WO2024017671A1 - Géométrie de surface de frottement pour capteurs de pédale - Google Patents

Géométrie de surface de frottement pour capteurs de pédale Download PDF

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Publication number
WO2024017671A1
WO2024017671A1 PCT/EP2023/068841 EP2023068841W WO2024017671A1 WO 2024017671 A1 WO2024017671 A1 WO 2024017671A1 EP 2023068841 W EP2023068841 W EP 2023068841W WO 2024017671 A1 WO2024017671 A1 WO 2024017671A1
Authority
WO
WIPO (PCT)
Prior art keywords
pedal
friction
carrier
emulator
lever
Prior art date
Application number
PCT/EP2023/068841
Other languages
German (de)
English (en)
Inventor
Henning Ufermann
Claus Viethen
Kerim Florian Huge
Werner Austermeier
Ralf Ridder
Ali Kemal Kücükyavuz
Kristin Gees
Original Assignee
HELLA GmbH & Co. KGaA
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 HELLA GmbH & Co. KGaA filed Critical HELLA GmbH & Co. KGaA
Publication of WO2024017671A1 publication Critical patent/WO2024017671A1/fr

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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
    • 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
    • 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
    • B60T7/06—Disposition of pedal
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
    • 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
    • G05G1/44—Controlling members actuated by foot pivoting

