WO2024180436A2 - Système de freinage - Google Patents

Système de freinage Download PDF

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Publication number
WO2024180436A2
WO2024180436A2 PCT/IB2024/051722 IB2024051722W WO2024180436A2 WO 2024180436 A2 WO2024180436 A2 WO 2024180436A2 IB 2024051722 W IB2024051722 W IB 2024051722W WO 2024180436 A2 WO2024180436 A2 WO 2024180436A2
Authority
WO
WIPO (PCT)
Prior art keywords
sensor
brake pedal
haptic feedback
braking
pedal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2024/051722
Other languages
English (en)
Other versions
WO2024180436A3 (fr
Inventor
Martina Truffello
Elisa SALVANESCHI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brembo SpA
Original Assignee
Brembo SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brembo SpA filed Critical Brembo SpA
Priority to CN202480016120.2A priority Critical patent/CN120957901A/zh
Priority to EP24713531.2A priority patent/EP4673344A2/fr
Publication of WO2024180436A2 publication Critical patent/WO2024180436A2/fr
Publication of WO2024180436A3 publication Critical patent/WO2024180436A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/18—Connection thereof to initiating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors

Definitions

  • the present invention is directed to a braking system of the Brake-By-Wire ("BBW") type of vehicles with two or more wheels, actuatable by a driver by means of a brake pedal or lever, and to a method of actuating a braking system.
  • BBW Brake-By-Wire
  • “Stiffness curve” means the relationship between the displacement of the brake pedal or lever along its stroke and the respective reaction force applied by the simulator device on the brake pedal or lever, and thus by the brake pedal or lever on the driver.
  • Braking feel simulator devices comprising a master cylinder connected to the brake pedal are known.
  • the master cylinder comprises a float, which is moved by the driver's mechanical action on the brake pedal and has the function of pressurizing the hydraulic fluid.
  • the hydraulic fluid is contained in a reservoir fluidly connected to the master cylinder by means of a hydraulic connection.
  • the master cylinder is fluidly connected by means of an additional hydraulic connection to an absorber, which is a device generally provided with a plurality of elastic elements arranged in series and in parallel, configured to apply an elastic reaction force as opposed to a brake pedal actuation.
  • an absorber which is a device generally provided with a plurality of elastic elements arranged in series and in parallel, configured to apply an elastic reaction force as opposed to a brake pedal actuation.
  • both BBW and conventional hydraulic braking systems do not allow transmitting to the driver special alerts or warning signals related to the braking system itself, such as a parking brake engagement or disengagement warning.
  • a further criticality of the known BBW braking system is that the known simulator devices have large dimensions which make them difficult to install inside the passenger compartment of the vehicle, where there is less space available, in both the hanging brake pedal configuration and the flat brake pedal configuration. Due to the large dimensions, the known simulator devices are generally installed in the engine compartment of the vehicle, under the hood.
  • a further critical issue with known simulator devices concerns the real and perceived safety of the driver due to the presence of pressurized components inside the passenger compartment, such as a possible installation of the master cylinder of the simulator device close to the driver. Indeed, it is necessary to maintain a constant pressure of about 50 bar inside the master cylinder to ensure the braking action.
  • FIG. 1 diagrammatically shows a braking system according to the prior art
  • FIG. 1 diagrammatically shows a braking system, according to an embodiment of the invention
  • FIG. 3 is a front perspective view of a braking pedal of a braking system according to an embodiment of the invention.
  • figure 4 is a perspective rear view of the brake pedal shown in figure 3;
  • figure 5 is a side view of the brake pedal shown in figure 3;
  • figure 6 is a bottom view of the brake pedal shown in figure 3;
  • figure 7 is an exploded perspective view of the brake pedal shown in figure
  • FIG. 8 is a perspective view of a braking feel simulator device of a braking system according to an embodiment of the invention.
  • figure 9 is a longitudinal section view of the braking feel simulator device in figure 8.
  • the present invention relates to a braking system of the Brake-By-Wire ("BBW") type of vehicles with two or more wheels, actuatable by a driver by means of a brake pedal or lever. Therefore, in the present description, the term “brake pedal” means indistinctly both a brake pedal for motor vehicles and the like and a brake lever for motorcycles, mopeds, and the like, unless otherwise specified. Moreover, “electrically connected” means a connection for the transmission of electric power and/or electric signals.
