Braking device and method for operating a hydraulic braking system of a vehicle

Abstract

The invention relates to a brake device for a hydraulic brake system of a vehicle, having a main brake cylinder, a drive mechanism with a control mechanism and an electric motor, and a reaction lever assembly on which a brake actuating element of the vehicle is so connected and / or connected that a driver brake force applied to the brake actuating element can be transmitted to the reaction lever assembly such that the reaction lever assembly can be pressed towards the output lever assembly or at least partially displaced into the main brake cylinder, wherein the control mechanism is so constructed and / or programmed that, at least in a normal mode of the brake device, a counterforce which is greater than or equal to the driver brake force transmitted to the reaction lever assembly can be applied to the reaction lever assembly by means of the operation of the electric motor.

Description

Technical Field

[0001] This invention relates to a braking device for a hydraulic braking system for a vehicle. The invention also relates to a hydraulic braking system for a vehicle. Furthermore, this invention relates to a method for using a hydraulic braking system to operate a vehicle. Background Technology

[0002] DE 20 2010 017 605 U1 describes a brake force amplifier and a master brake cylinder that cooperates therewith. The brake force amplifier has means for controlling its electric motor, and the electric motor is connected to the output element of the brake force amplifier such that the output element can be at least partially moved into the master brake cylinder by means of the operation of the electric motor. Furthermore, the input element of the brake force amplifier is connected to the brake pedal such that the pedal force applied to the brake pedal can be transmitted to the input element, thereby allowing the input element to press against the output element by means of the transmitted pedal force. To allow the brake pedal to at least temporarily "disengage" from the master brake cylinder, a free play is provided between the input and output elements, so that force transmission from the input element to the output element should only be possible after overcoming the free play and the input element contacts the output element. Summary of the Invention

[0003] The present invention provides a braking device for a hydraulic braking system for a vehicle, a hydraulic braking system for a vehicle, and a method for using a hydraulic braking system for operating a vehicle.

[0004] This invention provides a feasible solution for implementing a power-assisted braking system, which also possesses a mechanical / hydraulic backup layer, each backup layer enabling the driver to quickly and reliably induce a pressure rise in at least one master brake cylinder of the power-assisted braking system, and typically also in at least one wheel brake cylinder connected to the master brake cylinder, using their driver braking force. The advantage of this power-assisted braking system over the prior art described above is that the driver does not need to overcome (significant) free travel (as ineffective travel) to induce a pressure rise at least in the master brake cylinder using their driver braking force. Therefore, braking of the vehicle / motor vehicle using this invention can be achieved more quickly. This invention thus significantly contributes to improving the safety standards of the mechanical / hydraulic backup layer of the power-assisted braking system.

[0005] Similarly, the power-assisted braking system implemented by this invention does not require a switchable valve, which allows the power-assisted braking system to switch to its corresponding mechanical / hydraulic standby mode. This also eliminates the valve noise that is traditionally present when operating such a power-assisted braking system, which in the prior art often necessitates "cutting off" the mechanical / hydraulic standby mode during normal braking. Therefore, the power-assisted braking system implemented by this invention exhibits excellent NVH (noise, vibration, and harshness) characteristics.

[0006] Another advantage of this invention is that the resulting power-assisted braking system can have a relatively simple structure. Therefore, the power-assisted braking system achievable with this invention can be manufactured with relatively small structural space requirements and relatively low cost.

[0007] Furthermore, when using this invention, the corresponding motor is supported on the mechanism used as a simulator in such a way that the same force used to generate pressure can also be used for support / simulation.

[0008] In an advantageous embodiment of the braking device, when the brake actuation element is not operated, the reaction lever assembly is in its initial position, wherein the control mechanism of the drive mechanism is constructed and / or programmed such that, at least in the normal mode of the braking device, a reaction force can be applied to the reaction lever assembly so that the reaction lever assembly remains in its initial position despite the driver's braking force transmitted to it. This ensures reliable "force-related decoupling" between the brake actuation element connected to the reaction lever assembly and the master brake cylinder.

