JP7569813B2 - Brake device for vehicle hydraulic brake system - Google Patents

Description

The present invention relates to a brake device for a hydraulic brake system of a vehicle. The present invention also relates to a hydraulic brake system for a vehicle. Furthermore, the present invention relates to a method for manufacturing a brake device for a hydraulic brake system of a vehicle.

Patent document 1 discloses a vehicle brake system having a first booster mechanism with a first primary piston that defines a first reduction chamber, and a second booster mechanism with a second primary piston that defines a first chamber. The brake pedal is coupled to the first primary piston of the first booster mechanism in the following manner: the first primary piston is displaceable by the driver's braking force acting on the brake pedal, so that brake fluid is displaceable through a first liquid outlet formed in the first reduction chamber and a first liquid inlet formed in the first chamber of the second booster mechanism via a tube having a valve. Closing the valve should prevent volumetric displacement from the first reduction chamber of the first booster mechanism into the first chamber of the second booster mechanism, despite the displacement of the first primary piston into the first reduction chamber of the first booster mechanism.

DE 102011002966 A1

The present invention provides a brake device for a vehicle hydraulic brake system having the features of claim 1, a vehicle hydraulic brake system having the features of claim 9, and a method for manufacturing a brake device for a vehicle hydraulic brake system having the features of claim 10.

The present invention provides a brake device for a hydraulic brake system of a vehicle/automobile, or a hydraulic brake system of a vehicle/automobile, in which a volumetric displacement from the first reduction chamber of the first pressure booster mechanism into the first chamber of the second pressure booster mechanism can already be prevented by the displacement of the second primary piston of the second pressure booster mechanism from its starting position. This eliminates the need to provide a valve, in particular an electrically switchable valve, in the first hydraulic coupling mechanism extending from the first liquid outlet of the first reduction chamber to the first liquid inlet of the first chamber, as in the prior art. The valve thus omitted contributes to a reduction in manufacturing costs and to an easiness in miniaturizing the brake device or the hydraulic brake system according to the present invention, compared to the prior art. Furthermore, the brake device or the hydraulic brake system according to the present invention can be operated quieter than the state of the art, since it does not generate valve switching noise during operation, which was still necessary in the prior art. Therefore, the brake device according to the present invention or a brake system equipped with the same has improved NVH (Noise Vibration Harshness) values.

A further advantage of the invention is that in the brake device according to the invention or in a hydraulic brake system comprising the same, the volume displacement from the first reduction chamber of the first pressure intensifier into the first chamber of the second pressure intensifier is always prevented when the second primary piston of the second hydraulic pressure intensifier is displaced to its starting position, and can therefore be based on the functionality of the actuator used to displace the second primary piston. Thus, a hydraulic brake system comprising the brake device according to the invention can be used as a non-powered brake system in the functionality of the actuator used to displace the second primary piston, while in the event of failure of the actuator, for example due to a voltage loss, it automatically transitions to a mechanical/hydraulic fallback level, in which the driver of the vehicle can without problem, by his driver braking force, cause a volume displacement from the first reduction chamber of the first pressure intensifier into the first chamber of the second pressure intensifier, and thus a brake pressure increase in at least one wheel brake cylinder coupled to the second pressure intensifier. The present invention therefore provides a hydraulic brake system that is user-friendly and yet has relatively high safety standards.

In an advantageous embodiment of the brake device, the first chamber is sealed fluid-tight from the first brake fluid inlet by the second primary piston displaced from its starting position, at least one sealing element fixed to the second primary piston, and/or at least one sealing element fixed to the inner wall of the housing of the second booster mechanism, as long as the second primary piston is displaced from its starting position. Thus, in the embodiment of the brake device described herein, a cost-effective technique can be used to seal the first chamber fluid-tight from the first fluid inlet when the second primary piston is displaced from its starting position.

Preferably, the electric motor is directly or indirectly coupled to the second primary piston such that the second primary piston is displaceable from its starting position by the motor force provided by the electric motor. In this case, the electric motor can be used as a "power source" for performing non-human braking, while at the same time ensuring that the embodiment of the brake device described herein, or the hydraulic brake system comprising it, transitions to its mechanical/hydraulic fallback level in the event of an electric motor failure.

