DE102011123162B4 - Actuating device - Google Patents

Abstract

Actuating device for a vehicle braking system, comprising:
- a first piston-cylinder unit, at least one working chamber of which is to be connected or is connected to at least one wheel brake of the vehicle via at least one hydraulic line,
- an electro-mechanical drive device and an actuating device, in particular a brake pedal,
- an expansion tank which is hydraulically connected to the at least one working chamber, characterized in that a sensor device (31) is provided, wherein the sensor device (31) comprises at least one liquid level sensor (S5) in the form of a magnetic flux-sensitive sensor (S5, S5a) which detects at least one magnet (S5a) in a float of the expansion tank (13a), and wherein the magnetic flux-sensitive sensor comprises a Hall sensor (S5) for detecting the magnet (S5a) in the float.

Description

The invention relates to an actuating device for a vehicle braking system, a vehicle braking system and a vehicle

State of the art

• • Fehlersicherheit
• • Kosten und Gewicht
• • Funktionalität ABS / ESP und für alle Assistenzfunktionen
• • Baugröße und Baulänge

The trend in future braking and control systems is toward integrating all functions into a single unit. The focus here is on:

• • Error tolerance
• • Cost and weight
• • Functionality ABS / ESP and for all assistance functions
• • Size and length

Sensors are a key component that determines size and cost. The above-mentioned systems typically require at least sensors for pedal travel, engine rotation angle, pressure, brake fluid level, and possibly piston position. The signals from these sensors must be fed to an electronic control unit (ECU). Connecting them with a wiring harness and connector is complex and reduces reliability. The size is essentially determined by the pedal interface, actuator, and tandem master cylinder (TCM).

In the pedal interface, path simulators are often used, as in the DE 102008063771 the applicant or auxiliary piston as described in the DE 102010045617.9 of the applicant (to which reference is hereby made), which determine the overall length to a very large extent. Furthermore, the pedal stroke, with a factor of 3.5, determines the overall length to a very large extent. The sensors, preferably in a module ( DE 102010045617.9 ) determine the size when they are housed in the pedal interface.

Such vehicle braking systems are known, for example, from the following documents: DE 10 2009 014 614 A1 , DE 10 2007 016 136 A1 DE 10 2007 032 501 A1 .

Systems for detecting a liquid level in a container are known from DE 37 11 369 A1 , US 2010 / 0 287 930 A1 , JP 2002 - 370 554 A , DE 20 2006 011 113 U1 , DE 10 2007 023 070 A1 or JP 2009 - 40 359 A known.

Future vehicle concepts require short dimensions in both the footwell (pedal interface) and the aggregate or engine compartment (actuator + THZ).

Object of the invention

The invention is based on the object of determining the level of brake fluid in an expansion tank in a simple manner.

Solution to the task

This object is achieved by an actuating device according to claim 1.

The solution according to the invention provides an actuating device for a motor vehicle brake system which offers significant advantages over the known solutions with regard to structural conditions and also with regard to costs.

Advantageous embodiments and refinements of the invention emerge from the further claims, to which reference is made here.

The costs for the sensors, based on the combination of the sensors on a circuit board in DE 10 2010045617.9 The number of sensors required for angle of rotation and pedal travel sensors can be reduced by expanding to include additional sensors, ultimately all of which are required for the braking system. These include the brake fluid level sensor, an additional position sensor for the piston position, and the integration of the brake light switch. This is currently used redundantly to the ESP pressure signal, since the "brake" signal is required for fail-safe operation by many systems, including the engine, transmission, and assistance functions.

Today, these sensors have a separate wiring harness to the corresponding ECU. It would be advantageous to replace all wiring harnesses with a direct connection via a plug connection from the sensor module to the ECU. The ECU itself would then only have one wiring harness for the power supply and the on-board power supply control unit. This also simplifies installation.

1. 1. Verlagerung des Sensormoduls vom Pedalinterface zum THZ oder Aktuator mit entsprechenden Betätigungselementen durch den Motor.
2. 2. Entfernung aller Komponenten wie Stufenkolben und Wegsimulator vom Pedalinterface. Damit ist der Abstand von Aktuator zur Pedalplatte nur noch gleich dem Pedalhub.
3. 3. Reduzierung des Pedalhubs durch Vergrößerung der Pedalübersetzung.

