WO2022199874A1 - Dispositif de freinage doté d'une unité de simulation - Google Patents

Dispositif de freinage doté d'une unité de simulation Download PDF

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Publication number
WO2022199874A1
WO2022199874A1 PCT/EP2021/085763 EP2021085763W WO2022199874A1 WO 2022199874 A1 WO2022199874 A1 WO 2022199874A1 EP 2021085763 W EP2021085763 W EP 2021085763W WO 2022199874 A1 WO2022199874 A1 WO 2022199874A1
Authority
WO
WIPO (PCT)
Prior art keywords
braking device
simulator
composite element
simulator unit
unit
Prior art date
Application number
PCT/EP2021/085763
Other languages
German (de)
English (en)
Inventor
Mihaita-Florin Siniuc
Razvan Simion Cristea
Original Assignee
Continental Automotive Technologies 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 Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of WO2022199874A1 publication Critical patent/WO2022199874A1/fr

Links

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
    • 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
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • 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
    • 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
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device

Definitions

  • the invention relates to a brake device with a simulator unit according to the preamble of claim 1 for a hydraulic motor vehicle brake system, in particular an externally actuated, electronically controllable brake-by-wire motor vehicle brake system.
  • Electronically controlled braking systems in particular so-called brake-by-wire braking systems, are increasingly being used in modern vehicles.
  • Such braking systems have several advantages over conventional braking systems. If necessary, braking can be carried out completely independently of the driver and flexibly adapted to the respective driving situation. The installation space required is reduced compared to a conventional brake system, and it can also be placed more flexibly in the vehicle.
  • Modern brake-by-wire motor vehicle brake systems are operated in their regular braking mode by sensor-based detection of a braking request from the driver indirectly and electronically controlled completely independently of the driver. In order to supply a required system pressure in such a regular braking mode, a driver-independently controllable pressure generator is used, which is mostly driven by an electric motor.
  • a real feedback in each application is usually characterized by its own characteristic, application-specific progression of the counterforce.
  • a complex structure is required, which combines various linear and non-linear elastic elements and is actuated by a simulator piston, which is directly connected to the pressure chamber of the master cylinder unit via a hydraulic connection.
  • a hydraulically actuated simulator piston acts on a series connection of individual components consisting of a steel spring, a pressure-stable pressure piece and an elastomer element.
  • the object of the invention is therefore to propose a braking device with a simulator unit which is as compact as possible and which can also be manufactured and installed cost-effectively and efficiently.
  • the object is achieved according to the invention by a braking device with the combination of features according to claim 1.
  • Subclaims specify further advantageous embodiments and developments of the invention.
  • the invention provides that the simulator unit has at least one elastic composite element, the composite element comprising at least a first and a second elastic component connected to one another, each with different characteristic curves.
  • the number of components is reduced, which is advantageous in particular for logistics and assembly.
  • the overall length of the simulator unit can likewise also be reduced, as a result of which the brake unit housing in particular can be made smaller and lighter.
  • calibration of the simulator unit is simplified because the exact characteristic curve can be determined by a single measurement of just a single component and not several components have to be measured separately and combined mathematically or several individual components have to be installed in a test device at great expense.
  • the first and second components of the composite element can be effectively connected in parallel, which in particular promotes a reduced overall length and compact external dimensions of the composite element.
  • a preferred embodiment of the invention provides that the first and the second component are permanently connected to one another, which in particular improves the handling during logistics and assembly as well as durability and operational stability.
  • the preferred embodiment of the invention further provides that the first component is an elastomer element and the second component is a metal spring, in particular a steel spring.
  • the elastomer portion can achieve a particularly comfortable and realistic feeling on the brake pedal, and the metal spring portion ensures a reliable and quick return of the simulator unit to the unactuated initial state.
