Brake actuating element coupling device

Abstract

The invention relates to a brake actuating element coupling device, comprising: a first input lever assembly (10), which can be displaced from its first starting position in a braking direction (12) towards a master brake cylinder by means of a driver braking force (Fdriver); a second input rod assembly (14); the second input rod assembly (14) is fixed on the first input rod assembly (10) through the locking mechanism (16) in the locked functional mode of the second input rod assembly (14), so that the second input rod assembly (14) can be displaced along the braking direction (12); the driver braking force (Fdriver) can be transmitted to at least one displaceable piston of the master brake cylinder, and the second input rod assembly (149) can be displaced relative to the first input rod assembly (10) in the braking direction (12) as long as the locking mechanism (16) is in its non-locking functional mode, and the second input rod assembly (149) can be moved relative to the first input rod assembly (10) in the braking direction (12) as long as the locking mechanism (16) is in its non-locking functional mode. Wherein the locking mechanism (16) is designed in such a way that the locking mechanism (16) can be switched from its unlocked functional mode to its locked functional mode by means of a displacement of the first input lever assembly (10) out of a first starting position of the first input lever assembly by at least one predefined first minimum displacement path.

Description

Technical Field

[0001] The invention relates to a brake actuating element coupling device. Background Art

[0002] A brake booster is disclosed in DE 102018200374 A1, which is constructed with a first input piston assembly, a second input piston assembly and a valve body. The first input piston assembly can be displaced from its starting position along the braking direction with an input stroke by means of the driver's braking force transmitted thereto. The second input piston assembly is squeezed along the braking direction away from the first input piston assembly by means of a pressure spring. The valve body is displaced from its starting position along the braking direction with the amplifier stroke by means of the motor force transmitted thereto. In addition, a locking mechanism is constructed on the brake booster so that as long as the stroke difference between the amplifier stroke and the input stroke remains less than a predetermined limit stroke difference, the second input piston assembly can be displaced along the braking direction away from the first input piston assembly with the valve body by means of a pressure spring, and once the stroke difference exceeds the limit stroke difference, the second input piston assembly is locked on the first input piston assembly. Summary of the invention

[0003] The invention provides a brake actuating element coupling device having the features of claim 1 .

[0004] Advantages of the present invention

[0005] The present invention provides an advantageous possibility for coupling a brake actuating element, such as a brake pedal, so that the driver of a vehicle equipped with the brake actuating element can brake into a master brake cylinder arranged at the rear by actuating the brake actuating element. Due to the advantageous design of the locking mechanism of the brake actuating element coupling device according to the present invention, the driver can trigger a braking movement of at least one displaceable piston of the master brake cylinder by means of the driver's braking force applied to the brake actuating element via a first input rod assembly and a second input rod assembly fixed to the first input rod assembly, so that the vehicle can be braked without problems by means of driver-induced braking. In addition, the brake actuating element coupling device according to the present invention is advantageously suitable for performing autonomous braking of a vehicle equipped with the brake actuating element coupling device in that the co-displacement movement of the first input rod assembly is inhibited during the displacement of at least the second input rod assembly in the braking direction due to the locking mechanism in its non-locking functional mode. Undesirable co-extraction or co-existence of the brake actuating element, such as the brake pedal, is thus reliably inhibited during autonomous braking. As will become clear from the following description, however, the driver can also brake into the master brake cylinder during autonomous braking after overcoming a negligibly short dead distance using his driver braking force.

[0006] In an advantageous embodiment of the brake actuating element coupling device, the second input rod assembly is displaceable from its second starting position in the braking direction as far as possible into an end position, wherein the locking mechanism can be switched from its non-locking functional mode to its locking functional mode in each position of the second input rod assembly from its second starting position to its end position by means of a displacement of the first input rod assembly by at least a first predetermined minimum displacement path out of its first starting position. As a result, the driver can also amplify the braking force applied to the brake actuating element during strong autonomous braking.

[0007] Preferably, for a second input rod assembly that can be displaced as far as possible from its second starting position in the braking direction into an end position, as long as the locking mechanism remains in its non-locking functional mode, a force transmission from the second input rod assembly to the first input rod assembly is prevented in each position of the second input rod assembly from its second starting position up to its end position due to the locking mechanism in its non-locking functional mode. As a result, even when the second input rod assembly is displaced from its second starting position in the braking direction with a long displacement stroke, there is no risk of an undesired pulling out or co-movement of the first input rod assembly or a brake actuating element fastened thereto.

[0008] In a particularly advantageous embodiment of the brake actuating element coupling device, the first input rod assembly has a rod section that is directed toward the second input rod assembly and that projects into the interior cavity of the second input rod assembly at least when the first input rod assembly is in its first starting position and the second input rod assembly is in its second starting position, wherein the locking mechanism projects into the interior cavity of the second input rod assembly. By means of such a design of the first input rod assembly and the second input rod assembly, it can be ensured that the locking mechanism, which can be manufactured cost-effectively, can also be switched from its non-locking functional mode to its locking functional mode by means of a displacement of the first input rod assembly out of its first starting position by at least a first predetermined minimum displacement path.

