DE202009019176U1 - Brake system without path simulator - Google Patents

Abstract

Brake system comprising an electromotive brake booster with an electric motor (11, 12) for driving a master brake cylinder or tandem master cylinder (5), said or the work spaces of the brake booster via hydraulic lines (6, 7) with the wheel cylinders of wheel brakes (9a-9d) and in each case a wheel brake (9a-9d) is associated with a controllable valve (8a, 8b, 8c, 8d), and that by means of a control device, a pressure build-up and pressure reduction in the wheel brakes (9a-9d) by means of the brake booster and the controlled Valves (8a-8d) takes place simultaneously or successively, characterized in that a brake actuating device (16, 16a, 14) in normal braking operation force-supporting acts on the piston (24) of the brake booster, wherein the brake actuator (16, 16a, 14) over at least a spring element (20, 20b) acts on the piston (24) of the brake booster, wherein the brake system sensors (4, 22) for determining the piston position and the position of the brake actuator (16, 16a, 14), wherein the sensors (4, 22) for detecting a due to the spring element (20, 20b) possible path difference between the piston (24) and Brake actuator (16, 16a, 24) is arranged, and the control device of the brake system in response to the path difference drives the drive of the brake booster.

Description

The invention relates to a brake system.

State of the art

The effectiveness of the active safety features of ABS, and ESP in particular, is so great that it will soon be required by law in the US and the EU. Great efforts are made to reduce the effort. According to the prior art, various solutions are known which are labor-reducing.

A first solution consists in the integration of pressure regulation and brake booster, as it from the DE 100 2005 018 649 is known. This system is based on a travel simulator with additional functions and actuators for failure in case of failure of the drive. This requires a corresponding effort.

A second solution consists in the reduction of the valve effort by a multiplex operation. The DE 34 40 972 describes a hydraulic brake booster BKV, in which the pressure control takes place by means of the THZ with corresponding valves in multiplex mode. This system does not meet the high dynamic requirements, so the switching times are too high.

In addition, the noise when switching the valves are too high. The same applies to the dynamics of a pneumatic system as it is from the DE 38 43 159 or DE 39 08 062 is already known.

The DE 10 2005 018 649 describes an electromotive multiplex system with high dynamics as a so-called twin and tandem solution with displacement simulator. So that no pedal reaction takes place in ABS operation, an idle stroke between the pedal and the drive device is provided. The disadvantage here is that in case of failure of the drive an additional pedal travel is necessary.

From the FR 2860474 Further, an electric motor brake booster is known in which an electric motor via a spindle regulates a brake force assisting force. The brake pedal acts via a pedal plunger on the piston of the brake booster. Based on the force applied to the piston by the brake pedal, the power assistance to the electric motor is adjusted by means of the spindle drive. The force measurement to determine the necessary brake assist has turned out to be impractical.

Object of the present invention is to develop a brake system with electromotive brake booster and multiplexing function such that it manages without a travel simulator and also in case of failure, i. in case of failure of the electromotive drive of the HZ piston, a braking force build-up in the wheel brakes is possible.

This object is achieved with a braking system with the features of claim 1 advantageous. Advantageous embodiments of the brake system according to claim 1 result from the features of the subclaims.

Even with the elimination of Wegsimulators the driver must receive a back pressure on the operation of the brake pedal. This is done according to the invention in that the brake pedal acts directly on the pedal plunger and possibly via additional transmission elements on the piston system or the spindle of the electromotive drive of the brake booster. Thus, a force is exerted on the piston system via the brake pedal, which is amplified during normal braking operation by the brake booster or the driver is assisted by the brake booster.

In ABS control, the piston of the brake booster is adjusted to adjust the wheel brake pressures via an electric motor back and forth. Due to the mechanical connection between piston or spindle on the one hand and the brake actuator, in particular in the form of the brake pedal, on the other hand, the driver feels the piston movement by the reaction in the form of vibrations and shocks. In order to damp the shocks or vibrations, the invention proposes, in a further advantageous embodiment, a spring element which is arranged between that of the actuating device on the one hand and the piston system or the spindle on the other hand. By means of the spring element can continue to be transmitted forces from the brake actuator to the spindle.

The spring element advantageously has a linear or degressive spring characteristic for the upper force range.

The reaction to the brake actuator can be advantageously reduced by a corresponding control of the electromotive pressure modulation. It is advantageous if only smaller pressure amplitudes are adjusted or controlled as a result of more accurate pressure control. By providing soft pressure transitions, an uncomfortable feeling and the severity of repercussions can be lessened. Through the use of a highly linear or degressive spring between the drive and brake pedal transmission device, the reaction has a more elastic effect on the brake pedal during rapid piston movement.