  • the preferred embodiment also provides that the Composite element is mechanically loaded upon actuation of the simulator unit by an axially displaceable simulator piston to pressure.
  • the simulator piston can preferably be constructed so as to radially enclose the composite element or alternatively the composite element in sections radially enclosing the simulator piston.
  • a suitable simulator piston can be manufactured from sheet steel in a deep-drawing process in a particularly cost-effective and efficient manner.
  • the simulator unit can be constructed in such a way that the composite element is axially compressed between the simulator piston and a fixed abutment when the simulator unit is actuated.
  • metal spring is partially or completely encased in an elastomeric material. This can be done, for example, in an injection molding tool of comparatively simple construction, using the injection molding process, in which case the metal spring can preferably be designed as a helical spring.
  • the elastomeric material can preferably partially or completely enclose the spring wire of the metal spring, depending on the design, in a sleeve with a substantially constant layer thickness, so that the elastomeric sleeve follows the windings of the metal spring.
  • windings of the elastomeric sleeve can be connected in one piece in the axial direction by a wall made of the elastomeric material.
  • the characteristic curve of the simulator unit can be precisely influenced by simply changing the wall thickness.
  • the overall characteristic curve of the simulator unit can essentially be determined solely by the path-dependent compression resistance of the composite element, so that a separate pressure piece can be dispensed with and the design is simplified. Further features and advantages of the invention result from the following description. Shown below:
  • FIG. 1 shows an exemplary braking device in an external view (a) and as a greatly simplified internal structure (b).
  • FIG. 2 shows an embodiment of the simulator unit in an unactuated initial state in axial section.
  • Fig.4 characteristics of the simulator unit and the individual elastic components.
  • FIG. 1 shows an example of a generic brake-by-wire braking device 100 with a known simulator unit 1.
  • the driver actuates an actuating element 2 coupled to it via a brake pedal (not shown here).
  • this actuation is detected via a sensor device (not shown here) and processed in electronic control unit 104 .
  • the control unit 104 then activates an electromotive drive unit 102, which generates the required braking pressure via a separate pressure generating device, which is also not shown here.
  • a pressure medium tank 103 feeds the braking device 100 with the necessary pressure medium, for example a brake fluid.
  • the actuating force B of the driver is transmitted to a main cylinder piston 21 which, in a main cylinder unit 20 arranged in the brake device housing 101, delimits a pressure chamber 22 filled with the hydraulic pressure medium.
  • the pressure chamber 22 is connected hydraulically via a connection 23 to a simulator unit 1 arranged in the braking device housing 101 of the braking device 100 .
  • the known simulator unit 1 has a piston bore 3 produced in the braking device housing 101 . It contains a simulator piston 4, a metal spring 15, a pressure-stable pressure piece 14 and an elastomer element 7 arranged in series.
  • the pressure piece 14, like the simulator piston 4, is usually produced as a turned metal part with a precisely defined profile.
  • the hydraulic pressure medium is displaced from the pressure chamber 11 into the simulator unit 1 and in the process acts on the simulator piston 4.
  • the simulator piston 4 is thereby displaced axially in the direction of the elastomer element 7 and exerts an actuating force B on the metal spring 15 axially compressed.
  • the simulator piston 4 After passing through a defined idle stroke, the simulator piston 4 rests against the pressure piece 14 . From this stroke position, only the elastomer element 7 is compressed until the greatest possible maximum stroke Smax is reached.
  • a sealing element 5 designed as a sealing collar serves to seal the simulator piston 4 in the piston bore 3 in order to prevent the pressure medium from flowing over the simulator piston 4 through the radial edge gap.
  • a total resistance of the simulator unit 1 against the actuating force B results from the proportional resistances of the metal spring 15 and the elastomer element 7 and changes characteristically along the stroke S.
  • the total resistance essentially depends on the characteristics of the two aforementioned individual components and on the design of the pressure piece 14 from, in particular the geometric shape and size of its elastomer-side contact surface and the contact surface.
  • the stroke-dependent total resistance of the simulator unit 1 is perceived by the driver as a counteracting force G acting against the actuating force B.
  • the course of the total resistance of the simulator unit 1 along the stroke S des Simulator piston 4 or the actuator 2 is referred to as the overall characteristic or simply characteristic of the simulator unit 1.