  • a braking system is generally indicated by reference numeral 1 .
  • the braking system 1 is a braking system of the "BBW” type.
  • the braking system 1 comprises a braking feel simulator device 2.
  • the braking system 1 comprises a brake pedal 3 operatively connected to the braking feel simulator device 2.
  • the braking system 1 is configured so that an actuation of the brake pedal 3 by a driver corresponds to a reaction force applied by the braking feel simulator device 2 to the brake pedal 3 as opposed to an actuation of the brake pedal 3.
  • the braking system 1 further comprises a haptic feedback actuator 4.
  • the haptic feedback actuator 4 is connected to the brake pedal 3.
  • the haptic feedback actuator 4 is configured to transmit a haptic feedback to the brake pedal 3.
  • Haptic feedback actuator 4 also means a "tactile feedback actuator”.
  • the braking system 1 thus configured allows returning to the driver haptic signals and feedbacks, such as the shaking or vibration which is triggered when the ABS system intervenes, by transmitting an appropriate haptic feedback from the haptic feedback actuator 4 to the brake pedal 3.
  • the braking system 1 thus configured allows transmitting, to the brake pedal 3 and thus to the driver, particular alerts or warning signals relating to the braking system 1 itself, such as an engagement or disengagement alert of the electronic parking brake (“EPB”) or an activation or deactivation alert of the electronic stability control (“ESC”), or an engagement or disengagement alert of the ignition key of the vehicle, or a malfunction alert of the braking system 1 , or a activation or deactivation alert of the regenerative braking.
  • EPB electronic parking brake
  • ESC electronic stability control
  • the braking system 1 allows transmitting, to the brake pedal 3, an insufficient or excessively light braking force alert, and thus an indication to the driver to increase the braking force, e.g., under conditions in which the vehicle is approaching other vehicles and the current braking force is not sufficient to avoid a collision.
  • the haptic feedback actuator 4 is configured to transmit, to the brake pedal 3, a vibration transmitted according to one or a plurality of vibration modes, or vibration "patterns", e.g., a clicking vibration, an increasing or decreasing ramp vibration, a pulsed vibration, a continuous intensity vibration, or a vibration interspersed with pauses of different durations, or continuous intensity vibrations of different durations, or vibrations at different vibration frequencies, or vibrations of different vibration intensity.
  • each vibration mode can correspond to a different signal or alert.
  • a braking system 1 thus configured allows transmitting modulated signals or alerts to a driver.
  • the haptic feedback actuator 4 is a piezoelectric actuator, or an eccentric rotating mass motor (“ERM”), or a linear resonant actuator (“LRA”), or a solenoid actuator, or a brushless actuator, or a stepper actuator, or a bass shaker actuator, or a voice coil 27 (“voice coil”) or any combination thereof.
  • ERP eccentric rotating mass motor
  • LRA linear resonant actuator
  • solenoid actuator or a brushless actuator, or a stepper actuator, or a bass shaker actuator, or a voice coil 27 (“voice coil”) or any combination thereof.
  • the haptic feedback actuator 4 is a voice coil 27, preferably of passive type, i.e., electrically powered by an electrical power source outside the voice coil 27.
  • the haptic feedback actuator 4 is powered by a battery or an electrical wiring.
  • the electrical wiring is integrated inside brake pedal 3, preferably inside a pedal crank 6 of the brake pedal 3. As a result, the electrical wiring is advantageously hidden from view and does not generate any obstacle for the driver.
  • the brake pedal 3 is the brake pedal of a motor vehicle.
  • the brake pedal 3 comprises a pedal 5 fixed to a pedal crank 6.
  • the pedal 5 is fixed to an end of the pedal crank 6.
  • the opposite end of the pedal crank 6 is operatively connected to the braking feel simulator device 2.
  • the pedal 5 comprises a pressure wall 7 and an opposite fixing wall 8.
  • the pressure wall 7 faces the driver and is configured to be pressed by a driver's foot so as to actuate the brake pedal 3.
  • the fixing wall 8 faces the pedal crank 6 and is fixed to the pedal crank 6.
  • the pedal crank 6 comprises a supporting wall 9 facing the pedal 5 and fixed to the pedal 5.
  • the supporting wall 9 is fixed to the fixing wall 8 of the pedal 5.
  • the haptic feedback actuator 4 is positioned at the pedal 5.
  • the haptic feedback actuator 4 is positioned at the fixing wall 8 of the pedal 5.
  • the haptic feedback actuator 4 is positioned interposed between the pedal 5 and the pedal crank 6.
  • the haptic feedback actuator 4 is positioned interposed between the fixing wall 8 of the pedal 5 and the supporting wall 9 of the pedal crank 6.