Definitions

  • the invention relates to a pedal emulator for a vehicle, a brake-by-wire braking system and a vehicle.
  • the next development step now aims to completely decouple the braking command from the driver and the braking effect (so-called “brake-by-wire”), as is already the case with the accelerator pedals.
  • a mechanical simulation of the force-displacement characteristic is required.
  • the pedal travel there is a non-linear relationship between the pedal travel and the pedal force. As a rule, it is a progressive increase in force over the pedal travel.
  • the current state of the art is primarily hydraulically based braking systems, in which the foot force on the pedal is transferred to the master brake cylinder using a brake booster (hydraulic or vacuum).
  • a pedal emulator according to the preamble of claim 1 is known from DE 10 2019 101 646 A1. Through a force sensor system located in the movable pedal and the mechanical decoupling of the brake actuation (brake-by-wire), the vehicle interior can be closed (no breakthrough in the so-called “firewall”) and external noise can be reduced.
  • brake components can be freely placed in the vehicle.
  • Various requirements can be implemented via the mechanical simulation of the force-displacement characteristic.
  • the conventional Brake systems can be standardized and customized across various OEMs and vehicle platforms.
  • the present invention is based on the object of specifying a pedal emulator for a vehicle with which the feel of pedal operation is optimized and a compact and structurally simple design of the pedal emulator is made possible.
  • the pedal emulator comprises a rotatable pedal lever, a reset carrier, a housing part supporting the reset carrier and a force generating unit for exerting a counterforce on the rotatable pedal lever, the counterforce acting in the opposite direction to an actuating force exerted on the rotatable pedal lever, and wherein the force generating unit is designed such that that a course of the counterforce along a pedal path of the pedal lever is designed as a non-linear course in a pedal path-counterforce diagram, wherein a support area of the return carrier is slidably mounted in a bearing area of the housing part, and wherein the bearing area has a first projection to form a first friction surface having.
  • the pedal travel-counterforce diagram is formed by two different force paths that are connected to each other via the return carrier.
  • On the one hand there is a pedal travel counterforce path between the pedal lever or the axis of rotation and the restoring element.
  • On the other hand there is a further pedal travel counterforce path between the pedal lever or the axis of rotation and the return carrier via the coupling element.
  • a progressive course can be provided as a non-linear course. Accordingly, the counterforce increases disproportionately with increasing pedal travel, i.e. with increasing actuation of the pedal lever by the driver.
  • the non-linear course can manifest itself through hysteresis.
  • the pedal emulator can in particular be a brake pedal emulator.
  • the pedal emulator can be used in a brake pedal of a vehicle.
  • the bearing area of the housing part provides the first projection to form a first friction surface. If the pedal lever is now actuated, the support area of the reset carrier moves under sliding friction in the bearing area of the housing part.
  • the first friction surface formed a defined and fixed, in particular stationary, contact surface or contact area for the reset carrier in order to generate sliding friction on this contact surface or in this contact area.
  • the first friction surface creates the sliding friction between the return carrier and the Housing part reinforced, which improves the feel when pedaling through the pedal emulator.
  • the bearing area has a second projection to form a second friction surface.
  • the second friction surface creates a second, positionally fixed, in particular stationary, frictional contact. Using a second friction surface, the friction power or the hysteresis power can be easily optimized and increased. This simplifies the design of the geometry of the housing part and the return carrier in relation to the non-linear pedal travel counterforce curve to be generated or imitated.
  • first friction surface and the second friction surface are arranged at a distance from one another on the bearing area, in particular enclosing an angle between 60° and 110°, preferably 70° to 105°, more preferably 80° to 100°.
  • the distance and in particular the angle enclosed by the first and second friction surfaces enables an improved pre-design of the housing part and the return carrier in order to generate the non-linear pedal travel counterforce curve, in particular the hysteresis.
  • the position of the friction contacts can be determined by the first and second friction surfaces arranged at a distance from one another without affecting the storage of the reset carrier in the housing part.
  • the first projection and/or the second projection is a secant and/or a curvature and/or a step on the bearing area.
  • the first and second projections create a defined contact surface between the housing part and the reset carrier. It is conceivable that the first projection and the second projection have the same configuration or different configurations.
  • the first and second projections can be a secant on the storage area or the first projection can have a secant and the second projection can have a curvature or gradation or vice versa.
  • the non-linear pedal travel-counterforce diagram or the non-linear pedal travel-counterforce curve can also be influenced by the design of the bearing area of the housing part or the support area of the return carrier. It is advantageous here, both for the storage of the reset carrier and for the sliding friction, if the storage area of the housing part has the shape of an ellipse, in particular a circle. This optimizes the feel of operating the pedal lever.
  • the feel can be improved and adapted to the needs of a user with further optimized friction and the associated optimized pedal travel-counterforce diagram or curve.
  • the support area of the reset carrier has the shape of an ellipse, in particular a circle.
  • the storage area of the housing part as well as the support area of the reset carrier can have the shape of an ellipse, in particular a circle.
  • the ellipses or circles are designed so that the reset carrier is mounted in the housing part and generates sliding friction when the reset carrier moves. It is conceivable that the storage area has an elliptical shape and the support area has a circular shape. Furthermore, it is conceivable that both the storage area and the support area have the shape of an ellipse, in particular a circle. All that needs to be ensured is that frictional contact is generated on at least the first friction surface.
  • the bearing area of the housing part and the support area of the return carrier are arranged concentrically. This is particularly advantageous for positioning a pedal sensor, as this has the lowest error rate in a concentric arrangement. Furthermore, in addition to the precise tuning of the nonlinear pedal travel-counterforce diagram, an improvement and higher accuracy in terms of hysteresis can also be achieved. Furthermore, the first friction surface and/or the second friction surface can have a roughness of 1.4 to 2.8 pm, preferably 1.6 to 2.6 pm, more preferably 1.8 to 2.4 pm.
