WO2024047503A1 - Braking feel simulator device - Google Patents

Braking feel simulator device Download PDF

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Publication number
WO2024047503A1
WO2024047503A1 PCT/IB2023/058474 IB2023058474W WO2024047503A1 WO 2024047503 A1 WO2024047503 A1 WO 2024047503A1 IB 2023058474 W IB2023058474 W IB 2023058474W WO 2024047503 A1 WO2024047503 A1 WO 2024047503A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam
wall
actuation axis
elastic element
simulator device
Prior art date
Application number
PCT/IB2023/058474
Other languages
French (fr)
Inventor
Italo PIROVANO
Original Assignee
Brembo S.P.A.
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 Brembo S.P.A. filed Critical Brembo S.P.A.
Publication of WO2024047503A1 publication Critical patent/WO2024047503A1/en

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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
    • 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
    • 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 present invention relates to a braking feel simulator device for a Brake- By-Wire (“BBW”) type braking system of vehicles with two or more wheels actuatable by a driver by means of a brake pedal or lever, and to a braking system provided with such a braking feel simulator device.
  • BBW Brake- By-Wire
  • a braking feel simulator device referred to as a “simulator device” for brevity, connected to the brake pedal or lever and configured to simulate the feel and stiffness of a brake pedal or lever of conventional hydraulic braking systems, and thus emulate the "stiffness curve” thereof.
  • "Stiffness curve” means the relationship between the displacement of the brake pedal or lever along its stroke and the respective reaction force applied by the simulator device to the brake pedal or lever, and thus by the brake pedal or lever to the driver.
  • the stiffness curve has a first segment with low stiffness, a second segment with medium stiffness, and a third segment with high stiffness.
  • a steeper, "hard”, stiffness curve is preferred for an “aggressive” or “sporty” driving style, while a less steep, “soft”, stiffness curve is preferred for a "city” or “eco” driving style.
  • the stiffness curve of the simulator device can be designed beforehand, based on the driver's needs, so that the brake pedal or lever has the "hardness" required by the driver.
  • the known simulator devices comprise a plurality of elastic elements, usually helical springs, arranged in series or in parallel and configured to apply, upon a tensile or compressive stress thereof, an overall reaction force, which replicates the stiffness curve of a conventional hydraulic braking system.
  • the known simulator devices do not allow modulating or adjusting the stiffness curve, and thus the "hardness" of the brake pedal or lever, without a complete redesign of the simulator device. Therefore, the known simulator devices are not customizable and adjustable to the needs of different driving styles, unless the simulator device is disassembled from the braking system and the components thereof are redesigned and replaced.
  • the stiffness curve achieved by known simulator devices is subject to variations in the response between one device and the other, mainly due to the mechanical tolerances of the several components inside the simulator device, and in particular the tolerances of the group of springs and elastic elements arranged in series and in parallel inside the simulator device. Therefore, simulator devices sharing the same configuration but responding by achieving mutually different stiffness curves due to such mechanical tolerances are known.
  • FIG. 1 is a perspective view of a braking feel simulator device according to an embodiment of the invention.
  • figure 2 is a side view of the braking feel simulator device shown in figure 1 ;
  • figure 3 is a longitudinal section view of the braking feel simulator device shown in figure 2;
  • FIG. 4 is a perspective view of a braking feel simulator device according to an embodiment of the invention.
  • FIG. 5 is a partially sectioned perspective view of a braking feel simulator device according to a first embodiment of the invention, in a first operating configuration
  • FIG. 6 is a partially sectioned perspective view of the braking feel simulator device shown in figure 5 in a second operating configuration
  • figure 7 is a partially sectioned perspective view of the braking feel simulator device shown in figure 5 shown in a third operating configuration
  • figure 8 is a detail view of the braking feel simulator device shown in figure
  • figure 9 is a longitudinal section view of the braking feel simulator device shown in figure 4.
  • figure 10 is an exploded front view of the braking feel simulator device shown in figure 4.
  • figure 1 1 is an exploded rear view of the braking feel simulator device shown in figure 4;
  • FIG. 12 diagrammatically shows three different stiffness curves achievable by a braking feel simulator device according to the present invention.
  • the present invention is adapted to be applied to a Brake-By-Wire ("BBW") type braking system of vehicles with two or more wheels, which is actuatable by a driver by means of a brake pedal or lever. Therefore, in the present description, the term “brake pedal” means indistinctly both a brake pedal for motor vehicles and the like and a brake lever for motorcycles, mopeds, and the like, unless otherwise specified.
  • BBW Brake-By-Wire
  • a braking feel simulator device is generally indicated by reference numeral 1 .
  • the braking feel simulator device 1 is adapted to be used in a braking system 2.
  • the braking feel simulator device 1 is adapted to be connected to a brake pedal 3.
  • the braking feel simulator device 1 is adapted to be connected to a brake pedal 3 by means of a hydraulic fluid.
  • the braking feel simulator device 1 comprises at least one elastic element 4. [0040] Moreover, the braking feel simulator device 1 comprises a thrust piston 5.
  • the thrust piston 5 is configured to be biased in translation along an actuation axis 7 in the direction of the at least one elastic element 4 and so as to stress the at least one elastic element 4, in response to an actuation of the brake pedal 3.
  • the thrust piston 5 is configured to be biased by the hydraulic fluid in translation along an actuation axis 7 in the direction of the at least one elastic element 4 and so as to stress the at least one elastic element 4, in response to an actuation of the brake pedal 3.
  • the at least one elastic element 4 is configured to contrast the translation of the thrust piston 5 along the actuation axis 7.
  • the braking feel simulator device 1 further comprises a cam element 6.
  • the cam element 6 is interposed between the at least one elastic element 4 and the thrust piston 5.
  • the cam element 6 is configured to convert the translation of the thrust piston 5 along the actuation axis 7 into a non-linear stress of the at least one elastic element 4.
  • a braking feel simulator device 1 thus configured allows adjusting and customizing the stiffness curve without requiring a complete redesign.
  • a braking simulator device 1 thus configured achieves a reaction force, opposed to a brake pedal actuation 3, with a non-linear trend and thus such as to simulate the stiffness curve of a conventional hydraulic brake system.
  • the braking feel simulator device 1 thus configured, by means of the cam element 6, allows achieving a stiffness curve customized according to a driver's needs without requiring a redesign of the braking feel simulator device 1 .
  • cam element 6 Only the replacement of cam element 6 is required to change the "hardness" of the stiffness curve of the braking feel simulator device 1 , and thus achieve a different stiffness curve.
  • the braking feel simulator device 1 has lower complexity and costs than the simulator devices of the prior art.
  • the braking feel simulator device 1 thus configured has a simplified structure and is more stable, more efficient, and less prone to the typical response variability of the known simulator devices.
  • the cam element 6 is positioned so that it can be biased in translation along the actuation axis 7 against the at least one elastic element 4 and so as to stress the at least one elastic element 4, in response to a translation of the thrust piston 5 against the cam element 6.
  • the thrust piston 5 and the cam element 6 are operatively connected to each other by means of a threaded connection 8.
  • the threaded connection 8 is configured to allow a relative rotation between the thrust piston 5 and the cam element 6 about the actuation axis 7.
  • the threaded connection 8 is also configured to allow a relative translation between the thrust piston 5 and cam element 6 along the actuation axis 7, dependent on the relative rotation between the thrust piston 5 and cam element 6.
  • the cam element 6 comprises a shaped cam wall 10.
  • the braking feel simulator device 1 comprises a backing body 9 operatively connected to the cam wall 10 of the cam element 6.
  • the backing body 9 is configured to cause a rotation of the cam element 6 with respect to the thrust piston 5 about the actuation axis 7 upon a relative translation of the cam element 6 with respect to the backing body 9 along the actuation axis 7.
  • the backing body 9 is configured to cause a rotation of the cam element 6 with respect to the thrust piston 5 about the actuation axis 7 upon a relative translation of the cam wall 10 with respect to the backing body 9 along the actuation axis 7.
  • the operating connection between the thrust piston 5, the cam element 6, and the backing body 9 allows achieving, upon a translation of the thrust piston 5 along the actuation axis 7 in response to an actuation of the brake pedal 3, a non-linear translation of the cam element 6 along the actuation axis 7.
  • Such a non-linear translation of the cam element 6 along the actuation axis 7 is determined by the combined configuration of the threaded connection 8 and the cam element 6.
  • the non-linear stress of the at least one elastic element 4 is discharged as a reaction force on the brake pedal 3 so as to reproduce the stiffness curve of a conventional hydraulic braking system.
  • the replacement of the cam element 6 alone with a differently configured cam element 6, i.e., having a different shaping of the cam wall 10 or a different threading of the threaded connection 8 or a different combination of the shaping of the cam wall 10 and the threading of the threaded connection 8, allows achieving a different stiffness curve.