  • the supporting wall 9 forms a housing seat 10 delimited by a housing wall 28.
  • the housing seat 10 is open towards the pedal 5.
  • the haptic feedback actuator 4 is housed inside the housing seat 10.
  • the haptic feedback actuator 4 is a voice coil 27, i.e., a voice coil, inserted into the housing seat 10.
  • the haptic feedback actuator 4 is positioned against the pedal 5, preferably against the fixing wall 8 of the pedal 5.
  • a contact between the haptic feedback actuator and the pedal 5 promotes the transmission of vibrations from the haptic feedback actuator 4 to the pedal 5.
  • the haptic feedback actuator 4 is rigidly fixed to the housing wall 28.
  • the housing wall 28 is made of metal material.
  • such a configuration promotes the transmission of vibrations from the haptic feedback actuator 4 to the pedal 5, and thus to the driver, thus avoiding a damping of such vibrations.
  • the haptic feedback actuator 4 is positioned so as to transmit vibrations mainly along a transmission direction substantially transverse to the pressure wall 7 of the pedal 5.
  • the haptic feedback actuator 4 is positioned at a central portion of the pedal 5.
  • such a positioning promotes the transmission of vibrations from the haptic feedback actuator 4 to the pedal 5, and thus to the driver.
  • the voice coil 27 defines a symmetry axis 26.
  • the voice coil 27 is positioned inside the housing 10 so that the symmetry axis 26 of the voice coil 27 is transverse to the fixing wall 8 and/or the pressure wall 7 of the pedal 5.
  • the voice coil 27 is configured to vibrate along a direction parallel to the symmetry axis 26.
  • a haptic feedback actuator 4 thus configured allows transmitting haptic signals to the driver more efficiently. Moreover, such a configuration allows transmitting the vibration of the voice coil 27 mainly along a direction substantially parallel to the direction of the force applied by a driver to the pedal 5.
  • the braking system 1 comprises at least a first sensor 11 .
  • the at least a first sensor 1 1 is connected to the brake pedal 3. [0081] The at least a first sensor 1 1 is configured to detect an actuation and/or movement of the brake pedal 3.
  • the at least a first sensor 11 is either a position sensor, or a pressure sensor, or a force sensor or a combination thereof.
  • the at least a first sensor 11 is either a laser position sensor, or an infrared pressure sensor, or an elastomeric sensor, or a piezoelectric sensor, or a Hall effect sensor, or a magnetoresistive sensor, or a linear magnetic sensor, or a microelectromechanical system (“MEMS”), or a fiber optic sensor, or a strain gage, or a proximity sensor, or an eddy current sensor, or a differential sinecosine sensor, or a torque sensor, or a combination thereof.
  • MEMS microelectromechanical system
  • the at least a first sensor 1 1 is connected to the pedal crank 6 of the brake pedal 3.
  • such a positioning of the at least a first sensor 1 1 at the pedal crank 6 increases and preserves the measurement accuracy of the at least a first sensor 11.
  • the at least a first sensor 1 1 is positioned at the end of the pedal crank 6 opposite to the pedal 5.
  • the at least a first sensor 1 1 is positioned at the pedal 5.
  • the at least a first sensor 1 1 is positioned at the haptic feedback actuator 4.
  • the braking system 1 comprises at least a second sensor 24.
  • the at least a second sensor 24 is distinct from the at least a first sensor 11 .
  • the at least a second sensor 24 is configured to detect an actuation and/or a movement of the braking feel simulator device brake 2.
  • the at least a second sensor 24 is positioned at the braking feel simulator device 2.
  • the at least a second sensor 24 is configured to detect the movement of at least one component of the braking feel simulator device 2.
  • the at least a second sensor 24 is either a position sensor or a pressure sensor or a force sensor or a combination thereof.
  • the at least a second sensor 24 is either a laser position sensor, or an infrared pressure sensor, or an elastomeric sensor, or a piezoelectric sensor, or a Hall effect sensor, or a magnetoresistive sensor, or a linear magnetic sensor, or a microelectromechanical system (“MEMS”), or a fiber optic sensor, or a strain gage, or a proximity sensor, or an eddy current sensor, or a differential sinecosine sensor, or a torque sensor, or a combination thereof.
  • MEMS microelectromechanical system
  • the braking system 1 comprises an electronic processing unit 12.
  • the electronic processing unit 12 is electrically connected to the haptic feedback actuator 4.
  • the electronic processing unit 12 is also electrically connected to the at least a first sensor 11 .
  • the electronic processing unit 12 is also electrically connected to the at least a second sensor 24.