[0009] For example, at least one partial region of the rod section is designed in a truncated cone shape with a diameter that decreases in the braking direction, wherein the locking mechanism has at least one wedge element that projects into the interior cavity and is arranged between the inner wall of the interior cavity and at least the truncated cone-shaped partial region of the rod section in such a way that the at least one wedge element is pressed from the at least truncated cone-shaped partial region of the rod section toward the inner wall of the interior cavity after the first input rod assembly has been displaced out of its first starting position by at least a predetermined first minimum displacement stroke, whereby the locking mechanism is switched from its non-locking functional mode to its locking functional mode. The design of the locking mechanism described here can be manufactured cost-effectively.

[0010] In another advantageous embodiment of the brake actuating element coupling device, the second input rod assembly has a rod section that is aligned with the first input rod assembly and that projects into the interior cavity of the first input rod assembly at least when the first input rod assembly is in its first starting position and the second input rod assembly is in its second starting position, wherein the locking mechanism is fastened to the first input rod assembly at an outer edge of the interior cavity or projects into the interior cavity of the first input rod assembly. By means of such a design of the first input rod assembly and the second input rod assembly, it is also possible to produce a cost-effective locking mechanism that is switched from its non-locking functional mode to its locking functional mode by means of a displacement of the first input rod assembly by at least a predetermined first minimum displacement path out of its first starting position.

[0011] Preferably, at least one partial region of the inner cavity is configured with a truncated cone-shaped opening, the diameter of which increases in the braking direction, wherein the locking mechanism has at least one wedge element, which projects into the truncated cone-shaped opening and is arranged between the inner wall of the truncated cone-shaped opening and the rod section of the second input rod assembly in such a way that the at least one wedge element is pressed by the inner wall of the truncated cone-shaped opening toward the rod section of the second input rod assembly after the first input rod assembly has been displaced out of its first starting position by at least a predetermined first minimum displacement stroke, whereby the locking mechanism is switched from its non-locking functional mode to its locking functional mode. Such a design of the locking mechanism can also be manufactured cost-effectively.

[0012] As an alternative, the locking mechanism fixed to the outer wall of the inner cavity can have a wedging element, through which the rod section of the second input rod assembly passes and which is in an unlocked position when the first input rod assembly is in its first starting position, wherein the wedging element tilts from its unlocked position to its locked position after the first input rod assembly has been displaced from its first starting position by at least a predetermined first minimum displacement stroke, in which locked position the wedging element weds on the rod section of the second input rod assembly, whereby the locking mechanism is switched from its unlocked functional mode to its locked functional mode. The locking mechanism described here can also be manufactured cost-effectively.

[0013] Furthermore, the locking mechanism can preferably be switched from its locked functional mode to its unlocked functional mode by means of a return displacement of the first input rod assembly in the opposite direction of the braking direction into its first starting position. As a result, autonomous braking can be performed immediately after a driver-initiated braking without triggering a co-extraction or co-displacement of the brake actuating element.

[0014] For example, when the first input rod assembly is displaced back in the direction opposite to the braking direction into its first starting position, the wedging element in its locked position stops against the stop so that the wedging element is displaced back from its locked position into its unlocked position, whereby the locking mechanism is switched from its locked functional mode to its unlocked functional mode. This can be easily realized in terms of construction.

[0015] In another advantageous embodiment, the brake actuating element coupling device is designed as a brake force booster and comprises a booster piston which is directly or indirectly connected to an actuator of the brake actuating element coupling device in such a way that the booster piston can be displaced in a braking direction by means of a booster force of the actuator transmitted thereto, wherein the booster piston displaced in the braking direction by at least a predetermined second minimum displacement path is in mechanical contact with the second input rod assembly in such a way that the second input rod assembly can be displaced together with the booster piston in the braking direction. The actuator, such as an electric motor, can thus be used not only to support the braking force initiated by the driver, but also to initiate autonomous braking, for which purpose the second input rod assembly is displaced together with the booster piston, while the first input rod assembly remains in its first starting position. This ensures that the brake actuating element remains in its non-actuated position during autonomous braking initiated by the actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Other features and advantages of the present invention are explained below with the aid of the accompanying drawings, wherein:

[0017] Figure 1A1D to 1D show a schematic diagram of a first embodiment of a brake actuating element coupling device;

[0018] Figure 2 A schematic diagram showing a second embodiment of a brake actuating element coupling device;

[0019] Figure 3 shows a schematic diagram of a third embodiment of a brake actuating element coupling device; and

[0020] Figures 4A to 4D A schematic diagram of a fourth specific embodiment of a brake actuating element coupling device is shown. DETAILED DESCRIPTION

[0021] Figure 1A 1D to 1D show schematic diagrams of a first specific embodiment of a brake actuating element coupling device.