In a further advantageous embodiment, the brake device includes a simulator mechanism with a displaceable piston, which defines a spring chamber formed in the simulator mechanism and is supported by at least one spring arranged in the spring chamber, in which case, as long as the second primary piston is displaced from its starting position, the brake fluid pushed out of the first deceleration chamber can be displaced into the simulator mechanism via the first fluid inlet and via the simulator port formed in the first chamber, while as long as the second primary piston is in its starting position, the simulator port is sealed fluid-tight from the first fluid inlet. Thus, whenever volumetric displacement from the first deceleration chamber of the first booster mechanism into the first chamber of the second booster mechanism is blocked, it is ensured that the driver operating the brake operating element decelerates in the simulator mechanism and therefore has a standard brake operating feel/pedal feel despite the blocked volumetric displacement. At the same time, it is ensured that, at the mechanical/hydraulic fallback level, the driver's deceleration operation in the simulator mechanism does not unnecessarily lose the driver's braking force.

As a further advantageous configuration, the second booster mechanism may include a second secondary piston displaceably arranged between the first and second chambers of the second booster mechanism, in which case the second secondary piston is supported by at least one elastic element such that the second secondary piston is in its starting position as long as the second primary piston is in its starting position. Thus, the second booster mechanism may have a tandem brake master cylinder.

In this case, the first booster mechanism preferably includes a first secondary piston displaceably arranged between the first and second reduction chambers of the first booster mechanism, the first secondary piston being displaceable by the driver braking force such that brake fluid can be pushed out of the second reduction chamber through a second liquid outlet formed in the second reduction chamber, and the second hydraulic coupling mechanism extends from the second liquid outlet to a second liquid inlet formed in the second chamber. Thus, the brake fluid displaced through the second liquid inlet via the second liquid outlet and the second hydraulic coupling mechanism can be utilized for brake pressure boosting in at least one wheel brake cylinder coupled to the second chamber.

According to an advantageous embodiment, a leakage hole is formed in the second chamber such that, as long as the second secondary piston is in its starting position, brake fluid can be sucked into the second chamber through the leakage hole, and, on the other hand, as long as the second secondary piston is displaced from its starting position, the second chamber is sealed fluid-tight from the leakage hole. The leakage hole or a brake fluid reservoir connected to the leakage hole is thus available for the subsequent leakage of brake fluid.

Complementarily, the first booster mechanism may further include a displaceable simulator piston, which defines a simulator chamber formed in the first booster mechanism and is supported by at least one simulator spring arranged in the simulator chamber, in which case, as long as the second secondary piston is displaced from its starting position, the brake fluid can be displaced from the simulator chamber via the other hydraulic coupling mechanism and through the leakage hole, while as long as the second secondary piston is in its starting position, the opening of the other hydraulic coupling mechanism formed in the second chamber is sealed fluid-tight from the leakage hole. In the embodiment of the brake device described here, whenever a volumetric displacement from the first deceleration chamber of the first booster mechanism into the first chamber of the second booster mechanism is prevented, the driver can decelerate in the simulator realized by the simulator piston, the simulator chamber and at least one simulator spring, so that the driver has a standard brake operation feeling/pedal feeling despite the volumetric displacement being prevented. The embodiment of the brake system described herein also ensures that the mechanical/hydraulic fallback level does not result in loss of driver braking force due to undesired driver deceleration maneuvers in the simulator in such situations.

The above-mentioned advantages are also ensured in a hydraulic brake system for a vehicle comprising a brake device of this type and at least one brake circuit hydraulically coupled to the first chamber and/or the second chamber of the second booster mechanism of the brake device, each of which comprises at least one wheel brake cylinder.

Furthermore, a corresponding method for manufacturing a brake device for a hydraulic brake system of a vehicle of this type is also implemented, providing the above-mentioned advantages. It is noted that the method for manufacturing the brake device can be further configured according to the above-mentioned embodiment of the brake device.

Further features and advantages of the present invention will now be described with reference to the accompanying drawings.
1 is a schematic partial view of an embodiment of a braking device; 1 is a schematic partial view of an embodiment of a braking device; 1 is a schematic partial view of an embodiment of a braking device; 1 is a schematic partial view of an embodiment of a braking device; 1 is a schematic partial view of an embodiment of a braking device; 1 is a schematic partial view of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a schematic diagram of an embodiment of a braking device; 1 is a flow chart illustrating an embodiment of a method for manufacturing a brake device for a vehicle hydraulic braking system.

Figure 1 is a schematic diagram of a first embodiment of a brake device.

The brake device, as shown diagrammatically in FIG. 1, includes a first booster mechanism 10 having a first primary piston 12, which defines a first deceleration chamber 14 formed in the first booster mechanism 10. A brake operating element 16 is directly or indirectly connectable/connected to the first primary piston 12 such that the first primary piston 12 is displaceable such that brake fluid can be pushed out of the first deceleration chamber 14 through a first liquid outlet formed in the first deceleration chamber 14.

