BRAKE SYSTEM FOR A VEHICLE

Abstract

The present invention relates to a brake system for a vehicle. The proposed brake system (1) comprises an actuation unit for actuating wheel brakes of the vehicle in a normal operating mode of the brake system (1). Further, the system (1) comprises a brake cylinder (2) for pressurizing the wheel brakes of the vehicle in an emergency operating mode of the brake system (1). The brake cylinder (2) comprises a brake cylinder housing (4) and a push rod (3) being displaceable within the brake cylinder housing (4) by operation of a brake pedal (5). The brake cylinder (2) further comprises a piston (14) movably arranged within the brake cylinder housing (4). The piston (14) has a first surface and a second surface opposite the first surface. A hydraulic chamber (11) is formed within the brake cylinder housing (4) between the first surface of the piston (14) and an inner surface of the brake cylinder housing (4). The hydraulic chamber (11) is configured for being selectively fluidly connected with the wheel brakes. The brake cylinder (2) further comprises an elastic simulator element (13) arranged between the second surface of the piston (14) and the push rod (3) for pedal feel simulation. The brake cylinder (2) further comprises a locking element (22) configured to selectively mechanically couple the push rod (3) with the piston (14) to provide a rigid connection between the push rod (3) and the piston (14) during the emergency operating mode.

Claims

1. A brake system (1) for a vehicle, comprising: an actuation unit for actuating wheel brakes of the vehicle in a normal operating mode of the brake system (1), a brake cylinder (2) for pressurizing the wheel brakes of the vehicle in an emergency operating mode of the brake system (1), the brake cylinder (2) comprising a brake cylinder housing (4), a push rod (3) being displaceable within the brake cylinder housing (4) by operation of a brake pedal (5), a piston (14) movably arranged within the brake cylinder housing (4), the piston (14) having a first surface and a second surface opposite the first surface, a hydraulic chamber (11) formed within the brake cylinder housing (4) between the first surface of the piston (14) and an inner surface of the brake cylinder housing (4), wherein the hydraulic chamber (11) is configured for being selectively fluidly connected with the wheel brakes, an elastic simulator element (13) arranged between the second surface of the piston (14) and the push rod (3) for pedal feel simulation, a locking element (22) configured to selectively mechanically couple the push rod (3) with the piston (14) to provide a rigid connection between the push rod (3) and the piston (14) during the emergency operating mode.

2. The brake system (1) of claim 1, characterized in that the locking element (22) is configured such that a motion of the piston (14) triggers a locking motion of the locking element (22) to provide the rigid connection between the push rod (3) and the piston (14) during the emergency operating mode.

3. The brake system (1) of any one of claim 1, characterized that the locking element (22) is configured to selectively mechanically couple the push rod (3) with the piston (14) by mechanical means converting a force from application of the brake pedal (5) into a motion of the locking element (22) that mechanically couples the push rod (3) with the piston (14).

4. The brake system (1) of any one of claim 1, characterized in that the locking element (22) is configured to be brought into contact with the push rod (3) to mechanically couple the push rod (3) with the piston (14).

5. The brake system (1) of any one of claim 1, characterized in that the locking element (22) is movably attached to the piston (14).

6. The brake system (1) of claim any one of claim 1, characterized in that the locking element (22) is pivotally connected with the piston (14).

7. The brake system (1) of any one of claim 1, characterized in that the brake cylinder housing (4) comprises a simulator chamber (17) in which the locking element (22) is connected to the piston (14), wherein the locking element (22) is configured to mechanically couple the push rod (3) with the piston (14) due to a movement of the locking element (22) triggered by a mechanical interaction between the locking element (22) and an inner wall (21) of the simulator chamber (17).

8. The brake system (1) of any one of claim 1, characterized in that the brake cylinder housing (4) comprises a simulator chamber (17) in which the locking element (22) is connected to the piston (14), wherein the simulator chamber (17) comprises a larger diameter portion (19) and a smaller diameter portion (18), wherein the locking element (22) is connected with the piston (14) and is in contact with an inner wall (21) of the simulator chamber (17), wherein the locking element (22) is configured such that a transition from the smaller diameter portion (18) to the larger diameter portion (19) upon movement of the piston (14) brings the locking element (22) into contact with the push rod (3) to mechanically couple the push rod (3) with the piston (14).