A reduction in the overall length of the integrated unit is achieved according to advantageous embodiments of the invention by:

1. 1. Relocation of the sensor module from the pedal interface to the THZ or actuator with corresponding actuating elements through the motor.
2. 2. Removal of all components such as the stepped piston and travel simulator from the pedal interface. This reduces the distance from the actuator to the pedal plate to just the pedal stroke.
3. 3. Reducing the pedal stroke by increasing the pedal ratio.

Embodiments of the invention and its configurations are illustrated in the drawings and described in more detail below.

Description of the characters

• 1 einen Aufbau der Betätigungsvorrichtung aus DE 10 2010045617.9 mit Verlagerung des Sensormoduls an den THZ, mit direkter elektrischer Verbindung zur ECU;
• 2 ein baulängenoptimiertes Interface mit Verlagerung des Hilfskolbens zum THZ, ebenfalls mit verlagertem Sensormodul;
• 2a die Anordnung des Sensormoduls der HCU und ECU parallel zum Aktuator;
• 3 einen Schnitt durch den Stator mit Lage der Sensorwelle und Betätigungselementen;
• 4 einen Ausschnitt der Kraftübertragung vom Pedal zum Betätigungselement mit Überkraftschutz; und
• 5 - 5a verschiedene Schaltungen mit Integration des Bremslichtschalters.

They show:

• 1 a structure of the actuating device DE 10 2010045617.9 with relocation of the sensor module to the THZ, with direct electrical connection to the ECU;
• 2 a length-optimized interface with relocation of the auxiliary piston to the THZ, also with relocated sensor module;
• 2a the arrangement of the sensor module of the HCU and ECU parallel to the actuator;
• 3 a section through the stator showing the position of the sensor shaft and actuating elements;
• 4 a section of the power transmission from the pedal to the actuating element with overforce protection; and
• 5 - 5a various circuits with integration of the brake light switch.

The 1 The actuating device shown for a motor vehicle brake has a brake pedal 1 with a pedal tappet 2. The pedal tappet 2 interacts via a prestressed elastic member 33a and flange sleeve 33 with an (auxiliary) piston 4, which is arranged to be axially displaceable in a cylinder and forms a working chamber that is connected to a travel simulator 17. The piston 4 has a central extension that is sealed and guided in a partition wall of the cylinder. This central extension acts on a transmission tappet 11, which is connected rigidly via a coupling, in particular a magnetic coupling 12, but detachably via the coupling to a piston 18 of a piston-cylinder unit 13.

Axially adjoining the cylinder 4a is a housing 5 of an externally powered actuator for the brake booster (BKV) and preferably the pressure modulation for ABS, ESP and the like. This can, as in the example described here, for example, have an electric motor with stator 6 and rotor 7 arranged in the housing. The rotor 7, which is mounted in the housing 5 by means of bearings 8, 9, is part of a ball screw transmission. The spindle 10 belonging to this transmission is mounted in the rotor 7 in a rotationally fixed manner and has a central bore in which the transmission tappet 11 is mounted. The transmission tappet 11 acts with its ends on the clutch 12 with permanent magnets according to the DE 10 2010045617.9 of the applicant (to which reference is made here for disclosure purposes), which forms a clutch 12 with the DK pistons 18. This is a component of the piston-cylinder unit or tandem master cylinder described below.

The tandem master cylinder 13 is axially connected to the housing 5 and, in a known manner, comprises a cylinder and two pistons 18 and 19 displaceably arranged therein, forming two working chambers. Hydraulic lines lead from the working chambers to an expansion tank 13a, and hydraulic lines 27, 28 lead via a valve system to the wheel brakes (not shown) of the braking system. The hydraulic actuation unit HCU shown in the drawing can be constructed in different ways, depending on the system or application. An example of this is shown in the DE 10 2007062839 described, to which reference is made here for disclosure purposes. The components of the pressure control system for an electro-hydraulic brake (EHB) (as described, for example, in the Brake Manual, Edition 1, Viehweg Verlag) may also be provided.

• Das Bremspedal 1 wirkt über den Pedalstößel 2 auf den Kolben 4, wobei das von diesem verdrängte Volumen über die Hydraulikleitung zu einem hydraulischen Wegsimulator 17 gelangt. Mit der Bewegung des Kolbens 4 sind redundante Wegsensoren S2, S4 über Betätigungselemente 15, 15a gekoppelt. Diese wirken dann durch den Motor hindurch auf die Sensoren. Die Wegsensoren S2, S4 steuern über eine Auswerteeinrichtung (ECU) den Motor 6 an und betätigen zugleich ein stromlos offenes 2/2-Wege-Magnetventil 24. Der Hilfskolben wird über eine Rückstellfeder 29 in die Ausgangslage zurück gestellt. Alle weiteren Funktionen wie Drosselrückschlagventil 23 und Motor bei Ausfall des Motors sind in der DE 10 2010045617.9 beschrieben (auf die diesbezüglich hiermit zur Offenbarung Bezug genommen wird) .