The brake system of FIG. 1 also includes a second intensifier mechanism 18 having a second primary piston 20 defining a first chamber 22 formed within the second intensifier mechanism 18. The brake system further includes a first hydraulic coupling mechanism 24 extending from a first fluid outlet to a first fluid inlet formed in the first chamber 22.

As long as the second primary piston 20 is in its so-called starting position, the brake fluid pushed out of the first deceleration chamber 14 can/is displaced into the first chamber 22 via the first fluid inlet. In contrast, as long as the second primary piston 20 is displaced from its starting position, the first chamber 22 is sealed fluid-tight from the first fluid inlet. The starting position of the second primary piston 20 may be understood to be, in particular, the position that the second primary piston 20 occupies as long as the actuator power of the actuator directly or indirectly coupled thereto does not act on the second primary piston 20.

1, the first intensifier mechanism 10 can be used for the driver's deceleration by the driver's braking force acting on the brake operating element 16, while the second intensifier mechanism 18 can be used to generate non-human braking. A particular advantage of the brake system of FIG. 1 is that the second primary piston 20 is displaced from its starting position during the non-human braking by the second intensifier mechanism 18, and thus the volume displacement induced by the driver's braking force from the first deceleration chamber 14 of the first intensifier mechanism 10 into the first chamber 22 of the second intensifier mechanism 18 is "automatically" prevented. Therefore, the non-human braking generated by the second intensifier mechanism 18 can be performed independently/separately from the operation of the brake operating element 16. Furthermore, the braking system of FIG. 1 does not require a valve mounted in the first hydraulic coupling mechanism 14 to prevent volumetric displacement from the first deceleration chamber 14 of the first booster mechanism 10 into the first chamber 22 of the second booster mechanism 18. This reduces the manufacturing costs of the braking device, facilitates its miniaturization, and ensures a quieter operation of the braking device.

1, insofar as the second primary piston 20 is displaced from its starting position, the first chamber 22 may be sealed fluid-tight from the first liquid inlet by the second primary piston 20 displaced from its starting position and/or by at least one sealing element 26a and 26b. The at least one sealing element 26a and 26b may optionally be at least one sealing element 26a fixed to the second primary piston 20 and/or at least one sealing element 26b fixed to the inner wall of the housing of the second booster mechanism 18. The second booster mechanism 18 may therefore be fully compatible with a standard brake master cylinder, such as, for example, a standard tandem brake master cylinder, possibly with minor modifications.

Preferably, the electric motor 28 (as an actuator) is directly or indirectly coupled to the second primary piston 20 such that the second primary piston 20 is displaceable/displaceable from its starting position by the motor force output from the electric motor 28. In this way, the motor force output from the electric motor 28 can cause a brake pressure increase in at least one wheel brake cylinder coupled to the second pressure booster mechanism 18. The driver operating the brake operating element 16 is "decoupled" during unpowered braking generated by the electric motor 28 so that the driver does not feel a counter-effect of the brake pressure increase in at least one wheel brake cylinder by the second primary piston 20 displaced from its starting position.

The electric motor 28 can be started without any problems by means of at least one control signal 30 of the (optional) control device 32 for performing unassisted braking. The output of the at least one control signal 30 to the electric motor 28 can be made taking into account at least one sensor signal 36 provided to the control device 32 by at least one sensor 34a and 34b. The at least one sensor 34a and 34b can be formed, for example, as at least one sensor 34a for detecting the operation of the brake operating element 16. The at least one sensor 34a can in particular be a pedal stroke sensor, a rod stroke sensor and/or a difference stroke sensor. Alternatively or complementary, the at least one sensor 34a and 34b can also be a preload sensor 34b (see FIG. 6). Thus, insofar as this is desired, the unassisted braking performed by the second pressure booster mechanism 18 and the electric motor 28 can be adapted in response to a brake desired default indicated by the operation of the brake operating element 16 by the driver. Optionally, the sensor device 32 may be configured to take into account a brake default signal 38 of a vehicle-specific automatic speed control device or a vehicle-external automatic traffic control device when starting the electric motor 28 by the at least one control signal 30.

During unattended braking, which is performed by the electric motor 28, the driver braking force acting on the brake operating element 16 does not prevent the brake pressure boost in at least one wheel brake cylinder coupled to the second booster mechanism 18, so that the generator brake torque generated by the drive motor (not shown) used as a generator during unattended braking can be unimpededly overridden. Furthermore, the driver operating the brake operating element 16 is "decoupled" during unattended braking in the following way, i.e. in such a way that he does not feel the reaction of the brake pressure in at least one wheel brake cylinder and is therefore never aware of the overriding process.

