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
  • 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
• • 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
  • 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
  • B60T8/38—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 including valve means of the relay or driver controlled type
• • 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
  • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
• • 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
  • B60T8/442—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 the booster being a fluid return pump, e.g. in combination with a brake pedal force booster

Definitions

• the invention relates to a braking system for a vehicle. Furthermore, the invention relates to a method for operating a brake system for a vehicle.
• DE 601 33 413 T2 describes a brake system with a vacuum brake booster and a hydraulic brake booster for an additional hydraulic auxiliary power.
• Fig. 1 shows a coordinate system for explaining a conventional brake system with a vacuum brake booster and a hydraulic brake booster.
• the abscissa shows a
• Coordinate system reproduces the brake pressure p present at a certain driver braking force F in at least one wheel brake cylinder of the conventional brake system.
• a relation p (F) with respect to the driver braking force F and the resulting brake pressure p in the at least one wheel brake cylinder can be represented.
• the brake pedal is connected to an adjustable piston of a master cylinder such that at a driver braking force F above a minimum force F0 the hydraulic counterforce opposed to the actuation and spring forces installed on the pedal and master cylinder are overcome and the piston of the master cylinder at least partially into an interior chamber of
• Master cylinder is hineinver Muller. In this way, an internal pressure in the inner chamber of the master cylinder is steigerbar.
• Wheel brake cylinder is hydraulically connected to the master cylinder such that the brake pressure p is mitigated in the at least one wheel brake cylinder at the increased internal pressure.
• the brake pressure p increases with increasing driver braking force F linearly (constant). This can also be described as an increase in the brake pressure p with a constant gradient in a braking force range between the minimum force FO and the saturation force F1.
• the comparatively high slope of the brake pressure p between the minimum force FO and the saturation force F1 can be realized by means of the vacuum brake booster.
• the brake pressure p can be increased (see curve 12).
• the hydraulic brake boost Hydraulic Brake Boost
• Brake pressure increase can be ensured.
• a blocking pressure pB at which the vehicle wheels are blocked, can already be applied with one
• FIGS. 2A and 2B show a schematic diagram and a coordinate system for explaining another conventional brake system without a brake booster. With respect to the ordinate and the abscissa of Fig. 2B is on description of
• the brake system comprises a brake pedal 14, which is connected via a connecting element 16 with at least one piston 20 of a master brake cylinder 22 which is adjustable in at least one inner chamber 18.
• the pedal ratio of the brake system is constant.
• brake pressure p is a linear function (curve 24) of the driver's braking force.
• the slope of this function (curve 24) is (almost) constant after application of the minimum force F0, but comparatively low.
• a relatively high blocking force FB2 which is well above the above-mentioned blocking force FB1, must be applied for reaching the blocking pressure pB.
• the invention provides a braking system for a vehicle with the features of
• Claim 1 and a method for operating a braking system for a vehicle with the features of claim 12. Due to the lever device for a non-linear pedal ratio of the
• a brake booster such as a vacuum brake booster (vacuum booster).
• the brake system according to the invention has a reduced space requirement compared to the prior art.
• the braking system according to the invention is particularly advantageous when used in an electric vehicle which has no internal combustion engine. Especially for small electric vehicles with a relatively low weight affects the present invention advantageously due to the reduction in the overall weight of the brake system.
• Another advantage of the brake system according to the invention is that upon activation of the hydraulic power unit with a light brake application, i. at an operating strength of the operation of the brake pedal below the predetermined
• Comparison signal, or at a corresponding pressure can be dispensed with.
• the driver has no recoil sensation despite the hydraulic connection that may be present between the master cylinder and the hydraulic power unit. The driver thus feels at a slight
• Hydraulic unit device triggered recoil. This advantage is ensured without the need for at least one wheel brake cylinder and the
• Hydraulic unit must be hydraulically decoupled from the master cylinder. Only with a strong brake pedal actuation, i. at a
• the driver may be triggered by the operation of the hydraulic power unit
• the brake system can also be designed for the ABS functionality and / or the ASR functionality. In this way, the advantages described in the preceding paragraph can also be ensured.
• Braking system are also guaranteed in the corresponding method.