[0009] Preferably, the simulator mechanism, having at least one elastic element, is arranged above and / or within the braking device such that the driver's braking force applied to the braking actuation element can be transmitted to the reaction lever assembly via at least one elastic element. The construction of the braking device with the simulator mechanism ensures that the driver has a favorable / standard braking feel / pedal feel, at least in the normal mode of the braking device.

[0010] Preferably, the braking device also includes at least one sensor mechanism by which at least one preset braking parameter relating to the driver's braking force applied to the braking actuation element can be measured and output to the control mechanism of the drive mechanism. The operation of an electric motor controlled by the drive mechanism causes a pressure increase at least in the master brake cylinder 10 and typically also in at least one wheel brake cylinder hydraulically connected to the master brake cylinder 10, thereby reliably conforming to the driver's braking desire predetermined by the at least one preset braking parameter.

[0011] In another advantageous embodiment of the braking device, the reaction rod assembly is mechanically connected to an electric motor of a drive mechanism. For example, the drive mechanism may include a gear connected to the drive shaft of the electric motor, a first rack formed or fixedly arranged on the output rod assembly, and a second rack formed or fixedly arranged on the reaction rod assembly meshing with the gear. Alternatively, as long as the drive mechanism includes a gear connected to the drive shaft of the electric motor, wherein the reaction rod assembly, constructed as a main shaft nut, is arranged on the gear such that the reaction force pressing the reaction rod assembly against the gear can be transmitted to the reaction rod assembly by means of the rotation of the gear, then the output rod assembly, constructed as a main shaft, can also be at least partially moved into the main brake cylinder by means of the reaction rod assembly, which is moved by the rotation of the gear. Both embodiments of the braking device described herein can be manufactured at a relatively low cost.

[0012] In another advantageous embodiment of the braking device, the reaction lever assembly can be at least partially shifted into the master brake cylinder by means of the transmitted driver braking force. The pressure present in the master brake cylinder can be increased by means of an output lever assembly, which is at least partially shifted into the master brake cylinder by the operation of an electric motor of the drive mechanism, such that a reaction force can be applied as pressure to the reaction lever assembly. In this way, a reaction force, opposite to and greater than or equal to the transmitted driver braking force, can be applied to the reaction lever assembly.

[0013] A hydraulic braking system for a vehicle also ensures the advantages described above, the hydraulic braking system having a corresponding braking device and at least one braking circuit hydraulically connected to the master brake cylinder of the braking device, each having at least one wheel brake cylinder.

[0014] Furthermore, an implementation of a corresponding method for a hydraulic braking system for operating a vehicle also provides the advantages described above. It should be clearly noted that the method for a hydraulic braking system for operating a vehicle can be improved based on the embodiments of the braking device explained above. Attached Figure Description

[0015] Other features and advantages of the invention will now be explained with the aid of the accompanying drawings. Wherein are shown:

[0016] Figure 1 A schematic diagram of a first embodiment of the braking device is shown;

[0017] Figure 2 A schematic diagram of a second embodiment of the braking device is shown;

[0018] Figure 3a and 3b A schematic diagram of a third embodiment of the braking device is shown;

[0019] Figure 4 A schematic diagram of a fourth embodiment of the braking device is shown; and

[0020] Figure 5 A flowchart is shown to explain one embodiment of a method for using a hydraulic braking system for operating a vehicle. Detailed Implementation

[0021] Figure 1 A schematic diagram of a first embodiment of the braking device is shown.

[0022] exist Figure 1 The braking device, schematically reproduced in the diagram, includes a master brake cylinder 10, a drive mechanism 12 with a control mechanism 14 and an electric motor 16 operable by means of the control mechanism 14, an output lever assembly 18, and a reaction lever assembly 20. As an example only, the master brake cylinder 10 is configured as a tandem master brake cylinder 10 with a rod piston 22 and a floating piston 24. The electric motor 16 of the drive mechanism 12 is connected to the output lever assembly 18 (preferably mechanically) such that the output lever assembly 18 can be at least partially shifted / moved into the master brake cylinder 10 by means of the operation of the electric motor 16. A (not sketched) braking control element of the vehicle, such as a brake pedal, can be connected / attached to the reaction lever assembly 20 such that the driver's braking force F applied to the braking control element... driver This allows the force to be transmitted / transmitted to the reaction lever assembly 20, so that the reaction lever assembly 20, by means of the transmitted driver braking force F, can... driverThe output lever assembly 18 can be pressed / pressed or at least partially moved / moved into the master brake cylinder 10.