  • a simulator device 1 thus configured allows achieving a customized stiffness curve according to the driver’s needs by means of a customized configuration of the shaping of the cam wall 10 and/or a different threading of the threaded connection 8.
  • the cam wall 10 is substantially transverse to the actuation axis 7.
  • the cam wall 10 is substantially radial to the actuation axis 7
  • the backing body 9 extends in a direction substantially transverse to the actuation axis 7.
  • the backing body 9 extends in a direction substantially radial to the actuation axis 7.
  • the backing 9 is positioned so as to be in contact with the cam wall 10.
  • the braking feel simulator device 1 comprises a housing 1 1 forming a housing compartment 12 therein, substantially extending along the actuation axis 7.
  • the thrust piston 5, the cam element 6, and the at least one elastic element 4 are positioned in the housing compartment 12.
  • the backing body 9 is fixed to the housing 11 . [0075] Therefore, the backing body 9 is not movable with respect to housing 1 1 .
  • the backing body 9 extends into the housing compartment 12 in a direction substantially transverse to the actuation axis 7.
  • the backing body 9 is configured to prevent a rotation of the thrust piston 5 about the actuation axis 7 with respect to the housing 11 .
  • the backing body 9 is fixed to a pin.
  • the cam element 6 comprises a sliding wall 13 and a bottom wall 14.
  • the sliding wall 13 ha has a substantially cylindrical shape, coaxial to the actuation 7.
  • the bottom wall 14 is substantially transverse to the actuation axis 7 and is connected to the sliding wall 13.
  • the cam wall 10 is formed at the sliding wall 13.
  • the sliding wall 13 is internally hollow.
  • the sliding wall 13 and the bottom wall 14 thus define an open cavity toward the at least one elastic element 4.
  • the cavity defined by the sliding wall 13 and the bottom wall 14 is blind and thus closed by the bottom wall 14 in the opposite direction to the at least one elastic element 4.
  • the cam wall 10 extends through the sliding wall 13 in the transverse direction to sliding wall 13.
  • the cam wall 10 thus forms a shaped slot 15 extending through sliding wall 13.
  • the backing body 9 is inserted into the shaped slot 15, in contact with the cam wall 10.
  • the cam wall 10 extends into the sliding wall 13 in the transverse direction to sliding wall 13.
  • the cam wall 10 thus forms a shaped groove in the sliding wall 13.
  • the backing body 9 is inserted into the shaped grooves in contact with the cam wall 10.
  • the cam wall 10 extends outside the sliding wall 13 in a transverse direction to the sliding wall 13.
  • the cam wall 10 thus forms a shaped relief on the sliding wall 13.
  • the backing body 9 is positioned in contact with the shaped relief formed by the cam wall 10.
  • the cam wall 10 comprises a first cam wall portion 16 and a second cam wall portion 17.
  • the first cam wall portion 16 extends along an inclined direction with respect to the actuation axis 7.
  • the first cam wall portion 16 and the actuation axis 7 define a first inclination angle 18 therebetween.
  • the first inclination angle 18 is defined in a plane parallel to the actuation axis 7 and substantially tangent to the sliding wall 13 and passing through the cam wall 10.
  • the second cam wall portion 17 extends along an inclined direction with respect to the actuation axis 7. [00100] The second cam wall portion 17 and the actuation axis 7 define a second inclination angle 19 therebetween.
  • the second inclination angle 19 is defined in a plane parallel to the actuation axis 7 and substantially tangent to the sliding wall 13 and passing through the cam wall 10.
  • the first cam wall portion 16 and the second cam wall portion 17 extend substantially along mutually incident directions.
  • the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a smaller translation of the cam element 6 along the actuation axis 7 toward the at least one elastic element 4.
  • the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to an approach between the thrust piston 5 and the cam element 6.
  • the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a screwing of the cam element 6 to the thrust piston 5.
  • the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 in the opposite direction to the at least one elastic element 4 corresponds to a smaller translation of the cam element 6 along the actuation axis 7 in the opposite direction to the at least one elastic element 4.
  • the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to a separation between the thrust piston 5 and the cam element 6.
  • the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to an unscrewing of the cam element 6 from the thrust piston 5.
  • the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a greater translation of the cam element 6 along the actuation axis 7 toward the at least one elastic element 4.
  • the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a separation between the thrust piston 5 and the cam element 6. [00111] Therefore, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to an unscrewing of the cam element 6 from the thrust piston 5.
  • the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 in the opposite direction to the at least one elastic element 4 corresponds to a greater translation of the cam element 6 along the actuation axis 7 in the opposite direction to the at least one elastic element 4.
  • the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to an approach between the thrust piston 5 and the cam element 6.
  • the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to a screwing of the cam element 6 to the thrust piston 5.
  • the configuration of the first cam wall portion 16 and the second cam wall portion 17 allows applying a non-linear stress of the at least one elastic element 4, which follows a trend as shown in figure 1 1 , i.e., a trend replicating the stiffness curve of a conventional hydraulic braking system.
  • the backing body 9 is configured to slide on the first cam wall portion 16 and the second cam wall portion 17 upon a translation of the cam element 6 along the actuation axis 7.
  • first cam wall portion 16 and the second cam wall portion 17 are positioned so that a minimum separation between the thrust piston 5 and the cam element 6 corresponds to a positioning of the backing body 9 at the intersection of the first cam wall portion 16 and the second cam wall portion 17.
  • a maximum separation between the thrust piston 5 and the cam element 6 corresponds to a positioning of the backing body 9 at the end of the first cam wall portion 16 opposite to the second cam wall portion 17.
  • a maximum separation between the thrust piston 5 and the cam element 6 corresponds to a positioning of the backing body 9 at the end of the second cam wall portion 17 opposite to the first cam wall portion 16.
  • the first cam wall portion 16 and the second cam wall portion 17 are positioned so that, in a translation of the cam element 6 along the actuation axis 7 toward the at least one elastic element 4, the backing body 9 slides first on the first cam wall portion 16 and then on the second cam wall portion 17. [00121] Conversely, in a translation of the cam element 6 along the actuation axis 7 away from the at least one elastic element 4, the backing body 9 slides first on the second cam wall portion 17 and then on the first cam wall portion 16.
  • a sliding of the backing body 9 from the first cam wall portion 16 toward the second cam wall portion 17 corresponds to an increase in the stress of the at least one elastic element 4.
  • the first inclination angle 18 is between 0° and 90° and the second inclination angle 19 is between 90° and 180°.
  • the first inclination angle 18 is between 0° and 80°.
  • the first inclination angle 18 is between 30° and 60°, or between 40° and 50°.
  • the first inclination angle 18 is of about 45°.
  • the second inclination angle 19 is between 0° and 180°.
  • the second inclination angle 19 is between 130° and 175°, or between 140° and 160°.
  • the second inclination angle 19 is of about 150°.
  • the length of the first cam wall portion 16 is less than the length of the second cam wall portion 17.
  • the length of the first cam wall portion 16 is between 1/3 and 2/3 of the length of the second cam wall portion 17.
  • the length of the first cam wall portion 16 is about half the length of the second cam wall portion 17.
  • varying the inclination angles of the first cam wall portion 16 and the second cam wall portion 17 and/or the length of the first cam wall portion 16 and the second cam wall portion 17 allows achieving different and customized stiffness curves.
  • the cam element 6 comprises a screw wall 20.
  • the screw wall 20 extends from the bottom wall 14, in a direction substantially parallel to the actuation axis 7, in the opposite direction to the at least one elastic element 4.
  • the thrust piston 5 comprises a nut-screw wall 21.
  • the screw wall 20 and nut-screw wall 21 form the threaded connection 8 between the cam element 6 and the thrust piston 5.
  • the screw wall 20 forms from one to eight threads 22.
  • the screw wall 20 forms from four to six threads 22.
  • the configuration of the screw wall 20 increases the strength and stability of the cam element 6 and the thrust piston 5, while reducing the size of braking feel simulator device 1 .
  • the nut-screw wall 21 comprises a threaded wall 23 and a stressing wall 24.
  • the threaded wall 23 has a substantially cylindrical shape, coaxial to the actuation axis 7.
  • the threaded wall 23 is configured to be screwed outside the cam element 6, specifically outside the screw wall 20 of the cam element 6.
  • the stressing wall 24 is substantially transverse to the actuation axis 7 and is connected to the threaded wall 23.
  • the threaded wall 23 is internally hollow and defines, with the stressing wall 24, an open cavity toward the cam element 6.
  • the screw wall 20 of the cam element 6 is positioned inside the cavity.
  • the thrust piston 5 is configured to receive on the stressing wall 24 a stress of a hydraulic fluid adapted to move the thrust piston 5 in translation toward the at least one elastic element 4.
  • the stressing wall 24 faces a conveying pipe 25.
  • the conveying pipe 25 is configured to fluidly connect the braking feel simulator device 1 to the brake pedal 3 by means of the hydraulic fluid.