In the event of a failure of the electric motor 28, for example due to a voltage loss or due to a failure of the control device 32, the second primary piston 20 is usually in its starting position, so that the driver can decelerate in at least one wheel brake cylinder connected to the second pressure booster mechanism 18 by the driver braking force acting on the brake operating element 16 via the first pressure booster mechanism 10 and the second pressure booster mechanism 18. Thus, in the brake system of FIG. 1, a mechanical/hydraulic fallback level is formed in the event of a failure of the electric motor 28, which allows the driver to cause a brake pressure boost in at least one wheel brake cylinder connected to the second pressure booster mechanism 18 by the driver braking force, thus reliably slowing down and in particular stopping the vehicle.

As an optional further configuration, the second booster mechanism 18 of the brake system of FIG. 1 includes a second secondary piston 40 displaceably arranged between the first chamber 22 and the second chamber 42 of the second booster mechanism 18. The second secondary piston 40 is supported by at least one elastic element (not shown) in such a way that, as long as the second primary piston 20 is in its starting position, the second secondary piston 40 is in its starting position. The second chamber 42 may therefore be formed with a leakage hole 44 such that, as long as the second secondary piston 40 is in its starting position, brake fluid can be sucked into the second chamber 42 through the leakage hole 44, while, as long as the second secondary piston 40 is displaced from its starting position, the second chamber 42 is sealed fluid-tight from the leakage hole 44. Thus, the leak hole 44 in the second chamber 42 can be used to provide sequential leaking while simultaneously allowing pressure build-up in both chambers 22 and 42 of the second brake pressure booster mechanism 18, both in the case of non-human braking caused by the electric motor 28 and in the case of deceleration caused by the driver braking force via the first brake pressure booster mechanism 10.

In the case of the brake system of FIG. 1, one brake circuit may be connected to each of the two chambers 22 and 42 of the second booster mechanism 18. The mechanical/hydraulic fallback level formed in the brake system is therefore a two-circuit fallback level, which ensures good ease of use for the user and a relatively high safety standard of the fallback level.

1, the first intensifier mechanism 10 may optionally include a displaceable simulator piston 46, which defines a simulator chamber 48 formed in the first intensifier mechanism 10 and is supported by means of at least one simulator spring 50 arranged in the simulator chamber 48. In particular, as long as the second primary piston 20 is displaced from its starting position, and thus the volume displacement from the first deceleration chamber 14 of the first intensifier mechanism 10 into the first chamber 22 of the second intensifier mechanism 18 is prevented, the driver braking force acting on the brake operating element 16 can be transmitted to the at least one simulator spring 50. Thus, the driver operating the brake operating element 16 has a normal brake operating feel/pedal feel despite the volume displacement being prevented. For example, in the case of the brake device of FIG. 1, the simulator piston 46, the simulator chamber 48 and the at least one simulator spring 50 are arranged on the side of the first deceleration chamber 14 facing away from the first primary piston 12.

Figure 2 is a schematic partial view of a second embodiment of the brake device.

2 differs from the previously described embodiment only in that the simulator piston 46, the simulator chamber 48 and at least one simulator spring 50 are arranged on the side of the first primary piston 16 and the first deceleration chamber 14 that faces the brake operating element 16. For other characteristics of the brake device of FIG. 2, please refer to the above description. In particular, the brake device of FIG. 2 may also be formed with the above-mentioned components 28, 32, 34a, 34b.

Figure 3 is a schematic partial view of a third embodiment of the brake device.

The brake device of FIG. 3 differs from the previously described embodiment only in that the brake device has a mechanical simulator mechanism 52 arranged parallel to the first booster mechanism 10 instead of the components 46 to 50 that were integrated in the first booster mechanism 10. For other characteristics of the brake device of FIG. 3, please refer to the embodiment of FIG. 1. In particular, the brake device of FIG. 3 may also be formed with the above-mentioned components 28, 32, 34a, 34b.

Figures 4a and 4b are schematic partial views of a fourth embodiment of the brake device.