The mode of operation and the resulting additional features and advantages are described below:

• The brake pedal 1 acts on the piston 4 via the pedal tappet 2, whereby the volume displaced by the piston 4 is transferred via the hydraulic line to a hydraulic travel simulator 17. Redundant travel sensors S2, S4 are coupled to the movement of the piston 4 via actuating elements 15, 15a. These then act on the sensors through the motor. The travel sensors S2, S4 control the motor 6 via an evaluation unit (ECU) and simultaneously actuate a normally open 2/2-way solenoid valve 24. The auxiliary piston is returned to its initial position by a return spring 29. All other functions, such as the throttle check valve 23 and the motor in the event of motor failure, are included in the DE 10 2010045617.9 described (which is hereby incorporated by reference for disclosure purposes).

The following description therefore focuses on the sensor module.

In the aforementioned patent application, the sensors are located in the pedal interface. This is connected to the ECU via a wiring harness, which is usually connected to the HCU. This wiring harness is expensive because the sensor wires must be shielded and sealed at the points where they exit the pedal interface and enter the ECU.

When moved parallel to the THZ or actuator, all sensors can be connected to electrical lines The signals are combined in a sensor module and connected directly to the ECU via a connector 30. Since the costs for the electrical connection are low, the sensors, for example, can be operated with a reduced voltage supply.

Therefore, a further advantage is that, for example, a third pedal travel sensor S2a can be used. This makes it possible to monitor the two pedal travel sensors S2 and S4 within a specific travel range, or this S2a can also be used as a redundant brake light switch. Furthermore, from this position of the sensor module, both the brake fluid level can be detected by a magnetic flux-sensitive sensor, in particular Hall sensor S5 with magnet S5a in the float of the expansion tank 13a, and the piston position of the brake fluid reservoir can be detected by a magnetic flux-sensitive sensor, in particular Hall sensor S6 and magnet S6a in the brake fluid reservoir piston.

To ensure that the rotor's angle of rotation is also detected in the sensor module via the rotary encoder S1, the rotor rotation is transmitted via a gear 3 through a shaft 20 to the target 22 (permanent magnet). Within the stator, the shaft is protected in the coil body, just like the 3 The shaft is supported on both sides in bearings 21 in the actuator housing.

Also protected in the stator and mounted on both sides of the actuator are the actuating elements 15, 16 for the pedal travel sensors. These preferably act via racks on a gear with a target, so that the two rotation angle Hall sensors S2 and S4 deliver the pedal travel signal. Alternatively, it is conceivable for the actuating elements with a corresponding target to act on various linear Hall sensors, whose signals are converted by an evaluation circuit into a signal proportional to the pedal travel. The sensor module is preferably attached to the THZ, has a tight, stable housing, and is pressed onto the flange, e.g., of the motor housing, together with the THZ via a seal (not shown). In the sensor module, return springs 32 act on the actuating elements and flange of the pedal interface. The sensor signals are calibrated via a small free travel at the beginning of braking to ensure that all tolerances, including temperature tolerances, are compensated. The sensor module is connected directly to the ECU via a connector 30 without any intermediate cables. The entire wiring harness for the integrated system has only one main connector 41, which is connected to an on-board power supply control unit and preferably a gateway for the bus line.

At the 2 In the version shown, the actuator with motor 6 and housing 5, spindle, rotor and THZ is the same as 1 Differences include the position of preferably two auxiliary cylinders or pistons, which are arranged at least partially in the axial direction in the area of the THZ and, in particular, are combined or integrated with the THZ. This also eliminates the external connecting line from piston 4 to travel simulator 17. These pistons are actuated via rods 35 and 35a, which are connected to the pedal plate 34 and mounted in the housing 5.

It is also possible to have only one piston, which is connected to the piston and the rods via rigid actuating elements.

The elastic member 33a with the flange sleeve 33 is embedded in the pedal plate.

The drawing shows the main dimensions that determine the overall length. These show that the pedal travel accounts for approximately 3.5 times the overall length. The minimum distance between the pedal plate 34 and the housing 5 corresponds to the stroke and thus the main dimension of the pedal interface.