  • the conveying pipe 25 is configured to convey hydraulic fluid into the braking feel simulator device 1 when the brake pedal 3 is actuated and to discharge hydraulic fluid from the braking feel simulator device 1 when the brake pedal 3 is released.
  • the conveying pipe 25 is at least partially defined by the housing 11.
  • the braking feel simulator device 1 comprises at least one hydraulic seal 28.
  • the at least one hydraulic seal 28 is positioned at the thrust piston 5 and is configured to prevent leakages of hydraulic fluid toward the cam element 6 and the at least one elastic element 4.
  • the at least one hydraulic seal 28 is interposed between the thrust piston 5 and the housing 11 .
  • the at least one elastic seal 28 is positioned to be interposed between the threaded wall 23 and the housing 11 .
  • the hydraulic fluid is confined within the braking feel simulator device 1 in a space between the conveying pipe 25 and the threaded wall 23 of the thrust piston 5.
  • the thrust device 5 comprises a guiding wall 26.
  • the guiding wall 26 is connected to the nut-screw wall 21 .
  • the guiding wall 26 substantially extends in a direction parallel to the actuation axis 7.
  • the guiding wall 26 comprises a linear slot 27 extending along a direction parallel to the actuation axis 7.
  • the linear slot 27 passes through the guiding wall 26.
  • the linear slot 27 is configured to achieve a geometric fit with the backing body 9, so that the backing body 9 allows a translation of the thrust piston 5 with respect to the housing 11 along the actuation axis 7, but prevents a rotation of the thrust piston 5 with respect to the housing 11 about the actuation axis 7.
  • the linear slot 27 is positioned at the shaped slot 15 of the cam element 6.
  • the guiding wall 26 has a substantially cylindrical, hollow shape.
  • the guiding wall 26 of the thrust piston 5 is configured to wrap the sliding wall 13 of the cam element 6 externally.
  • the at least one elastic element 4 is positioned inside the housing compartment 12.
  • the at least one elastic element 4 is configured to apply a reaction force to the brake pedal in response to an actuation of the braking feel simulation device 1. Specifically, the at least one elastic element 4 is configured to apply a reaction force to the thrust piston 5 actuatable in translation against the at least one elastic element 4 in response to an actuation of the brake pedal 3 by a driver. Therefore, the at least one elastic element 4 is configured to apply a reaction force to the brake pedal 3 in response to an actuation of the brake pedal 3 by a driver.
  • the at least one elastic element 4 is configured to be stressed along a direction substantially parallel to the actuation axis 7.
  • the at least one elastic element 4 is configured to be stressed along a direction substantially coinciding with the actuation axis 7.
  • the at least one elastic element 4 is configured to stress the thrust piston 5 toward the resting position thereof.
  • the at least one elastic element 4 is positioned to abut against the cam element 6.
  • the at least one elastic element 4 is positioned to abut against the bottom wall 14 of the cam element 6.
  • the braking feel simulator device 1 comprises a single elastic element 4, extending in the direction of the actuation axis 7.
  • the at least one elastic element 4 is a helical compression spring.
  • the helical compression spring is positioned substantially coaxial to the actuation axis 7.
  • the at least one elastic element 4 is a square spring, a torsion spring, a band spring or a shaped spring.
  • the braking feel simulator device 1 comprises a plurality of elastic elements 4 positioned in series and/or in parallel in the braking feel simulator device 1 , and preferably inside the housing compartment 12.
  • the plurality of elastic elements 4 comprises helical springs and/or square springs and/or torsion springs and/or band springs and/or shaped springs.
  • the braking feel simulator device 1 comprises a cap 29.
  • the cap 29 is positioned opposite to the thrust piston 5 with respect to the at least one elastic element 4.
  • the cap 29 is configured to apply a reaction force to the at least one elastic element 4 in response to a stress of the at least one elastic element 4 by the thrust piston 5.
  • the at least one elastic element 4 is positioned to abut against the cap 29.
  • the at least one elastic element 4 is a helical compression spring, and one end of the helical compression spring abuts against the cap 29.
  • the cap 29 is connected to the housing 1 1 and is configured to close the housing compartment 12 in the opposite direction to the thrust piston 5.
  • the braking feel simulator device 1 comprises a spacer 30.
  • the spacer 30 is positioned to be interposed between the cam element 6 and at least one elastic element 4.
  • the spacer 30 is configured to reduce the friction between the cam element 6 and the at least one elastic element 4 during the actuation of the braking feel simulator device 1 .
  • the spacer 30 is configured to decouple the rotary motion of the cam element 6 from the translatory motion of the at least one elastic element 4.
  • the spacer 30 thus configured prevents a rotation of the cam element 6 about the actuation axis 7 from driving the at least one elastic element 4 in rotation.
  • the spacer 30 comprises a convex body 31 connected to a base body 32.
  • the base body 32 faces the at least one elastic element 4.
  • the convex body 31 reduces the contact surface between the cam element 6 and the spacer 30. The small contact surface does not allow a rotary motion transmission from the cam element 6 to the spacer 30 and thus prevents the rotary motion of the cam element 6 from being transmitted to the at least one elastic element 4.
  • the convex body 31 has a dome shape which defines a dome apex.
  • the dome apex is positioned to abut against the cam element 6.
  • the convex body 31 has a sphere portion shape which defines a sphere portion vertex. The sphere portion vertex is positioned to abut against the cam element 6.
  • the convex body 31 has a hemispherical shape defining a hemisphere vertex.
  • the hemisphere vertex is positioned to abut against the cam element 6.
  • the base body 32 has a substantially either discoidal or annular shape.
  • the at least one elastic element 4 abuts against the base body 32.
  • the at least one elastic element 4 is a helical compression spring and one end of the helical compression spring abuts against the base body 32.
  • the spacer 30 is positioned to be interposed between the bottom wall 14 of the cam element 6 and the at least one elastic element 4.
  • the convex body 31 is positioned to abut against the bottom wall 14.
  • the spacer 30 is housed inside the sliding wall 13, abutting against the bottom wall 14.
  • one end of the at least one elastic element 4 is housed inside the sliding wall 13, abutting against the spacer 30.
  • a braking system 2 comprises a braking feel simulator device 1 as described above.
  • the braking system 2 comprises a brake pedal 3 operatively connected to the braking feel simulator device 1 .
  • the brake pedal 3 is connected to the braking feel simulator device 1 so that an actuation of the brake pedal 3 corresponds to a translation of the thrust piston 5 along the actuation axis 7 in the direction of the at least one elastic element 4.
  • the brake pedal 3 is connected to the braking feel simulator device 1 so that an actuation of the brake pedal 3 corresponds to a conveying of pressurized hydraulic fluid at the thrust piston 5, which stresses the thrust piston 5 in translation along the actuation axis 7 in the direction of the at least one elastic element 4.

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

Abstract

A braking feel simulator device (1) for a braking system (2), said braking feel simulator device (1) being adapted to be connected to a brake pedal (3), said braking feel simulator device (1) comprising at least one elastic element (4); a thrust piston (5), wherein the thrust piston (5) is configured to be biased in translation along an actuation axis (7) in the direction of the at least one elastic element (4) and so as to stress the at least one elastic element (4), in response to an actuation of the brake pedal (3), and wherein the at least one elastic element (4) is configured to contrast the translation of the thrust piston (5) along the actuation axis (7), said braking feel simulator device (1) further comprising a cam element (6), interposed between the at least one elastic element (4) and the thrust piston (5), wherein the cam element (6) is configured to convert the translation of the thrust piston (5) along the actuation axis (7) into a non-linear stress of the at least one elastic element (4).

Description

“Braking feel simulator device”
[0001] Field of the invention
[0002] The present invention relates to a braking feel simulator device for a Brake- By-Wire ("BBW") type braking system of vehicles with two or more wheels actuatable by a driver by means of a brake pedal or lever, and to a braking system provided with such a braking feel simulator device.
[0003] Background art
[0004] In braking systems of the BBW type, there is a decoupling between force and displacement imparted on the brake pedal or lever by the driver and the resulting braking force which is applied by the calipers to the vehicle wheels.
[0005] In BBW braking systems, the displacement imparted by the driver on the brake pedal or lever results in an electrical signal which is processed by a control unit to control the actuation of the braking system calipers.
[0006] Accordingly, it is known to equip the BBW braking systems with a braking feel simulator device, referred to as a “simulator device” for brevity, connected to the brake pedal or lever and configured to simulate the feel and stiffness of a brake pedal or lever of conventional hydraulic braking systems, and thus emulate the "stiffness curve” thereof. [0007] "Stiffness curve" means the relationship between the displacement of the brake pedal or lever along its stroke and the respective reaction force applied by the simulator device to the brake pedal or lever, and thus by the brake pedal or lever to the driver. In general, the stiffness curve has a first segment with low stiffness, a second segment with medium stiffness, and a third segment with high stiffness. Again in general terms, a steeper, "hard", stiffness curve is preferred for an "aggressive" or "sporty" driving style, while a less steep, "soft", stiffness curve is preferred for a "city" or "eco" driving style.
