Abstract
A brake booster includes an input element actuatable by a driver, an actuator for generating a support force, an output element to which an input or support force may be applied and via which an actuating force may be applied to a piston of a brake master cylinder, and a force transmission unit having elastic properties, situated between the input element and the actuator, and the output element, and transmitting the input and/or support forces to the output element. An air gap, which in idle mode is smaller or larger than a desired air gap, is provided between the input element and the force transmission unit. A method for operating the brake booster includes generating a support force prior to a braking intent to be anticipated or immediately after detection of a braking intent, in a time span before or immediately after detection of an actuation of the input element.
Claims
1. A brake booster, comprising: an input element which is actuatable by a driver, an actuator for generating a support force, an output element, to which an input force or the support force may be applied by the input element and/or the actuator and via which an actuating force may be applied to a piston of a brake master cylinder, and a force transmission unit having elastic properties, which is situated between the input element and the actuator on one end and the output element on an other end and which transmits the input force and/or the support force to the output element, wherein a target air gap corresponding to a desired air gap at a beginning of a braking operation is provided between the input element and the force transmission element by actuation of the actuator to generate the support force one of (i) prior to a braking intent to be anticipated or (ii) immediately after detection of a braking intent by the driver, wherein an air gap between the input element and the force transmission element in idle mode is one of smaller or larger than the target air gap corresponding to the desired air gap at the beginning of the braking operation, wherein the support force is generated independently of a movement of the input element, wherein the brake booster has a preload unit, which acts on the force transmission unit such that it applies a force couple to the force transmission unit when the brake booster is in the idle mode.
2. The brake booster as recited in claim 1, the preload unit including: a force generation unit which actively applies a first force of the force couple to the force transmission unit, and a reaction unit which generates a reaction force to the first force which together with the first force forms the force couple.
3. The brake booster as recited in claim 2, wherein the force generation unit in the idle mode of the brake booster is configured as a preloaded spring element which rests with one side on the force transmission unit.
4. The brake booster as recited in claim 2, wherein the reaction unit includes a stop, on which the force transmission unit directly or indirectly rests.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
(1) FIG. 1 shows an equivalent diagram of a brake booster according to the present invention.
(2) m FIG. 2 shows a schematic illustration of a first exemplary embodiment of a brake booster according to the present invention.
(3) FIG. 3 shows a schematic illustration of a second exemplary embodiment of a brake booster according to the present invention.
DETAILED DESCRIPTION
(4) FIG. 1 shows an equivalent diagram of a brake booster 1 according to the present invention, based on which the mode of operation will also be explained in the following. An input element 2 is mechanically coupled to an actuating element, not shown, which for example may be designed as a brake pedal or a brake lever, and is thus actuatable by a driver. If an input force F.sub.in, which is greater than a force threshold value, acts on input element 2, which for example may be designed as an input piston, then the latter shifts by a distance S.sub.in. Here input force F.sub.in generally corresponds to an actuating force of the driver. The force threshold value is represented in FIG. 1 in the form of a spring element 3 having a stiffness c.sub.th and a spring preload F.sub.th. An actuator, not shown, may apply a support force F.sub.sup to a booster body 4, which results in an adjustment travel S.sub.sup of booster body 4. The actuator may be designed in any form, for example pneumatic or hydraulic or electrohydraulic or electromechanical or electrothermal. Booster body 4 may be designed, for example, as a backup piston. Via a force transmission unit 5, which has elastic properties, input force F.sub.in and support force F.sub.sup are combined into an output force F.sub.out and transmitted to an output element 6. Output element 6 shifts here by a distance S.sub.out. Output element 6 is mechanically coupled to a piston, not shown, of a brake master cylinder, to which a (brake) actuating force maybe applied by the force transmission unit. Force transmission unit 5 is designed in such a way that a deviation of the ratio of the support force F.sub.sup to the input force F.sub.in from a predefined ratio results in a deflection or deformation of force transmission unit 5. Force transmission unit 5 is thus designed as a force balance, which may be implemented in the form of an elastically deformable reaction disk or an elastic spring construction. From output element 6, a force F.sub.TMC acts on the force transmission unit which results from the preload of the springs in the brake master cylinder and, where applicable, from a pre-pressure.