In the brake device of Fig. 4a and Fig. 4b, a leakage hole 44 is formed in the first chamber 22 of the second pressure booster mechanism 18, so that the brake fluid can subsequently leak through this leakage hole 44 or also through a brake fluid reservoir connected thereto. Fig. 4a shows the second primary piston 20 in its starting position. It can be seen that, when the second primary piston 20 is in its starting position, the leakage hole 44 is sealed liquid-tight from the first chamber 22 by a sealing element 26a fixed to the second primary piston 20 and a sealing element 26b fixed to the housing inner wall of the second pressure booster mechanism 18. On the other hand, when the second primary piston 20 is in its starting position, brake fluid can be displaced between the first fluid inlet and the first chamber 22 through a hole 54 extending through the second primary piston 20. When the second primary piston 20 is in its starting position, the hole 54 extends "through" the packings 26a and 26b that fluid-tightly seal the leak hole 44, i.e., so as to prevent the brake fluid displaced between the first fluid inlet and the first chamber 22 from "leaking" through the leak hole 44.

As shown in FIG. 4b, as long as the second primary piston 20 is displaced from its starting position, the first liquid inlet is sealed fluid-tight from the first chamber 22 by the sealing elements 26a and 26b. The leak hole 44 also remains fluid-tight sealed from the first chamber 22. However, the second primary piston 20 can move in such a way that the first liquid inlet continues to remain fluid-tight sealed from the first chamber 22, while brake fluid can leak into the first chamber 22 through the leak hole 44.

For further characteristics of the brake device of Figs. 4a and 4b, reference is made to the previously described embodiments. In particular, the brake device of Figs. 4a and 4b may also be formed with the previously described components 28, 32, 34a, 34b.

Figure 5 is a schematic partial view of a fifth embodiment of the brake device.

In the brake device of FIG. 5, the leak hole 44 is formed in the first chamber 22 of the second booster mechanism 18 in such a way that the leak hole 44 is fluid-tight sealed from the first chamber 22 when the second primary piston 20 is in its starting position. However, the second primary piston 20 can move in such a way that the first fluid inlet is fluid-tight sealed from the first chamber 22 while brake fluid can leak into the first chamber 22 through the leak hole 44 and the hole 54 extending through the second primary piston 20.

For other characteristics of the brake device of FIG. 5, reference is made to the previously described embodiments. In particular, the brake device of FIG. 5 may also be formed with the previously described components 28, 32, 34a, and 34b.

Figure 6 is a schematic diagram of a sixth embodiment of the brake device.

The brake device, which is diagrammatically illustrated in FIG. 6, has, as an advantageous further configuration, a simulator mechanism 56 with a displaceable piston 58. The displaceable piston 58 defines a spring chamber 60 formed in the simulator mechanism 56 and is supported by at least one spring 62 arranged in the spring chamber 60. Furthermore, the simulator mechanism 56 is connected to the first chamber 22 of the second booster mechanism 18 via a simulator port 63 formed in the first chamber 22 of the second booster mechanism 18 in the following manner: as long as the second primary piston 20 is displaced from its starting position, the brake fluid pushed out from the first deceleration chamber 14 of the first booster mechanism 10 is displaceable into the simulator mechanism 56 via the first fluid inlet and via the simulator port 63, so that the piston 58 of the simulator mechanism 56 is displaced against the spring force of the at least one spring 62. However, as long as the second primary piston 20 is in its starting position, the simulator port 63 is sealed fluid-tight from the first fluid inlet.

Thus, the driver operating the brake operating element 16, during unpowered braking generated by the electric motor 28, which displaces the second primary piston 20 from its starting position, can decelerate unhindered in the simulator mechanism 56 and thus have a normal brake operating/pedal feel, but in the event of a failure of the electric motor 28, i.e. when the second primary piston 20 is in the starting position, the entire brake fluid displaced from the first deceleration chamber 14 of the first booster mechanism 10 by the driver braking force is utilized to increase the brake pressure in at least one chamber 22 and 42 of the second booster mechanism 18 and to increase the brake pressure in at least one wheel brake cylinder coupled to the second booster mechanism 18. The simulator mechanism 56 is thus completely "disconnected/isolated" from the second booster mechanism 18 within the mechanical/hydraulic fallback level, so that neither volume nor driver braking force is "wasted".

For other characteristics of the brake device of FIG. 6, reference is made to the previous embodiment. In particular, the brake device of FIG. 6 may also be configured with an (optional) control device 32.

Figure 7 is a schematic diagram of a seventh embodiment of the brake device.

In the brake device of FIG. 7, when the second primary piston 20 is in its starting position, brake fluid can be conveyed between the first liquid inlet and the first chamber 22 via the hole 54 extending through the second primary piston 20, while at the same time the simulator port 63 is sealed liquid-tight from the first liquid inlet by at least one sealing element 26a fixed to the second primary piston 20. If the second primary piston 20 is displaced from its starting position, the first liquid inlet is sealed liquid-tight from the first chamber 22 by at least one sealing element 26a fixed to the second primary piston 20. However, as long as the second primary piston 20 is displaced from its starting position, brake fluid can be conveyed between the first liquid inlet and the simulator port 63.