  • the improved simulator unit 1 instead of the above-described combination of metal springs 15, pressure piece 14 and elastomer element 7 configured in series as individual components, the improved simulator unit 1 has a single elastic composite element 6.
  • the composite element 6 is clamped in the simulator unit 1 between the simulator piston 4 and a closure cover 17 installed fixed to the housing, which serves as an abutment for the composite element 6 .
  • the composite element 6 is made up of two components that are permanently connected to one another.
  • the composite element 6 is essentially constructed as a helical spring 15 from a metal spring wire 16, in particular steel wire, which is coated with an elastomer material, for example overmolded.
  • the elastomeric material forms a tubular sheath 8 around the spring wire 16 with a cross-section that is essentially circular and has a constant layer thickness. This tubular sleeve 8 winds accordingly along the spring coils of the metal spring 15.
  • the metal spring 15 acts as a restoring spring, which returns the simulator piston 4 to its unactuated starting position after an actuation process. Different forms of the metal spring 15 remain permissible within the finding.
  • the individual windings of the casing 8 are connected to one another in one piece in the axial direction by a wall 9 .
  • the cross-sectional thickness of the wall 9 is designed to be significantly smaller than the diameter of the sleeve 8 and is comparable to the layer thickness thereof. Viewed in isolation, the wall 9 winds in a spiral between the coils of the metal spring 15 or sleeve 8.
  • the metal spring 15 for example, not to be completely encased by the elastomeric material, but only in sections.
  • the layer thicknesses of the shell 8 and wall 9 can also vary. It is also conceivable and permissible to dispense with the wall 9 entirely, so that the individual windings of the sleeve 8 are separated from one another in the axial direction.
  • the entirety of the elastomeric material in the composite element 6 functions as an elastomeric element 7 with a progressive characteristic curve that is characteristic of elastomeric springs.
  • Simulator piston 4 is cup-shaped and comparatively thin-walled with a constant wall thickness and surrounds the composite element 6 radially to about half its axial length, so that the axial length or height of the simulator unit 1 is practically comparatively short.
  • Such a simulator piston 4 can be produced, for example, as a simple deep-drawn part made of sheet steel.
  • simulator pistons 4 are also permissible within the invention, for example the simulator piston can have an additional central projection for stabilizing the base element 6 in the radial direction inwards or can be constructed in such a way that the composite element 6 encloses the simulator piston radially in sections.
  • FIG. 3 shows a highly simplified schematic diagram of the simulator unit 1
  • the elastomer element 7 and the metal spring 15 are effectively connected in parallel and clamped between the simulator piston 4 and the cover 17 as an abutment.
  • the actuating force B is distributed as partial forces to both spring elements 7 and 15, with the stroke S and thus the compression path for both components remaining identical.
  • Fig. 4 shows only in principle, simplified and not to scale characteristic curves of spring elements within the simulator unit 1.
  • a characteristic curve corresponds to the change in a resistance force F generated by a spring element over the respective change in length. Because the elastomer element 7 and the metal spring 15 are connected in parallel in the composite element 6, the change in length or the compression path remains identical for both components and corresponds to the stroke S.
  • the characteristics of the elastomer element 7 and the metal spring 15 are different.
  • the metal spring 15 has a linear characteristic 12, whereas the elastomer element 7 has a progressive characteristic 11. According to the switching principle, the respective individual resistance forces of the two components 7.15 add up to form a total opposing force G, and the individual characteristic curves 11.12 form an overall characteristic curve 13, which characterizes the simulator unit 1.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de freinage (100) pour un système de freinage hydraulique d'un véhicule comprenant au moins une unité de simulation (1) pour générer une force antagoniste (G) qui agit à l'encontre d'une force d'actionnement (B) et qui est renvoyée à un élément d'actionnement (2) du dispositif de freinage (100). L'invention vise à mettre en œuvre une unité de simulation compacte et économique (1) qui peut être fabriquée et assemblée de manière efficiente. L'invention propose que l'unité de simulation (1) présente au moins un élément composite élastique (6), l'élément composite (6) comprenant au moins un premier composant élastique (7) et un second composant élastique (15) qui sont reliés l'un à l'autre et qui présentent chacun des courbes caractéristiques différentes (11, 12).
PCT/EP2021/085763 2021-03-26 2021-12-14 Dispositif de freinage doté d'une unité de simulation WO2022199874A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP21465513.6 2021-03-26
EP21465513 2021-03-26