  • Adjusting the roughness of the first and/or second friction surface makes it possible to increase the sliding friction and thus optimize the non-linear pedal travel-counterforce diagram in order to be able to generate the optimal hysteresis.
  • the first friction surface and the second friction surface can have different roughness values. Adjusting the roughness is easy to achieve due to the production by injection molding.
  • the housing part and the reset carrier are made of plastic and/or glass fiber reinforced plastic, the plastic being polypropylene or polyethylene terephthalate or polyoxymethylene or polyamide. These materials are easy to process, so that injection molding of the housing parts or reset carriers is possible. Furthermore, they can be combined with one another as a material pairing of the components of the return carrier and the housing part, whereby the friction can be influenced depending on the area of application or the feel to be created.
  • the bearing area of the housing part prefferably has a first bearing surface and a second bearing surface, the first bearing surface and the second bearing surface being coaxial. This makes it possible to create the desired feel and to follow the non-linear pedal travel-counterforce diagram, while at the same time saving material and therefore weight. Furthermore, the first and second bearing surfaces make it possible to arrange further components, for example an area of the reset carrier, between the first and second bearing surfaces.
  • the first friction surface prefferably has at least a first friction segment and a second friction segment, with the first friction segment being arranged on the first bearing surface and the second friction segment being arranged on the second bearing surface.
  • the first friction surface is divided and divided between the bearing surfaces.
  • the first friction segment and the second friction segment form the friction contacts with the support surface of the return carrier in order to increase the pedal travel of the pedal lever optimize that the non-linear course is optimized in a pedal travel-counterforce diagram.
  • the second friction surface has at least a third friction segment and a fourth friction segment, the third friction segment being arranged on the first bearing surface and the fourth friction segment being arranged on the second bearing surface.
  • the second friction surface is divided and divided between the bearing surfaces.
  • the third friction segment and the fourth friction segment form the friction contacts with the support surface of the reset carrier in order to form the pedal travel of the pedal lever in a non-linear course and to be able to map or generate the associated non-linear pedal travel-counterforce curve.
  • the support area of the return carrier has a first support surface and a second support surface, the first support surface and the second support surface being coaxial.
  • the subdivision of the support area leads to material and weight savings for the return carrier. This allows the return carrier to be optimally adapted to the housing part and still provide the sliding friction for the non-linear progression of the pedal travel of the pedal lever to optimize the feel.
  • the restoring element has two mechanical coupling points to the pedal lever. At one end or at one end of the restoring element, this is achieved by the mechanical coupling to the axis of rotation. This can be done in such a way that the restoring element is connected directly to the pedal lever. In another embodiment variant, explained in more detail later, with an intermediate lever on the axis of rotation, this can also be done by mechanically connecting the restoring element to the intermediate lever.
  • the mechanical coupling of the restoring element to the axis of rotation can therefore be carried out by a lever on the axis of rotation, in particular the pedal lever or the intermediate lever. At the other end or at the other end of the restoring element, this takes place via a corresponding mechanical coupling with a restoring carrier, which in turn is coupled to the coupling element.
  • the coupling element can be designed, for example, as a coupling rod or an extension of the intermediate lever already mentioned, as will be explained in more detail later.
  • the restoring element can be formed by one or more restoring springs.
  • the reset carrier can also be designed as a spring carrier.
  • the reset carrier can be designed, for example, as a simple spring, a spring package or as a cascaded spring system connected in series and/or parallel. It is possible to use different types of springs for the at least one return spring, for example a compression spring and/or helical spring being able to be used.
  • the coupling element can have at one end a first coupling element axis, which is mechanically coupled to the axis of rotation, and at the other end have a second coupling element axis, which is mechanically coupled to the spring support.
  • a fixed coupling element for example an extension of the intermediate lever in the direction of the reset carrier, can be provided.
  • the reset carrier can have a reset carrier axis, about which the reset carrier can be designed to be rotatable.
  • the reset carrier can rotate to the reset carrier with the compression and stretching of the reset element in such a way that a substantially straight extension of the reset element is maintained.
  • a return spring as a return element
  • the reset carrier axis can be designed to provide hysteresis.
  • Hysteresis refers to a different force/distance curve when the pedal lever is pressed and released.
  • the bearing force and/or the friction diameter mentioned can be dimensioned in such a way that they counteract the generated counterforce with a force lower than the counterforce and thus prevent the pedal lever from snapping back when the driver releases it.
  • the pedal emulator in particular the force generation unit, can have a translation lever between the coupling element and the return carrier axis.
  • a translation lever can be formed or act between the coupling element and the return carrier axis.
  • the pedal emulator in particular the force generation unit, can have a reset lever between the reset carrier axis and the reset element.
  • a reset lever can be formed or act between the reset carrier axis and the reset element.
  • the pedal emulator in particular the force generation unit, is set up in such a way that the translation lever becomes smaller as the pedal travel increases and the reset lever becomes larger as the pedal travel increases.
  • a transmission ratio between the transmission lever and the reset lever that changes as the pedal travel increases is provided.
  • An increasingly progressive course of the pedal travel-counterforce diagram can be provided via the pedal travel or the rotation of the pedal lever around the axis of rotation.