[0008] In the prior art, the stiffness curve of the simulator device can be designed beforehand, based on the driver's needs, so that the brake pedal or lever has the "hardness" required by the driver.
[0009] The known simulator devices comprise a plurality of elastic elements, usually helical springs, arranged in series or in parallel and configured to apply, upon a tensile or compressive stress thereof, an overall reaction force, which replicates the stiffness curve of a conventional hydraulic braking system.
[0010] However, the known simulator devices do not allow modulating or adjusting the stiffness curve, and thus the "hardness" of the brake pedal or lever, without a complete redesign of the simulator device. Therefore, the known simulator devices are not customizable and adjustable to the needs of different driving styles, unless the simulator device is disassembled from the braking system and the components thereof are redesigned and replaced.
[0011] Moreover, the stiffness curve achieved by known simulator devices is subject to variations in the response between one device and the other, mainly due to the mechanical tolerances of the several components inside the simulator device, and in particular the tolerances of the group of springs and elastic elements arranged in series and in parallel inside the simulator device. Therefore, simulator devices sharing the same configuration but responding by achieving mutually different stiffness curves due to such mechanical tolerances are known.
[0012] Moreover, the high complexity of the known simulator devices has high costs and maintenance needs.
[0013] Solution
[0014] It is the object of the present invention to provide a braking feel simulator device and a braking system provided with the simulator device, such as to obviate at least some of the drawbacks of the prior art.
[0015] It is a particular object of the present invention to provide a simulator device configured to allow adjusting and customizing the stiffness curve thereof without requiring a complete redesign.
[0016] It is a further particular object of the present invention to provide a simulator device, which is more stable, more efficient, and less prone to the response variability of the known simulator devices.
[0017] It is a further particular object of the present invention to provide a simplified simulator device with low costs and maintenance needs.
[0018] These and other objects are achieved by a braking feel simulator device and a braking system provided with such a simulator device according to the independent claims.
[0019] The dependent claims relate to preferred and advantageous embodiments of the present invention.
[0020] Figures
[0021] In order to better understand the invention and appreciate the advantages thereof, some non-limiting exemplary embodiments thereof will be described below with reference to the accompanying drawings, in which:
[0022] - figure 1 is a perspective view of a braking feel simulator device according to an embodiment of the invention;
[0023] - figure 2 is a side view of the braking feel simulator device shown in figure 1 ;
[0024] - figure 3 is a longitudinal section view of the braking feel simulator device shown in figure 2;
[0025] - figure 4 is a perspective view of a braking feel simulator device according to an embodiment of the invention;
[0026] - figure 5 is a partially sectioned perspective view of a braking feel simulator device according to a first embodiment of the invention, in a first operating configuration; [0027] - figure 6 is a partially sectioned perspective view of the braking feel simulator device shown in figure 5 in a second operating configuration;
[0028] - figure 7 is a partially sectioned perspective view of the braking feel simulator device shown in figure 5 shown in a third operating configuration;
[0029] - figure 8 is a detail view of the braking feel simulator device shown in figure
6;
[0030] - figure 9 is a longitudinal section view of the braking feel simulator device shown in figure 4;
[0031] - figure 10 is an exploded front view of the braking feel simulator device shown in figure 4;
[0032] - figure 1 1 is an exploded rear view of the braking feel simulator device shown in figure 4;
[0033] - figure 12 diagrammatically shows three different stiffness curves achievable by a braking feel simulator device according to the present invention.
[0034] Description of some preferred embodiments
[0035] The present invention is adapted to be applied to a Brake-By-Wire ("BBW") type braking system of vehicles with two or more wheels, which is actuatable by a driver by means of a brake pedal or lever. Therefore, in the present description, the term "brake pedal" means indistinctly both a brake pedal for motor vehicles and the like and a brake lever for motorcycles, mopeds, and the like, unless otherwise specified.
[0036] With reference to the figures, a braking feel simulator device is generally indicated by reference numeral 1 . The braking feel simulator device 1 is adapted to be used in a braking system 2.
[0037] The braking feel simulator device 1 is adapted to be connected to a brake pedal 3.
[0038] Preferably, the braking feel simulator device 1 is adapted to be connected to a brake pedal 3 by means of a hydraulic fluid.
[0039] The braking feel simulator device 1 comprises at least one elastic element 4. [0040] Moreover, the braking feel simulator device 1 comprises a thrust piston 5.
[0041] The thrust piston 5 is configured to be biased in translation along an actuation axis 7 in the direction of the at least one elastic element 4 and so as to stress the at least one elastic element 4, in response to an actuation of the brake pedal 3.
[0042] Preferably, the thrust piston 5 is configured to be biased by the hydraulic fluid in translation along an actuation axis 7 in the direction of the at least one elastic element 4 and so as to stress the at least one elastic element 4, in response to an actuation of the brake pedal 3.
[0043] The at least one elastic element 4 is configured to contrast the translation of the thrust piston 5 along the actuation axis 7.
[0044] The braking feel simulator device 1 further comprises a cam element 6.
[0045] The cam element 6 is interposed between the at least one elastic element 4 and the thrust piston 5.
[0046] Moreover, the cam element 6 is configured to convert the translation of the thrust piston 5 along the actuation axis 7 into a non-linear stress of the at least one elastic element 4.
[0047] Advantageously, a braking feel simulator device 1 thus configured allows adjusting and customizing the stiffness curve without requiring a complete redesign.
[0048] Indeed, a braking simulator device 1 thus configured achieves a reaction force, opposed to a brake pedal actuation 3, with a non-linear trend and thus such as to simulate the stiffness curve of a conventional hydraulic brake system.
[0049] Specifically, the braking feel simulator device 1 thus configured, by means of the cam element 6, allows achieving a stiffness curve customized according to a driver's needs without requiring a redesign of the braking feel simulator device 1 .
[0050] Only the replacement of cam element 6 is required to change the "hardness" of the stiffness curve of the braking feel simulator device 1 , and thus achieve a different stiffness curve.
[0051] Therefore, the braking feel simulator device 1 has lower complexity and costs than the simulator devices of the prior art.
[0052] With added advantage, the braking feel simulator device 1 thus configured has a simplified structure and is more stable, more efficient, and less prone to the typical response variability of the known simulator devices. [0053] According to an embodiment, the cam element 6 is positioned so that it can be biased in translation along the actuation axis 7 against the at least one elastic element 4 and so as to stress the at least one elastic element 4, in response to a translation of the thrust piston 5 against the cam element 6.
[0054] According to an embodiment, the thrust piston 5 and the cam element 6 are operatively connected to each other by means of a threaded connection 8.
[0055] The threaded connection 8 is configured to allow a relative rotation between the thrust piston 5 and the cam element 6 about the actuation axis 7.
[0056] Accordingly, the threaded connection 8 is also configured to allow a relative translation between the thrust piston 5 and cam element 6 along the actuation axis 7, dependent on the relative rotation between the thrust piston 5 and cam element 6.
[0057] The cam element 6 comprises a shaped cam wall 10.
[0058] Moreover, the braking feel simulator device 1 comprises a backing body 9 operatively connected to the cam wall 10 of the cam element 6.
[0059] The backing body 9 is configured to cause a rotation of the cam element 6 with respect to the thrust piston 5 about the actuation axis 7 upon a relative translation of the cam element 6 with respect to the backing body 9 along the actuation axis 7.
[0060] Specifically, the backing body 9 is configured to cause a rotation of the cam element 6 with respect to the thrust piston 5 about the actuation axis 7 upon a relative translation of the cam wall 10 with respect to the backing body 9 along the actuation axis 7.
[0061] Advantageously, the operating connection between the thrust piston 5, the cam element 6, and the backing body 9 allows achieving, upon a translation of the thrust piston 5 along the actuation axis 7 in response to an actuation of the brake pedal 3, a non-linear translation of the cam element 6 along the actuation axis 7.
[0062] Such a non-linear translation of the cam element 6 along the actuation axis 7 is determined by the combined configuration of the threaded connection 8 and the cam element 6.
[0063] Moreover, the non-linear translation of the cam element 6 along the actuation axis 7 against the at least one elastic element 4 achieves a non-linear stress of the at least one elastic element 4.
[0064] The non-linear stress of the at least one elastic element 4 is discharged as a reaction force on the brake pedal 3 so as to reproduce the stiffness curve of a conventional hydraulic braking system. [0065] Advantageously, the replacement of the cam element 6 alone with a differently configured cam element 6, i.e., having a different shaping of the cam wall 10 or a different threading of the threaded connection 8 or a different combination of the shaping of the cam wall 10 and the threading of the threaded connection 8, allows achieving a different stiffness curve.