9. The brake system (1) of claim 8, characterized by a spring mechanism configured to force a portion (25) of the locking element (22) outward upon transition from the smaller diameter portion (18) of the simulator chamber (17) to the larger diameter portion (19), thereby causing a swiveling motion of the locking element (22) that brings the locking element (22) into contact with push rod (3).

10. The brake system (1) of any one of claim 1, characterized in that the locking element (22) is crown shaped.

11. The brake system (1) of any one of claim 1, characterized by a cut-off valve (12) arranged between the hydraulic chamber (11) and the wheel brakes for cutting off a fluid connection between the hydraulic chamber (11) and the wheel brakes in the normal operating mode and for enabling a fluid connection between the hydraulic chamber (11) and the wheel brakes in the emergency operating mode.

12. The brake system (1) of claim 11, characterized in that the cut-off valve (12) is normally open.

13. The brake system (1) of any one of claim 1, characterized by a pedal sensor for detecting an operation of the brake pedal (5) and a control unit for controlling brake actuation in the normal operating mode depending on sensor signals of the pedal sensor.

Description

[0018] Exemplary embodiments will be described in conjunction with the following figures.

[0019] FIG. 1 shows a schematic view of a brake system for a vehicle,

[0020] FIG. 2 shows a schematic view of the brake cylinder during a normal operating mode, and

[0021] FIGS. 3(a) and (b) show schematic views of the brake cylinder during an emergency operating mode.

[0022] FIG. 1 shows a brake system 1 for a vehicle. The brake system 1 comprises a brake cylinder 2. The brake cylinder 2 comprises a push rod 3 and a brake cylinder housing 4 and is described in more detail below. The push rod 3 is connected with a brake pedal 5 such that pushing the brake pedal 5 pushes the push rod 3 into the brake cylinder housing 4. The brake pedal 5 is further coupled to a pedal travel sensor, which is coupled to a control unit (not shown) of the system 1. During a normal operating mode, braking may be performed using an actuation unit. The actuation unit may be connected with the control unit and comprises electro-magnetic brake units 6, 6′. The electro-magnetic brake units 6, 6′ each comprise an electric motor and a rotation/translation gear to convert a rotational motion generated by the electric motor into a linear braking motion. The electro-magnetic brake units 6, 6′ are each attached to or formed as a part with a wheel caliper assembly 7, 7′. The wheel caliper assemblies 7, 7′ each comprise a set of brake pads 8, 8′, 9, 9′ configured to press against wheel brake discs (not shown) from opposing sides, when the braking motion is performed by the electro-magnetic brake units 6, 6′. During the normal operating mode, a stroke of the brake pedal 5 is detected using the pedal travel sensor and a corresponding signal is sent to the control unit. When the brake pedal 5 is applied by a driver of the vehicle, the control unit sends a brake signal to the electro-magnetic brake units 6, 6′, which then perform the braking motion to stop or slow down the vehicle. In the example shown in the figure, two wheel caliper assemblies 7, 7′ are shown. However, an electro-magnetic brake unit may be provided, e.g., on each of four wheels the vehicle.

[0023] The brake system 1 also comprises a hydraulic system as an emergency fallback mode when the actuation unit malfunctions. In the example shown in FIG. 1, the wheel caliper assemblies 7, 7′ each comprise a hydraulic chamber designed to push the brake pads 8, 8′, 9, 9′ against the brake disks when pressurized. To pressurize the hydraulic chambers of the wheel caliper assemblies 7, 7′, hydraulic connections 10, 10′ are provided that fluidly connect the brake cylinder 2 with hydraulic chambers of the wheel caliper assemblies 7, 7′. The hydraulic connections 10, 10′, e.g., hydraulic pipes, as well as the hydraulic chambers of the brake cylinder 2 and the wheel caliper assemblies 7, 7′ may, e.g., be pre-filled with brake fluid prior to assembly of the system 1. By using pre-filled components, a fill and bleed process may not be required after assembly of the system 1.