Publications (1)

Publication Number Publication Date
WO2022199874A1 true WO2022199874A1 (fr) 2022-09-29

Family

ID=75887980

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2021/085763 WO2022199874A1 (fr) 2021-03-26 2021-12-14 Dispositif de freinage doté d'une unité de simulation

Country Status (2)

Country Link
DE (1) DE102021203133A1 (fr)
WO (1) WO2022199874A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014215065A1 (de) * 2014-07-31 2016-02-04 Robert Bosch Gmbh Kolben für eine Kolben-Zylinder-Vorrichtung eines Fahrzeugbremssystems und Herstellungsverfahren für einen entsprechenden Kolben
DE102014215308A1 (de) * 2014-08-04 2016-02-04 Robert Bosch Gmbh Kolben-Zylinder-Vorrichtung für ein Bremssystem eines Fahrzeugs und Herstellungsverfahren für eine Kolben-Zylinder-Vorrichtung für ein Bremssystem eines Fahrzeugs
DE102015200670B3 (de) * 2015-01-16 2016-02-11 Robert Bosch Gmbh Federanordnung mit Hysteres und Übergas-Eigenschaft
DE102016221403A1 (de) 2016-10-31 2018-05-03 Continental Teves Ag & Co. Ohg Pedalwegsimulator
DE102018219556A1 (de) * 2018-11-15 2020-05-20 Continental Teves Ag & Co. Ohg Simulator für hydraulische Bremssysteme und Bremssystem

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011076952A1 (de) 2010-06-10 2011-12-29 Continental Teves Ag & Co. Ohg Verfahren und Regelschaltung zur Regelung eines Bremssystems für Kraftfahrzeuge
KR101734038B1 (ko) 2013-12-13 2017-05-11 주식회사 만도 가변 페달감 조절 장치
DE102016220981A1 (de) 2016-10-25 2018-04-26 Continental Teves Ag & Co. Ohg Pedalwegsimulator
DE102018222075A1 (de) 2018-12-18 2020-06-18 Continental Teves Ag & Co. Ohg Pedalsimulator für ein Bremssystem und Bremssystem

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014215065A1 (de) * 2014-07-31 2016-02-04 Robert Bosch Gmbh Kolben für eine Kolben-Zylinder-Vorrichtung eines Fahrzeugbremssystems und Herstellungsverfahren für einen entsprechenden Kolben
DE102014215308A1 (de) * 2014-08-04 2016-02-04 Robert Bosch Gmbh Kolben-Zylinder-Vorrichtung für ein Bremssystem eines Fahrzeugs und Herstellungsverfahren für eine Kolben-Zylinder-Vorrichtung für ein Bremssystem eines Fahrzeugs
DE102015200670B3 (de) * 2015-01-16 2016-02-11 Robert Bosch Gmbh Federanordnung mit Hysteres und Übergas-Eigenschaft
DE102016221403A1 (de) 2016-10-31 2018-05-03 Continental Teves Ag & Co. Ohg Pedalwegsimulator
DE102018219556A1 (de) * 2018-11-15 2020-05-20 Continental Teves Ag & Co. Ohg Simulator für hydraulische Bremssysteme und Bremssystem

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Publication number Publication date
DE102021203133A1 (de) 2022-09-29

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