastic properties, which between the
• Input element and the actuator on the one hand and the output element on the other hand is arranged and the input force and / or the supporting force on the
• Output element transmits.
• a biasing unit is provided, which acts on the power transmission unit such that it acts on the power transmission unit in the idle state of the brake booster with a pair of forces.
• Brake booster is in the run-up to an expected braking request or immediately after detecting a braking request in a time range before or immediately after detecting an actuation of the input element a
• the invention is based on the basic idea of a brake booster in such a way
• Brake booster acts so that it acts on the power transmission unit in the idle state of the brake booster with a pair of forces. Will now in the run-up to an expected braking request or immediately after detecting a braking request in a time range before or immediately after detecting an actuation of the
• Input element generates an assisting force by the actuator, so can overcome a predefined way at the output of the brake booster and thus on the piston of the master cylinder by suitable design of the biasing unit and thus the couple and the power generated in advance of an expected braking request or immediately after detection of a braking request be without having to have a corresponding path at the entrance of the brake booster and thus at the input element.
• the empty or dead path can thus be compensated without the driver, e.g. through an appropriate
• Fremd kraftbremssystems provides the inventive design of a
• Brake booster a particularly simple and thus cost-effective variant for the compensation of empty or dead paths in brake systems.
• the brake booster according to the invention and the operating method according to the invention are also characterized by the fact that both death paths in the caliper and death paths in the region of the master cylinder can be compensated , In addition, the compensation for the driver is imperceptible, so that a high level of comfort is ensured.
• a further advantageous application of the brake booster according to the invention or the operating method according to the invention results when used in a hybrid or electric vehicle.
• the Fremkraftmodus the brake booster when blending a generator torque can be used.
• the pressure is first built up as part of the dead-end compensation. If a regenerative torque is added, the hydraulic braking torque can be used.
• brake fluid flows back out of the brake system into the main brake cylinder, as a result of which the power transmission unit moves in the direction of the
• the air gap is designed to be correspondingly large, so that in this case no contact between the power transmission unit and the input element is formed.
• the air gap does not need to be increased, which inter alia in the case of an amplifier failure, there is no increased free travel. Because while the veneer no direct connection between the brake system and the
• Brake actuator that is the pedal characteristic remains constant.
• the invention can be used independently of the type of brake booster, that is, the actuator of the brake booster as pneumatic or hydraulic or electro-hydraulic or electro-mechanical or
• the biasing unit to a force generating unit, which actively acts on the power transmission unit in the idle state with a first force of the force pair.
• a structurally particularly simple and thus cost-saving embodiment of the invention results when the force generating unit is designed as a biased in the idle state of the brake booster spring element, which is supported on one side of the power transmission unit.
• the force generating unit is designed as a biased in the idle state of the brake booster spring element, which is supported on one side of the power transmission unit.
• serve as a spring element for example, a return spring of the brake booster or a spring of the master cylinder.
• the required for generating the force couple second force is realized in the form of a reaction force.
• the Biasing unit comprises a reaction unit which generates a reaction force to the first force, which then forms the pair of forces together with the first force.
• the reaction force can be generated in that the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the reaction unit comprises a stop on which the
• the input member comprises a driver operable first sub-element for generating the input force and a second sub-element separated therefrom for transmitting the input force to the input member
• the stop is arranged such that in the rest position of the brake booster, the second sub-element of the input member is supported with its side facing away from the power transmission unit thereto.
• Power transmission unit and the input member may be arranged, which significantly increases the design flexibility. As a result, specific conditions of the brake system or surrounding vehicle components, e.g. in terms of space, better consideration.