[0022] With the help of Figure 1A The brake operating element coupling device schematically shown in Figure 1D can mount a brake operating element (not shown) on a vehicle / motor vehicle. A "brake operating element" can be, for example, a brake pedal. The brake operating element can be part of the brake operating element coupling device or a brake operating element externally connected thereto. The brake operating element coupling device has a first input rod assembly 10 to which the brake operating element can be connected / connected. The brake operating element can be connected to the first input rod assembly 10 either directly or indirectly, in particular via at least one pedal rod. The direct or indirect connection of the brake operating element to the first input rod assembly 10 can be achieved / is achieved in such a way that the driver braking force F applied by the driver to the brake operating element 驾驶员 can be transmitted / transmitted to the first input rod assembly 10 and the first input rod assembly 10 is provided with the aid of the transmitted driver braking force F 驾驶员 The master brake cylinder 10 is displaceable / displaced out of its so-called first starting position in a braking direction 12 toward the master brake cylinder (not shown). The master brake cylinder that is located in braking direction 12 with respect to first input rod assembly 10 can be the device's own or an external master brake cylinder. "First starting position of first input rod assembly 10" preferably refers to a position from which first input rod assembly 10 can only be displaced in braking direction 12 and cannot be displaced in an opposite direction directed opposite to braking direction 12. In particular, the first starting position can be a position of first input rod assembly 10 in which first input rod assembly 10 is displaced, for example due to at least one return spring force, under the driver's braking force F 驾驶员 When it is equal to zero, it is in the said position.

[0023] In addition to first input rod assembly 10, the brake actuating element coupling device also has a second input rod assembly 14. A second starting position can also be defined for second input rod assembly 14, from which second input rod assembly 14 can be displaced as far as possible in braking direction 12 into a so-called end position of second input rod assembly 14. The “second starting position” can be understood in particular as a position of second input rod assembly 14 from which second input rod assembly 14 can only be displaced in braking direction 12 and cannot be displaced in a reverse direction directed opposite to braking direction 12. Preferably, second input rod assembly 14 is supported, for example by means of at least one return spring force, in such a way that second input rod assembly 14 is in a position where the driver's braking force F 驾驶员 = zero and as long as the brake actuating element coupling device also includes an actuator (explained below), the booster force F of the actuator 马达 At zero, it is in the second starting position. An “end position” may refer to a position of second input rod assembly 14 from which second input rod assembly 14 can no longer be displaced due to the design of the brake actuating element coupling device.

[0024] Furthermore, locking mechanism 16 is configured on the brake actuating element coupling device such that second input rod assembly 14 is fixed to first input rod assembly 10 by locking mechanism 16 in its locked functional mode such that second input rod assembly 14 is locked (by means of driver braking force F 驾驶员 The first input rod assembly 10 can be displaced together with the first input rod assembly 10 in the braking direction 12. When the locking mechanism 16 is in its locked functional mode, the driver's braking force F 驾驶员 Thus, power can be transmitted / transmitted from first input rod assembly 10 to second input rod assembly 14 and from second input rod assembly 14 directly or indirectly to at least one displaceable piston of the master brake cylinder. In contrast, as long as locking mechanism 16 is in its non-locking functional mode, second input rod assembly 14 is not fixed / locked to first input rod assembly 10 and can therefore be displaced relative to first input rod assembly 10 in braking direction 12. "Free displaceability of second input rod assembly 14 relative to first input rod assembly 10 when locking mechanism 16 is in its non-locking functional mode" means that second input rod assembly 14 can be freely displaced relative to first input rod assembly 10 in braking direction 12 between its second starting position and its end position without triggering a co-movement of first input rod assembly 10.

[0025] Locking mechanism 16 is thus able to connect the two input rod assemblies 10 and 14 when locking mechanism 16 is in its locked functional mode and to decouple second input rod assembly 14 from first input rod assembly 10 when locking mechanism 16 is in its unlocked functional mode. Thus, when locking mechanism 16 is in its unlocked functional mode, second input rod assembly 14 can be displaced relative to first input rod assembly 10 in braking direction 12 without triggering a simultaneous pulling out of first input rod assembly 10 or a brake operating element directly or indirectly connected to first input rod 10.

[0026] Furthermore, locking mechanism 16 is designed such that it can be switched / converted from its non-locking functional mode to its locking functional mode by means of a displacement of first input rod assembly 10 by at least a predetermined first minimum displacement stroke out of its first starting position. As becomes clear from the description of the present embodiment, the first minimum displacement stroke can be a first minimum displacement stroke that depends on the current position (between its second starting position and its end position) of second input rod assembly 14. However, as an alternative, the first minimum displacement stroke can also be independent of the current position of second input rod assembly 14, that is, a constant first minimum displacement stroke.