[0023] Furthermore, the control mechanism 14 of the drive mechanism 12 is constructed and / or programmed such that, at least in the normal mode of the braking device, the operation of the electric motor 16 of the drive mechanism 12 can transmit the driver's braking force F to the reaction lever assembly 20. driver The opposite reaction force F reaction The force F applied to the reaction rod assembly 20 is transmitted to the reaction rod assembly 20. reaction Greater than or equal to the driver braking force F transmitted to the reaction lever assembly 20 driver In the normal mode of the braking system, the drive mechanism 12 causes a "force decoupling" of the brake actuation element connected to the reaction lever assembly 20 in such a way that the driver operating the brake actuation element does not "feel" the pressure present in the master brake cylinder 10 and / or the dominant braking pressure in at least one wheel brake cylinder connected to the master brake cylinder 10 during normal mode. Simultaneously, the drive mechanism 12 performs the function of a "powered brake" in this normal mode by the electric motor 16 of the drive mechanism 12 applying braking force F to move the output lever assembly 18 into the master brake cylinder 10. brake The braking force is transmitted to the output lever assembly 18, thereby increasing the pressure present in the master brake cylinder 10 or the dominant braking pressure in at least one wheel brake cylinder connected to the master brake cylinder 10. The versatility of the drive mechanism 12 is thus enhanced so that braking system components conventionally used to decouple the brake operating element / brake pedal from the master brake cylinder 10 and to increase the dominant pressure in the master brake cylinder 10 or the dominant braking pressure in at least one wheel brake cylinder can be eliminated without drawbacks by means of the drive mechanism 12.

[0024] exist Figure 1 In the implementation, when the brake control element is not operated (that is, when the driver does not operate the brake control element and the driver's braking force F...), driverWhen the value is zero, the reaction lever assembly 20 is in its initial position. The output lever assembly 18 can also be supported / opened by the master brake cylinder 10 by means of a spring mechanism 26 having at least one pressure spring / tension spring, so that the output lever assembly 18 is in its rest position when the brake actuation element is not operated. The output lever assembly 18 in its rest position can be supported in its initial position by means of a stop 28 formed between the output lever assembly 18 and the reaction lever assembly 20. The end stop 30 of the reaction lever assembly 20 ensures that the reaction lever assembly 20 will not be pushed from the master brake cylinder 10 beyond its initial position.

[0025] Preferably, the control mechanism 14 of the drive mechanism 12 is constructed and / or programmed such that, at least in the normal mode of the braking device, the reaction force F reaction This can be applied to the reaction lever assembly 20, thereby reducing the driver's braking force F. driver The force is transmitted to the reaction lever assembly 20, which remains in its initial position. Advantageously, in this case, the simulator mechanism 32, having at least one elastic element 34, is arranged above and / or within the braking device such that the driver's braking force F applied to the braking actuation element... driver The at least one elastic element 34 can transmit / be transmitted to the reaction rod assembly 20. For example, a stop 36 can be constructed between the reaction rod assembly 20 and the simulator mechanism 32 for this purpose. "At least one elastic element 34" can also refer to a rheological element. The at least one elastic element 34 can be, for example, at least one spring / simulator spring and / or at least one rubber assembly.

[0026] During the normal braking mode, the configuration of the drive mechanism 12, which holds / "fixes" the reaction lever assembly 20 in its initial position, ensures that the force-stroke-characteristic curve of the driver's operation of the brake control elements is determined solely by the simulator mechanism 32, and in particular by at least one elastic element 34 of the simulator mechanism 32. Therefore, the appropriate configuration of the at least one elastic element 34 ensures that the driver has a favorable / standard brake control feel / pedal feel in the normal braking mode.