Further, it is possible to block the movement of the brake actuator either completely or limited by means of a locking device. The locking device can be designed such that the blocking can take place in any position or in a certain range of movement of the brake actuator. By blocking the transmission device by electro-hydraulic or electromechanical means, this reaction can be eliminated in normal control operation with small to medium pressure amplitudes or greatly reduced or defined controlled, which is particularly advantageous.

With a highly dynamic electric motor drive, it is particularly important in the lower pressure range to couple the push rod piston to the drive. This is either with a spring or alternatively with a rigid coupling, e.g. by means of a plunger, possible.

To rule out that in case of failure of the electric motor drive or blocking the spindle drive pressure generation is no longer possible, appropriate fallback levels are provided. In the case of the brake system according to the invention, the pedal continues to act directly on the piston in the event of failure of the drive.

The brake system according to the invention can, in an advantageous further development, have a coupling by means of which the piston, in particular for the piston return, can be separated from the spindle. In this embodiment, the brake actuator acts in the absence of action of the electric motor not on the spindle but on the push rod piston or a piston plunger. By opening the clutch thus the spindle return springs no longer act on the piston, so that advantageously only smaller actuation forces are applied by the driver for braking. The coupling of the piston to the spindle is advantageously carried out by means of a locking bolt which engages through the cylindrical wall of the spindle. The drive of the clutch can be mounted either on the housing of the brake booster or on the spindle. If the drive is arranged on the housing, the locking bolt in the axial direction of the spindle must be slidably mounted to the drive, so that it can move with the spindle. In the spindle is advantageously a force transmission member, in particular in the form of a bending ram, arranged, which connects the piston with the brake actuator. An arranged on the spindle driver ensures that the force transmission member is moved by the spindle movement to build up pressure together with the spindle. The power transmission means is designed according to the interaction with the driver and for this purpose advantageously has a collar-shaped thickening. This collar-shaped thickening additionally interacts with the locking bolt and forms a positive connection between the spindle and the power transmission means when the clutch is closed. This can be moved against the pedal force or spring force of the piston to reduce pressure and the piston is coupled to the drive, which allows high Druckabbaugradienten throughout the pressure range.

The coupling between piston and spindle can be done either by positive engagement or by means of adhesion.

The electromotive brake booster according to DE 10 2004 050 103 requires a force transmitter for controlling the electromotive brake booster. This sensor is complex because of the drift compensation and the cables that can be moved over the full pedal stroke. When using the described, in particular strong, spring between the drive and the brake actuator, the stroke of the brake actuator or the pedal stroke is greater than the piston travel, which is detected by the motor with rotary encoder. This path difference can be used for braking force control or amplification, which results in a considerably simpler control. Advantageously, the sensor tolerances, z. B. standardized different offset voltages by a small idle stroke between actuator and drive is installed and z. B. when changing the voltage of Pedalhubgebers this position serves as a basis. Another possibility is that during commissioning or service of the system, the brake pedal is actuated until it moves the spindle and thus the rotor. The movement is measured by means of the rotation angle sensor. At this position, an adjustment of the sensor voltages or corresponding digital values takes place.

For pressure control, a pressure transducer is provided in the pressure rod circuit, which together with the piston travel serves to determine the pressure volume characteristic. This characteristic is the basis for accurate pressure control. To further simplify the system, in particular for ABS, the motor current can also be detected via a shunt, which is proportional to the engine torque and thus pressure. This measurement or the pressure can also be used for the plausibility monitoring of the sensor signals, so that it is possible to dispense with redundant sensors.

Below, various possible embodiments of the brake system according to the invention are explained in more detail by way of example with reference to drawings.

Show it:

1 Two possible embodiments of a brake system according to the invention;

2 third possible embodiment of a brake system according to the invention;

3 fourth possible embodiment of a brake system according to the invention;

3a Cross section through the section xx in 3 ;

4 fifth possible embodiment of a brake system according to the invention with a clutch for decoupling the HZ piston and the brake actuator for the unamplified brake pressure build-up in case of failure;

4a : Detail of the coupling acc. 4 ;

5 : Brake pressure P, sensor voltage U, piston stroke s _K and pedal stroke S _P with suspension;

5a : Pedal force and piston force over the pedal stroke s;

5b : Brake pressure P, sensor voltage U, piston travel s _K and pedal stroke S _P with suspension in the event of a brake circuit failure;

The 1 shows the basic structure of the brake system according to the invention consisting of HZ or THZ 5 , EC motor with stator 11 and rotor 12 , Spindle 13 to drive the push rod piston 24 over the pestle 21 and a rotary encoder 4 for determining the position of the push rod piston 24 and the detection of the rotor position and the piston travel.