  • the electronic processing unit 12 is configured to control the haptic feedback actuator 4 to transmit a haptic feedback to the brake pedal 3. Specifically, the electronic processing unit 12 is configured to control the haptic feedback actuator 4 to transmit a haptic feedback to the brake pedal 3 upon the detection of an actuation and/or movement of the brake pedal 3 by the at least a first sensor 11 and/or upon an actuation and/or movement of the braking feel simulator device 2 by the at least a second sensor 24.
  • the braking feel simulator device 2 can be either of the dry type, i.e., not immersed in hydraulic fluid, or of the wet type, i.e., immersed in hydraulic fluid.
  • the braking feel simulator device 2 comprises a reservoir 14 and an absorber 13.
  • the reservoir 14 is configured to contain hydraulic fluid.
  • the absorber 13 is configured to apply a reaction force to the brake pedal 3 as opposed to an actuation of the brake pedal 3.
  • the absorber 13 is configured to contain the hydraulic fluid.
  • the reservoir 14 and the absorber 13 are fluidly connected directly to each other by means of a first hydraulic pipe 15.
  • the first hydraulic pipe 15 comprises a calibrated orifice 16 interposed between the reservoir 14 and the absorber 13.
  • the calibrated orifice 16 is configured to dampen a flow of hydraulic fluid passing between the absorber 13 and the reservoir 14.
  • an actuation of the braking feel simulator device 2 thus configured, in response to an actuation of the brake pedal 3, conveys a flow of hydraulic fluid from the absorber 13 to the reservoir 14, which is damped by the calibrated orifice 16.
  • Such a damping in combination with the contrasting action of the absorber 13, obtains the reaction force in response to an actuation of the brake pedal 3 which emulates the stiffness curve of a conventional braking system.
  • a braking system 1 comprising a braking feel simulator device 2 thus configured is more compact than the braking systems of the prior art and is adapted to be installable inside the passenger compartment of the vehicle, in both the hanging brake pedal configuration and the flat brake pedal configuration.
  • the braking feel simulator device 2 thus configured lacks a master cylinder interposed between the reservoir 14 and the absorber 13 and thus has smaller overall size and volume.
  • the braking feel simulator device 2 thus configured lacks hydraulic machines interposed between the reservoir 14 and the absorber 13.
  • a braking system 1 comprising a braking feel simulator device 2 thus configured is simplified compared to the prior art because it lacks a master cylinder. Such a simplification results in low costs and lower maintenance requirements.
  • a braking system 1 comprising a braking feel simulator device 2 thus configured has increased safety, both real and perceived by the driver.
  • the braking feel simulator device 2 is only subjected to a low transient pressure peak when the hydraulic fluid starts flowing from the absorber 13 to the reservoir 14.
  • the braking feel simulator device 2 is configured to contain hydraulic fluid, with fluid continuity, inside the absorber 13 and the reservoir 14.
  • the braking feel simulator device 2 comprises hydraulic fluid contained, with fluid continuity, inside the absorber 13 and the reservoir 14.
  • the hydraulic fluid fills the absorber 13, the first hydraulic pipe 15, and at least partially the reservoir 14.
  • the absorber 13 extends along an actuation axis 17, between a first absorber end and an opposite second absorber end.
  • the first hydraulic pipe 15 extends along a direction substantially transverse to the actuation axis 17.
  • such a configuration reduces the overall volume of the braking feel simulator device 1 .
  • the absorber 13 is configured to be connectable to the brake pedal 3 at the first end of the absorber.
  • the absorber 13 is configured to be actuatable by the brake pedal 3 at the first absorber end.
  • the absorber 13 is configured so that an actuation of the brake pedal 3 corresponds to a pressurization of the hydraulic fluid contained in the absorber 13, which conveys a flow of hydraulic fluid from the absorber 13 to the reservoir 14, through the first hydraulic pipe 15.
  • the absorber 13 comprises a peripheral wall 18 extending substantially in a direction parallel to the actuation axis 17, between the first absorber end and the second absorber end.
  • the peripheral wall 18 defines a housing compartment 19 therein, configured to contain the hydraulic fluid.
  • the reservoir 14 comprises a containment wall and a bottom wall.
  • the bottom wall is substantially transverse to the containment wall.
  • the bottom wall and the containment wall form an inner compartment configured to contain the hydraulic fluid.
  • the containment wall forms a top-up opening.
  • the top-up opening is positioned opposite to the bottom wall.
  • the top-up opening is configured to allow a top-up of hydraulic fluid in the reservoir 14.
  • the top-up opening is closable by means of a cap.
  • the first hydraulic pipe 15 extends through the bottom wall of the reservoir 14 and the peripheral wall 18 of the absorber 13.