[0027] The braking device may also optionally include at least one sensor mechanism 38, by means of which at least one driver braking force F applied to the braking actuation element can be measured. driverThe braking preset parameter 38a is provided and can be output to the control mechanism 14 of the drive mechanism 12. The at least one sensor mechanism 38 may be, for example, a lever travel sensor, a displacement difference sensor, a force sensor, and / or a preload sensor. The at least one braking preset parameter 38a may specifically be lever travel, displacement difference, preload, driver braking force F. driver The at least one wheel brake cylinder contains a rated braking pressure to be set and / or a rated vehicle deceleration to be applied to a vehicle equipped with braking devices. Taking into account at least one provided braking preset parameter 38a, the control mechanism 14 is able to determine the rated operating mode of the electric motor 16 and subsequently output a corresponding control signal 40 to the electric motor 16.

[0028] The following is a summary of how the braking device described above works:

[0029] If the drive mechanism 12 is functioning properly, which is typically the case when the vehicle's onboard circuitry is working, the braking system can operate in its normal mode. In the normal mode of the braking system, the at least one pre-defined braking parameter 38a, predetermined by the driver's operation of the brake control element, can be detected by means of the at least one sensor mechanism 38 and output to the control mechanism 14. The control mechanism 14 then manipulates the electric motor by means of at least one control signal 40 such that the reaction lever assembly 20, despite being transmitted to it by the driver's braking force F... driver It remains in its initial position. Therefore, the force-stroke characteristic curve of the brake control element operated by the driver depends only on the simulator mechanism 32, and in particular on at least one elastic element 34 of the simulator mechanism 32. Thus, for the driver, the brake control element is "decoupled in force" from the master brake cylinder 10 (and possibly at least one connected wheel brake cylinder). At the same time, the braking force F transmitted to the output lever assembly 18 can be used to... brake This causes a pressure increase at least in the master brake cylinder 10, and typically also in at least one wheel brake cylinder hydraulically connected to the master brake cylinder 10. The "force decoupling" of the brake actuation element ensures that the driver does not "feel" the braking force F. brake This leads to increased stress.

[0030] In the braking system's "Verblendmodus" mode, the "force-related decoupling" of the brake control element can also be advantageously used for "correction" by using the electric motor of the vehicle / motor equipped with the braking system as a generator for braking the vehicle, such that at least a portion of the vehicle's kinetic energy is converted into storeable electrical energy. This is achieved by correspondingly adjusting the braking pressure in at least one wheel brake cylinder, ensuring that the rated vehicle deceleration predetermined by the driver is not exceeded, despite using an electric motor to brake the vehicle. To adjust the braking pressure in at least one wheel brake cylinder accordingly during "correction," the braking force F transmitted to the output lever assembly 18 can be correspondingly reduced. brake As long as the driver's braking force F is transmitted to the reaction lever assembly 20. driver Opposite forces (including reaction forces F) reaction Less than or equal to the driver's braking force F driver Therefore, "decoupling in terms of force" ensures that the driver will not notice the "tightening".

[0031] Furthermore, the braking device (automatically in the event of a failure of the drive mechanism 12) is capable of switching without delay to its mechanical / hydraulic backup level, in which the driver's braking force F is applied to the brake actuation element. driver It can advantageously increase pressure at least in the master brake cylinder 10 and usually also in at least one wheel brake cylinder hydraulically connected to the master brake cylinder 10. In this mechanical / hydraulic backup, the driver can thus brake into the master brake cylinder 10 without delay by operating the brake control element, and in this way also reliably bring the vehicle to a stop. The driver can, for example, move the output lever assembly 18 at least partially into the master brake cylinder 10 by operating the brake control element through the stop 28 between the reaction lever assembly 20 and the output lever assembly 18. Therefore, even in the event of a failure of the vehicle's onboard electrical system, a high standard of safety is maintained in the vehicle.