[0066] Therefore, a simulator device 1 thus configured allows achieving a customized stiffness curve according to the driver’s needs by means of a customized configuration of the shaping of the cam wall 10 and/or a different threading of the threaded connection 8.
[0067] According to an embodiment, the cam wall 10 is substantially transverse to the actuation axis 7.
[0068] Alternatively, the cam wall 10 is substantially radial to the actuation axis 7
[0069] According to an embodiment, the backing body 9 extends in a direction substantially transverse to the actuation axis 7.
[0070] Preferably, the backing body 9 extends in a direction substantially radial to the actuation axis 7.
[0071] The backing 9 is positioned so as to be in contact with the cam wall 10.
[0072] According to an embodiment, the braking feel simulator device 1 comprises a housing 1 1 forming a housing compartment 12 therein, substantially extending along the actuation axis 7.
[0073] The thrust piston 5, the cam element 6, and the at least one elastic element 4 are positioned in the housing compartment 12.
[0074] According to an embodiment, the backing body 9 is fixed to the housing 11 . [0075] Therefore, the backing body 9 is not movable with respect to housing 1 1 .
[0076] Moreover, the backing body 9 extends into the housing compartment 12 in a direction substantially transverse to the actuation axis 7.
[0077] According to an embodiment, the backing body 9 is configured to prevent a rotation of the thrust piston 5 about the actuation axis 7 with respect to the housing 11 .
[0078] According to an embodiment, the backing body 9 is fixed to a pin.
[0079] According to an embodiment, the cam element 6 comprises a sliding wall 13 and a bottom wall 14.
[0080] The sliding wall 13 ha has a substantially cylindrical shape, coaxial to the actuation 7.
[0081] The bottom wall 14 is substantially transverse to the actuation axis 7 and is connected to the sliding wall 13.
[0082] According to this embodiment, the cam wall 10 is formed at the sliding wall 13.
[0083] According to an embodiment, the sliding wall 13 is internally hollow.
[0084] The sliding wall 13 and the bottom wall 14 thus define an open cavity toward the at least one elastic element 4.
[0085] Preferably, the cavity defined by the sliding wall 13 and the bottom wall 14 is blind and thus closed by the bottom wall 14 in the opposite direction to the at least one elastic element 4.
[0086] According to this embodiment, the cam wall 10 extends through the sliding wall 13 in the transverse direction to sliding wall 13.
[0087] The cam wall 10 thus forms a shaped slot 15 extending through sliding wall 13.
[0088] According to this embodiment, the backing body 9 is inserted into the shaped slot 15, in contact with the cam wall 10.
[0089] According to this alternative embodiment, the cam wall 10 extends into the sliding wall 13 in the transverse direction to sliding wall 13.
[0090] The cam wall 10 thus forms a shaped groove in the sliding wall 13.
[0091] According to this embodiment, the backing body 9 is inserted into the shaped grooves in contact with the cam wall 10.
[0092] According to a further alternative embodiment, the cam wall 10 extends outside the sliding wall 13 in a transverse direction to the sliding wall 13.
[0093] The cam wall 10 thus forms a shaped relief on the sliding wall 13.
[0094] According to this embodiment, the backing body 9 is positioned in contact with the shaped relief formed by the cam wall 10.
[0095] According to an embodiment, the cam wall 10 comprises a first cam wall portion 16 and a second cam wall portion 17.
[0096] According to an embodiment, the first cam wall portion 16 extends along an inclined direction with respect to the actuation axis 7.
[0097] The first cam wall portion 16 and the actuation axis 7 define a first inclination angle 18 therebetween.
[0098] The first inclination angle 18 is defined in a plane parallel to the actuation axis 7 and substantially tangent to the sliding wall 13 and passing through the cam wall 10.
[0099] According to an embodiment, the second cam wall portion 17 extends along an inclined direction with respect to the actuation axis 7. [00100] The second cam wall portion 17 and the actuation axis 7 define a second inclination angle 19 therebetween.
[00101] The second inclination angle 19 is defined in a plane parallel to the actuation axis 7 and substantially tangent to the sliding wall 13 and passing through the cam wall 10.
[00102] According to an embodiment, the first cam wall portion 16 and the second cam wall portion 17 extend substantially along mutually incident directions.
[00103] According to an embodiment, the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a smaller translation of the cam element 6 along the actuation axis 7 toward the at least one elastic element 4.
[00104] Therefore, the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to an approach between the thrust piston 5 and the cam element 6.
[00105] Therefore, the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a screwing of the cam element 6 to the thrust piston 5.
[00106] Conversely, the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 in the opposite direction to the at least one elastic element 4 corresponds to a smaller translation of the cam element 6 along the actuation axis 7 in the opposite direction to the at least one elastic element 4.
[00107] Therefore, the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to a separation between the thrust piston 5 and the cam element 6.
[00108] Therefore, the first cam wall portion 16 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to an unscrewing of the cam element 6 from the thrust piston 5.
[00109] According to an embodiment, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a greater translation of the cam element 6 along the actuation axis 7 toward the at least one elastic element 4.
[00110] Therefore, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to a separation between the thrust piston 5 and the cam element 6. [00111] Therefore, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 toward the at least one elastic element 4 corresponds to an unscrewing of the cam element 6 from the thrust piston 5.
[00112] Conversely, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 in the opposite direction to the at least one elastic element 4 corresponds to a greater translation of the cam element 6 along the actuation axis 7 in the opposite direction to the at least one elastic element 4.
[00113] Therefore, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to an approach between the thrust piston 5 and the cam element 6.
[00114] Therefore, the second cam wall portion 17 is configured so that a translation of the thrust piston 5 along the actuation axis 7 away from the at least one elastic element 4 corresponds to a screwing of the cam element 6 to the thrust piston 5.
[00115] Advantageously, the configuration of the first cam wall portion 16 and the second cam wall portion 17 allows applying a non-linear stress of the at least one elastic element 4, which follows a trend as shown in figure 1 1 , i.e., a trend replicating the stiffness curve of a conventional hydraulic braking system.
[00116] The backing body 9 is configured to slide on the first cam wall portion 16 and the second cam wall portion 17 upon a translation of the cam element 6 along the actuation axis 7.
[00117] According to an embodiment, the first cam wall portion 16 and the second cam wall portion 17 are positioned so that a minimum separation between the thrust piston 5 and the cam element 6 corresponds to a positioning of the backing body 9 at the intersection of the first cam wall portion 16 and the second cam wall portion 17.
[00118] Conversely, a maximum separation between the thrust piston 5 and the cam element 6 corresponds to a positioning of the backing body 9 at the end of the first cam wall portion 16 opposite to the second cam wall portion 17.
[00119] Alternatively, a maximum separation between the thrust piston 5 and the cam element 6 corresponds to a positioning of the backing body 9 at the end of the second cam wall portion 17 opposite to the first cam wall portion 16.
[00120] According to an embodiment, the first cam wall portion 16 and the second cam wall portion 17 are positioned so that, in a translation of the cam element 6 along the actuation axis 7 toward the at least one elastic element 4, the backing body 9 slides first on the first cam wall portion 16 and then on the second cam wall portion 17. [00121] Conversely, in a translation of the cam element 6 along the actuation axis 7 away from the at least one elastic element 4, the backing body 9 slides first on the second cam wall portion 17 and then on the first cam wall portion 16.
[00122] According to an embodiment, a sliding of the backing body 9 from the first cam wall portion 16 toward the second cam wall portion 17 corresponds to an increase in the stress of the at least one elastic element 4.
[00123] Conversely, a sliding of the backing body 9 from the second cam wall portion 17 toward the first cam wall portion 16 corresponds to a release of the stress of the at least one elastic element 4.
[00124] According to an embodiment, the first inclination angle 18 is between 0° and 90° and the second inclination angle 19 is between 90° and 180°.
[00125] According to an embodiment, the first inclination angle 18 is between 0° and 80°.
[00126] According to a preferred embodiment, the first inclination angle 18 is between 30° and 60°, or between 40° and 50°.
[00127] Even more preferably, the first inclination angle 18 is of about 45°.
[00128] According to an embodiment, the second inclination angle 19 is between 0° and 180°.
[00129] According to a preferred embodiment, the second inclination angle 19 is between 130° and 175°, or between 140° and 160°.
[00130] Even more preferably, the second inclination angle 19 is of about 150°.
[00131] According to an embodiment, the length of the first cam wall portion 16 is less than the length of the second cam wall portion 17.
[00132] According to an embodiment, the length of the first cam wall portion 16 is between 1/3 and 2/3 of the length of the second cam wall portion 17.
[00133] According to an embodiment, the length of the first cam wall portion 16 is about half the length of the second cam wall portion 17.