  • the first hydraulic pipe 15 thus fluidly connects the reservoir compartment to the housing compartment 19. [00138]
  • such a configuration reduces the overall volume of the braking feel simulator device 2.
  • the reservoir 14 is fixed to the absorber 13.
  • the reservoir 14 is made in one piece with the absorber 13.
  • the bottom wall extends in a plane substantially parallel to the actuation axis 17 and the containment wall is substantially transverse to the actuation axis 17.
  • the bottom wall of the reservoir 14 substantially coincides with a portion of the peripheral wall 18 of the absorber 13.
  • the reservoir 14 is at least partially interpenetrated with the absorber 13.
  • the bottom wall of the reservoir 14 is at least partially interpenetrated with the peripheral wall 18 of the absorber 13.
  • the reservoir 14 is distinct from the absorber 13.
  • the fluid connection between the reservoir 14 and the absorber 13 is ensured by the first hydraulic pipe 15.
  • the reservoir 14 thus configured is freely positionable and orientable with respect to the absorber 13.
  • the first hydraulic pipe comprises a flexible pipe, extending between the reservoir 14 and the absorber 13.
  • the calibrated orifice 16 is configured to generate the damping required by a driver.
  • the calibrated orifice 13 forms a section of diameter between 0.7 mm and 1 .5 mm.
  • the calibrated orifice 13 has a length of less than 3.0 mm.
  • the first hydraulic pipe 15 has a length of less than 10.0 mm.
  • the distance between the reservoir compartment and the housing compartment 19 is less than 3.0 mm.
  • the first hydraulic pipe 15 has a length of less than 3.0 mm.
  • the distance between the reservoir compartment and the housing compartment 19 is less than 3.0 mm.
  • the absorber 13 comprises at least one elastic element 23 positioned inside the housing compartment 19.
  • the at least one elastic element 23 is configured to apply a reaction force in response to an actuation of the braking feel simulation device 2. Specifically, the at least one elastic element 23 is configured to apply a reaction force to the brake pedal 3 in response to an actuation of the brake pedal 3 by a driver.
  • the at least one elastic element 23 is configured to be biased along a direction substantially parallel to the actuation axis 17.
  • the absorber 13 comprises a plurality of elastic elements 23 positioned in series and/or in parallel inside the housing compartment 19.
  • the elastic elements 23 comprise a plurality of helical compression springs positioned substantially coaxial to the actuation axis 17.
  • the elastic elements 23 comprise conical spring washers and/or square springs and/or torsion springs and/or strip springs and/or shaped springs.
  • the at least one elastic element 23 is immersed in the hydraulic fluid.
  • the plurality of helical compression springs positioned substantially coaxial to the actuation axis 17 is immersed in the hydraulic fluid.
  • the braking feel simulator device 2 comprises a second hydraulic pipe 20 which fluidly connects the reservoir 14 to the absorber 13.
  • the second hydraulic pipe 20 is distinct from the first hydraulic pipe 15.
  • the second hydraulic pipe 20 is configured to allow for a faster return of hydraulic fluid from the reservoir 14 to the absorber 13 following the release of the actuation of the braking feel simulator device 2.
  • the second hydraulic pipe 20 comprises a check valve 21 interposed between the reservoir 14 and the absorber 13.
  • the check valve 21 is configured to allow a flow of hydraulic fluid from the reservoir 14 to the absorber 13, and prevent a flow of hydraulic fluid from the absorber 13 to the reservoir 14.
  • the absorber 13 pushes the hydraulic fluid towards the reservoir 14, through the first hydraulic pipe 15 and the calibrated gap 16, which obtains a damping of the hydraulic fluid flow.
  • the check valve 21 ensures that the hydraulic fluid flow from the absorber 13 to the reservoir 14 flows through only the first hydraulic pipe 15. Conversely, upon the release of the braking feel simulator device 2, the hydraulic fluid flows out to the absorber 13 more rapidly, because it flows out through both the first hydraulic pipe 15 and the second hydraulic pipe 20.
  • the second hydraulic pipe 20 extends parallel to the first hydraulic pipe 15.
  • the absorber 13 comprises a thrust shaft 22.
  • the thrust shaft 22 is configured to be biased against the at least one elastic element 23, in response to an actuation of the brake pedal 3.
  • the thrust shaft 22 is positioned inside the housing compartment 19.
  • the thrust shaft 22 is configured to be biased by the brake pedal 3 in translation along the actuation axis 17 against the at least one elastic element 23.
  • the absorber 13 thus applies a force opposed to the actuation of the brake pedal 3.
  • the at least a second sensor 24 is configured to detect a movement of the thrust shaft 22 inside the absorber 13.
  • the at least a second sensor 24 is configured to detect a translation of the thrust shaft 22 along the actuation axis 17.