As an additional feature, the brake device of FIG. 7 further includes a second secondary piston 40, which is formed with a hole 66 extending through the second secondary piston 40, in which case, when the second secondary piston 40 is in its starting position, brake fluid can leak into the second chamber 42 through the leakage hole 44 and the hole 66 extending through the second secondary piston 40. However, if the second primary piston 20 is displaced from its starting position, the leakage hole 44 is liquid-tight sealed from the hole 66 and the second chamber 42 by at least one sealing element 26a fixed to the second secondary piston 40.

For other characteristics and configuration requirements of the brake device of FIG. 7, reference is made to the previously described embodiments. In particular, the brake device of FIG. 7 may also be configured with an (optional) control device 32 and at least one sensor 34a and 34b.

Figure 8 is a schematic diagram of an eighth embodiment of the brake device.

Regarding the characteristics and configuration requirements of the brake device of FIG. 8, reference is made to the previous embodiment. In particular, the brake device of FIG. 8 may also be configured with an (optional) control device 32 and at least one sensor 34a and 34b.

Figure 9 is a schematic diagram of a ninth embodiment of the brake device.

In the case of the brake device shown diagrammatically in FIG. 9, the first pressure booster mechanism 10 additionally includes a first secondary piston 70 displaceably arranged between the first deceleration chamber 14 and the second deceleration chamber 68. The first secondary piston 70 is displaceable by the driver braking force acting (on the brake operating element 16) such that brake fluid can be pushed out of the second deceleration chamber 68 through a second fluid outlet formed in the second deceleration chamber 68. The second hydraulic coupling mechanism 72 extends from the second fluid outlet to a second fluid inlet formed in the second chamber 42. The driver can therefore also move brake fluid from the second deceleration chamber 68 of the first pressure booster mechanism 10 into the second chamber 42 of the second pressure booster mechanism 18 by the driver braking force acting on the brake operating element 16.

In the case of the brake device of FIG. 9, the second secondary piston 40 is advantageously arranged so that, as long as the second secondary piston 40 is in its starting position, brake fluid can be transferred from the second deceleration chamber 68 through the second hydraulic coupling mechanism 72 and the second fluid inlet into the second chamber 42, while, as long as the second secondary piston 40 is displaced from its starting position, the second fluid outlet is fluid-tightly sealed from the second chamber 42 of the second booster mechanism 18. Thus, also in the case of the brake device of FIG. 9, during non-human braking, a volume displacement induced by the driver's braking force from the second deceleration chamber 68 of the first booster mechanism 10 into the second chamber 42 of the second booster mechanism 18 is "automatically" prevented, so that non-human braking can be performed independently/separately from the operation of the brake operating element 16. Furthermore, the brake device of FIG. 9 does not require a valve mounted in the second hydraulic coupling mechanism 72 to prevent volumetric displacement from the second reduction chamber 68 of the first booster mechanism 10 into the second chamber 42 of the second booster mechanism 18. This reduces the manufacturing costs of the brake device, facilitates its miniaturization, and ensures quieter operation of the brake device.

For other characteristics and configuration requirements of the brake device of FIG. 9, reference is made to the previous embodiment. In particular, the brake device of FIG. 9 may also be formed with an (optional) control device 32 and at least one sensor 34a and 34b.

In all the above-mentioned braking systems, insofar as the driver operates the brake operating element 16 with an unusually large driver braking force and/or at a significantly high speed, it may happen that brake fluid is already displaced into the first chamber 22 before the electric motor 28 reacts with the displacement of the second primary piston 20 from its starting position. In this case, due to the volume already displaced into the first chamber 22, a somewhat higher pressure is frequently set in the second pressure booster mechanism 18 and correspondingly in at least one wheel brake cylinder connected thereto. However, this is rarely a disadvantage, since a strong and fast operation of the brake operating element 16 by the driver often indicates "panic braking" and in such cases a somewhat higher pressure in at least one wheel brake cylinder is often rather desirable. Furthermore, during "panic braking" the driver typically does not notice or barely notices any changes in the behavior of the brake system, such as a slightly different brake operation feel/pedal feel and/or a stronger reaction of the hydraulic brake system to the driver's expressed desire to brake.

Figure 10 is a schematic diagram of a tenth embodiment of the brake device.