In the following dimensional chain, the pedal stroke again determines the spindle length in addition to the ball screw (KGT), whose length depends not only on the stroke but also on the piston force. The insertion of the DK piston into housing 5 is also stroke-dependent, as is the remaining THZ. An effective way to shorten the pedal stroke is to increase the pedal transmission ratio.

The sensor module corresponds to that of the 1 .

2a shows the arrangement of the sensor module 31 parallel to the actuator housing, with the ECU and HCU also located primarily in the area of the actuator. Here, too, the sensor module is directly connected to the ECU. The latter also has a main connector 41 to the vehicle electrical system. The sensor module contains the sensors S2, S4, and S2a. To integrate the sensors S1, S5, and S6, the sensor module requires corresponding extensions to the brake fluid reservoir 14, the THZ 13, and the gear 3 of the rotary encoder. The sensors S2, S4, and S2a are activated via the rod 35a with the actuating elements 15, 15a. For this purpose, the rod 35a can be designed as a tube.

This highlights key factors that lead to a compact actuator and simultaneously reduce the costs of the pedal interface and sensor module. Installation is also simple.

3 shows a section through the stator of the electric motor with winding 36, coil body 37 and 37a, stator tooth 38, rotor 7 and outer gear Housing (outer casing) 39. According to the state of the art, the stator teeth with coils are pressed into the outer casing. The coil bodies are designed to accommodate the actuating elements 15 and 6 through recesses. The profile can be round or, as shown at 16, rectangular. The shaft 20 to the gear is located in the center. A clearance is provided to prevent jamming. The recess in the coil bodies protects the elements in the motor. With additional encapsulation of the coils, the casting mold has the appropriate contour.

4 shows the design of the sensor actuator support. The sensors have very small actuation forces, and the reset is achieved via the 1 The return springs shown act on the sensor module. Should jamming occur, a predetermined breaking point 40 is provided in the sensor support, which is connected to the pedal interface 33, 34. This breaking point becomes effective when the actuation force exceeds approximately 10 times the spring force.

5 - 5b show possible ECU architectures for the sensors, motor, and valve control. The microcontrollers MC1 and MC2 are standard in all ABS and ESP systems. The microcontrollers are connected redundantly. Errors are detected by comparing various safety-relevant signals, and in the event of a fault, the system is shut down. The output signals control the solenoid valves MV and the pump motor, the latter if the invention is used in a system in which a conventional ABS/ESP is connected in parallel to the electromotive brake booster (BKV). In the present integrated system, in which the EC motor performs both the BKV and the ABS function, an additional MC3 is used, which in turn is monitored by MC1 and MC2. The methods for monitoring and shutting down microcontrollers MC1 and MC2, and MC3 by MC1 and MC2, are known and are therefore not described in detail here.

The MCs have a reduced voltage supply U _stab1 and U _stab2 , which are preferably supplied from terminal 15 of the vehicle electrical system.

Furthermore, the function and safety-relevant sensors are shown, such as DG (pressure sensor) and S2, S4 and S2a pedal travel sensors.

The function of the brake signals, traditionally generated by the brake light switch, is extremely safety-critical for many systems such as the engine and transmission control. Therefore, all braking systems today either have a fully redundant brake light switch or the pressure sensor signal is provided via the bus line in conjunction with a non-redundant brake light switch. Installation, along with the wiring harness and the brake light switch, incurs additional costs. This integrated braking system with two pedal travel sensors and an additional pressure sensor eliminates the aforementioned additional effort. There are various options for this:

5 The MC1, MC2, and MC3 are connected to a redundant power supply, as are the pedal travel sensors S2 and S4. The brake signal is fed redundantly from MC1 and MC3 to the BS output of the on-board power supply control unit. The signal from the pressure sensor DG is fed from MC1 to the bus, e.g., CAN. If the MC1 and MC2 fail, the MC3 can still operate the brake booster in emergency mode. The phase current measurement via a shunt (not shown) can also serve as a replacement for the pressure sensor.

The solution presented here for generating the brake signal is significantly safer and at the same time more cost-effective than the conventional method.

5a shows another alternative in which the signal from the pedal travel sensor is fed directly to the BS output, but must still be processed separately for output to the on-board power supply control unit.