[0027] Thus, if the driver applies a non-zero driver braking force F to the brake actuating element, 驾驶员 If the driver of the vehicle is requested to brake, the locking mechanism 16 is always in its locked functional mode and the driver braking force F 驾驶员 The brake can be reliably transmitted to at least one displaceable piston of the master brake cylinder via two input rod assemblies 10 and 14 fixed to each other. In addition, when the brake actuating element is not actuated by the driver, when the first input rod assembly 10 is in its first starting position, the second input rod assembly 14, which is decoupled from the first input rod assembly 10, can be displaced relative to the first input rod assembly 10 in the braking direction 12 when the locking mechanism 16 is in its non-locking functional mode, without this triggering the pulling out of the brake actuating element. Therefore, in particular during autonomous braking of the vehicle, the second input rod assembly 14 can be displaced relative to the first input rod assembly 14 without the driver being stimulated or hindered by the pulling out of the brake actuating element. "Autonomous braking of the vehicle" can refer to braking that is not requested by the driver, but by the vehicle's automatic speed control. Autonomous braking of the vehicle can also be referred to as automatic braking or as functional braking. As an automatic speed control, for example, a speedometer, an emergency brake system or a fully automatic driving program can request autonomous braking.

[0028] Preferably, locking mechanism 16 can be switched / converted from its non-locking functional mode to its locking functional mode in each position of second input rod assembly 14 from its second starting position to its end position by means of a displacement of first input rod assembly 10 by at least a predetermined first minimum displacement path out of its first starting position. Thus, if second input rod assembly 14 is not in its second starting position, the driver's braking force F applied to the brake actuating element is 驾驶员 Thus, during autonomous braking, the force can also be transmitted to the at least one displaceable piston of the master brake cylinder via input rod components 10 and 14, which are fixed to one another. Preferably, locking mechanism 16 is additionally designed such that locking mechanism 16 can be switched / converted from its locked functional mode to its non-locked functional mode by means of a return displacement of first input rod component 10 back into its first starting position, counter to braking direction 12. In this way, it is automatically ensured that locking mechanism 16 is in its non-locked functional mode again after the driver-initiated braking has ended.

[0029] As a favorable expansion plan, Figure 1A The brake actuating element coupling device 1D is designed as a brake force booster, which is arranged upstream of the cooperating master brake cylinder. For this purpose, the brake actuating element coupling device comprises a booster piston 18, which is directly or indirectly connected to an actuator (not shown) of the brake actuating element coupling device in such a way that the booster piston 18 is able to generate a brake force F transmitted to it by means of the booster force F of the actuator. 马达 The actuator can be displaced / displaced in the braking direction 12. The actuator can be an electric motor, for example. However, it should be pointed out that the design possibilities of the brake booster are not limited to electromechanical brake boosters. The booster force F of the actuator transmitted to the booster piston 18 马达 Equally can be directly or indirectly transmitted on at least one displaceable piston of the master brake cylinder.Therefore, the actuator can be used not only to support the driver in terms of force during the braking initiated by the driver, but also to cause autonomous braking of the vehicle.

[0030] Furthermore, for the brake actuating element coupling device described here, booster piston 18, which is displaced in braking direction 12 by at least a predetermined second minimum displacement stroke, is in mechanical contact with second input rod assembly 14 in such a way that second input rod assembly 14 together with booster piston 18 can be displaced / displaced together in braking direction 12. However, due to the advantageous design of locking mechanism 16 described above, when first input rod assembly 10 is in its first starting position, it is not necessary to tolerate a joint movement of the brake actuating element, which is triggered by the joint displacement of second input rod assembly 14 and booster piston 18. As long as locking mechanism 16 remains in its non-locking functional mode, the transmission of force from second input rod assembly 14 to first input rod assembly 10 is prohibited in every position of second input rod assembly 14 from its second starting position to its end position due to locking mechanism 16 in its non-locking functional mode. This also eliminates the conventional risk that objects, such as the driver's foot, could be caught during rapid and strong autonomous braking of the vehicle due to the synchronous movement of the brake actuating element triggered in the prior art. The construction of the brake actuating element coupling device described here thus achieves a better safety standard for the driver, although it can still be used to cause autonomous braking of the vehicle. In addition, when using the brake actuating element coupling device described here, the conventional need for placing an anti-pinch protection element on the brake actuating element is eliminated, which can save costs.

[0031] Merely by way of example, for the brake actuating element coupling device described here, the booster piston 18 is designed as a spindle which is displaced in the braking direction 12 by means of a nut 20 which is set into rotational motion by an electric motor acting as an actuator. The two input rod components 10 and 14 are located in the inner cavity of the booster piston 18. In the braking direction relative to the booster piston 18 and the two input rod components 10 and 14, there is a response disk 22, against which a section of the booster piston 18 and / or the second input rod component 14 which protrudes from the inner cavity of the booster piston 18 (can) be pressed. The response disk 22 is located in a recess in an output rod 24 which is supported by a housing 28 of the master brake cylinder or the brake actuating element coupling device by means of at least one return spring 26. However, it should be pointed out that the second input rod component 14 and the booster piston 18, which are located in the braking direction, are not supported by the booster piston 18. Figure 1A The connection to at least one displaceable piston of the master brake cylinder by means of components 22, 24 and 26, which is schematically shown in FIG1D, is to be explained merely as an example. Figure 1ALinear motion sensor 30 shown in FIG. 1D is fixed to booster piston 18 and is designed to detect the relative movement of magnet 32 ​​fixed to second input rod component 14 relative to linear motion sensor 30 , which is merely an optional component of the brake actuating element coupling device.