• FIGS. 2A and 2B are a schematic diagram and a coordinate system for explaining another conventional brake system without a brake booster;
• Fig. 3 is a schematic representation of a first embodiment of the brake system
• Fig. 4 is a schematic representation of a second
• Fig. 5 is a schematic representation of a third embodiment of the brake system; 6 shows a coordinate system for explaining an operation of the embodiments described above; and
• FIG. 3 shows a schematic representation of a first embodiment of the invention
• the brake system shown schematically in FIG. 3 has a brake pedal 50.
• the brake pedal 50 is arranged by way of example at an attachment end 52 rotatably on a (not sketched) chassis of the vehicle with the brake system / stored. An actuation of the brake pedal 50 thus causes a rotational movement of the brake pedal 50 about the attachment end 52.
• the brake system has a master cylinder 54, which is formed in the illustrated embodiment as a tandem master cylinder.
• the master cylinder 54 has at least partially in each case in such a training two
• Inner chamber 56 hineinver basic piston 58.
• the two pistons 58 are connected to each other so that they are adjustable together. It will be on it
• the brake system is not limited to an arrangement with a master cylinder 54 designed as a tandem master cylinder. Instead of a tandem master cylinder, the brake system can also have another
• the brake pedal 50 comprehensive lever means 60 via which a
• Driver braking force e.g. a foot force is transmitted to the two pistons 58 of the master cylinder 54 is formed as a four-bar linkage.
• the lever device 60 connects the brake pedal 50 with the two pistons 58 such that upon actuation of the
• the brake system also includes at least one brake circuit 62a and 62b (shown only schematically here) with at least one wheel brake cylinder 64a and 64b.
• the at least one wheel brake cylinder 64a and 64b is hydraulically connected to the master brake cylinder 54 / switchable in a hydraulic connection that a
• the brake system additionally has a hydraulic device with at least one control device 66 and at least one hydraulic power unit 68a and 68b.
• the control device 66 at least one receive signal 66a provided by a sensor (not shown) can be received with respect to an actuation force (the actuation) of the brake pedal 50 and / or a pressure in the master brake cylinder 54 and / or in the at least one brake circuit 62a and 62b.
• the at least one received signal 66a may be an information / actual variable of a braking force, brake pedal travel and / or brake pedal angle sensor arranged on the brake pedal 50 with respect to the brake pedal 50
• Driver braking power to be / include.
• Receiving signal 66a an information / actual size with respect to one of a
• Brake pedal travel sensor provided brake pedal travel, or a corresponding deflection by which / which the brake pedal 50 and / or another component of the lever device 60 is adjusted upon actuation of the brake pedal 50 include. It should be noted that other quantities with respect to the operating strength of sensors designed for this purpose can also be provided to and received by the control device 66 via the received signal 66a.
• the internal pressure in the at least one inner chamber 56, a brake circuit pressure in one of the brake circuits 62a and 62b and / or a current brake pressure present in a wheel brake cylinder 64a and 64b can be received by the control device 66.
• control device 66 is also at least one predetermined
• Comparison signal / reference signal deposited with which the received received signal 66a is comparable.
• Such a comparison signal / reference signal can be
• a (to be executed) brake pedal travel and / or a (to be executed) driver braking force for a target deceleration specification eg from a predetermined Threshold value of 0.5 g
• a brake pedal travel to be performed in accordance with the intermediate force described in more detail below, an internal pressure, a brake circuit pressure, and / or a wheel brake pressure at a defined target value executed by the brake system.
• Delay eg from the predetermined threshold of 0.5g
• the control device 66 is designed to take into account the comparison of the received signal 66a with the at least one
• Comparison signal / reference signal set a target size with respect to a to be amplified in the at least one wheel brake cylinder brake fluid pressure.
• the at least one hydraulic unit 68a and 68b can be controlled by the control device 66 by outputting at least one control signal 66b such that by means of the hydraulic unit 68a and 68b, the brake fluid pressure in accordance with the target size in the at least one wheel brake cylinder 64a and 64b is variable.
• Hydraulic power unit 68a and 68b may be in particular a pump, a plunger and / or a valve.