  • such a translation of the thrust shaft 22, actuatable by the brake pedal 3 can be correlated with the movement of the brake pedal 3 by a driver.
  • the movement of the brake pedal 3 is usable to determine the braking force required by a driver from the braking system 1 .
  • the at least one sensor 24 is positioned inside the absorber 13.
  • the at least a second sensor 24 is positioned inside the housing compartment 19.
  • the at least a second sensor 24 is positioned connected to the thrust shaft 22.
  • the brake pedal 3 is connected to the absorber 13 so that an actuation of the brake pedal 3 corresponds to a pressurization of the hydraulic fluid contained in the absorber 13, which conveys a flow of hydraulic fluid from the absorber 13 towards the reservoir 14, through the first hydraulic pipe 15.
  • the brake pedal 3 is connected to the absorber 13 by means of a mechanical connection 25, preferably by means of an articulated connection.
  • connection between the brake pedal 3 and the absorber 13 lacks a hydraulic connection.
  • the braking system 1 is configured so that an actuation of the brake pedal 3 by a driver corresponds to a reaction force applied by the braking feel simulator device 1 to the brake pedal 3 as opposed to an actuation of the brake pedal 3.
  • the reaction force applied by the braking feel simulator device 2 on the brake pedal 3 as opposed to an actuation of the brake pedal 3 is obtained by the combined counteracting action of the absorber 13 and the calibrated orifice 16.
  • the absorber 13 is configured to generate a reaction force as opposed to an actuation of the brake pedal 3, e.g., by means of the at least one elastic element 23 configured to counteract the actuation of the brake pedal 3.
  • the calibrated orifice 16 is configured to generate a damping force on the hydraulic fluid conveyed from the absorber 13 to the reservoir 14 through the first hydraulic pipe 15, under the actuation of the brake pedal 3, and such a damping force counteracts the actuation of the brake pedal 3.
  • the combined counteracting action of the absorber 13 and the calibrated orifice 16 is configured to simulate the feel and stiffness of a brake pedal or lever of the conventional hydraulic braking systems.
  • the braking system 1 comprises a plurality of additional sensors electrically connected to the electronic processing unit 12.
  • the additional sensors are configured to detect at least one driving parameter, preferably a plurality of driving parameters.
  • the additional sensors are configured to detect one or more of the following driving parameters: an engagement or disengagement of the electronic parking brake (“EPB”), and/or an activation or deactivation of the electronic stability control (“ESC”), and/or an insertion or removal of the vehicle ignition key, and/or a malfunction of the braking system 1 , and/or an activation or deactivation of regenerative braking performed by the braking system 1 , and/or to detect the intensity of the braking force actuated by the brake system 1 , and/or to detect a distance of the vehicle in which the braking system 1 is integrated with respect to other vehicles.
  • EPB electronic parking brake
  • ESC electronic stability control
  • the electronic processing unit 12 is configured to control the haptic feedback actuator 4 to transmit a haptic feedback to the brake pedal 3 upon one or more of the previous detections performed by the additional sensors.
  • the braking system 1 comprises at least one brake caliper.
  • the electronic processing unit 12 is electrically connected to at least one brake caliper and to the braking feel simulator device 2 and/or the brake pedal 3.
  • the electronic processing unit is configured to actuate the at least one brake caliper upon the detection of an actuation and/or movement of the braking feel simulator device 2 and/or an actuation and/or movement of the brake pedal 3.
  • the braking system 1 is of the type comprising at least:
  • a haptic feedback actuator 4 connected to the brake pedal 3, where the haptic feedback actuator 4 is configured to transmit a haptic feedback to the brake pedal 3;
  • the method comprises the steps of:
  • the method comprises the steps of:
  • the method comprises the steps of:
  • the braking system 1 is of the type comprising at least:
  • a haptic feedback actuator 4 connected to the brake pedal 3, where the haptic feedback actuator 4 is configured to transmit a haptic feedback to the brake pedal 3;
  • the method comprises the steps of:
  • the previously described methods comprise the further steps of: [00233] - associating, by means of the electronic processing unit 12, a distinct vibration mode with each driving parameter detectable by the additional sensors and/or the at least a first sensor 11 and/or the at least a second sensor 24;
  • such a method allows transmitting alerts and signals to the driver more effectively because each different alert and signal is associated with a different vibration mode.