[00134] Advantageously, varying the inclination angles of the first cam wall portion 16 and the second cam wall portion 17 and/or the length of the first cam wall portion 16 and the second cam wall portion 17 allows achieving different and customized stiffness curves.
[00135] According to an embodiment, the cam element 6 comprises a screw wall 20. [00136] The screw wall 20 extends from the bottom wall 14, in a direction substantially parallel to the actuation axis 7, in the opposite direction to the at least one elastic element 4.
[00137] According to an embodiment, the thrust piston 5 comprises a nut-screw wall 21.
[00138] The nut-screw wall 21 of the thrust piston 5 is screwed to the screw wall 20 of the cam element 6.
[00139] According to this embodiment, the screw wall 20 and nut-screw wall 21 form the threaded connection 8 between the cam element 6 and the thrust piston 5.
[00140] According to an embodiment, the screw wall 20 forms from one to eight threads 22.
[00141] Preferably, the screw wall 20 forms from four to six threads 22.
[00142] Advantageously, the configuration of the screw wall 20 increases the strength and stability of the cam element 6 and the thrust piston 5, while reducing the size of braking feel simulator device 1 .
[00143] According to an embodiment, the nut-screw wall 21 comprises a threaded wall 23 and a stressing wall 24.
[00144] The threaded wall 23 has a substantially cylindrical shape, coaxial to the actuation axis 7.
[00145] Moreover, the threaded wall 23 is configured to be screwed outside the cam element 6, specifically outside the screw wall 20 of the cam element 6.
[00146] The stressing wall 24 is substantially transverse to the actuation axis 7 and is connected to the threaded wall 23.
[00147] The threaded wall 23 is internally hollow and defines, with the stressing wall 24, an open cavity toward the cam element 6.
[00148] In an operating configuration, the screw wall 20 of the cam element 6 is positioned inside the cavity.
[00149] The thrust piston 5 is configured to receive on the stressing wall 24 a stress of a hydraulic fluid adapted to move the thrust piston 5 in translation toward the at least one elastic element 4.
[00150] The stressing wall 24 faces a conveying pipe 25.
[00151] The conveying pipe 25 is configured to fluidly connect the braking feel simulator device 1 to the brake pedal 3 by means of the hydraulic fluid.
[00152] Specifically, the conveying pipe 25 is configured to convey hydraulic fluid into the braking feel simulator device 1 when the brake pedal 3 is actuated and to discharge hydraulic fluid from the braking feel simulator device 1 when the brake pedal 3 is released.
[00153] Preferably, the conveying pipe 25 is at least partially defined by the housing 11.
[00154] According to an embodiment, the braking feel simulator device 1 comprises at least one hydraulic seal 28.
[00155] The at least one hydraulic seal 28 is positioned at the thrust piston 5 and is configured to prevent leakages of hydraulic fluid toward the cam element 6 and the at least one elastic element 4.
[00156] Specifically, the at least one hydraulic seal 28 is interposed between the thrust piston 5 and the housing 11 .
[00157] Preferably, the at least one elastic seal 28 is positioned to be interposed between the threaded wall 23 and the housing 11 .
[00158] Advantageously, by means of the at least one hydraulic seal 28, the hydraulic fluid is confined within the braking feel simulator device 1 in a space between the conveying pipe 25 and the threaded wall 23 of the thrust piston 5.
[00159] According to an embodiment, the thrust device 5 comprises a guiding wall 26. [00160] The guiding wall 26 is connected to the nut-screw wall 21 .
[00161] The guiding wall 26 substantially extends in a direction parallel to the actuation axis 7.
[00162] The guiding wall 26 comprises a linear slot 27 extending along a direction parallel to the actuation axis 7.
[00163] The linear slot 27 passes through the guiding wall 26.
[00164] The linear slot 27 is configured to achieve a geometric fit with the backing body 9, so that the backing body 9 allows a translation of the thrust piston 5 with respect to the housing 11 along the actuation axis 7, but prevents a rotation of the thrust piston 5 with respect to the housing 11 about the actuation axis 7.
[00165] According to an embodiment, the linear slot 27 is positioned at the shaped slot 15 of the cam element 6.
[00166] According to an embodiment, the guiding wall 26 has a substantially cylindrical, hollow shape. Advantageously, the guiding wall 26 of the thrust piston 5 is configured to wrap the sliding wall 13 of the cam element 6 externally.
[00167] According to an embodiment, the at least one elastic element 4 is positioned inside the housing compartment 12.
[00168] The at least one elastic element 4 is configured to apply a reaction force to the brake pedal in response to an actuation of the braking feel simulation device 1. Specifically, the at least one elastic element 4 is configured to apply a reaction force to the thrust piston 5 actuatable in translation against the at least one elastic element 4 in response to an actuation of the brake pedal 3 by a driver. Therefore, the at least one elastic element 4 is configured to apply a reaction force to the brake pedal 3 in response to an actuation of the brake pedal 3 by a driver.
[00169] According to an embodiment, the at least one elastic element 4 is configured to be stressed along a direction substantially parallel to the actuation axis 7. Preferably, the at least one elastic element 4 is configured to be stressed along a direction substantially coinciding with the actuation axis 7.
[00170] Moreover, the at least one elastic element 4 is configured to stress the thrust piston 5 toward the resting position thereof.
[00171] Therefore, during the operation of the braking feel simulator device 1 , the thrust piston 5 is moved from the resting position thereof against the at least one elastic element 4. When the actuation of the braking feel simulator device 1 is interrupted, the at least one elastic element 4 stresses the thrust piston 5 back to the resting position thereof.
[00172] According to an embodiment, the at least one elastic element 4 is positioned to abut against the cam element 6.
[00173] According to an embodiment, the at least one elastic element 4 is positioned to abut against the bottom wall 14 of the cam element 6.
[00174] According to an embodiment, the braking feel simulator device 1 comprises a single elastic element 4, extending in the direction of the actuation axis 7.
[00175] Advantageously, such a configuration simplifies the structure of the braking feel simulator device 1 , also making it less prone to the typical mechanical deterioration of known simulator devices.
[00176] According to an embodiment, the at least one elastic element 4 is a helical compression spring.
[00177] The helical compression spring is positioned substantially coaxial to the actuation axis 7.
[00178] Alternatively, the at least one elastic element 4 is a square spring, a torsion spring, a band spring or a shaped spring.
[00179] According to an embodiment, the braking feel simulator device 1 comprises a plurality of elastic elements 4 positioned in series and/or in parallel in the braking feel simulator device 1 , and preferably inside the housing compartment 12.
[00180] According to an embodiment, the plurality of elastic elements 4 comprises helical springs and/or square springs and/or torsion springs and/or band springs and/or shaped springs.
[00181] According to an embodiment, the braking feel simulator device 1 comprises a cap 29.
[00182] The cap 29 is positioned opposite to the thrust piston 5 with respect to the at least one elastic element 4.
[00183] The cap 29 is configured to apply a reaction force to the at least one elastic element 4 in response to a stress of the at least one elastic element 4 by the thrust piston 5.
[00184] According to an embodiment, the at least one elastic element 4 is positioned to abut against the cap 29.
[00185] According to an embodiment, the at least one elastic element 4 is a helical compression spring, and one end of the helical compression spring abuts against the cap 29.
[00186] According to an embodiment, the cap 29 is connected to the housing 1 1 and is configured to close the housing compartment 12 in the opposite direction to the thrust piston 5.
[00187] According to an embodiment, the braking feel simulator device 1 comprises a spacer 30.
[00188] The spacer 30 is positioned to be interposed between the cam element 6 and at least one elastic element 4.
[00189] The spacer 30 is configured to reduce the friction between the cam element 6 and the at least one elastic element 4 during the actuation of the braking feel simulator device 1 .
[00190] Specifically, the spacer 30 is configured to decouple the rotary motion of the cam element 6 from the translatory motion of the at least one elastic element 4.
[00191] Thereby, the spacer 30 thus configured prevents a rotation of the cam element 6 about the actuation axis 7 from driving the at least one elastic element 4 in rotation.
[00192] According to an embodiment, the spacer 30 comprises a convex body 31 connected to a base body 32.
[00193] The convex body 31 faces the cam element 6.
[00194] The base body 32 faces the at least one elastic element 4. [00195] Advantageously, the convex body 31 reduces the contact surface between the cam element 6 and the spacer 30. The small contact surface does not allow a rotary motion transmission from the cam element 6 to the spacer 30 and thus prevents the rotary motion of the cam element 6 from being transmitted to the at least one elastic element 4.
[00196] According to an embodiment, the convex body 31 has a dome shape which defines a dome apex. The dome apex is positioned to abut against the cam element 6. [00197] According to an embodiment, the convex body 31 has a sphere portion shape which defines a sphere portion vertex. The sphere portion vertex is positioned to abut against the cam element 6.
[00198] According to an embodiment, the convex body 31 has a hemispherical shape defining a hemisphere vertex. The hemisphere vertex is positioned to abut against the cam element 6.