5b Uses an additional pedal travel sensor, preferably a switching signal that does not require separate processing for output at the brake system. This third sensor enables detection of the failure of S2 or S4, so that if one of the S2 or S4 sensors fails, the brake system can be operated in emergency mode. The failure of the brake system is safety-relevant, since switching to the fallback level requires significantly higher pedal forces for a given braking force.

1. 1. Betätigungsvorrichtung für eine Fahrzeug-Bremsanlage, mit einer ersten Kolben-Zylinder-Einheit, deren mindestens einer Arbeitsraum über zumindest eine Hydraulikleitung mit mindestens einer Radbremse des Fahrzeuges zu verbinden ist, ferner mit einer elektro-mechanischen Antriebseinrichtung und einer Betätigungseinrichtung, insbesondere einem Bremspedal, dadurch gekennzeichnet, dass eine Sensoreinrichtung (31) vorgesehen ist, die zumindest teilweise im Bereich der Kolben-Zylinder-Einheit (13)angeordnet ist.
2. 2. Betätigungsvorrichtung nach Aspekt 1, dadurch gekennzeichnet, dass die Sensoreinrichtung ein Sensormodul (31) aufweist, welches zumindest zwei Sensoren (S1,S2,S2a,S4) in einer Baueinheit,insbesondere auf einer gemeinsamen Leiterplatte umfasst.
3. 3. Betätigungsvorrichtung nach Aspekt 1 oder 2, dadurch gekennzeichnet, dass die Sensoreinrichtung (31) zumindest einen, insbesondere zwei oder drei Pedalhubsensoren (S2,S2a,S4) und/oder Drehwinkelgeber (S1) aufweist.
4. 4. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass zumindest ein (linearer oder rotatorischer) Sensor mittels eines parallel zur Achse der Antriebseinrichtung, insbesondere durch die Antriebseinrichtung bzw. deren Gehäuse verlaufenden bzw. gelagerten Betätigungselementes (15,16) betätigbar ist.
5. 5. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass zur Rückstellung zumindest eines linearen Sensorbetätigungselementes eine Federeinrichtung (29) vorgesehen ist.
6. 6. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass die Sensorbetätigungseinrichtung (31) einen Überkraftschutz, insbesondere Sollbruchstelle (40) ()aufweist.
7. 7. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass die Sensoreinrichtung zumindest einen weiteren Sensor, insbesondere Flüssigkeitsniveaugeber(S5) und/oder Kolbenpositionssensor (S6) aufweist.
8. 8. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass die Sensoreinrichtung (31) an der Kolben-Zylinder-Einheit (13) angebracht ist.
9. 9. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass die Sensoreinrichtung (31) mit einem elektronischen Steuergerät (ECU) verbunden, insbesondere direkt kontaktiert ist.
10. 10. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, , dass eine redundante Spannungsversorgung für die Sensoren vorgesehen ist.
11. 11. Betätigungsvorrichtung für eine Fahrzeug-Bremsanlage, mit einer ersten Kolben-Zylinder-Einheit, deren mindestens einer Arbeitsraum über zumindest eine Hydraulikleitung mit mindestens einer Radbremse des Fahrzeuges zu verbinden ist, ferner mit einer elektro-mechanischen Antriebseinrichtung und einer Betätigungseinrichtung, wie einem Bremspedal, insbesondere nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, , dass die Betätigungsvorrichtung zumindest eine weitere Kolben-Zylinder-Einheit (4) aufweist, die einen hydraulischen Wegsimulator (17) beaufschlagt, die zumindest teilweise im Bereich der ersten Kolben-Zylinder-Einheit (13) angeordnet ist, deren Kolben (4) mittels der Betätigungseinrichtung (1,2)betätigbar ist und der über eine Verbindungseinrichtung mit einem Kolben der ersten Kolben-Zylinder-Einheit (13) verbunden ist.