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

Abstract

L'invention concerne un système de freinage (1), comprenant un dispositif simulateur de sensation de freinage (2) et une pédale de frein (3), la pédale de frein (3) étant reliée fonctionnellement au dispositif simulateur de sensation de freinage (2), le système de freinage (1) étant configuré de telle sorte qu'un actionnement de la pédale de frein (3) par un conducteur correspond à une force de réaction appliquée par le dispositif simulateur de sensation de freinage (2) à la pédale de frein (3) par opposition à un actionnement de la pédale de frein (3), le système de freinage (1) comprenant en outre un actionneur de rétroaction haptique (4) relié à la pédale de frein (3), l'actionneur de rétroaction haptique (4) étant configuré pour transmettre une rétroaction haptique à la pédale de frein (3).
PCT/IB2024/051722 2023-03-02 2024-02-22 Système de freinage Ceased WO2024180436A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202480016120.2A CN120957901A (zh) 2023-03-02 2024-02-22 制动系统
EP24713531.2A EP4673344A2 (fr) 2023-03-02 2024-02-22 Système de freinage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102023000003762 2023-03-02
IT102023000003762A IT202300003762A1 (it) 2023-03-02 2023-03-02 Sistema frenante

Publications (2)

Publication Number Publication Date
WO2024180436A2 true WO2024180436A2 (fr) 2024-09-06
WO2024180436A3 WO2024180436A3 (fr) 2024-10-24

Family

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PCT/IB2024/051722 Ceased WO2024180436A2 (fr) 2023-03-02 2024-02-22 Système de freinage

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Country Link
EP (1) EP4673344A2 (fr)
CN (1) CN120957901A (fr)
IT (1) IT202300003762A1 (fr)
WO (1) WO2024180436A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2026074438A1 (fr) * 2024-10-03 2026-04-09 Brembo N.V. Dispositif simulateur de sensation de freinage

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006025339A1 (de) * 2006-05-31 2007-12-06 GM Global Technology Operations, Inc., Detroit Pedal, insbesondere eines Kraftfahrzeugs
JP2011162176A (ja) * 2010-02-13 2011-08-25 Masao Goto 車のブレーキとアクセルのふみ間違いを振動（バイブレーション）で運転者に知らせる装置
KR101449289B1 (ko) * 2013-05-27 2014-10-08 현대자동차주식회사 차량의 가속 페달
DE202013103011U1 (de) * 2013-07-08 2013-07-15 Ford Global Technologies, Llc Fahrzeugpedal mit haptischer Rückmeldung
DE102015209189A1 (de) * 2015-05-20 2016-11-24 Continental Automotive Gmbh Pedal mit einem Aktor zum Erzeugen eines haptisch wahrnehmbaren Signals
DE102017220826A1 (de) * 2017-11-22 2019-05-23 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2026074438A1 (fr) * 2024-10-03 2026-04-09 Brembo N.V. Dispositif simulateur de sensation de freinage

Also Published As

Publication number Publication date
EP4673344A2 (fr) 2026-01-07
WO2024180436A3 (fr) 2024-10-24
CN120957901A (zh) 2025-11-14
IT202300003762A1 (it) 2024-09-02

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