• the input element is movably arranged in a tube, which rests in the rest position of the brake booster on the power transmission unit and is supported with its side facing away from the power transmission unit on the stop.
• Input element and the power transmission unit or between the first and second sub-element of the input element may be provided an adjustable air gap.
• This air gap causes the driver initially does not have to press against the power transmission unit when operating the input member, but can move it with little force.
• the control or regulation of the Aktuatorkraft takes place in this area path-dependent as a function of the path of the input element with almost constant input force.
• the actuating force is applied in this area mainly by the actuator.
• the size of the air gap defines the size of the so-called jump-ins, ie the force or the pressure at which / which the
• Brake system can be realized that the air gap is set at rest or less than a desired air gap at the beginning of a
• Fig. 1 is a replacement model of a first embodiment of an inventive
• Fig. 2 is a substitute model of a second embodiment of an inventive
• Brake booster Fig. 3 is a substitute model of a third embodiment of an inventive
• Fig. 4 is a schematic representation of a variant embodiment
• FIGS. 1 to 3 show different embodiments of a brake booster 1 according to the invention on the basis of replacement models.
• An input element 2 is
• a brake actuating element which can be designed as a brake pedal or brake lever, for example, coupled and actuated in this way by a driver. Acts an input force F in that is greater than one
• Input piston can be configured, so this shifts by a path s in .
• the input force F in corresponds to an actuating force of the driver as a rule.
• the force threshold is shown in Figures 1 to 3 in the form of a spring element 3 with a stiffness c t h and a spring preload F t h.
• An unillustrated actuator may apply an assist force F sup to an amplifier body 4, resulting in a displacement s sup of the amplifier body 4.
• the actuator can be designed in any form, for example as a pneumatic or hydraulic or electro-hydraulic or electromechanical or electrothermal actuator. Of the
• Amplifier body 4 may e.g. be designed as a support piston.
• a power transmission unit 5 which has elastic properties, the
• the output element 6 shifts by a distance s out .
• the output member 6 is mechanically coupled to a non-illustrated piston of a master cylinder, which is acted upon by the power transmission unit with a (brake) actuating force.
• the power transmission unit 5 is designed such that a deviation of the
• Ratio of the assist force F sup to the input force F in of a predetermined ratio leads to a deflection or deformation of the power transmission unit 5.
• the power transmission unit 5 is thus designed as a force balance, which can be realized by an elastically deformable reaction disc or an elastic spring construction. From the side of the output element 6 acts on the
• the Optimizmodeile the brake booster 1 further include variables that characterize the power transmission unit 5.
• the power transmission unit 5 has a rigidity c 2 .
• an attachment point 7 of the output element 6 can be seen on the power transmission unit 5.
• a quotient X gives the ratio of the distance x between the contact point 7 and a point of application of the amplifier body 4 and the distance between the contact point 7 and a point of application of the
• Input element 4 (marked here with the length one).
• the lever lengths, ie the lengths "x" and "1" correspond to e.g. Contact surfaces between the
• Power transmission unit 5 acts, that they the power transmission unit 5 in
• the biasing unit 8 in this case has a force generating unit 9, which the
• Power transmission unit 5 in the idle state actively acted upon by a first force of the force pair.
• Force generating unit 9 formed by a spring element.
• Force generating unit 9 formed by a spring element.
• the biasing unit 7 further comprises a reaction unit 11, which has a
• the reaction unit 11 comprises in each case a stop 12 '(FIG. 1) or 12 (FIGS. 2 and 3) on which the force transmission unit 4 is supported directly or indirectly and with the aid of which a reaction force is generated on the first active force.
• both forces of the force pair can be actively generated.
• an electric motor which actively acts on the power transmission unit 5 with a counterforce to the first force.
• Brake booster 1 shown.
• Reaction disk 40 configured power transmission unit 5 on the input member 2 from.
• the input element 2 is divided into two parts and has a first sub-element 41 actuatable by the driver for generating the input force F in and a second sub-element 42 separated therefrom for transmitting the input force F in to the reaction disk 40.