[0032] exist Figure 1A In the embodiments to 1D, second input rod assembly 14 has a rod section 14a directed toward first input rod assembly 10 and extending into interior cavity 10a of first input rod assembly 10 at least when first input rod assembly 10 is in its first starting position and second input rod assembly 14 is in its second starting position. If first input rod assembly 10 is in its first starting position, preferably rod section 14a itself extends into interior cavity 10a in each position of second input rod assembly 14 from its second starting position to its end position. At least one partial region 10b of interior cavity 10a is formed with a truncated cone-shaped opening, the diameter of which increases in braking direction 12 and which is delimited by an inner wall 10c acting as a sliding surface. Locking mechanism 16 has at least one wedge element 16a, which extends into the truncated cone-shaped opening and is arranged between inner wall 10c of the truncated cone-shaped opening and rod section 14a of second input rod assembly 14. At least one wedge element 16a can be pressed, for example, by means of at least one tension spring and / or compression spring 16b in a counter direction directed opposite to the braking direction 12. Figure 1A In the embodiments of the invention to 1D, at least one wedge element 16a is supported on the amplifier piston 18 by means of at least one tension spring and / or compression spring 16b. As an alternative, at least one wedge element 16a can also be supported on a housing component of the housing 28 by means of at least one tension spring and / or compression spring 16b.

[0033] Figure 1A The brake actuating element coupling device is shown in the rest position, ie, at the driver's braking force F 驾驶员 is equal to zero and the amplifier force F 马达= zero. When the first input rod assembly 10 is in its first starting position, the at least one wedge element 16a only extends into the truncated cone-shaped opening to such an extent that an intermediate gap 34 is still present between the rod section 14a of the second input rod assembly 14 and the at least one wedge element 16a. For example, the housing assembly 28a of the housing 28 can prevent the at least one wedge element 16a from further squeezing into the truncated cone-shaped opening when the first input rod assembly 10 is in its first starting position. As long as the at least one wedge element 16a only extends into the truncated cone-shaped opening to such an extent that an intermediate gap 34 is still present between the rod section 14a of the second input rod assembly 14 and the at least one wedge element 16a, the second input rod assembly 14 can be displaced relative to the first input rod assembly 10 without triggering the first input rod assembly 10 to be pulled together. Therefore, when the driver's braking force F 驾驶员 At zero, when first input rod assembly 10 is in its first starting position, locking mechanism 16 is in its non-locking functional mode due to intermediate gap 34 between rod section 14a and at least one wedge element 16a.

[0034] Figure 1B The diagram shows the brake actuating element coupling device during driver-initiated braking, ie, when the driver applies a driver braking force F which is not equal to zero. 驾驶员 14 when applied to the brake actuating element. It can be seen that at least one wedge element 16a is pressed by inner wall 10c of the truncated cone-shaped opening toward rod section 14 of second input rod assembly 14 after first input rod assembly 10 has been displaced from its first starting position by at least a predetermined first minimum displacement stroke, so that first input rod assembly 10 is clamped against second input rod assembly 14 due to the lack of an intermediate gap, whereby locking mechanism 16 is switched from its non-locking functional mode to its locking functional mode. Due to the joint displacement of the two input rod assemblies 10 and 14, which are fixed to each other by locking mechanism 16 in its locked functional mode, the driver braking force F 驾驶员 The driver can also use the non-zero booster force F of the actuator / electric motor during driver-initiated braking. 马达 The braking force F transmitted to at least one displaceable piston of the master brake cylinder is supported in terms of force. 制动器 In this case it is the driver's braking force F 驾驶员 and amplifier force F 马达 The sum of .

[0035] exist Figure 1C FIG. 1 shows the brake actuating element coupling device during autonomous braking, that is, when the driver's braking force F 驾驶员When it is equal to zero, it is aided by the amplifier force F which is not equal to zero. 马达 Since the locking mechanism 16 is in its non-locking functional mode, the second input rod assembly 14 can be used together with the booster piston 18 to generate a booster force F 马达 The first input rod assembly 10 remains in its first starting position while being displaced in braking direction 12. Thus, during autonomous braking, no displacement movement of the brake actuating element that is not actuated by the driver occurs.