[0024] The hydraulic connections 10, 10′ are fluidly connected to a hydraulic chamber 11 of the brake cylinder 2 via a cut-off valve 12. The cut-off valve 12 may be selectively controllable by the control unit. Typically, the cut-off valve 12 is a solenoid valve, which is normally open (NO valve), such that it enables fluid to flow between the hydraulic chamber 11 of the brake cylinder 2 and the hydraulic chambers of the wheel caliper assemblies 7, 7′ when the valve is de-energized. When the brake pedal 5 is applied in the emergency operating mode, the push rod 3 pushes against an elastic simulator element 13, which pushes a piston 14 into the hydraulic cavity 11 of the brake cylinder, thereby pushing hydraulic fluid from the hydraulic cavity 11 of the brake cylinder 2 through the cut-off valve 12 and into the hydraulic cavities of the wheel caliper assemblies 7, 7′ to apply the brakes and slow the vehicle.

[0025] The system 1 further comprises a normally closed valve 15, which is configured to fluidly connect the hydraulic connections 10, 10′ with a fluid reservoir or low pressure chamber 16. The chamber 16 may be included in the brake cylinder housing 4 so that no additional plastic reservoir is needed. In case the cut-off valve 12 leaks in the normal operating mode, the normally closed valve 15 ensures that brake fluid is supplied back to the chamber 16 instead of the brake fluid being applied to the brake caliper assemblies 7, 7′. Thereby, unintended brake activation may be prevented. The valves 12, 15 are depicted in their default, non-powered states, i.e., according to the emergency operating mode. In the fallback mode the normally closed valve 15 is closed and the normally open valve 12 is opened, so that a direct hydraulic connection is made between a brake cylinder and the wheel brakes.

[0026] FIG. 2 shows the brake cylinder 2 in more detail in a state corresponding to a normal operating mode. In the normal operating mode, the cut-off valve 12 is closed, so that depression of the brake pedal 5 does not directly apply braking force to the hydraulic wheel brakes. While, as described above, the brake cylinder 2 functions to operate the hydraulic wheel brakes in the emergency operating mode, in the normal operating mode, the brake cylinder 2 provides the function of pedal feel simulation. For this purpose, the elastic simulator element 13 is arranged between the push rod 3 and the piston 14 within the brake cylinder housing 4. The elastic simulator element 13 generates a pedal force when the brake pedal 5 is operated in the normal operating mode. The elastic simulator element 13 may be integrally formed of an elastomer, such as rubber or silicone. In particular, the elastic simulator element 13 is designed for a compression force and has a progressive spring characteristic. The elastic simulator element 13 has an elongate, solid body. A longitudinal direction of the elongate body is axially aligned with the brake cylinder 2. In the embodiment shown, a centerline of the elongate body coincides with a centerline of the brake cylinder 2. An axial end portion of the elastic simulator element 13 is in contact with and received within a recess 116 in the piston 14, and another axial end portion of the elastic simulator element 13 is in contact with and received within a recess in the push rod 3. The end portion of the elastic simulator element 13 facing the rod 14 is tapered. When the brake pedal 5 is completely depressed, the elastic simulator element 13 is deformed to snugly fit in the recess 116 of the second piston 14. In both the normal operating mode and the emergency mode, the elastic simulator element 13 is retained between the piston 14 and the push rod 3. In the normal operating mode (powered operating mode), the cut-off valve 12 is in its closed position. Therefore, the piston 14 is locked. When the driver depresses the brake pedal 5, the push rod 3 pushes toward the piston 14 and the elastic simulator element 13 is compressed. As a result, the driver experiences a brake pedal feel that he/she would also experience when operating a conventional brake system being solely hydraulically actuated during a brake action. In some embodiments, the push rod 3 may in addition be connected with a hydraulic damper, which may be incorporated in the cylinder housing 4. In this way, additional damping can be provided in a cost efficient way.