10 further comprises a throttle 74 mounted in the first hydraulic coupling mechanism 24 as an optional further configuration to the embodiment of FIG. 8. When the brake operating element 16 is operated with a driver braking force within the standard force range and a speed within the standard speed range, the throttle 74 does not/almost never throttles the volume displacement through the first hydraulic coupling mechanism 24. However, insofar as the driver operates the brake operating element 16 with an abnormally large driver braking force and/or a significantly higher speed, the throttle 74 can throttle the volume displacement through the first hydraulic coupling mechanism 24 to such an extent that the electric motor 28 can react before a significant volume change occurs in the first chamber 22 of the second booster mechanism 18.

For other characteristics and configuration requirements of the brake device of FIG. 10, please refer to the previous embodiment. In particular, the brake device of FIG. 10 may also be formed with an (optional) control device 32 and at least one sensor 34a and 34b.

Figure 11 is a schematic diagram of an eleventh embodiment of a brake device.

In the brake device of FIG. 11, as an advantageous further configuration, the simulator chamber 48 of the first pressure booster mechanism 10 is connected to the second pressure booster mechanism 18 via the other hydraulic coupling mechanism 76 in such a way that, as long as the second secondary piston 40 is displaced from its starting position, brake fluid can be displaced from the simulator chamber 48 via the other hydraulic coupling mechanism 76 and through the leakage hole 44 formed in the second chamber 42 of the second pressure booster mechanism 18 (possibly into a brake fluid reservoir connected thereto), while, as long as the second secondary piston 40 is in its starting position, the opening 78 formed in the second chamber of the other hydraulic coupling mechanism 76 is fluid-tight sealed from the leakage hole 44. Thus, if the volume displacement from the first deceleration chamber 14 of the first intensifier mechanism 10 into the first chamber 22 of the second intensifier mechanism 18 is blocked, the driver can decelerate in the simulator realized by the simulator piston 46, the simulator chamber 48 and at least one simulator spring 50 in the case of non-human braking. The driver therefore has a standard brake operation feel/pedal feel in the case of non-human braking, despite the volume displacement being blocked. In addition, the brake system of FIG. 11 ensures, at the mechanical/hydraulic fallback level, that the driver's brake force is not lost due to the driver's undesired deceleration operation in the simulator in such a situation.

For other characteristics and configuration requirements of the brake device of FIG. 11, please refer to the previous embodiment. In particular, the brake device of FIG. 11 may also be formed with an (optional) control device 32 and at least one sensor 34a and 34b.

Figure 12 is a schematic diagram of a twelfth embodiment of a brake device.

12 differs from the above-mentioned embodiment only in that the simulator chamber 48 of the first booster mechanism 10 is connected to the first chamber 22 of the second booster mechanism 18 via the other hydraulic coupling mechanism 76 in such a way that, as long as the second primary piston 20 is displaced from its starting position, brake fluid can be displaced from the simulator chamber 48 via the other hydraulic coupling mechanism 76 and through the leakage hole 44 formed in the first chamber 22 of the second booster mechanism 18 (possibly into a brake fluid reservoir connected thereto), while as long as the second primary piston 20 is in its starting position, the opening 80 formed in the second chamber of the other hydraulic coupling mechanism 76 is liquid-tight sealed from the leakage hole 44. The brake device of FIG. 12 therefore takes advantage of the fact that the second primary piston 20 usually moves a significantly longer distance than the second secondary piston 40.

For other characteristics and configuration requirements of the brake device of FIG. 11, please refer to the previous embodiment. In particular, the brake device of FIG. 11 may also be formed with an (optional) control device 32 and at least one sensor 34a and 34b.

The advantages of the above-mentioned multiple brake devices are also ensured in a hydraulic brake system for a vehicle having such a brake device and at least one brake circuit hydraulically coupled to the first chamber 22 and/or the second chamber 42 of the second booster mechanism 18, each of which has at least one wheel brake cylinder.

Figure 13 is a flow chart illustrating one embodiment of a method for manufacturing a brake device for a vehicle hydraulic brake system.

In method step S1, a first booster mechanism with a first primary piston is formed as follows: the first primary piston defines a first deceleration chamber formed in the first booster mechanism, and a vehicle brake operating element is directly or indirectly connectable and/or connected to the first primary piston as follows: In a subsequent actuation of the brake system, the first primary piston is displaced by a driver braking force acting on the brake operating element as follows: the first primary piston is displaced so that brake fluid is forced out of the first deceleration chamber through a liquid outlet formed in the first deceleration chamber.