  • the pedal emulator can have a force application lever between the axis of rotation and the coupling element, in particular a first or second coupling element axis of the coupling element, as described above.
  • the force application lever can be translated by means of at least one further lever of the pedal emulator or the force generation unit, in particular the translation lever and the reset lever described above.
  • a lever ratio can be set between the force application lever and the translation lever, through which a translation between the pedal rotation and the rotation or rotation of the return carrier takes place faster. In relation to the pedal travel, this is an increasing gear ratio and therefore an increasingly progressive pedal travel-counterforce curve.
  • the previously mentioned further pedal travel counterforce path between the pedal lever or the axis of rotation and the reset carrier via the coupling element can provide the increasingly progressive pedal travel counterforce curve in addition to or in addition to the reset element itself through suitable design of levers and their transmission ratios.
  • the restoring element can have a seat, in particular a rotatable one, by means of which the restoring element is mechanically coupled to the restoring carrier. If the restoring element is designed as a restoring spring, the seat can also be referred to as a spring seat. In an embodiment with a rotatable restoring support, the rotatability of the seat enables the seat to rotate together with the restoring support in order to leave the restoring element essentially straight in its longitudinal extent.
  • the force generating unit can have an intermediate lever that can be rotated about the axis of rotation and is mechanically coupled to the coupling element.
  • the restoring element can be mechanically coupled to the intermediate lever, in particular supported on it.
  • the coupling element can be arranged on the intermediate lever, in particular molded onto it, or attached to it as a separate part, in particular a coupling rod. It is particularly possible for the force generating unit to have an intermediate spring element, by means of which the pedal lever is mechanically coupled to the intermediate lever.
  • the intermediate spring element can be designed as an intermediate spring in the form of, for example, a compression spring, in particular a coil spring, a plate spring, a leaf spring or the like.
  • the intermediate spring element is therefore connected in series in front of the restoring element and can also be referred to as a second spring system of the force generating unit, which is arranged or connected in front of a first spring system of the force generating unit, the system comprising the restoring element with its mechanical coupling being connected below the first spring system the axis of rotation and by means of the reset carrier with the coupling element is understood.
  • the second spring system as part of the pedal hardening or progression of the pedal travel counterforce curve, in that the first spring system has, for example, a stop on the intermediate lever or another reduction or blocking of the change in pedal travel on the first spring system.
  • the reset carrier and the coupling element can be mechanically decoupled from one another.
  • the reset carrier and the coupling element in particular the previously mentioned second coupling element axis, can be designed to be able to be coupled and decoupled in a form-fitting manner with one another or in contact with one another.
  • the return carrier can be designed with a pan and the coupling element can be designed with a joint for this pan.
  • the restoring carrier and the coupling element are designed to be mechanically decoupled from one another by means of the counterforce of the force generating unit.
  • the counterforce applied in particular by the restoring element ensures that, when the restoring carrier is blocked, the coupling element and thus the pedal lever can be reset and does not remain in the blocked position with the restoring carrier, which would make further actuation of the pedal impossible.
  • the pedal or the pedal lever can be actuated with the restoring element, even if the further pedal travel counterforce path is not available via the restoring carrier, for example as long as it is blocked. Nevertheless, when the pedal lever is actuated, the reset carrier and the coupling element come into contact with each other again in order to couple again when the problem, such as the blockage, has resolved or has been resolved. In this respect, it can also be said that the reset carrier and the coupling element can also be mechanically coupled to one another.
  • the pedal levers in the event of a defect in the restoring element, for example a spring break in a restoring spring as a restoring element, if the restoring spring and possibly the intermediate spring are designed as a spring package made up of at least two springs arranged in parallel.
  • the pedal emulator can comprise a housing which has an opening for the pedal lever and in which the force generating unit is arranged.
  • the pedal lever can be rotated accordingly within the opening.
  • the axis of rotation can be formed within the housing.
  • the object mentioned at the beginning is achieved by a brake-by-wire braking system with a pedal emulator according to the first aspect of the invention and a brake, the brake-by-wire braking system comprising a control unit which has a Pedal emulator sensor is connected, and the control unit is set up to control the brake according to measured values from the sensor.
  • Different sensors including different sensors in combination, can be used. For example, it is possible to use a sensor to detect a rotation angle of the pedal lever about the axis of rotation and/or to use a sensor to detect the path or spring travel of the restoring element and/or the intermediate spring element.
  • the control unit can then control the brake accordingly by means of a suitable actuator in accordance with the measured values of the sensor or the combination of sensors and thus in accordance with the driver's wishes.
  • FIG. 1 shows a schematic cross-sectional view of a pedal emulator according to a first exemplary embodiment of the invention
  • Fig. 2 is a schematic representation of the storage area of a housing part
  • FIG. 3 shows a schematic representation of the storage of the reset carrier in a housing part
  • Fig. 4 is a schematic view of a vehicle with a brake-by-wire braking system. Elements with the same function and mode of operation are each provided with the same reference numbers in Figures 1 to 4.
  • FIG 1 shows a pedal emulator 1 for a vehicle 33 (see Figure 4, only schematically there), the pedal emulator 1 being designed according to a first exemplary embodiment.
  • the pedal emulator 1 comprises a rotation axis 4 and a pedal lever 2 rotatable about the rotation axis 4 with an actuation surface 3 which can be actuated by the foot of the driver of the vehicle 33 in order to rotate the pedal lever 2 relative to the rotation axis 4.
  • the pedal emulator 1 further has a force generating unit (not designated) for exerting a counterforce on the pedal lever 1 by means of a coupling element 7 of the force generating unit that is mechanically coupled to the pedal lever 2.