[0032] If the driver manipulates the brake control element so quickly that the drive mechanism 12 (due to inertia and / or waiting time) cannot promptly apply the driver's braking force F... driver To increase the reaction force F reactionTherefore, the driver's operation of the brake control element causes a (slight) increase in pressure in the master brake cylinder 10. Thus, in the event of emergency braking, the driver has a feasible method to specifically accelerate the pressure buildup in the master brake cylinder 10. Because the reaction lever assembly 20 is not held in its initial position in this situation, although the brake control element has a slightly deviated force-stroke characteristic curve, the driver usually does not notice or barely notices this, as he does not notice the force-stroke characteristic curve of his brake control element for (briefly) during emergency braking. Furthermore, in this situation, the drive mechanism 12 causes the reaction lever assembly 20 to "return to its initial position" earlier, so that the force-stroke characteristic curve of the brake control element quickly returns to the standard.

[0033] Figure 2 A schematic diagram of a second embodiment of the braking device is shown.

[0034] exist Figure 2 In the schematically illustrated braking device, the reaction lever assembly 20 is mechanically connected to the electric motor 16 of the drive mechanism 12. For this purpose, the drive mechanism 12 includes a gear 50 connected to the drive shaft of the electric motor 16. A first rack 52, constructed or fixedly arranged on the output lever assembly 18, and a second rack 54, constructed or fixedly arranged on the reaction lever assembly 20, mesh with the gear 50. The racks 52 and 54 are arranged opposite to each other such that rotation of the gear 50 causes opposite shifting movements of the racks 52 and 54. In this way, the braking force F can be simultaneously applied via the gear 50. brake The force F is transmitted to the output rod assembly 18 via the first rack 52 and the reaction force is transmitted to the second rack 54. reaction It is transmitted to the reaction rod assembly 20.

[0035] about Figure 2 Other characteristics of the braking device and (in Figure 2 Features (which may not be shown in the text) should be referred to Figure 1 The implementation methods described above.

[0036] Figure 3a and 3b A schematic diagram of a third embodiment of the braking device is shown.

[0037] exist Figure 3a and 3b In the braking device, the drive mechanism 12 also includes a gear 60 connected to the drive shaft of the electric motor 16. However, the reaction rod assembly 20 is configured as a spindle nut and the output rod assembly 18 is configured as a spindle within the reaction rod assembly 20 / spindle nut. Figure 3a This illustrates the case where the reaction lever assembly 20 / spindle nut is in its initial position and the output lever assembly 18 / spindle is in its rest position when the brake control element is not operated (F). 驾驶员 (Equal to zero).

[0038] For comparison, Figure 3b The braking device is shown in its normal operating mode, that is, during the operation of the electric motor 16 controlled by the control mechanism 14, in the operation of the braking actuating element (F). driver The case where the reaction force F is not equal to zero. The reaction rod assembly 20, constructed as a main shaft nut, is arranged on the gear 60 such that the reaction force F reaction The force F can be transmitted to the reaction rod assembly 20 by means of the rotation of gear 60. The rotation of gear 60 triggers a common rotational movement of the reaction rod assembly 20, which is constructed as a main shaft nut, about the rotational axis of the main shaft nut. The output rod assembly 18 is constructed as a main shaft and arranged on the reaction rod assembly 20, which is constructed as a main shaft nut. By means of the common rotational movement of the reaction rod assembly 20 about its main shaft nut rotational axis, the output rod assembly 18, constructed as a main shaft, moves away from gear 38 with a movement oriented along the rotational axis of the main shaft nut. In this way, the braking force F... brake This is thus transmitted to the output lever assembly 18, which is constructed as a main shaft, causing the output lever assembly 18 to be moved from its initial position toward the master brake cylinder 10. Therefore, the reaction force F is... reaction During the transmission of the braking force F to the reaction rod assembly 20, which is constructed as a main shaft nut, the braking force F is simultaneously transmitted. brake It is transmitted to the output rod assembly 18, which is constructed as the main shaft.

[0039] about Figure 3a and 3b Other characteristics of the braking device and (in Figure 3a and 3b Features (which may not be shown in the text) should be referred to Figure 1 The implementation method.

[0040] Figure 4 A schematic diagram of a fourth embodiment of the braking device is shown.