Receives the piston 24 the control command to build a certain pressure, it takes place on the previously recorded via piston stroke and pressure measurement and stored in a map pressure volume curve, the corresponding piston movement via the rotary encoder 4 with appropriate pressure in the brake circuits. For simplified systems, eg. B. ABS, can also be a necessary anyway for the engine control shunt 26 for current measurement of the control 25 used. Following a brief, constant pressure, which is usually the case during braking, the correlation comparison takes place on the basis of new measured data with the stored map data. In the event of a deviation, the pressure volume characteristic curve for each wheel brake is recorded once again at a later vehicle standstill and the map is corrected. Is the deviation significant, z. B. on a wheel cylinder, the note is to visit the workshop.

The pressure generated in the HZ or THZ passes over the lines 6 and 7 of push rod piston and floating piston via the 2/2 solenoid valves 8a to 8d to the wheel cylinders 9a to 9d , Here, the dimensioning of the flow resistance for the multiplexing process in the pipes and valves is of great importance. In addition, the vote of the switching and switching times is crucial. This is described in detail in further applications of the applicant and in detail not subject of this invention.

When the brake pedal is pressed 16 this works over the pedal ram 16a on the actuator 14 and this on the spindle 13 , In the lower half of the picture, an idle stroke Δs is shown. When the brake pedal is not pressed 16 raise the spring 17 the transmission device 14 by the idle stroke Δs from the spindle 13 from. The idle stroke Δs must be overcome at each braking until the collar of the transmission device 14 on the spindle 13 meets. In this solution, the drive (spindle) acts on the transmission device 14 directly on the brake pedal 16 , which can interfere with the pressure reduction in ABS and corresponding rapid piston movement by the shock. The brake booster here takes place via a not shown force sensor as in the DE 10 2004 050 103 is described. The return spring 17 between spindle 13 and transmission equipment 14 pushes it onto a stop in the housing 15 ,

A significant reduction in the impact is achieved by a solution, as shown in the upper half of the picture. Here, a strong compression spring acts 20 over a disc 18 on the spindle 13 , For assembly reasons, this disc 18 via a circlip 19 fixed. The feather 20 is linear or degressive for a pedal force or bar force with BKV function for a maximum pressure of e.g. B. 200 bar and has a spring stroke of 4-6 mm. The feather 20 is designed in proportion to the rod force and transmits this force to the spindle 13 , in addition, according to the selected BKV gain, the adjusting force of the engine 11 . 12 acts. Both forces together make up the force acting on the piston. If there is a quick piston return when the pressure is lowered for the ABS control, it acts via the spring 20 muffled on the pedal. A 10 bar pressure reduction in the control cycle corresponds to approx. 0.5 mm ≈ 10% of the spring travel for a mid-range vehicle.

Thus, the pedal stroke corresponding to this stroke is greater than the piston stroke. The feather 20 can also be slightly biased for a corresponding pedal characteristic. This can use different strokes for brake booster, in that the pressure is proportional to the differential travel. This path is taken from the signals of pedal stroke sensor 22 and piston travel won. The piston travel can via the rotation angle sensor 4 be determined. The brake pressure is controlled via the piston travel based on the pressure volume characteristic. The brake control device 16 . 16a . 14 is permanently on the spring during braking 20 in contact with the drive. According to the desired gain is from the engine via the spindle 13 the corresponding force on the piston 24 transmitted, so that pedal force and amplifier power results in the piston pressure proportional to the pressure. The spindle force is transmitted via a movably mounted plunger 21 on the push rod piston 24 transfer. Here is the plunger 21 both to the push rod piston 24 as well as to the spindle 13 coupled, so that high pressure gradients can be realized even at low pressures. The plunger has the task of the possible offset of the spindle 13 and impact of the ball screw gear not on the push rod piston 24 transferred to. The spindle torque support 27 runs in a groove of the housing, preferably with good sliding properties, according to the piston stroke. The torque support is used at the same time as a stop, since the THZ return springs on the spindle 13 act and in addition to the piston return still have the task of engine reset.

The piston or drive return is via the motor. In order to reduce an additional load of the ball screw with a faulty return and a hard stop, is a plate spring 23 between the moment support 27 and the ball screw 28 intended. Usually, the actuator is against the ingress of dirt by an elastic bellows 29 protected.

The 2 shows a third and fourth possible embodiment of the brake system according to the invention. Between the piston 24 and spindle 13 There is a rigid coupling by the plunger 21 is formed on both sides as a ball joint. On the right side of the spindle here is a corresponding insert 30 screwed.

On the side of the brake control device 16 . 16a . 14 is the spring 20 in a corresponding embodiment of the pedal transmission device 14 stored, whose guide bar 14a the pedal travel sensor 22 actuated. The feather 20 acts on a fret 31a a storage part 31 with internal return spring 17 , This bearing part is additionally guided in a bore.