  • the coupling element 7 is designed as a coupling rod 7 with a first coupling element axis 8 and a second coupling element axis 9:
  • the counterforce generated acts in the opposite direction to the actuation force exerted on the pedal lever 2 or the actuation surface 3 when actuated by the driver.
  • the force generating unit is designed in such a way that a course of the counterforce along a pedal path of the pedal lever 2 is designed as a progressive course in a pedal path-counterforce diagram (not shown).
  • the force generating unit has a restoring element 14, which in the present case is designed, for example, as a restoring spring.
  • the restoring element 14 is mechanical at one end with the axis of rotation 4 coupled and at the other end mechanically coupled to the coupling element 7 by means of a reset carrier 10, here in the form of a spring carrier.
  • the restoring element 14 is mechanically coupled or supported on one end with an intermediate lever 5, which is also rotatable about the axis of rotation 4.
  • the intermediate lever 5 can be omitted and the restoring element 14 can be supported directly on the pedal lever 2, as the second exemplary embodiment of the pedal emulator 1 according to FIG. 6 shows.
  • the reset carrier 10 is formed with a reset carrier axis 11, about which it is rotatable.
  • the reset carrier axle 11 is suitably designed with a friction diameter and/or a bearing force to provide a hysteresis when the pedal lever 2 is actuated.
  • a support area 18 of the reset carrier 10 is slidably mounted in a bearing area 19 of the housing part 20.
  • the storage area 19 has a first projection 21 to form a first friction surface 22.
  • Fig. 1 further shows that the restoring element 14 has a seat 12 or spring seat, which is also rotatable and by means of which the restoring element 14 is mechanically coupled to the restoring carrier 10.
  • the pedal emulator 1 has a housing 15 in which the force generating unit and its components are located.
  • the housing 15 has an opening 16 through which the pedal lever 2 extends and within which it can be rotated freely about the axis of rotation 4.
  • the first exemplary embodiment of the pedal emulator 1 from FIG. 1 has, in addition to the intermediate lever 5, also an intermediate spring element 6, which in the present case is designed, for example, as an intermediate spring, and is mechanically coupled at one end to the pedal lever 2 and at the other end to the intermediate lever 5.
  • the intermediate spring element 6 is thus connected in series in front of the restoring element 14 and can also be referred to as a second spring system of the force generating unit, which is arranged or connected in front of a first spring system of the force generating unit, the system comprising the restoring element 14 with its under the first spring system mechanical coupling on the axis of rotation 4 and by means of the reset carrier 10 with the coupling element 7 is understood.
  • Fig. 2 shows schematically the bearing area 19 of the housing part 20, which is suitable for optimizing the sliding friction between the housing part 20 and the reset carrier 10.
  • the bearing area 19 of the housing part 20 has a first projection 21 to form a first friction surface 22 and a second projection 23 to form a second friction surface 24.
  • the storage area 19 of the housing part 20 is designed as a circle, a special shape of an ellipse, in order to ensure the sliding bearing of the reset carrier 10.
  • the support area 18 of the reset carrier 10 also has the shape of a circle, as shown in FIG. 3.
  • Both the first projection 21 and the second projection 23 are a secant on the bearing area 19 of the housing part 20 in order to produce the bearing as well as the optimal frictional contact. Only through the projection 21, 23 is it possible to design the hysteresis depending on the component size and the requirements for the feel of the pedal lever 2, because this allows a stable sliding friction.
  • the bearing area 19 of the housing part 20 has a first bearing surface 25 and a second bearing surface 26.
  • the first bearing surface 25 and the second bearing surface 26 are coaxial with one another (FIG. 2).
  • the friction surfaces are also divided.
  • the first friction surface 22 has at least a first friction segment 27 and a second friction segment 28, the first friction segment 27 being arranged on the first bearing surface 25 and the second friction segment 28 on the second bearing surface 26.
  • the second friction surface 24 has at least a third friction segment 29 and a fourth Friction segment 30, wherein the third friction segment 29 is arranged on the first bearing surface 25 and the fourth friction segment 30 on the second bearing surface 26.
  • the support area 18 of the reset carrier 10 also has a first support surface 31 and a second support surface 32, the first support surface 31 and the second support surface 32 being coaxial.
  • Fig. 3 shows a schematic representation of the storage of the reset carrier 10 in the storage area 19, or one of the storage areas.
  • the first friction surface 22 and the second friction surface 24 form the friction contact for the fixed sliding friction.
  • the first friction surface 22 and the second friction surface 24, respectively the first friction segment 27 and the third friction segment 29 as well as the second friction segment 28 and the fourth friction segment 30, are arranged at a distance from one another on the storage area 19.
  • the first friction surface 22 and/or the second friction surface 24 can have a roughness of 1.4 to 2.8 pm.
  • the first friction surface 22 and the second friction surface 24, respectively the first friction segment 27 and the third friction segment 29 as well as the second friction segment 28 and the fourth friction segment 30 enclose at an angle a of between 60° and 110°.
  • the non-linear course of the pedal travel when the pedal lever 2 is actuated can be influenced and thus optimized via the angle a of the friction surfaces 22, 24 or friction segments 27, 28, 29, 30 to one another.
  • the storage area 19 of the housing part 20 and the support area 18 of the reset carrier 10 are arranged concentrically.
  • the material pairing of the reset carrier 10 and the housing part 20 is important.
  • the reset carrier 10 is made of glass fiber reinforced plastic, the plastic being polypropylene
  • the housing part 20 is made of plastic, the plastic being polyethylene terephthalate.
  • 4 shows purely schematically a vehicle 33, for example a car, such as a passenger car.
  • the vehicle 33 includes a brake-by-wire braking system 34 with a pedal emulator 1 according to one of the previously described exemplary embodiments and with a brake 17.
  • the brake-by-wire braking system 34 also has a control unit 35, which is connected to a sensor of the Pedal emulator 1 is connected, the sensor being set up to determine the pedal travel of the pedal lever 2 or the rotation of the pedal lever 2 about the axis of rotation 4.
  • the control unit 35 controls the brake 17 according to measured values from the sensor.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Control Devices (AREA)