• the brake system is not limited to such a hydraulic power unit 68a and 68b.
• the four-joint lever device 60 is for a non-linear
• the lever device 60 has an intermediate lever 70, which is mounted on a mounting end 72 on the chassis such that the intermediate lever 70 is rotatable about the attachment end 72.
• a pedal connector 74 connects a connector contact point 75 on the brake pedal 50 to a pedal contact point 76 of the intermediate lever 70.
• the connection of the pedal connector 74 to the brake pedal 50 (at the connector contact point 75) is formed as a first hinge.
• Arrangement of the pedal connecting element 74 between the brake pedal 50 and the intermediate lever 70 is thus designed so that the orientation of the pedal connecting element 74 to the brake pedal 50 (and the intermediate lever 70) is variable.
• the connection of the pedal connecting member 74 with the intermediate lever 70 (at the pedal contact point 76) is formed as a second joint, so that an angle ß between the pedal connecting member 74 and a tangent / longitudinal direction of the intermediate lever 70 at the contact point 76 changeable is.
• a piston-contact point 78 On which a the intermediate lever 70 with the (at least one adjacent) piston 58 connecting piston-connecting element 80 is arranged.
• the connection of the piston connecting member 80 with the intermediate lever 70 (at the piston contact point 78) is formed as a third joint. The position of the piston connecting element 80 to the intermediate lever 70 is thus variable.
• Due to the realized by means of the four-bar linkage non-linear pedal ratio of the lever device 60 may be on an equipment of the brake system with a
• Brake booster such as a vacuum brake booster
• the lever means 60 implements the non-linear driver brake force-to-brake ratio, described in greater detail below.
• Brake booster cause a comparatively high brake pressure.
• the brake system shown in Fig. 3 has only one possible embodiment of a four-bar linkage for a non-linear pedal ratio.
• a four-bar linkage for a non-linear pedal ratio.
• other geometries of a four-bar linkage are suitable. 4 shows a schematic representation of a second embodiment of the invention
• the brake system shown schematically in FIG. 4 has, in addition to the master brake cylinder 54 and the hydraulic device arranged in the at least one brake circuit 62a and 62b with the control device 66 and the at least one hydraulic power unit 68a and 68b, a brake pedal 100 with one arranged / formed cam 102 on.
• the brake pedal 100 is disposed on a mounting end 104 on the chassis such that the brake pedal 100 is rotatable about the mounting end 104 by operation.
• the cam plate 102 formed on the brake pedal 100 is oriented so that its bulging surface 106 is directed away from an actuating surface 108 contacted by a user (preferably with the foot) upon actuation of the brake pedal 100.
• the cam 102 preferably has a part-circular edge, i. a circular edge, which, however, does not have to extend over 360 °. Instead of a part-circular cam 102 but also attaching a teilelliptician cam 102 to the brake pedal 100 is possible.
• the bulge surface 106 preferably has a part-cylinder shell shape.
• the brake pedal 100 is connected as part of a lever means 1 10 for a non-linear pedal ratio with the piston 58.
• Lever device 110 has a contact lever 1 12, which on a
• Mounting end 1 14 is rotatably mounted on the chassis.
• a roller 1 16 is arranged, which contacts the bulging surface 106 of the cam 102.
• the roller 1 16 rolls along the curvature surface 106 of the cam 102 along.
• FIG. 5 shows a schematic representation of a third embodiment of the invention
• the embodiment shown schematically in FIG. 5 has, in addition to the master brake cylinder 54 and the hydraulic device arranged in the at least one brake circuit 62a and 62b, with the control device 66 and the at least one hydraulic power unit 68a and 68b already described above
• the brake pedal 100 is in the embodiment described here with the
• At least one adjacent piston 58 of the master cylinder 54 is connected as part of a lever device 150 which additionally comprises a roller 152 contacting the cam surface 102 of the cam 102 and an axially guided ram 154.
• the axial guidance of the plunger 154 can be realized, for example, by means of a guide 156, from the recess of which the plunger 154 protrudes on both sides.
• the roller 152 is connected to the piston 58.