(5) The equivalent diagram of brake booster 1 furthermore contains variables which characterize force transmission unit 5. For example, force transmission unit 5 has a stiffness C.sub.2. In addition, a point of contact 7 of output element 6 on force transmission unit 5 is apparent in FIG. 1. A quotient X indicates the ratio of distance x between point of contact 7 and a point of application on booster body 4 as well as the distance between point of contact 7 and a point of application on input element 2 (shown here as length 1). Here the lever lengths, i.e., lengths “x” and “1”, correspond, for example, to contact surfaces between input element 2 or booster m body 4 and a reaction disk. If there is a support force F.sub.sup and/or an input force F.sub.in, this may result in a deformation of force transmission unit 5 which is illustrated in FIG. 1 as dash-dot line 5′. This deformation of force transmission unit 5 results in a differential travel ds between the new position of the point of contact of input element 2 and its old position. Moreover, a return spring 8 having a stiffness c.sub.R is provided for force transmission unit 5.
(6) One first exemplary embodiment of a brake booster 1 according to the present invention and according to the equivalent diagram from FIG. 1 is illustrated in FIG. 2.
(7) The top part of FIG. 2 illustrates brake booster 1 in the idle mode of the braking system. An air gap 21 is recognizable between force transmission unit 5, which is designed as a reaction disk 20 in the illustrated exemplary embodiment, and input element 2. Such an air gap 21 is used to implement a so-called jump-in function and must first be overridden before input element 2 applies input force F.sub.in to reaction disk 20.
(8) In particular during the use of so-called zero drag calipers or also as a result of system design, undesirable free or dead travel may occur in the area of the braking system. In order to compensate for these, a support force F.sub.sup is generated by the actuator (not illustrated) prior to a braking intent to be anticipated or immediately after detection of a braking intent, in a time span before or immediately after detection of an actuation of input element 2. On the one hand, output element 6 is thus shifted in the direction of the brake master cylinder, whereby an output travel S.sub.out1 is overridden. On the other hand, reaction disk 20, as shown in the bottom part of FIG. 2, is also deformed. Since there is still no connection between input element 2 and reaction disk 20, this shift and deformation, however, do not have any influence on the actuating element (ignoring spring element 3) and consequently remain unnoticed by the driver.
(9) However, overridden output travel S.sub.out1 and the deformation of reaction disk 20 have a direct effect on the dimensions of air gap 21. In the illustrated exemplary embodiment, overridden output travel S.sub.out1 is greater than the deformation of reaction disk 20 pointing in the opposite direction. For this reason, air gap 21 is larger after the application of support force F.sub.sup, prior to a braking intent to be anticipated or immediately after detection of a braking intent (FIG. 2 bottom), than air gap 21 in idle mode (FIG. 2 top).
(10) The situation illustrated in the bottom part of FIG. 2 represents the initial situation at the beginning of the actual braking operation. Here, the desired jump-in function should take effect, i.e., air gap 21 should have exactly the desired dimensions in this operating situation. In order to implement this, air gap 21 in idle mode has to be set smaller than the desired air gap at the beginning of a braking operation. Support force F.sub.sup used to compensate for the undesirable free or dead travel is thus used to obtain the desired dimensions of air gap 21 prior to a braking intent to be anticipated or immediately after detection of a braking intent.
(11) In another implementation of the individual components of the braking system, support force F.sub.sup may also result in a reduction of air gap 21, prior to a braking intent to be anticipated or immediately after detection of a braking intent, in contrast to the illustrated variant. In this case, air gap 21 in idle mode has to be set correspondingly larger than the desired air gap at the beginning of a braking operation.
(12) As an alternative to the illustrated exemplary embodiment, input element 2 may also be split and have a first subcomponent which is actuatable by the driver for generating the input force and, separate from it, a second subcomponent for transmitting the input force to the force transmission unit. In this case, air gap 21 may also be provided between the first subcomponent and the second subcomponent of the input element without any effect on the applicability of the present invention.
(13) FIG. 3 shows another exemplary embodiment of the present invention. Here input element 2 is split and has a first subcomponent 30 which is actuatable by the driver for generating the input force F.sub.in and, separate from it, a second subcomponent 31 for transmitting input force F.sub.in to force transmission unit 5 which is implemented as reaction disk 20. In the idle mode of the braking system, which is illustrated in the top part of FIG. 3, return spring 8 of brake booster 1, which in this case serves as a force generation unit, rests via reaction disk 20 on second subcomponent 31 of input element 2. The side of second subcomponent 31 facing away from reaction disk 20 rests, in turn, on a stop 32, which in the case of this exemplary embodiment serves as a part of a reaction unit. A first force is thus actively applied to reaction disk 20 on the one hand via the preloaded return spring 8. This first force results via second subcomponent 31 and stop 32 in a reaction force acting in the opposite direction, which also acts on reaction disk 20. In this way, a force couple is applied to reaction disk 20, which results in the depicted deformation of reaction disk 20. The force generation unit thus forms, together with the reaction unit, a preload unit which acts on force transmission unit 5 in such a way that a force couple is applied to it in the idle mode of brake booster 1. As an alternative to the illustrated exemplary embodiment, the first force of the force couple may also be generated by another spring element such as a spring of the brake master cylinder. The first force may also be generated in a different manner, e.g., with the aid of an electric motor. Likewise, it is conceivable that the second force of the force couple is not generated as a reaction force, but also as an active force with the aid of an electric motor, for example.