The transmission device 14 is additionally designed as a piston in the housing 15 stored and sealed. The piston chamber is via a solenoid valve 33 and 33a connected to the reservoir. The valve is used for pedal travel blocking by means of the transmission device 14 , If an HZ piston return is used to reduce the pressure, this acts on the spring 20 and not on the pedal 16 , because with locked solenoid valve 33 . 33a only one movement can take place within the fluid compression. The return of the piston chamber is for this purpose via the solenoid valve 33 closed. When the piston stroke, z. B. in a jump in the coefficient of friction, is greater than the spring travel, the solenoid valves are via appropriate evaluation of the differential path between piston travel and pedal travel 33 . 33a open. In the lower half of the picture, pedal forward movement is blocked for the same purpose, making it impossible to increase the pedal travel.

The 3 shows a fourth possible embodiment of the brake system according to the invention. The 3a shows a cross-sectional view corresponding to the section xx acc. 3 , In this embodiment, an electromechanical pedal lock is realized. The transmission device 14 is over jetties 14a in the case 15a (S. 3a ) stored. In the case 15a is a magnetic yoke floating vertically 34 with conclusion 36 stored. The magnetic flux passing through coil 35 is generated, flooded yoke 34 , Inference 36 and footbridges 14a and generates a frictional force for pedal blocking in both directions. To reinforce the frictional force can be used in a known technique magnetically conductive fins. Variable current allows the pedal blocking force to be varied. It is also possible to produce a small pedal reaction by only after a certain piston travel, the electromagnetic pedal lock is turned on. This blocking is switched off again when the piston has been returned to the initial position before the pressure reduction. In the upper half of the picture is shown as by several springs ( 20 . 20b ) and a spring washer 20a a progressive spring characteristic can be designed.

The 4 shows a further embodiment of the brake system gem. of the 2 and 3 without the pedal blocking with the aim to be able to generate a pressure even when the drive is locked. This is made possible by the transmission device 14 the pedal force on the pestle 21 transmits and with acting brake booster additionally the spindle forces on the driver element 41 on the HZ pistons 24 acts. In case of failure of the brake booster, however, only the pedal force acts.

If now takes place for the pressure reduction for ABS a piston return, so the solenoid 39 active and moves the coupling element 40 in front of the Stösselbund 21a , Thus, the spindle force on the plunger 21 transmitted and acts against the transmission device 14 and thus allows one Pressure reduction in the corresponding brake circuit. In this embodiment, the solenoid is 39 with the spindle 13 movably mounted and requires a flexible connection 39a ,

It makes sense if the clutch is only effective if the engine function was previously intact to build up pressure. This prevents that when the drive is blocked during pressure build-up in extreme cases, an ABS signal is generated and then despite blocked drive, the clutch is turned on, which would then lead to a blocking of the actuator.

The spindle 13 and the transmission device 14 have due to tolerances a radial offset and spindle stroke. Thus, when the force of the transmission device 14 on the pestle 21 no load on the spindle 13 should occur with the transmission device 14 connected plungers 31b be designed either biegeastisch, as shown in the upper half or articulated 31c , in particular by means of ball joint, with the transmission device 14 be connected (lower half).

The 4a shows an alternative embodiment, in which the solenoid with coil 44 on the housing 15 is attached. The anchor 45 is with the coupling element 40 in a plain bearing 47 stored and is via a return spring 46 held in the starting position. The anchor 45 with bearing pin 45a is with a guide rail 43 connected, in which the coupling element 40 with collar axially with the piston movement with slides. Will the solenoid 44 activated, so pushes the guide rail 43 the coupling element 40 in front of a sleeve 42 that with the pestle 21 is in contact. This has the advantage that the hemispherical training is less heavily loaded, since the sleeve 42 here the voltage is reduced. The sleeve 42 must have a fixing ring or spring 48 be axially fixed, as this is moved in case of failure BKV according to the pedal stroke in the spindle bore. shell 42 and coupling element 40 can be cone-shaped. Thus, even with extremely rare failure of the drive during ABS control when switching off the magnet 44 the unlocking forces smaller.

The 5 shows the brake pressure p, sensor voltage U, piston travel s _K and pedal stroke S _P with suspension. According to the counter-force-dependent deflection creates a differential travel .DELTA.h which leads with a small pedal stroke to a pressure p ₁ and at maximum deflection with .DELTA.h _max to a pressure _P2. This function can be designed with appropriate spring linear or degressive.

Electromotive brake booster according to the aforementioned prior art, have redundant sensors for rotation angle of the motor or piston stroke s _K and pedal stroke s _P , since especially in Wegsimulatorsystemen the sensors are safety-critical, since among other things pedal stroke and piston travel are unequal. In the system according to the invention can be reduced by a plausibility comparison of the cost of the usual redundancy or waived. This is how z. B. in case of failure of the encoder to determine the pedal stroke s _P no difference Δh, whereby no BKV effect is adjusted. However, the pedal acts on the piston as the failure of the BKV. From the piston stroke s _K value, the error is detected by the plausibility comparison. The same applies to s _K. If the Δh calculation fails, a comparison of the pedal stroke s _P with the measured pressure or current helps.