[0036] Fig.1Da and 1Db The brake actuating element coupling device is also shown during autonomous braking. Fig.1Da The figure shows the time interval of autonomous braking before the driver initiates a further braking request by means of his actuation of the brake actuating element, and the time interval of autonomous braking before the driver initiates a further braking request by means of his actuation of the brake actuating element. Figure 1Db During the time interval schematically shown in FIG. 1 , a driver braking force F not equal to zero is used. 驾驶员 The brake is additionally applied to the master brake cylinder. Figure 1Db As can be seen, the driver can also switch locking mechanism 16 from its non-locking functional mode to its locked functional mode during autonomous braking despite the displacement of second input rod assembly 14 out of its second starting position. The dead travel that the driver must overcome for the driver to take over is short. The first minimum displacement travel for each position of second input rod assembly 14 between its second starting position and its end position can be less than or equal to 8 mm, in particular less than or equal to 5 mm, in particular less than or equal to 3 mm, and can also be less than or equal to 1.5 mm.

[0037] Figure 2 A schematic diagram of a second specific embodiment of a brake actuating element coupling device is shown.

[0038] As relative to Figure 1A The only difference to the previously explained embodiment of 1D is Figure 2 The brake actuating element coupling device has at least one wedge element 16c made of an elastic polymer. Therefore, it is also possible to forgo the support of at least one wedge element 16c by means of at least one tension spring and / or compression spring 16b.

[0039] about Figure 2 For other features and advantages of the brake operating element-coupling device, please refer to the above description Figure 1A To implementation method 1D.

[0040] Figure 3A schematic diagram of a third specific embodiment of a brake actuating element coupling device is shown.

[0041] for Figure 3 For the brake actuating element coupling device of the present invention, the locking mechanism 16 has a wedging element 16d, which is fixed to the outer edge of the inner cavity 10a of the first input rod component 10. The wedging element 16d can be formed from an elastic material at low cost. Preferably, the wedging element 16d is rotationally symmetrical about the longitudinal axis extending through the inner cavity 10a of the first input rod component 10. As can be seen in FIG. Figure 3 As can be seen in FIG. 1 , rod section 14 a of second input rod assembly 14 passes through wedging element 16 d of locking mechanism 16 .

[0042] Figure 3 The brake actuating element coupling device is shown in the idle position, ie, in the position in which both input rod components 10 and 14 are in a state in which the driver's braking force F is equal to zero. 驾驶员 The support force F is equal to zero 马达 In addition, when first input rod assembly 10 is in its first starting position, wedging element 16d is in the unlocked position, so that second input rod assembly 14 can be displaced relative to first input rod assembly 10 in braking direction 12 despite its rod section 14a passing through wedging element 16d. In contrast, wedging element 16d tilts from its unlocked position to its locked position, in which wedging element 16d is wedged on rod section 14a of second input rod assembly 14, after first input rod assembly 10 has been displaced from its first starting position by at least a predetermined first minimum displacement stroke. In this way, locking mechanism 16 is converted from its unlocked functional mode to its locked functional mode.

[0043] exist Figure 3 In the embodiment, the first minimum displacement stroke is independent of the current position of the second input rod assembly 14, that is, it is a constant first minimum displacement stroke. The first minimum displacement stroke can be less than or equal to 5 mm (millimeter), in particular less than or equal to 3 mm (millimeter), and in particular less than or equal to 1 mm (millimeter).

[0044] In addition, if you can Figure 3 As can be seen in FIG. 1 , wedging element 16d stops against stop 28b, preferably against stop 28b formed on housing 28, when first input rod assembly 10 is displaced back into its first starting position counter to braking direction 12. In this way, wedging element 16d in its locked position is displaced back from its locked position into its unlocked position, whereby locking mechanism 16 is switched from its locked functional mode to its unlocked functional mode.

[0045] about Figure 3 For other features and advantages of the brake operating element-coupling device, please refer to the above description Figure 1A To implementation method 1D.

[0046] Figures 4A to 4D A schematic diagram of a fourth specific embodiment of a brake actuating element coupling device is shown.

[0047] Different from the above described implementation, Figures 4A to 4D In the case of a brake actuating element coupling device, first input rod assembly 10 has a rod section 10d directed toward second input rod assembly 14, which extends into interior cavity 14b of second input rod assembly 14 at least when first input rod assembly 10 is in its first starting position and second input rod assembly 14 is in its second starting position. If first input rod assembly 10 is in its first starting position, preferably rod section 10d itself extends into interior cavity 14b in each position of second input rod assembly 14 from its second starting position to its end position. Locking mechanism 16, which includes at least one wedge element 16a, also extends into interior cavity 14b of second input rod assembly 14. Furthermore, at least one partial region 10e of rod section 10d is designed in a frustoconical manner with a diameter that decreases in braking direction 12, wherein at least one wedge element 16a extending into interior cavity 14b is arranged between inner wall 14c of interior cavity 14b and at least a frustoconical partial region 10e of rod section 10d.