[00199] According to an embodiment, the base body 32 has a substantially either discoidal or annular shape.
[00200] The at least one elastic element 4 abuts against the base body 32.
[00201] According to an embodiment, the at least one elastic element 4 is a helical compression spring and one end of the helical compression spring abuts against the base body 32.
[00202] According to an embodiment, the spacer 30 is positioned to be interposed between the bottom wall 14 of the cam element 6 and the at least one elastic element 4. [00203] According to this embodiment, the convex body 31 is positioned to abut against the bottom wall 14.
[00204] According to an embodiment, the spacer 30 is housed inside the sliding wall 13, abutting against the bottom wall 14.
[00205] According to an embodiment, one end of the at least one elastic element 4 is housed inside the sliding wall 13, abutting against the spacer 30.
[00206] According to a further aspect of the invention, a braking system 2 comprises a braking feel simulator device 1 as described above.
[00207] Moreover, the braking system 2 comprises a brake pedal 3 operatively connected to the braking feel simulator device 1 .
[00208] The brake pedal 3 is connected to the braking feel simulator device 1 so that an actuation of the brake pedal 3 corresponds to a translation of the thrust piston 5 along the actuation axis 7 in the direction of the at least one elastic element 4. [00209] Specifically, the brake pedal 3 is connected to the braking feel simulator device 1 so that an actuation of the brake pedal 3 corresponds to a conveying of pressurized hydraulic fluid at the thrust piston 5, which stresses the thrust piston 5 in translation along the actuation axis 7 in the direction of the at least one elastic element 4.
[00210] Obviously, those skilled in the art will be able to make changes or adaptations to the present invention, without however departing from the scope of the following claims.
List of reference numerals
1 . Braking feel simulator device
2. Braking system
3. Brake pedal
4. Elastic element
5. Thrust piston
6. Cam element
7. Actuation axis
8. Threaded connection
9. Backing body
10. Cam wall
11 . Housing
12. Housing compartment
13. Sliding wall
14. Bottom wall
15. Shaped slot
16. First cam wall portion
17. Second cam wall portion
18. First inclination angle
19. Second inclination angle
20. Screw wall
21 . Nut-screw wall
22. Threads
23. Threaded wall
24. Stressing wall
25. Conveying pipe
26. Guiding wall
27. Linear slot
28. Hydraulic seal
29. Cap
30. Spacer
31 . Convex body
32. Base body

Claims

Claims
1. A braking feel simulator device (1 ) for a braking system (2), said braking feel simulator device (1 ) being adapted to be connected to a brake pedal (3), said braking feel simulator device (1 ) comprising:
- at least one elastic element (4);
- a thrust piston (5), wherein the thrust piston (5) is configured to be biased in translation along an actuation axis (7) in the direction of the at least one elastic element (4) and so as to stress the at least one elastic element (4), in response to an actuation of the brake pedal (3), and wherein the at least one elastic element (4) is configured to contrast the translation of the thrust piston (5) along the actuation axis (7), said braking feel simulator device (1 ) further comprising a cam element (6), interposed between the at least one elastic element (4) and the thrust piston (5), wherein the cam element (6) is configured to convert the translation of the thrust piston (5) along the actuation axis (7) into a non-linear stress of the at least one elastic element (4).
2. A braking feel simulator device (1 ) according to claim 1 , wherein the cam element (6) is positioned so that it can be biased in translation along the actuation axis (7) against the at least one elastic element (4) and so as to stress the at least one elastic element
(4), in response to a translation of the thrust piston (5) against the cam element (6).
3. A braking feel simulator device (1 ) according to claim 1 or 2, wherein the thrust piston
(5) and cam element (6) are operatively connected to each other through a threaded connection (8), wherein the threaded connection (8) is configured to allow a relative rotation between the thrust piston (5) and cam element (6) about the actuation axis (7), wherein the cam element (6) comprises a shaped cam wall (10), wherein the braking feel simulator device (1 ) comprises a backing body (9) operatively connected to the cam wall (10) of the cam element (6), wherein the backing body (9) is configured to cause a rotation of the cam element (6) relative to the thrust piston (5) about the actuation axis (7) at a relative translation of the cam element (6) with respect to the backing body (9) along the actuation axis (7).
4. A braking feel simulator device (1 ) according to claim 3, wherein the cam wall (10) is substantially transverse to the actuation axis (7) and the backing body (9) extends in a direction substantially transverse to the actuation axis (7), wherein the backing body (9) is positioned to be in contact with the cam wall (10).
5. A braking feel simulator device (1) according to claim 3, comprising a housing (11 ) which forms inside a housing compartment (12) substantially extending along the actuation axis (7), wherein the thrust piston (5), the cam element (6), and the at least one elastic element
(4) are positioned in the housing compartment (12), wherein the backing body (9) is fixed to the housing (1 1 ) and extends into the housing compartment (12) in a direction substantially transverse to the actuation axis (7), and wherein the backing body (9) is configured to prevent a rotation of the thrust piston
(5) about the actuation axis (7) relative to the housing (1 1 ), and optionally, the backing body (9) is a pin.
6. A braking feel simulator device (1 ) according to claim 3, wherein the cam element (6) comprises a sliding wall (13) and a bottom wall (14), wherein the sliding wall (13) has a substantially cylindrical shape, coaxial to the actuation axis (7), wherein the bottom wall (14) is substantially transverse to the actuation axis (7) and is connected to the sliding wall (13), wherein the cam wall (10) is formed at the sliding wall (13), and wherein the sliding wall (13) is internally hollow, so that the sliding wall (13) and the bottom wall (14) define a cavity open toward the at least one elastic element (4), and wherein the cam wall (10) extends through the sliding wall (13), in a transverse direction to the sliding wall (13), so that the cam wall (10) forms a shaped slot (15) extended through the sliding wall (13), and wherein the backing body (9) is inserted inside the shaped slot (15), in contact with the cam wall (10).
7. A braking feel simulator device (1 ) according to claim 3, wherein the cam element (6) comprises a sliding wall (13) and a bottom wall (14), wherein the sliding wall (13) has a substantially cylindrical shape, coaxial to the actuation axis (7), wherein the bottom wall (14) is substantially transverse to the actuation axis (7) and is connected to the sliding wall (13), wherein the cam wall (10) is formed at the sliding wall (13), and wherein the cam wall (10) extends inside the sliding wall (13), in a transverse direction to the sliding wall (13), so that the cam wall (10) forms a contoured groove in the sliding wall (13), and the backing body (9) is inserted inside the contoured groove, in contact with the cam wall (10), or wherein the cam wall (10) extends outside the sliding wall (13), in a transverse direction to the sliding wall (13), so that the cam wall (10) forms a contoured relief on the sliding wall (13), and the backing body (9) is positioned in contact with the contoured relief formed by the cam wall (10).
8. A braking feel simulator device (1 ) according to claim 3, wherein the cam wall (10) comprises a first cam wall portion (16) and a second cam wall portion (17), wherein the first cam wall portion (16) extends along an inclined direction relative to the actuation axis (7), and the first cam wall portion (16) and the actuation axis (7) mutually define a first inclination angle (18), wherein the second cam wall portion (17) extends along an inclined direction relative to the actuation axis (7), and the second cam wall portion (17) and the actuation axis (7) mutually define a second inclination angle (19), and wherein the first cam wall portion (16) and the second cam wall portion (17) extend substantially along mutually incident directions.
9. A braking feel simulator device (1 ) according to claim 8, wherein the first cam wall portion (16) is configured so that a translation of the thrust piston (5) along the actuation axis (7) toward the at least one elastic element (4) corresponds to a smaller translation of the cam element (6) along the actuation axis (7) toward the at least one elastic element
(4), and/or the second cam wall portion (17) is configured so that a translation of the thrust piston
(5) along the actuation axis (7) toward the at least one elastic element (4) corresponds to a greater translation of the cam element (6) along the actuation axis (7) toward the at least one elastic element (4).
10. A braking feel simulator device (1 ) according to claim 8, wherein the backing body (9) is configured to slide on the first cam wall portion (16) and the second cam wall portion (17) at a translation of the cam element (6) along the actuation axis (7), wherein the first cam wall portion (16) and the second cam wall portion (17) are positioned so that a minimum spacing between the thrust piston (5) and the cam element (6) corresponds to a positioning of the backing body (9) at the intersection of the first cam wall portion (16) and the second cam wall portion (17), and/or a maximum spacing between the thrust piston (5) and the cam element (6) corresponds to a positioning of the backing body (9) at the end of the first cam wall portion (16) opposite to the second cam wall portion (17), and/or a maximum spacing between the thrust piston (5) and the cam element (6) corresponds to a positioning of the backing body (9) at the end of the second cam wall portion (17) opposite to the first cam wall portion (16).