The voltages of the sensors must be standardized or adjusted to a reference point because of different output voltage. It is proposed to compensate for the strains in the starting position, taking into account a correction value which is e.g. the free travel Δs can be. This is device-specific and can be determined during commissioning of the vehicle in production or in service.

Bei s_max ergibt sich F_Pmax und F_Kmax. Bei linearer Feder kann die Verstärkung K linear sein, wenn Δh proportional zum, Druck bzw. der Kolbenkraft ist.The 5a shows the pedal force F _p and piston force F _K over the pedal stroke s. At s ₁ , the pedal force F _p1 and the piston force F _K1 . The BKV gain K results at s ₁ too

At s _max , F _Pmax and F _{Kmax result} . For a linear spring, the gain K can be linear if Δh is proportional to the pressure or piston force.

The 5b shows a brake circuit failure. Here arises to S _A no brake pressure, as the failed brake circuit has a pedal diarrhea to S _A result. Thereafter, the piston counteracting force acts and, in turn, Δh to the BKV function, as in FIG 5 described. Here, for example, the gain can be increased because at the same pressure corresponding to the failure of the brakes in the sum of a smaller braking force.

In hybrid vehicles, a variable gain, in particular a lower gain can also be used to compensate for the additional braking effect of the generator during recuperation.

There follow further embodiments of the invention:

Embodiment 1

Brake system comprising an electric motor brake booster, wherein the master cylinder or tandem master cylinder 5 via a spindle drive 13 from an electric motor 11 . 12 is driven and connected in ABS operation for pressure reduction with this, wherein the one or more work spaces of the brake booster via hydraulic lines 6 . 7 with the wheel cylinders of wheel brakes 9a - 9d in conjunction and are each a wheel brake 9a - 9d a controllable valve 8a . 8b . 8c . 8d is assigned, and that by means of a control device, a pressure build-up and pressure reduction in the wheel brakes 9a - 9d by means of the brake booster and the controlled valves 8a - 8d simultaneously and / or successively, wherein a brake actuator 16 . 16a . 14 in normal braking operation power assisting on the spindle 13 and / or the piston 24 the brake booster acts.

Embodiment 2:

Brake system according to Embodiment 1, wherein in ABS operation, the spindle 13 or the piston 24 the brake actuator 16 . 16a . 14 subjected to force and / or misaligned.

Embodiment 3

Braking system according to embodiment 1 or 2, wherein the actuating device 16 . 16a . 14 via at least one spring element 20 . 20b , in particular a compression spring, on the spindle 13 and / or the piston 24 the brake booster acts.

Embodiment 4

Brake system according to one of embodiments 1 to 3, wherein the spring element 20 with one end to a transmission device 14 or the pedal ram 16a and with its other end on the spindle 13 , the piston 24 or the piston rod 21 supported.

Embodiment 5:

Brake system according to embodiment 3 or 4, wherein the at least one spring element 20 has a linear or degressive force-displacement curve for the upper force range.

Embodiment 6:

Brake system according to one of the embodiments 3 to 5, wherein the spring travel length for maximum brake pressure is at least 1 mm, preferably at least 4 mm.

Embodiment 7:

Brake system according to one of the preceding embodiments, wherein the brake actuating device is a brake pedal 16 having, which with a pedal ram 16a is in communication with the pedal ram 16a with a transmission device 14 is connected and the transmission device 14 on the spindle 13 and / or the piston 24 the brake booster acts.

Embodiment 8:

Brake system according to embodiment 7, wherein the at least one spring element 20 in or at the transmission facility 14 is arranged.

Embodiment 9:

Brake system according to one of the preceding embodiments, wherein an additional return spring element 17 the transmission device 14 or the pedal ram 16a from the piston 24 or the spindle 13 takes off.

Embodiment 10:

Brake system according to one of the preceding embodiments, wherein the piston 24 and the spindle 13 constantly or optionally, in particular by means of a switchable coupling 40 - 46 , connected or optionally connectable or uncoupled with each other.

Embodiment 11:

Brake system according to embodiment 10, wherein the piston 24 and the spindle 13 optionally connectable to each other by means of positive or non-positive connection.

Embodiment 12:

Brake system according to embodiment 10, wherein the piston 24 and the spindle 13 by means of a power transmission means, in particular in the form of a plunger 21 , which may be formed as a bending bar, connected to each other or are connectable.

Embodiment 13:

Brake system according to one of the embodiments 10 to 12, wherein the power transmission means 21 through the hollow spindle 13 through with the brake actuator 16 . 16a . 14 being connected, being at the spindle 13 a driver element 41 is arranged, by means of which the power transmission means 21 to build up pressure with the spindle 13 is adjustable, and that towards the Pressure reduction either by means of the coupling 40 - 46 a positive connection or adhesion between the power transmission means 21 and the spindle 13 can be produced.