[0041] exist Figure 4 In the braking system, the reaction lever assembly 20 is configured as a piston that can be moved toward the inside of the master brake cylinder 10, wherein the reaction lever assembly 20, in a mechanical / hydraulic backup mode, is (in fact) affected by the transmitted driver braking force F. driverAt least partially, it can be shifted into the master brake cylinder 10. However, in the normal mode of the braking device, the pressure present in the master brake cylinder 10 is at least partially shifted into the output rod assembly 18 of the master brake cylinder by means of the operation of the electric motor 16 via the drive mechanism 12, thus enabling it to be raised / raised, so that the reaction force F reaction Pressure can be applied to the reaction lever assembly 20 and thus prevent the reaction lever assembly 20 from shifting into the master brake cylinder 10 in normal mode.

[0042] As an optional improvement, a drive element can also be constructed on the reaction lever assembly 20, which the driver can use to drive the output lever assembly 18 in the spare layer by means of the adjustment of the reaction lever assembly 20.

[0043] about Figure 4 Other characteristics of the braking device and (in Figure 4 Features (which may not be shown in the text) should be referred to Figure 1 The implementation method.

[0044] All the braking devices described above can be used in the hydraulic braking system of a vehicle / motor vehicle. Preferably, such a hydraulic braking system, in addition to the respective braking devices, also has at least one brake circuit hydraulically connected to the master brake cylinder 10 of the braking device, each brake circuit having at least one wheel brake cylinder.

[0045] Standard components can be used to manufacture all the braking devices described above, so no new technology is required. These braking devices can be manufactured at a relatively low cost.

[0046] Furthermore, each of the braking devices described above is highly efficient not only in its normal mode but also in its mechanical / hydraulic backup. Each braking device ensures a highly reliable backup solution with good backup functionality, where monitoring of the backup layer is also possible. All the braking devices described above are also suitable for dual-circuit mechanical / hydraulic backup layers.

[0047] Figure 5 A flowchart is shown to explain one embodiment of a method for using a hydraulic braking system for operating a vehicle.

[0048] The method described below can be implemented with (almost) every hydraulic braking system equipped with a master brake cylinder, a drive mechanism with an electric motor, and a reaction lever assembly, wherein the electric motor is connected to the output lever assembly such that the output lever assembly is at least partially moved into the master brake cylinder when the electric motor is running, and wherein the vehicle's brake actuation element is connected to the reaction lever assembly such that the driver's braking force applied to the brake actuation element is transmitted to the reaction lever assembly such that the reaction lever assembly can be pressed against the output lever assembly or at least partially moved into the master brake cylinder by means of the transmitted driver's braking force.

[0049] In an optional method step S0 (during the period when the driver of the vehicle operates the brake control element), at least one preset braking parameter regarding the driver braking force applied to the brake control element is measured. In another method step S1, at least in the normal mode of the hydraulic braking system, the electric motor of the drive mechanism is operated such that the operation of the electric motor of the drive mechanism applies a reaction force to the reaction lever assembly that is opposite to, and greater than or equal to, the transmitted driver braking force transmitted to the reaction lever assembly. Therefore, the method described herein also achieves the aforementioned advantage of "force decoupling" between the brake control element connected to the reaction lever assembly and the master brake cylinder.

Claims

1. A braking device for a vehicle's hydraulic braking system, comprising: Master brake cylinder (10); A drive mechanism (12) having a control mechanism (14) and an electric motor (16) operable by means of the control mechanism (14), the electric motor being connected to an output rod assembly (18) such that the output rod assembly (18) can be at least partially moved into the main brake cylinder (10) by means of the operation of the electric motor (16); and The reaction lever assembly (20) is such that the vehicle's brake control element can be connected and / or attached to the reaction lever assembly, such that the driver's braking force (F) applied to the brake control element... driver The force can be transmitted to the reaction lever assembly (20) in such a way that the reaction lever assembly (20) can utilize the transmitted driver braking force (F) driver To press or at least partially move into the master brake cylinder (10) towards the output rod assembly (18); Its features are, The control mechanism (14) of the drive mechanism (12) is constructed and / or programmed such that, at least in the normal mode of the braking device, the operation of the electric motor (16) of the drive mechanism (12) can, by means of the driver's braking force (F) transmitted to the reaction lever assembly (20), combine with the driver's braking force (F) transmitted to the reaction lever assembly (20). driver Conversely, greater than or equal to the transmitted driver braking force (F) driver The reaction force (F) reaction The reaction rod assembly (20) is applied to the reaction rod assembly (20), wherein the normal mode refers to the drive mechanism (12) being fully operational.