[0027] FIGS. 3(a) and (b) illustrate the brake cylinder 2 in the emergency operating mode (non-powered operating mode). In this case, the cut-off valve 12 is in its opened position to allow hydraulic communication between the hydraulic chamber 11 of the brake cylinder and the hydraulic chambers of the brake caliper assemblies 7, 7′, so that the driver's input to the brake pedal 5 causes braking. Therefore, when the brake pedal 5 is applied, the push rod 3 pushes the piston 14 to the left first, see FIG. 3(a), and then further to the left, see FIG. 3(b).

[0028] The piston 14 and the push rod 3 are partially received within a simulator chamber 17 formed within the brake cylinder housing 4. The simulator chamber 17 comprises a smaller diameter portion 18 and a larger diameter portion 19 as well as a transition region 20 with increasing diameter between the smaller diameter portion 18 and the larger diameter portion 19. An inner wall 21 of the simulator chamber 17 is generally cylindrical in the smaller diameter portion 18 and in the larger diameter portion 19.

[0029] The brake cylinder 2 further comprises a rigid locking element 22 to reduce the travel loss that would be caused by a compression of the elastic simulator element 13, when the driver applies the brake pedal 5 in the emergency operating mode. The locking element 22 enables a rigid connection between the push rod 3 and the piston 14 in the emergency operating mode. For this purpose, the locking element 22 is attached to the piston 3 such that it can rotate with respect to the piston 3. The locking element 22 is arranged between the piston 3 and the inner wall 21 of the simulator chamber 17. The locking element 22 is crown shaped and comprises multiple teeth, an upper and lower one of which are shown in the figures. In addition, a spring 25 is arranged between the piston 3 and a portion 23 of the locking element 22. Another portion 24 extends toward the push rod 3.

[0030] In the normal mode of operation as shown in FIG. 2, the locking element 22 abuts the inner wall 21 of the simulator chamber 17 in the smaller diameter portion 18. In this case, no contact is made between the locking element 22 and the push rod 3. When the cut-off valve 12 opens in the emergency operating mode, the piston 14 is allowed to move to the left upon actuation of the brake pedal 5. In this situation, the locking element 22 is moved to the transition region 20 of the simulator chamber 17. Because the diameter of the simulator chamber 17 widens in the transition region 20, the spring 25 forces the portion 23 of the locking element 22 outward, as shown in FIG. 3(a). As the portion 23 is pushed outward, the other portion 24 of the locking element 22 moves inward due to the rotatable attachment of the locking element 22 with the piston 14. Eventually, the portion 24 of the locking element 22 that extends toward the push rod 3 comes into contact with a front surface 26 of the push rod 3. In this way, a force applied to the brake pedal 5 may be transmitted from the push rod 3 to the piston 14 via the rigid locking element 22 in the emergency operating mode. Hence, the locking motion of the locking element 22 is caused by a shape of the inner wall 21 of the simulator chamber 17 or may alternatively be caused by another integrated part having a corresponding shape. While the mechanism shown enables a fully mechanically triggered locking motion of the locking element 22, in other embodiments, the locking mechanism may electro-mechanically activated, in particular against a spring. For example, the locking motion of the locking element 22 may be controlled by the control unit to enable a programmable solution with higher flexibility.

[0031] As shown in FIG. 3(b), as the piston is pushed further into the hydraulic chamber 11, the locking element 22 maintains contact with the push rod 3 to enable reliable and efficient operation of the brake in the emergency operating mode. In some embodiments, the brake cylinder 2 is configured such that during a braking motion in the emergency operation, a ratchet-like locking mechanism provides several stops as the piston 14 is pushed into the hydraulic chamber 11 to make it possible to pump the brake in the emergency operating mode. In some embodiments, the system comprises a pressure sensor configured to measure a pressure in the hydraulic chamber 11 of the brake cylinder 2.

[0032] Features of the different embodiments which are merely disclosed in the exemplary embodiments may be combined with one another and may also be claimed individually.