Embodiment 14:

Brake system according to embodiment 13, wherein when the clutch is engaged 40 - 46 the positive connection for adjusting the power transmission means 21 for pressure reduction or retraction of the piston 24 by a coupling element 40 , which in particular as a stop for the power transmission ram 21 serves, wherein the coupling element 40 through the cylindrical wall of the spindle 13 extends through.

Embodiment 15:

Brake system according to one of embodiments 10 to 14, wherein the clutch 40 - 46 a housing fixed, drive 44 . 46 . 47 comprising the coupling element 40 adjusted, wherein the coupling element 40 relative to the drive 44 is mounted displaceably parallel to the spindle axis.

Embodiment 16:

Brake system according to one of the embodiments 10 to 15, wherein the clutch 40 - 46 a drive 44 . 46 . 47 for adjusting the coupling element 40 having, wherein the drive to the spindle 13 is attached.

Embodiment 17:

Brake system according to one of the embodiments 10 to 16, wherein the coupling element 40 through the cylindrical wall of the spindle 13 extends through.

Embodiment 18:

Brake system according to one of the embodiments 10 to 17, wherein the coupling element 40 from a spring element 46 in the direction of the disengaged position is subjected to force.

Embodiment 19:

Braking system according to one of the embodiments 10 to 18, wherein the control device, the clutch 40 - 46 only then closes, if previously the engine function of the drive 11 . 12 was found to be in order.

Embodiment 20:

Brake system according to one of the preceding embodiments, wherein the brake system comprises a locking device by means of which the movement of the brake operating device is blocked.

Embodiment 21:

Brake system according to embodiment 20 wherein the locking device can block the brake operating device in any position or in a certain range of motion.

Embodiment 22:

Brake system according to embodiment 20 or 21, wherein the locking device is driven hydraulically or electrically, in particular by means of an electric motor or electromagnet, and to the actuating device, in particular the transmission device 14 acts.

Embodiment 23:

A braking system according to any one of embodiments 18 to 20, wherein a control means activates the locking means in response to the signals from the ABS / ESP controller and the piston and actuator positions.

Embodiment 24:

Brake system according to one of the preceding embodiments, wherein the brake system comprises sensors for determining the piston position and the position of the brake actuator, and the control device of the brake system drives the drive of the brake booster as a function of the two positions to each other, the drive of the brake booster.

Embodiment 25:

Brake system according to embodiment 24, wherein the control device from the determined positions of the piston 13 and brake actuator 16 . 16a . 14 determines the pedal force and based on the proportional to the pedal force difference Δh the drive 11 . 12 the brake booster drives.

Embodiment 26:

Brake system according to one of the preceding embodiments, wherein the brake system is a pressure sensor 10 has, with which the pressure in pressure piston circuit can be determined, wherein the pressure control for the wheel brakes 9a - 9d based on the pressure volume characteristics.

Embodiment 27:

Brake system according to one of the embodiments 1 to 25, wherein by means of the current consumption of the electric drive of the brake booster, in particular by means of a shunt 26 the pressure proportional to the current is measured and the pressure control for the wheel brakes 9a . 9b . 9c . 9d on the basis of the pressure volume characteristics and the current, in particular without the use of a pressure sensor occurs.

Embodiment 28:

A braking system according to any one of the preceding embodiments, wherein the control means for the state variables "brake operating device, in particular pedal stroke s _p, and piston position s _K performs a plausibility check.

Embodiment 29:

Braking system according to one of the preceding embodiments, wherein the control device performs a normalization and adjustment of the sensor signals, in particular for the pressure, position and / or rotary encoder, wherein the adjustment in the initial position of the brake pedal 16 , Spindle 13 and pistons 24 taking into account the previously determined real distance Δs as the correction value.

Embodiment 30:

Brake system according to one of the preceding embodiments, wherein the control device, the spring travel of the spring 20 used as a control variable for the adjustment of the brake booster.

Embodiment 31:

Brake system according to one of the preceding embodiments, wherein the return springs of the HZ or THZ the piston 24 as well as the spindle 13 in their initial position adjust.

Embodiment 32:

Brake system according to one of the preceding embodiments, wherein a spring 3 the spindle 13 in the direction of their initial position and the HZ or THZ springs the piston 24 force or adjust in its initial position.

Embodiment 33:

Braking system according to one of the preceding embodiments, wherein the at the transmission device 14 or the piston system 24 . 21 . 30 a storage part 31 is mounted displaceably parallel to the spindle axis, wherein the bearing part 31 a flexible elastic plunger 31b for power transmission, to the piston system or the transmission device 14 having.

Embodiment 34:

Brake system according to embodiment 33, wherein the plunger 31c by means of ball joint on the bearing part 31 is articulated.