• An actuation of the brake pedal 100 causes a rolling movement of the roller 152 along the bulging surface 106 of the cam 102.
• a center of the roller 152 is adjustable only along a longitudinal direction of the axially guided plunger 154.
• a pedal ratio of the driver braking force in the internal pressure / brake pressure as a progressive function of the driver braking force for at least one range of values of the driver's braking force can be realized. This ensures the advantages described below also in this embodiment.
• Fig. 6 shows a coordinate system for explaining an operation of the embodiments described above.
• the abscissa of the coordinate system of FIG. 6 corresponds to a driver braking force F applied to a brake pedal by a driver of a vehicle having the embodiment of the brake system.
• the ordinates of the coordinate system of Fig. 6 are from the Driver braking force F resulting brake pressure p in the at least one wheel brake cylinder of the brake system again.
• Embodiments are, however, not limited to these.
• the brake pedal of the advantageous brake system is connected by means of a lever device with a piston of a master cylinder such that upon actuation of the brake pedal with at least a minimum force FO of the piston is at least partially hineinver plausible in an inner chamber of the master cylinder. In this way, an internal pressure in the inner chamber can be increased.
• At least one brake circuit with the at least one wheel brake cylinder is arranged on the master brake cylinder of the brake system.
• Wheel brake cylinder is at least in an operating mode of the brake system so hydraulically connected to the master cylinder that the brake pressure p (F) in the at least one wheel brake cylinder in the increase of the internal pressure is steigerbar. From a driver braking force F above the minimum force FO, the brake pressure p (F) thus has a value not equal to zero in both coordinates.
• the lever device is designed for a pedal ratio, in which the internal pressure of the master cylinder, which is built up in the inner chamber, is a progressive function of the driver braking force F, at least in a value range W of the driver braking force F.
• the internal pressure of the master cylinder which is built up in the inner chamber
• the driver braking force F at least in a value range W of the driver braking force F.
• Internal pressure of the master cylinder in this case, at least in the value range W is a function of the driver braking force F with a positive first derivative and a negative second derivative. This can also be described in such a way that the function of the internal pressure as a function of the driver braking force F within the value range W is a steadily rising and a right-curved (concave) curve / function.
• Value range W is at least a portion of the applicable driver braking force F above the minimum force F0.
• the value range W is preferably adjacent to the minimum force F0.
• the minimum force F0 can in particular be a lower limit of the
• value range W extends from the minimum force F0 to an intermediate force FZ, which can be fixed by means of the hydraulic device described in more detail below.
• Embodiments only examples of a realization of a lever device with such a non-linear pedal ratio, in particular for the realization of
• Wheel brake cylinder at least in a driver braking force F in the value range W, which is preferably between the minimum force F0 and an intermediate force FZ, a function of the driver brake force F with a positive first derivative and a negative second derivative.
• the brake pressure p (F) is thus a steadily rising and right-curved (concave)
• the lever means for the advantageous non-linear pedal ratio thus also causes a progressive driver brake force-brake pressure transmission. Due to this progressive driver brake force-brake pressure ratio, the brake pressure p (F) of the brake system with the advantageous pedal ratio for a driver brake force F between the minimum force F0 and the intermediate force FZ also without one of a brake booster, such as a vacuum brake booster and / or a electromechanical brake booster, in addition to the master cylinder applied supporting force on a beneficial high value. (For comparison, the curve 24 of the conventional brake system without a brake booster of Fig.
• the lever device for the non-linear pedal ratio in particular the progressive driver brake force-brake pressure ratio, thus realizes the, unlike a lever device with a linear / constant pedal ratio
• a brake booster such as a vacuum brake booster and / or a
• electromechanical brake booster can be dispensed with and still one Reliable vehicle deceleration is ensured with an easily applied driver braking force.
• Brake booster can be realized.
• the advantageous non-linear pedal transmission thus ensures a cost-effective alternative to a fitting of the
• Lever device for the non-linear pedal ratio of the space requirement and / or the total weight of the brake system reduced.