12. 12. Betätigungsvorrichtung nach Aspekt 11, dadurch gekennzeichnet, dass die Kraft der Betätigungseinrichtung, insbesondere die Pedalkraft, mittels Stößel bzw. Stange (35a) auf zumindest eine der weiteren Kolben-Zylinder-Einheiten (4) übertragen wird.
13. 13. Betätigungsvorrichtung nach Aspekt 12, dadurch gekennzeichnet, dass der bzw. die Stößel (35a)parallel zur Achse der Antriebseinrichtung, insbesondere durch die Antriebseinrichtung hindurch, vorzugsweise durch den Spulenkörper der Wicklung des Elektromotors, verlaufen.
14. 14. Betätigungsvorrichtung nach einem der Aspekte 11 bis 13, dadurch gekennzeichnet, dass zur Übertragung der Kraft der Betätigungseinrichtung, insbesondere der Pedalkraft, eine Pedalplatte (34) vorgesehen ist.
15. 15. Betätigungsvorrichtung nach Aspekt 14, dadurch gekennzeichnet, dass eine elastische Einrichtung (33,33a), über die die Betätigung des Pedalwegsensors erfolgt, an der Pedalplatte (34) angebracht oder in diese integriert ist.
16. 16. Betätigungsvorrichtung nach einem der Aspekte 11 bis 15, dadurch gekennzeichnet, dass die weitere Kolben-Zylinder-Einheit (4) mit der ersten Kolben-Zylinder-Einheit (13) kombiniert, insbesondere integriert ist.
17. 17. Betätigungsvorrichtung nach einem der Aspekte 11 bis 16, dadurch gekennzeichnet, dass zur Rückstellung des/der Kolben der weiteren Kolben-Zylinder-Einheit(en) eine Federeinrichtung, insbesondere eine zentrale Rückstellfeder, vorgesehen ist.
18. 18. Betätigungsvorrichtung nach einem der vorhergehenden Aspekte , dadurch gekennzeichnet, dass durch eine geeignete Sensorik bzw. Motoransteuerung ein Separater Bremslichtschalter vermieden wird.
19. 19. Betätigungsvorrichtung nach Aspekt 18, dadurch gekennzeichnet, dass durch Verwendung redundanter Pedalwegsensoren und redundanter Spannungsversorgung ein separater Bremslichtschalter ersetzt wird.
20. 20. Betätigungsvorrichtung nach Aspekt 18, dadurch gekennzeichnet, dass durch Verwendung eines dritten Pedalwegsensors, vorzugsweise Hallschalters, ein separater Bremslichtschalter ersetzt wird.
21. 21. Betätigungsvorrichtung nach Aspekt 20, dadurch gekennzeichnet, dass der dritte Sensor zur Überwachung der beiden anderen Pedalwegsensoren verwendet wird.
22. 22. Betätigungsvorrichtung, insbesondere nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass die ECU an die Bordnetz-Steuergeräte ein Druck- oder Motorstrom-proportionales Signal vorwiegend über die Phasenstromleitung und ein Pedalstellungs-proportionales Signal durch eine redundante Spannungsversorgung über eine getrennte Leitung ausgibt.
23. 23. Betätigungsvorrichtung, insbesondere nach einem der vorhergehenden Ansprücche, dadurch gekennzeichnet, dass durch Verwendung eines dritten Microcontrollers (MC) zur Motoransteuerung und Generierung des Bremssignals ein separater Bremslichtschalter ersetzt wird.
24. 24. Betätigungsvorrichtung, insbesondere nach einem der vorhergehenden Ansprücche, dadurch gekennzeichnet, dass zur Generierung von Bremssignalen redundante Pedalweggeber und ein Druckgeber verwendet werden.
25. 25. Sensormodul, insbesondere zur Verwendung bei einer Betätigungseinrichtung nach einem der vorhergehenden Aspekte, dadurch gekennzeichnet, dass zumindest zwei Pedalwegsensoren (S2, S2a, S4) und ein Drehwinkelgeber(S1) zu einer Baueinheit, insbesondere auf einer Leiterplatte zusammengefasst sind.
26. 26. Sensormodul nach Aspekt 25, dadurch gekennzeichnet, dass die Baueinheit zumindest einen weitereren Sensor, wie einen Flüssigkeitsniveausensor (S5), Kolbenpositionssensor (S6) oder/und Pedalwegsensor (S2a) aufweist.
27. 27. Sensormodul nach Aspekt 18 oder 19, dadurch gekennzeichnet, dass eine Direktkontaktierung zur ECU, insbesondere eine Steckverbindung (30), vorgesehen ist.