11. A braking feel simulator device (1 ) according to claim 8, wherein the first cam wall portion (16) and the second cam wall portion (17) are positioned so that, in a translation of the cam element (6) along the actuation axis (7) toward the at least one elastic element (4), the backing body (9) slides first on the first cam wall portion (16) and then on the second cam wall portion (17), and in a translation of the cam element (6) along the actuation axis (7) away from the at least one elastic element (4), the backing body (9) slides first on the second cam wall portion (17) and then on the first cam wall portion (16), and wherein a sliding of the backing body (9) from the first cam wall portion (16) toward the second cam wall portion (17) corresponds to an increase in the stress of the at least one elastic element (4), and a sliding of the backing body (9) from the second cam wall portion (17) toward the first cam wall portion (16) corresponds to a release of the stress of the at least one elastic element (4).
12. A braking feel simulator device (1 ) according to claim 8, wherein the first inclination angle (18) is comprised between 0° and 90° and the second inclination angle (19) is comprised between 90° and 180°, and/or the first inclination angle (18) is comprised between 0° and 80°, or the first inclination angle (18) is comprised between 30° and 60°, or the first inclination angle (18) is comprised between 40° and 50°, or the first inclination angle (18) is about 45°, and/or the second inclination angle (19) is comprised between 0° and 180°, or the second inclination angle (19) is comprised between 130° and 175°, or the second inclination angle (19) is comprised between 140° and 160°, or the second inclination angle (19) is about 150°.
13. A braking feel simulator device (1 ) according to claim 8, wherein the length of the first cam wall portion (16) is less than the length of the second cam wall portion (17), and/or the length of the first cam wall portion (16) is comprised between 1/3 and 2/3 of the length of the second cam wall portion (17), and/or the length of the first cam wall portion (16) is about half the length of the second cam wall portion (17).
14. A braking feel simulator device (1 ) according to claim 3, wherein the cam element (6) comprises a sliding wall (13) and a bottom wall (14), wherein the sliding wall (13) has a substantially cylindrical shape, coaxial to the actuation axis (7), wherein the bottom wall (14) is substantially transverse to the actuation axis (7) and is connected to the sliding wall (13), wherein the cam element (6) comprises a screw wall (20) which extends from the bottom wall (14), in a direction substantially parallel to the actuation axis (7), in a direction opposite to the at least one elastic element (4), wherein the thrust piston (5) comprises a nut-screw wall (21 ) screwed to the screw wall (20) of the cam element (6), and the screw wall (20) and nut-screw wall (21 ) make the threaded connection (8) between the cam element (6) and the thrust piston (5), and optionally, the screw wall (20) forms one to eight threads (22), or four to six threads (22).
15. A braking feel simulator device (1 ) according to claim 3, wherein the thrust piston (5) comprises a nut-screw wall (21 ), which comprises a threaded wall (23), and a stressing wall (24), wherein the threaded wall (23) has a substantially cylindrical shape, coaxial to the actuation axis (7), and is configured to be screwed externally to the cam element (6), wherein the stressing wall (24) is substantially transverse to the actuation axis (7) and is connected to the threaded wall (23), wherein the thrust piston (5) is configured to receive on the stressing wall (24) a stress of a hydraulic fluid adapted to move the thrust piston (5) in translation towards the at least one elastic element (4), wherein the stressing wall (24) faces a conveying pipe (25) configured to fluidically connect the braking feel simulator device (1 ) to a brake pedal (3) by means of a hydraulic fluid, and optionally, the conveying pipe (25) is at least partially defined by a housing (11 ).
16. A braking feel simulator device (1 ) according to claim 3, comprising a housing (1 1 ) which forms inside a housing compartment (12) substantially extending along the actuation axis (7), wherein the thrust piston (5) comprises a guiding wall (26) extending substantially in a direction parallel to the actuation axis (7), wherein the guiding wall (26) comprises a linear slot (27) extending along a direction parallel to the actuation axis (7), wherein the thrust piston (5), the cam element (6), and the at least one elastic element (4) are positioned in the housing compartment (12), wherein the linear slot (27) passes through the guiding wall (26), and is configured to make a geometric fit with the backing body (9), so that the backing body (9) allows a translation of the thrust piston (5) relative to the housing (11 ) along the actuation axis (7), but prevents a rotation of the thrust piston (5) relative to the housing (1 1 ) about the actuation axis (7).
17. A braking feel simulator device (1 ) according to any one of the preceding claims, wherein the at least one elastic element (4) is configured to apply a reaction force on the thrust piston (5) in response to an actuation of the brake pedal (3), wherein the at least one elastic element (4) is configured to be stressed along a direction substantially parallel to the actuation axis (7), wherein the at least one elastic element (4) is positioned abutting against the cam element (6), and wherein the braking feel simulator device (1 ) comprises a single elastic element (4), extended in the direction of the actuation axis (7), and/or the at least one elastic element (4) is a compression coil spring positioned substantially coaxial to the actuation axis (7), or the at least one elastic element (4) is a square spring or a torsion spring or a band spring or a shaped spring, or the braking feel simulator device (1 ) comprises a plurality of elastic elements (4) positioned in series and/or in parallel within the braking feel simulator device (1 ), and/or the plurality of elastic elements (4) comprises helical springs and/or square springs and/or torsion springs and/or strip springs and/or shaped springs.
18. A braking feel simulator device (1 ) according to any one of the preceding claims, comprising a cap (29) positioned opposite to the thrust piston (5) relative to the at least one elastic element (4), wherein the cap (29) is configured to apply a reaction force on the at least one elastic element (4) in response to a stress on the at least one elastic element (4) by the thrust piston (5), and wherein the at least one elastic element (4) is positioned abutting against the cap (29).
19. A braking feel simulator device (1 ) according to any one of the preceding claims, comprising a spacer (30) positioned interposed between the cam element (6) and the at least one elastic element (4), wherein the spacer (30) is configured to reduce the friction between the cam element (6) and the at least one elastic element (4) during the actuation of the braking feel simulator device (1 ).
20. A braking feel simulator device (1 ) according to claim 19, wherein the spacer (30) comprises a convex body (31 ) connected to a base body (32), wherein the convex body (31 ) faces the cam element (6) and the base body (32) faces the at least one elastic element (4), and, optionally, wherein the convex body (31 ) has a dome shape which defines a dome apex abutting against the cam element (6), or the convex body (31 ) is shaped as a portion of a sphere, which defines a sphere portion vertex abutting against the cam element (6), or the convex body (31 ) has a hemispherical shape which defines a hemisphere vertex positioned against the cam element (6), and, optionally, wherein the base body (32) has a substantially discoidal or annular shape.
21. A braking system (2), comprising a braking feel simulator device (1 ) according to any one of the preceding claims, and a brake pedal (3) operatively connected to the braking feel simulator device (1 ), wherein the brake pedal (3) is connected to the braking feel simulator device (1 ) so that an actuation of the brake pedal (3) corresponds to a translation of the thrust piston (5) along the actuation axis (7) in the direction of the at least one elastic element (4).
PCT/IB2023/058474 2022-08-29 2023-08-28 Braking feel simulator device WO2024047503A1 (en)

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Application Number Priority Date Filing Date Title
IT102022000017688A IT202200017688A1 (en) 2022-08-29 2022-08-29 Braking sensation simulator device
IT102022000017688 2022-08-29

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1291257A1 (en) * 2001-09-10 2003-03-12 ROBERT BOSCH GmbH Hydraulic braking system with brake-feel simulator and simulator for use in such a braking system
US20100070252A1 (en) * 2006-12-08 2010-03-18 Toyota Jidosha Kabushiki Kaisha Manipulation simulator
US9079570B2 (en) * 2009-01-15 2015-07-14 Continental Teves Ag & Co. Ohg “Brake-by-wire” type brake system
US20160016569A1 (en) * 2014-07-16 2016-01-21 Hitachi Automotive Systems, Ltd. Booster, resistance force applying apparatus, and stroke simulator
CN109204266A (en) * 2017-06-30 2019-01-15 比亚迪股份有限公司 Brake pedal simulator, brake system of car and vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1291257A1 (en) * 2001-09-10 2003-03-12 ROBERT BOSCH GmbH Hydraulic braking system with brake-feel simulator and simulator for use in such a braking system
US20100070252A1 (en) * 2006-12-08 2010-03-18 Toyota Jidosha Kabushiki Kaisha Manipulation simulator
US9079570B2 (en) * 2009-01-15 2015-07-14 Continental Teves Ag & Co. Ohg “Brake-by-wire” type brake system
US20160016569A1 (en) * 2014-07-16 2016-01-21 Hitachi Automotive Systems, Ltd. Booster, resistance force applying apparatus, and stroke simulator
CN109204266A (en) * 2017-06-30 2019-01-15 比亚迪股份有限公司 Brake pedal simulator, brake system of car and vehicle

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