• the non-linear pedal ratio lever means Another advantage of the non-linear pedal ratio lever means is that the "brake pressure boost" realized by the non-linear pedal ratio is already at a driver brake force F above but close to the minimum force FO. This can also be described in such a way that even with a slight actuation of the brake pedal (with a driver braking force F between the minimum force FO and the intermediate force FZ), an advantageously high brake pressure p (F) is ensured in the at least one wheel brake cylinder.
• the driver can already achieve a delay of the vehicle by means of such a small driver braking force, which is usually sufficient for city traffic.
• the driver must thus exert only a comparatively small driver braking force for operating his preferably brake booster brake system when driving in city traffic. Since the driver has to brake the vehicle relatively often when driving in city traffic, the "brake pressure boost" realized by means of the non-linear pedal ratio is one
• the reproduced by means of the Fig. 6 embodiment of the brake system also comprises a hydraulic device with the control device and at least one
• At least one received signal provided by a sensor can be received with respect to an actuating strength of the actuation of the brake pedal and / or a pressure in the master brake cylinder and / or in the at least one brake circuit. Examples of a receivable
• the received signal is from the Control device compared with a predetermined comparison signal.
• a comparison signal is, for example, a brake pedal travel (pedal travel), a brake force (pedal force), an internal pressure, a brake circuit pressure, and / or a brake pressure corresponding to the intermediate force FZ.
• the intermediate force FZ is relatively freely definable.
• the intermediate force FZ may correspond to at least one deceleration / total braking torque from a threshold value of 0.5 g.
• the control device is additionally designed in consideration of the
• the control device can set a setpoint value with respect to a brake fluid pressure to be amplified equal to zero and, with a received signal above the at least one comparison signal, setpoint value with respect to a brake fluid pressure to be amplified which is not equal to zero.
• the at least one hydraulic power unit can be controlled by means of the control device in such a way that the brake fluid pressure can be changed by means of the hydraulic power unit in the at least one wheel brake cylinder in accordance with the predetermined desired value.
• the target size can thus, for example, a from the
• the at least one hydraulic power unit may in particular be a pump, a plunger and / or a valve.
• the brake fluid pressure at a driver brake force F is greater than the intermediate force FZ in the at least one wheel brake cylinder amplified.
• the hydraulic device for a braking force F causes greater than the intermediate force FZ by means of the curve 160 clearly reproduced increase in the brake pressure p (F) against the (represented by the dashed curve 162) brake pressure when not operating the hydraulic device.
• the brake pressure p (F) in addition to a brake pressure of a brake system without a brake booster and without a hydraulic device (curve 24) can be increased.
• the intermediate force FZ or the at least one predetermined comparison value, can therefore correspond to a driver braking force F to be applied to the brake pedal for a vehicle deceleration of 5 m / s 2 .
• the operation of the hydraulic device thus does not / hardly affect the power consumption of the vehicle.
• Fig. 7 shows another coordinate system for explaining the operation of the previously described embodiments.
• the abscissa of the coordinate system of Fig. 7 corresponds to a brake pedal travel s in the operation of the brake pedal.
• the ordinates of the coordinate system of FIG. 7 represent the resulting brake pressure p in the at least one wheel brake cylinder of the brake system. Due to the non-linear pedal ratio of the lever device, the brake pedal travel s to be exerted for a brake pressure p (s) can be extended slightly.
• the dashed curve 164 represents the brake pedal travel brake pressure relation in a conventional brake system.
• the brake pressure p (s) may be a positive second derivative (left-curved) function of the brake pressure p (s).

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• 2011
  • 2011-02-14 DE DE102011004041A patent/DE102011004041A1/de not_active Ceased
  • 2011-10-24 CN CN201610823326.3A patent/CN106114475B/zh not_active Expired - Fee Related
  • 2011-10-24 EP EP11774054.8A patent/EP2675667A1/de not_active Withdrawn
  • 2011-10-24 CN CN201180068556.9A patent/CN103547493B/zh not_active Expired - Fee Related
  • 2011-10-24 JP JP2013552856A patent/JP5784149B2/ja active Active
  • 2011-10-24 WO PCT/EP2011/068559 patent/WO2012110114A1/de active Application Filing
• 2015
  • 2015-07-20 JP JP2015143536A patent/JP6138869B2/ja active Active

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