In method step S2, a second booster mechanism with a second primary piston is formed as follows, that is, the second primary piston is formed so as to define a first chamber formed in the second booster mechanism. Furthermore, in method step S3, a hydraulic coupling mechanism is formed extending from a liquid outlet formed in the first deceleration chamber to a liquid inlet formed in the first chamber. In method step S2, the second booster mechanism is formed as follows, that is, as long as the second primary piston is in its starting position, the brake fluid pushed out from the first deceleration chamber is displaced through the liquid inlet into the first chamber, and as long as the second primary piston is displaced from its starting position, the first chamber is liquid-tightly sealed from the first liquid inlet.

As a result, the brake system produced by the method steps S1 to S3 has the advantages already mentioned above. The method steps S1 to S3 may be carried out in any order, overlapping in time or simultaneously.

10 First pressure booster mechanism 12 First primary piston 14 First deceleration chamber 16 Brake operating element 18 Second pressure booster mechanism 20 Second primary piston 22 First chamber 24 First hydraulic coupling mechanism 26a, 26b Sealing element 28 Electric motor 40 Second secondary piston 42 Second chamber 44 Leak hole 46 Simulator piston 48 Simulator chamber 50 Simulator spring 56 Simulator mechanism 58 Piston 60 Spring chamber 62 Spring 63 Simulator port 68 Second deceleration chamber 70 First secondary piston 72 Second hydraulic coupling mechanism 76 Another hydraulic coupling mechanism 78 Opening

Claims (3)

a first pressure intensifier mechanism (10) including a first primary piston (12), the first primary piston defining a first deceleration chamber (14) formed in the first pressure intensifier mechanism (10), a vehicle brake operating element (16) being directly or indirectly connectable to the first primary piston (12) such that the first primary piston (12) is displaceable by a driver braking force acting on the brake operating element (16) such that brake fluid can be forced out of the first deceleration chamber (14) via a first fluid outlet formed in the first deceleration chamber (14);
a second intensifier mechanism (18) having a second primary piston (20), the second primary piston defining a first chamber (22) formed within the second intensifier mechanism (18);
a first hydraulic coupling (24) extending from the first liquid outlet to a first liquid inlet formed in the first chamber (22);
A brake device for a hydraulic brake system of a vehicle, comprising:
As long as the second primary piston (20) is in its starting position, the brake fluid pushed out from the first deceleration chamber (14) can be displaced into the first chamber (22) through the first fluid inlet, while as long as the second primary piston (20) is displaced from its starting position, the first chamber (22) is fluid-tightly sealed from the first fluid inlet;
the second booster mechanism (18) comprises a second secondary piston (40) displaceably arranged between the first chamber (22) and the second chamber (42) of the second booster mechanism (18), the second secondary piston (40) being supported by at least one elastic element such that the second secondary piston (40) is in its starting position as long as the second primary piston (20) is in its starting position,
a leakage hole (44) is formed in the second chamber (42) such that, as long as the second secondary piston (40) is in its starting position, brake fluid can be sucked into the second chamber (42) through the leakage hole (44), and, on the other hand, as long as the second secondary piston (40) is displaced from its starting position, the second chamber (42) is sealed liquid-tight from the leakage hole (44);
a first booster mechanism including a displaceable simulator piston, the displaceable simulator piston defining a simulator chamber formed in the first booster mechanism and supported by at least one simulator spring disposed in the simulator chamber, wherein, as long as the second secondary piston is displaced from its starting position, brake fluid is displaceable from the simulator chamber through another hydraulic coupling mechanism and through the leakage hole, while, as long as the second secondary piston is in its starting position, an opening of the other hydraulic coupling mechanism formed in the second chamber is liquid-tight sealed from the leakage hole . 2. The brake device of claim 1, wherein the first pressure intensifier mechanism (10) includes a first secondary piston (70) displaceably disposed between the first reduction speed chamber (14) and a second reduction speed chamber (68) of the first pressure intensifier mechanism (10), the first secondary piston being displaceable by a driver braking force such that brake fluid can be pushed out of the second reduction speed chamber (68) through a second liquid outlet formed in the second reduction speed chamber (68), and a second hydraulic coupling mechanism (72) extending from the second liquid outlet to a second liquid inlet formed in the second chamber (42) . A brake device according to claim 1 or 2;
at least one brake circuit hydraulically connected to the first chamber (22) and/or the second chamber (42) of the second booster mechanism (18) of the brake system, each brake circuit comprising at least one wheel brake cylinder;
A hydraulic brake system for a vehicle .

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