Embodiment 35:

Brake system according to one of the preceding embodiments, wherein the control means adjusts the brake booster in dependence on the braking effect achieved by means of recuperation.

LIST OF REFERENCE NUMBERS

1

 EC motor

2

 spindle

3

 Spindle provision

4

 Rotary encoder (position transmitter)

5

 HZ or THZ

6

 Pressure line from the push rod piston

7

 Pressure line from the floating piston

8a-8d

 2/2 solenoid valves as switching valves

9a-9d

 wheel cylinder

10

 thruster

11

 stator

12

 rotor

13

 spindle

14

 transmission equipment

14a

 guide web

15

 casing

15a

Housing bearing for transmission device

16

 brake pedal

16a

 pedal tappet

17

 Return spring

18

 disc

19

 circlip

20

 compression spring

20a

 spring washer

20b

 second compression spring

21

 tappet

21a

 ram Bund

22

 pedal stroke

23

 Belleville spring

24

 Push rod piston

25

 motor Controller

26

 shunt

27

 torque support

28

 Ball screw drive

29

 bellows

30

 insert

31

 bearing part

31a

 Bunch of storage part

31b

flexible elastic plunger

31c

 articulated pestle

32

 drilling

33/33

 2/2 solenoid valve

34

 yoke

35

 Kitchen sink

36

 conclusion

37

 magnetic flux

38

 slats

39

 solenoid

39a

 flexible electrical connection

40

 coupling member

41

 dogging

42

 shell

43

 guide rail

44

 Solenoid with coil

45

 armature

45a

 bearing bolt

46

 Return spring

47

 storage

48

 feather

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 1002005018649 [0003]
• DE 3440972 [0004]
• DE 3843159 [0005]
• DE 3908062 [0005]
• DE 102005018649 [0006]
• FR 2860474 [0007]
• DE 102004050103 [0019, 0035]

Claims (22)