• the second sub-element 42 is based on his
• Reaction disc 40 facing away from the stop 12, which serves as part of the reaction unit 11 in this embodiment.
• the reaction disc 40 is thus on the one hand actively acted upon by the biased return spring 10 with a first force.
• This first force leads via the second sub-element 42 and the stop 12 to a reaction force acting in the opposite direction, which also acts on the reaction disk 40.
• the reaction disc 40 is acted upon in this way in the rest position with a pair of forces, which leads to the deformation of the reaction disc 40 shown.
• an air gap 43 is provided between the first sub-element 41 and the second sub-element 42 of the input element 2, which the realization of a "jumper" - function and represents a desired free travel, which must be overcome before the input element 2 the
• Reaction disk 40 with the input force F in directly applied. If an assisting force F sup is generated by the actuator, not shown, in advance of an expected braking request or immediately after detecting a braking request in a time range before or immediately after detecting an actuation of the input element 2, the output element 6 is displaced in the direction of the master brake cylinder. On the other hand, the reaction disk 40, as shown in the lower part of Figure 4, deformed. This leads to that though one
• Part element 42 to the reaction disk 40 is equal to "0". If the assisting force F sup is further increased, the air gap 43 between the first subelement 41 and the second subelement 42 of the input element 2 increases with fixed coupling of the second subelement 42 to the reaction disc 40 the reaction disk 40 results in an additional air gap between the reaction disk 40 and the second sub-element 42 of the input element 2 and / or an enlargement of the air gap 43 as the support force F sup is further increased. Both the enlargement of the air gap 43 and the formation of an additional air gap between However, the reaction disc and the second sub-element 42 of the input element 2 would lead without further measures to the fact that the total air gap would be too large to realize the desired "jumper" function. This effect can be compensated by the fact that the air gap 43 in the idle state, which in the context of the production of
• Brake booster 1 is set, is smaller than a desired air gap at the beginning of a braking operation. Depending on the ratio of
• Main brake cylinder, on the piston, the output member 6 acts in conjunction with the brake system may be at a further increase in the supporting force F sup also come to a reduction of the originally set air gap 43.
• the air gap 43 in the idle state to be set correspondingly larger than a desired air gap at the beginning of a braking operation
• the brake booster 1 is thus able, in the run-up to an expected braking request or immediately after detecting a desired braking
• the biasing unit 7 is designed such that the brake booster 1 moves by applying the support force F sup in the run-up to an expected braking request or immediately after detecting a braking request exactly in an initial position, which a conventional
• the second sub-element 42 of the input member 2 between the stop 12 and the power transmission unit 5, that is, the second sub-element 42 is beaufschalgt with a compressive force that the air gap 43 remains constant.
• Input element generated The exact time can be set in many ways. For example, a release of an accelerator pedal or a response of a brake light switch or a detection of a drag torque can be interpreted as indicia of a soon to be expected operation of the input element of the brake booster and thus as a trigger for successive
• the input element 2 can also be arranged to be movable in a tube, which in the rest position of the
• Brake booster 1 rests against the power transmission unit 5 and is supported with its side facing away from the power transmission unit 5 on the stop 12. In this case, the reaction force is generated via the pipe in cooperation with the stopper 12.
• the power transmission unit 5, that is, e.g. the reaction disk 40 by appropriate design interpretation of

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Braking Systems And Boosters (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

Country Status (6)

Cited By (1)

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Citations (3)

Family Cites Families (11)

• 2010
  • 2010-11-02 DE DE102010043202A patent/DE102010043202A1/de not_active Withdrawn
• 2011
  • 2011-09-05 JP JP2013535326A patent/JP5726313B2/ja active Active
  • 2011-09-05 WO PCT/EP2011/065246 patent/WO2012059259A1/de not_active Ceased
  • 2011-09-05 US US13/880,816 patent/US9868428B2/en active Active
  • 2011-09-05 CN CN201180052805.5A patent/CN103180182B/zh active Active
  • 2011-09-05 EP EP11752540.2A patent/EP2635471B1/de active Active

Patent Citations (3)

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