Some aspects of the invention are presented below.

1. 1. Actuating device for a vehicle brake system, with a first piston-cylinder unit, at least one working chamber of which is to be connected to at least one wheel brake of the vehicle via at least one hydraulic line, further with an electro-mechanical drive device and an actuating device, in particular a brake pedal, characterized in that a sensor device (31) is provided which is arranged at least partially in the region of the piston-cylinder unit (13).
2. 2. Actuating device according to aspect 1, characterized in that the sensor device has a sensor module (31) which which comprises at least two sensors (S1, S2, S2a, S4) in one structural unit, in particular on a common printed circuit board.
3. 3. Actuating device according to aspect 1 or 2, characterized in that the sensor device (31) has at least one, in particular two or three pedal stroke sensors (S2, S2a, S4) and/or rotary angle sensors (S1).
4. 4. Actuating device according to one of the preceding aspects, characterized in that at least one (linear or rotary) sensor can be actuated by means of an actuating element (15, 16) running or mounted parallel to the axis of the drive device, in particular through the drive device or its housing.
5. 5. Actuating device according to one of the preceding aspects, characterized in that a spring device (29) is provided for resetting at least one linear sensor actuating element.
6. 6. Actuating device according to one of the preceding aspects, characterized in that the sensor actuating device (31) has an overforce protection, in particular a predetermined breaking point (40) ().
7. 7. Actuating device according to one of the preceding aspects, characterized in that the sensor device has at least one further sensor, in particular a liquid level sensor (S5) and/or piston position sensor (S6).
8. 8. Actuating device according to one of the preceding aspects, characterized in that the sensor device (31) is attached to the piston-cylinder unit (13).
9. 9. Actuating device according to one of the preceding aspects, characterized in that the sensor device (31) is connected to an electronic control unit (ECU), in particular is directly contacted.
10. 10. Actuating device according to one of the preceding aspects, characterized in that a redundant power supply is provided for the sensors.
11. 11. Actuating device for a vehicle brake system, with a first piston-cylinder unit, at least one working chamber of which can be connected to at least one wheel brake of the vehicle via at least one hydraulic line, further with an electro-mechanical drive device and an actuating device, such as a brake pedal, in particular according to one of the preceding aspects, characterized in that the actuating device has at least one further piston-cylinder unit (4) which acts on a hydraulic travel simulator (17), which is arranged at least partially in the region of the first piston-cylinder unit (13), whose piston (4) can be actuated by means of the actuating device (1, 2) and which is connected to a piston of the first piston-cylinder unit (13) via a connecting device.
12. 12. Actuating device according to aspect 11, characterized in that the force of the actuating device, in particular the pedal force, is transmitted to at least one of the further piston-cylinder units (4) by means of a tappet or rod (35a).
13. 13. Actuating device according to aspect 12, characterized in that the plunger(s) (35a) extend parallel to the axis of the drive device, in particular through the drive device, preferably through the coil body of the winding of the electric motor.
14. 14. Actuating device according to one of aspects 11 to 13, characterized in that a pedal plate (34) is provided for transmitting the force of the actuating device, in particular the pedal force.
15. 15. Actuating device according to aspect 14, characterized in that an elastic device (33, 33a), via which the pedal travel sensor is actuated, is attached to the pedal plate (34) or integrated therein.
16. 16. Actuating device according to one of aspects 11 to 15, characterized in that the further piston-cylinder unit (4) is combined, in particular integrated, with the first piston-cylinder unit (13).
17. 17. Actuating device according to one of aspects 11 to 16, characterized in that a spring device, in particular a central return spring, is provided for resetting the piston(s) of the further piston-cylinder unit(s).
18. 18. Actuating device according to one of the preceding aspects, characterized in that a separate brake light switch is avoided by means of a suitable sensor or motor control.
19. 19. Actuating device according to aspect 18, characterized in that a separate brake light switch is replaced by the use of redundant pedal travel sensors and redundant power supply.
20. 20. Actuating device according to aspect 18, characterized in that by using a third pedal travel sensor, preferably Hall switch, a separate brake light switch is replaced.
21. 21. Actuating device according to aspect 20, characterized in that the third sensor is used to monitor the other two pedal travel sensors.
22. 22. Actuating device, in particular according to one of the preceding aspects, characterized in that the ECU outputs to the vehicle electrical system control units a pressure or motor current proportional signal predominantly via the phase current line and a pedal position proportional signal by a redundant voltage supply via a separate line.
23. 23. Actuating device, in particular according to one of the preceding claims, characterized in that a separate brake light switch is replaced by the use of a third microcontroller (MC) for motor control and generation of the brake signal.
24. 24. Actuating device, in particular according to one of the preceding claims, characterized in that redundant pedal travel sensors and a pressure sensor are used to generate brake signals.
25. 25. Sensor module, in particular for use in an actuating device according to one of the preceding aspects, characterized in that at least two pedal travel sensors (S2, S2a, S4) and a rotary angle sensor (S1) are combined to form a structural unit, in particular on a printed circuit board.
26. 26. Sensor module according to aspect 25, characterized in that the structural unit has at least one further sensor, such as a liquid level sensor (S5), piston position sensor (S6) and/or pedal travel sensor (S2a).
27. 27. Sensor module according to aspect 18 or 19, characterized in that a direct contact to the ECU, in particular a plug connection (30), is provided.