Abstract

La présente invention concerne un émulateur de pédale (1) pour un véhicule (33), comprenant un levier de pédale rotatif (2), un support de rappel (10), une partie boîtier (20) portant le support de rappel (10), et une unité de génération de force destinée à exercer une force antagoniste sur le levier de pédale (2), la force antagoniste agissant dans la direction opposée à une force d'actionnement exercée sur le levier de pédale rotatif (2), et l'unité de génération de force étant conçue de telle sorte qu'une courbe de la force antagoniste le long d'un trajet de pédale du levier de pédale (2) adopte la forme d'une courbe non linéaire dans un diagramme de force antagoniste de pédale. Selon l'invention, une zone d'appui (18) du support de rappel (10) est montée avec frottement de glissement dans une zone de support (19) de la partie boîtier (20), et la zone d'appui (19) présente une première saillie (21) destinée à former une première surface de frottement (22).
PCT/EP2023/068841 2022-07-22 2023-07-07 Géométrie de surface de frottement pour capteurs de pédale WO2024017671A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022118394.7 2022-07-22
DE102022118394.7A DE102022118394A1 (de) 2022-07-22 2022-07-22 Reibflächengeometrie für Pedalsensoren

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WO2024017671A1 true WO2024017671A1 (fr) 2024-01-25

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999047986A1 (fr) * 1998-03-17 1999-09-23 Mannesmann Vdo Ag Pedale
DE102013215881A1 (de) * 2013-08-12 2015-02-12 Volkswagen Aktiengesellschaft Fußhebelwerk für ein Fahrzeug sowie Fahrzeug mit einem derartigen Fußhebelwerk
WO2017029023A1 (fr) * 2015-08-18 2017-02-23 Ab Elektronik Gmbh Dispositif à pédale à actionnement amorti
DE102019101646A1 (de) 2019-01-23 2020-07-23 HELLA GmbH & Co. KGaA Pedalemulator für ein Fahrzeug

Family Cites Families (2)

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