2. The braking device according to claim 1, wherein the reaction lever assembly (20) is in its initial position when the brake actuation element is not operated, and wherein the control mechanism (14) of the drive mechanism (12) is configured and / or programmed such that, at least in the normal mode of the braking device, the reaction force (F) reaction The reaction lever assembly (20) can be applied in such a way that the reaction lever assembly (20), despite being transmitted to the driver's braking force (F) on it, can be applied to the reaction lever assembly (20). driver It is also in its initial position.

3. The braking device according to claim 1 or 2, wherein the simulator mechanism (32) having at least one elastic element (34) is arranged above and / or within the braking device such that the driver braking force (F) applied to the braking actuation element... driver It can be transmitted to the reaction rod assembly (20) through the at least one elastic element (34).

4. The braking device according to claim 1 or 2, wherein the braking device includes at least one sensor mechanism (38) by means of which at least one driver braking force (F) applied to the braking actuation element can be measured. driver The braking preset parameters (38a) are output to the control mechanism (14) of the drive mechanism (12).

5. The braking device according to claim 1 or 2, wherein the reaction rod assembly (20) is mechanically connected to the electric motor (16) of the drive mechanism (12).

6. The braking device according to claim 5, wherein the drive mechanism (12) includes a gear (50) connected to the drive shaft of the electric motor (16), a first rack (52) constructed or fixedly arranged on the output rod assembly (18) and a second rack (54) constructed or fixedly arranged on the reaction rod assembly (20) meshing with the gear (50).

7. The braking device according to claim 5, wherein the drive mechanism (12) comprises a gear (60) connected to the drive shaft of an electric motor (16), on which a reaction rod assembly (20) is arranged as a main shaft nut, such that a reaction force (F) presses the reaction rod assembly (20) against the gear (60) by means of the rotation of the gear (60). reaction The output rod assembly (18), which is constructed as a main shaft, can be at least partially moved into the main brake cylinder (10) by means of the reaction rod assembly (20) which is moved by means of the rotation of the gear (60).

8. The braking device according to claim 1 or 2, wherein the reaction lever assembly (20) is capable of responding to the transmitted driver braking force (F) driver The pressure present in the master brake cylinder (10) is at least partially shifted into the master brake cylinder (10), and the output rod assembly (18) at least partially shifted into the master brake cylinder (10) by means of the operation of the electric motor (16) of the drive mechanism (12) is increased such that the reaction force (F) is at least partially shifted into the master brake cylinder (10). reaction It can be applied as pressure to the reaction rod assembly (20).

9. A hydraulic braking system for vehicles, comprising: Braking device according to any one of claims 1 to 8; and At least one brake circuit is hydraulically connected to the master brake cylinder (10) of the braking device, and each brake circuit has at least one wheel brake cylinder.

10. A method for operating a hydraulic braking system for a vehicle, the hydraulic braking system comprising: a master brake cylinder (10); a drive mechanism (12) with an electric motor (16) connected to an output lever assembly (18) such that the output lever assembly (18) is at least partially moved into the master brake cylinder (10) during operation of the electric motor (16); and a reaction lever assembly (20) to which a brake actuation element of the vehicle is connected such that a driver braking force (F) applied to the brake actuation element... driver The force is thus transmitted to the reaction lever assembly (20), enabling the reaction lever assembly (20) to utilize the transmitted driver braking force (F). driver The method comprises the following steps: to press or at least partially move into the master brake cylinder (10) towards the output rod assembly (18). The electric motor (16) of the drive mechanism (12) operates in such a way, at least in the normal mode of the hydraulic braking system, that the operation of the electric motor (16) of the drive mechanism (12) is able to combine with the driver's braking force (F) transmitted to the reaction rod assembly (20). driver Conversely, greater than or equal to the transmitted driver braking force (F) driver The reaction force (F) reaction ) is applied to the reaction rod assembly (20) (S1), wherein, The normal mode refers to the drive mechanism (12) working perfectly.

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