[0048] Figure 4A The brake actuating element coupling device is shown in the rest position, ie, at the driver's braking force F 驾驶员 is equal to zero and the amplifier force F 马达 When the first input rod assembly 10 is in its first starting position, the at least one wedge element 16a is slightly pressed by the housing assembly 28a of the housing 28 in the braking direction 12, so that there is still an intermediate gap 36 between the inner wall 14c of the inner cavity 14b and the at least one wedge element 16a. Figures 4A to 4D The locking mechanism 16 sketched in FIG. 驾驶员 When φ is equal to zero, when first input rod assembly 10 is in its first starting position, it is in its non-locking functional mode due to intermediate gap 36 between inner wall 14c of interior cavity 14b and at least one wedge element 16a.

[0049] Figure 4BThe brake actuating element coupling device is shown during actuation of the brake actuating element by the driver. It can be seen that at least one wedge element 16a is pressed by at least a truncated cone-shaped sub-region 10e of rod section 10d against inner wall 10c of inner cavity 14b after first input rod assembly 10 has been displaced by at least a predetermined first minimum displacement stroke from its first starting position, so that locking mechanism 16 is switched from its non-locking functional mode to its locking functional mode due to the lack of intermediate gap 36 between inner wall 14c and at least one wedge element 16a.

[0050] exist Figure 4C FIG. 1 shows the brake actuating element coupling device during autonomous braking, that is, when the driver's braking force F 驾驶员 When it is equal to zero, it is aided by the amplifier force F which is not equal to zero. 马达 Due to the intermediate gap 36 between the inner wall 14c and the at least one wedge element 16a, the second input rod assembly 14 can be used together with the booster piston 18 by means of the booster force F 马达 The first input rod assembly 10 is displaced in the braking direction 12 , while the first input rod assembly 10 remains in its first starting position.

[0051] With the help of Figure 4D In the operating situation shown, the driver uses a non-zero driver braking force F during autonomous braking. 驾驶员 The brake is additionally applied to the master brake cylinder. Although at the beginning of the driver's braking, the second input rod assembly 14 has already been braked by means of a booster force F which is not equal to zero. 马达 Although displaced out of its second starting position, the driver can nevertheless quickly and without problems switch the locking mechanism 16 from its non-locking functional mode into its locking functional mode.

[0052] By way of example only, Figures 4A to 4D Also shown as (optional) components of the brake actuating element coupling device are a pedal lever 38 , a master brake cylinder 40 with its at least one displaceable piston 40 a , an electric motor 42 and a control device 44 for actuating the at least one electric motor 42 .

[0053] All of the above-described brake actuating element coupling devices realize a mechanical design of a decoupleable input rod mechanism, wherein the force-locking connection between its input rod components 10 and 14 can be selectively switched on or off. All brake actuating element coupling devices have in common that, in the case of driver-initiated braking, after overcoming the minimized dead travel, the driver can brake into master brake cylinder 40 (i.e., driver takeover), while in the case of autonomous braking, there is a decoupling of the brake actuating element from master brake cylinder 40. However, during autonomous braking, a force transmission from first input rod component 10 to second input rod component 14 itself can still take place if second input rod component 14 has been displaced out of its second starting position by a displacement path that is not equal to zero. Second input rod component 14 is displaced out of its second starting position by a certain displacement path, the length of which (essentially) has no influence on the dead travel to be overcome for the driver to take over. Although the driver notices a slightly changed characteristic curve when braking during autonomous braking, he usually does not perceive this as disturbing. All of the brake actuating element couplings explained above also have a mechanical self-restoring layer which, even in the event of a power failure, allows the driver to brake quickly into a rearwardly arranged master brake cylinder 40 using his driver braking force.

[0054] It should be noted that the usability of the above-described brake actuating element coupling devices is not limited to a specific vehicle type / motor vehicle type of vehicles / motor vehicles equipped with these brake actuating element coupling devices. Likewise, the usability of these brake actuating element coupling devices is not limited to a specific brake system type of brake system equipped with these brake actuating element coupling devices / cooperating with these brake actuating element coupling devices.

[0055] The first minimum displacement stroke of the brake actuating element coupling device depends on the current position of second input rod assembly 14, for which the first minimum displacement stroke for each position of second input rod assembly 14 between its second starting position and its end position can be less than or equal to 8 mm (millimeter), in particular less than or equal to 5 mm (millimeter), in particular less than or equal to 3 mm (millimeter), and also less than or equal to 1.5 mm (millimeter). As an alternative, the first minimum displacement stroke that is independent of the current position of second input rod assembly 14 / constant can be less than or equal to 5 mm (millimeter), in particular less than or equal to 3 mm (millimeter), in particular less than or equal to 1 mm (millimeter).