Brake system, an electric motor brake booster with an electric motor ( 11 . 12 ) for driving a master cylinder or tandem master cylinder ( 5 ), wherein the one or more work spaces of the brake booster via hydraulic lines ( 6 . 7 ) with the wheel cylinders of wheel brakes ( 9a - 9d ) and in each case a wheel brake ( 9a - 9d ) a controllable valve ( 8a . 8b . 8c . 8d ) is assigned, and that by means of a control device, a pressure build-up and pressure reduction in the wheel brakes ( 9a - 9d ) by means of the brake booster and the controlled valves ( 8a - 8d ) takes place simultaneously or successively, characterized in that a brake actuation device ( 16 . 16a . 14 ) in normal braking operation on the piston ( 24 ) of the brake booster acts, the brake actuator ( 16 . 16a . 14 ) via at least one spring element ( 20 . 20b ) on the piston ( 24 ) of the brake booster acts, the brake system sensors ( 4 . 22 ) for determining the piston position and the position of the brake actuator ( 16 . 16a . 14 ), wherein the sensors ( 4 . 22 ) for detecting a due to the spring element ( 20 . 20b ) possible path difference between pistons ( 24 ) and brake actuator ( 16 . 16a . 24 ) is arranged, and the control device of the brake system in response to the path difference drives the drive of the brake booster. Brake system according to claim 1, characterized in that in ABS operation the piston ( 24 ) of the brake booster for adjusting the wheel brake pressures on the electric motor is moved back and forth. Brake system according to claim 1 or 2, characterized in that the brake actuating device ( 16 . 16a . 14 ) via at least one compression spring on the piston ( 24 ) of the brake booster acts. Brake system according to one of the preceding claims, characterized in that the at least one spring element ( 20 . 20b ) has a linear or degressive force-displacement characteristic curve for the upper force range. Brake system according to one of the preceding claims, characterized in that the spring travel length for maximum brake pressure is at least 1 mm. Brake system according to one of the preceding claims, characterized in that the brake actuating device ( 16 . 16a . 14 ) a brake pedal ( 16 ), which with a pedal ram ( 16a ), wherein the pedal ram ( 16a ) with a transmission device ( 14 ) and the transmission equipment ( 14 ) on the piston ( 24 ) of the brake booster acts. Brake system according to claim 6, characterized in that the at least one spring element ( 20 . 20b ) in or at the transmission facility ( 14 ) is arranged. Brake system according to one of the preceding claims, characterized in that an additional return spring element ( 17 ) the transmission device ( 14 ) or the pedal ram ( 16a ) from the piston ( 24 ) takes off. Brake system according to one of the preceding claims, characterized in that the electric motor ( 11 . 12 ) of the master cylinder or tandem master cylinder ( 5 ) via a spindle drive ( 13 ) drives. Brake system according to claim 9, characterized in that the piston ( 24 ) and a spindle of the spindle drive ( 13 ) optionally connected or selectively connectable to each other. Brake system according to one of the preceding claims, characterized in that the control device from the determined positions of piston ( 24 ) and brake actuator ( 16 . 16a . 14 ) determines the pedal force and based on the proportional to the pedal force difference Δh the drive ( 11 . 12 ) of the brake booster. Brake system according to one of the preceding claims, characterized in that the brake system is a pressure sensor ( 10 ), with which the pressure in the pressure piston circuit can be determined, wherein the pressure control for the wheel brakes ( 9a - 9d ) takes place on the basis of the pressure volume characteristics. Brake system according to one of claims 1 to 11, characterized in that by means of the current consumption of the electric motor ( 11 . 12 ) of the brake booster, the pressure proportional to the current intensity is measured and the pressure control for the wheel brakes ( 9a . 9b . 9c . 9d ) based on the pressure volume characteristics and the current. Brake system according to one of the preceding claims, characterized in that the control device for the measured variables Pedalhub S _P and piston position S _K performs a plausibility check. Brake system according to one of the preceding claims, characterized in that the control device the spring travel of the Spring element ( 20 . 20b ) used as a control variable for the adjustment of the brake booster. Brake system according to one of the preceding claims, characterized in that the control device regulates the brake booster as a function of the braking effect achieved by means of recuperation. Brake system according to one of the preceding claims, characterized in that via a rotary encoder ( 4 ) of the electric motor ( 11 . 12 ) a piston stroke of the master cylinder or tandem master cylinder ( 5 ) is determined. Braking system with - an electromotive brake booster, in which the master cylinder or tandem master cylinder ( 5 ) of an electric motor ( 11 . 12 ) is driven, - a control which is designed to a) a piston stroke (sK) of the master cylinder or tandem master cylinder ( 5 ), wherein the piston travel (sK) via the rotary encoder ( 4 ) of an electric motor ( 11 . 12 ) is detected; b) a stroke of a brake actuator ( 16 . 16a . 14 ), wherein the brake actuator ( 16 . 16a . 14 ) in normal braking operation power assisting on a spindle ( 13 ) and / or a piston ( 24 ) of the brake booster acts whereby the stroke due to a spring ( 20 ) is greater than the piston travel (sK); c) a path difference (Δh) between piston ( 24 ) and brake actuator ( 16 . 16a . 14 ) based on the detected piston stroke (sK) and the detected stroke of the brake actuator ( 16 . 16a . 14 ) to determine; d) to use the path difference (Δh) to control the electromotive brake booster. Hybrid vehicles with a brake system according to claim 18, wherein the brake system is adapted to use a variable gain to compensate for an additional braking effect of a generator of the hybrid vehicle during recuperation. Hybrid vehicles according to claim 19, wherein the brake system is adapted to use a lower gain to compensate for an additional braking effect of a generator of the hybrid vehicle during recuperation. Brake system, comprising an electromotive brake booster, in which the master cylinder or tandem master cylinder ( 5 ) via a spindle drive ( 13 ) with a spindle ( 13 ) of an electric motor ( 11 . 12 ), wherein the or the work spaces of the brake booster via hydraulic lines ( 6 . 7 ) with the wheel cylinders of wheel brakes ( 9a - 9d ) and in each case a wheel brake ( 9a - 9d ) a controllable valve ( 8a . 8b . 8c . 8d ) is assigned, and that by means of a control device, a pressure build-up and pressure reduction in the wheel brakes ( 9a - 9d ) by means of the brake booster and the controlled valves ( 8a - 8d ) takes place simultaneously and / or successively, characterized in that a brake actuation device ( 16 . 16a . 14 ) in normal braking operation on a piston ( 24 ) of the brake booster acts in ABS operation, the spindle ( 13 ) or the piston ( 24 ) the brake actuator ( 16 . 16a . 14 ) force and / or adjusted and the piston of the brake booster for adjusting the wheel brake pressures on the electric motor is moved back and forth. Brake system, comprising an electromotive brake booster, in which the master cylinder or tandem master cylinder ( 5 ) via a spindle drive ( 13 ) of an electric motor ( 11 . 12 ), wherein the or the work spaces of the brake booster via hydraulic lines ( 6 . 7 ) with the wheel cylinders of wheel brakes ( 9a - 9d ) and in each case a wheel brake ( 9a - 9d ) a controllable valve ( 8a . 8b . 8c . 8d ) is assigned, and that by means of a control device, a pressure build-up and pressure reduction in the wheel brakes ( 9a - 9d ) by means of the brake booster and the controlled valves ( 8a - 8d ) takes place simultaneously and / or successively, characterized in that a brake actuation device ( 16 . 16a . 14 ) in normal braking operation on the piston ( 24 ) of the brake booster acts, wherein in an ABS control a piston ( 24 ) of the master cylinder or tandem master cylinder ( 5 ) via the electric motor ( 11 . 12 ) is moved back and forth.

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