(14) An air gap 21′, which is used to implement a jump-in function similarly to the exemplary embodiment according to FIG. 2, is provided between first subcomponent 30 and second subcomponent 31 of input element 2.
(15) If prior to a braking intent to be anticipated or immediately after detection of a braking intent in a time span before or immediately after detection of an actuation of input element 2, a support force F.sub.sup is generated by the actuator, not shown, then on the one hand output element 6 is shifted in the direction of the brake master cylinder. On the other hand, reaction disk 20, as shown in the central part of FIG. 3, is also deformed. This results in the situation that an output travel S.sub.out of output element 6 is overridden; the two subcomponents 30 and 31 of input element 2, however, remain precisely in their position until a contact force between input element 2 and reaction disk 20 (with loose coupling of second subcomponent 31 to reaction disk 20) or between input element 2 and stop 32 (with fixed coupling of second subcomponent 31 to reaction disk 20) is equal to zero. If support force F.sub.sup is increased further, then air gap 21′ between first subcomponent 30 and second subcomponent 31 of input element 2 (cf. FIG. 3 bottom) increases, if second subcomponent 31 is fixedly coupled to reaction disk 20. In the case of loose coupling (not illustrated) of second subcomponent 31 of input element 2 to reaction disk 20, a further increase of support force F.sub.sup results in an additional air gap between reaction disk 20 and second subcomponent 31 of input element 2 and/or in an enlargement of air gap 21′. Both the enlargement of air gap 21′ and the formation of an additional air gap between reaction disk 20 and second subcomponent 31 of input element 2 would have the result, however, if no further measures were taken, that the total air gap would become too large for implementing the desired jump-in function. Similarly to the exemplary embodiment according to FIG. 2, this effect is compensated for in that air gap 21′ in the idle mode, which is, for example, set during the manufacture of brake booster 1, is smaller than a desired air gap at the beginning of a braking operation. In this exemplary embodiment, a further increase in support force F.sub.sup may also result in a reduction of originally set air gap 21′ as a function of the ratio of the deformation characteristics (stiffness) of force transmission unit 5 and of the brake master cylinder, upon the piston of which output element 6 acts, and in conjunction with the braking system. In this case, in order to compensate for this effect, air gap 21′ in the idle mode has to be set correspondingly larger than a desired air gap at the beginning of a braking operation, similarly to the exemplary embodiment according to FIG. 2.
(16) Brake booster 1 is thereby in a position, prior to a braking intent to be anticipated or immediately after detection of a braking intent, to override an output travel S.sub.out without any feedback effect on first subcomponent 30 of input element 2 and is thus unnoticeable by the driver. This may be utilized in order to compensate for undesirable dead or free travel in the braking system. The change in the dimensions of air gap 21′ thus resulting is compensated for by the appropriate reduction or enlargement of air gap 21′ in idle mode.
(17) As already mentioned, according to the present invention a support force F.sub.sup is generated prior to a braking intent to be anticipated or immediately after detection of a braking intent in a time span before or immediately after detection of an actuation of input element 2. The precise point in time may be set in a variety of ways. For example, a release of the accelerator pedal or an activation of a brake light switch, or even detection of a drag torque, may be interpreted as indications for a shortly to be anticipated actuation of input element 2 of the brake booster and may thus be used as a trigger for the successive increase in support force F.sub.sup.
(18) As an alternative to the exemplary embodiment shown in FIG. 3, input element 2 may also be situated movably in a tube, which in the idle mode of brake booster 1 is in contact with force transmission unit 5 and rests with its side facing away from force transmission unit 5 on stop 32. In this case, the reaction force is generated via the tube in cooperation with stop 32. Naturally, to force transmission unit 5, i.e., for example reaction disk 20, may also rest directly on stop 32 without any effect on the applicability of the present invention due to appropriate structural design of brake booster 1.