List of reference symbols

1

brake pedal

2

pedal tappet

3

Gear for rotary encoder

4

Auxiliary piston

4a

Auxiliary piston cylinder

5

Housing

6

electric motor

7

rotor

8

warehouse

9

warehouse

10

spindle

11

transmission tappet

12

coupling

13

Tandem master cylinder (THZ)

13a

expansion tank

14

expansion tank

15

Actuating element

15a

Actuating element

16

Actuating element

17

hydraulic travel simulator

18

SD piston

19

SK piston

20

Wave

21

warehouse

22

Target

23

throttle check valve

24

2/2-way solenoid valve (MV)

25

Magnet in the float

26

Magnet in the SK piston

27

Hydraulic line

28

Hydraulic line

29

Return spring

30

Sensor connector

31

Sensor module

32

Return springs

33

flange sleeve

33a

elastic member

34

pedal plate

35

Pole 1

35a

Pole 2

36

winding

37

Coil body

37a

Coil body

38

Stator tooth (yoke tooth)

39

Outer casing (outer jacket)

40

Predetermined breaking point

41

Main plug

MC1

Microcontroller MC for ABS / ESP

MC2

ditto. redundant

MC3

ditto for engine control

Ustab1/2

Voltage stabilization

DG

pressure sensor

BS

Output circuit brake signal to on-board power supply control unit

S1

Angle sensor

S2

Pedal travel sensor

S4

Pedal travel sensor

S2a

Pedal travel sensor

S5

Brake fluid level sensor (magnetic flux sensitive sensor, such as Hall sensor)

S6

Piston position sensor (magnetic flux sensitive sensor, such as Hall sensor)

Claims (13)

Actuating device for a vehicle brake system, comprising: - a first piston-cylinder unit, at least one working chamber of which is to be connected or is connected to at least one wheel brake of the vehicle via at least one hydraulic line, - an electromechanical drive device and an actuating device, in particular a brake pedal, - an expansion tank which is hydraulically connected to the at least one working chamber, characterized in that a sensor device (31) is provided, wherein the sensor device (31) comprises at least one liquid level sensor (S5) in the form of a magnetic flux-sensitive sensor (S5, S5a) which detects at least one magnet (S5a) in a float of the expansion tank (13a), and wherein the magnetic flux-sensitive sensor comprises a Hall sensor (S5) for detecting the magnet (S5a) in the float. Actuating device according to Claim 1 , characterized in that the sensor device (31) is arranged at least partially in the region of the piston-cylinder unit (13). Actuating device according to Claim 1 or 2 , characterized in that the sensor device (31) has a sensor module (31) which comprises at least two sensors (S1, S2, S2a, S4) in one structural unit, in particular on a common printed circuit board. Actuating device according to one of the preceding claims, characterized in that the sensor device (31) has at least one, in particular two or three pedal stroke sensors (S2, S2a, S4) and/or rotary angle sensors (S1). Actuating device according to one of the preceding claims, characterized in that the sensor device (31) has at least one further sensor, in particular a piston position sensor (S6). Actuating device according to one of the preceding claims, characterized in that the sensor device (31) is attached to the piston-cylinder unit (13). Actuating device according to one of the preceding claims, characterized in that the sensor device (31) is connected to an electronic control unit (ECU), in particular directly contacted. Actuating device according to one of the preceding claims, characterized in that a redundant power supply is provided for the sensors. Actuating device according to one of the preceding claims, characterized in that the sensor device (31) is arranged parallel to the actuator housing and/or parallel to the piston (18) of the piston-cylinder unit (13). Actuating device according to one of the preceding claims, characterized in that the sensor device (31) has an extension to the brake fluid reservoir (14), wherein the extension is aligned in particular orthogonal to the piston-cylinder unit (13). Actuating device according to Claim 10 , characterized in that the Hall sensor (S5) is arranged on the extension to the brake fluid reservoir (14). Vehicle braking system with an actuating device according to one of the preceding claims. Vehicle with a vehicle braking system according to Claim 12 .

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