Claims

1. A brake operating element-coupling device, comprising: A first input rod assembly (10) is directly or indirectly connected or can be connected to a brake operating element so that the first input rod assembly (10) can be used with the help of a driver's braking force (F 驾驶员 ) is displaced out of its first starting position along a braking direction (12) of a master brake cylinder (40) towards the outside of the device itself; a second input rod assembly (14); and A locking mechanism (16), wherein the second input rod assembly (14) is fixed to the first input rod assembly (10) by the locking mechanism (16) in its locked functional mode, so that the second input rod assembly (14) can be displaced together with the first input rod assembly (10) in a braking direction (12), and the driver braking force (F 驾驶员 ) can be transmitted directly or indirectly from the second input rod assembly (14) to at least one displaceable piston (40a) of the master brake cylinder (40), and as long as the locking mechanism (16) is in its non-locking functional mode, the second input rod assembly (149) can be displaced in the braking direction (12) relative to the first input rod assembly (10); It is characterized in that The locking mechanism (16) is designed such that it can be switched from its non-locking functional mode to its locking functional mode by means of a displacement of the first input rod assembly (10) out of a first starting position of the first input rod assembly by at least one predetermined first minimum displacement stroke.

2. A brake operating element-coupling device according to claim 1, wherein the second input rod assembly (14) can be displaced to the maximum extent from its second starting position along the braking direction (12) to an end position, and wherein the locking mechanism (16) can be converted from its non-locking functional mode to its locking functional mode in each position of the second input rod assembly (14) from its second starting position to its end position by means of a displacement of the first input rod assembly (10) out of the first starting position of the first input rod assembly with at least a predetermined first minimum displacement stroke.

3. The brake actuating element coupling device according to claim 1 or 2, wherein the second input rod assembly (14) is displaceable from its second starting position in the braking direction (12) to the maximum extent possible into an end position, and wherein: As long as the locking mechanism (16) remains in its non-locking functional mode, the transmission of force from the second input rod assembly (14) to the first input rod assembly (10) in each position of the second input rod assembly (14) from its second starting position to its end position is prohibited due to the locking mechanism (16) being in its non-locking functional mode.

4. A brake operating element-coupling device according to any one of the preceding claims, wherein the first input rod assembly (10) has a rod section (10d) aligned with the second input rod assembly (14), the rod section extending into an internal cavity (14b) of the second input rod assembly (14) at least when the first input rod assembly (10) is in its first starting position and the second input rod assembly (14) is in its second starting position, wherein the locking mechanism (16) extends into the internal cavity (14b) of the second input rod assembly (14).

5. A brake operating element-coupling device according to claim 4, wherein at least one partial region (10e) of the rod section (10d) is constructed in a truncated cone shape with a diameter that decreases along the braking direction (12), and wherein the locking mechanism (16) has at least one wedge element (16a, 16c), which extends into the inner cavity (14b) and is arranged between the inner wall (14c) of the inner cavity (14b) and at least the truncated cone-shaped partial region (10e) of the rod section (10d), so that the at least one wedge element (16a, 16c) is pressed from at least the truncated cone-shaped partial region (10e) of the rod section (10d) toward the inner wall (14c) of the inner cavity (14b) after the first input rod assembly (10) is displaced from its first starting position with at least a predetermined first minimum displacement stroke, thereby converting the locking mechanism (16) from its non-locking functional mode to its locking functional mode.

6. A brake operating element-coupling device according to any one of claims 1 to 3, wherein the second input rod assembly (14) has a rod section (14a) aligned with the first input rod assembly (10), the rod section extending into the internal cavity (10a) of the first input rod assembly (10) at least when the first input rod assembly (10) is in its first starting position and the second input rod assembly (14) is in its second starting position, and wherein the locking mechanism (16) is fixed to the first input rod assembly (10) at the outer edge of the internal cavity (10a) or extends into the internal cavity (10a) of the first input rod assembly (10).

7. A brake operating element-coupling device according to claim 6, wherein at least a partial area (10b) of the internal cavity (10a) is constructed with a truncated cone-shaped opening, the diameter of which increases along the braking direction (12), and wherein the locking mechanism (16) has at least one wedge element (16a, 16c), which extends into the truncated cone-shaped opening and is arranged between the inner wall (10c) of the truncated cone-shaped opening and the rod section (14a) of the second input rod component (14), so that the at least one wedge element (16a, 16c) is pressed by the inner wall (10c) of the truncated cone-shaped opening toward the rod section (14a) of the second input rod component (14) after the first input rod component (10) is displaced out of its first starting position with at least a predetermined first minimum displacement stroke, thereby converting the locking mechanism (16) from its non-locking functional mode to its locking functional mode.

8. A brake operating element-coupling device according to claim 6, wherein a locking mechanism (16) fixed on the outer edge of the internal cavity (10a) has a wedging element (16d), a rod section (14a) of the second input rod assembly (14) passes through the wedging element and the wedging element is in an unlocked position when the first input rod assembly (10) is in its first starting position, and wherein the wedging element (16d) tilts from its unlocked position to its locked position after the first input rod assembly (10) is displaced from its first starting position by at least a predetermined first minimum displacement stroke, in which the wedging element (16d) is wedged on the rod section (14a) of the second input rod assembly (14), whereby the locking mechanism (16) is converted from its unlocked functional mode to its locked functional mode.

9. A brake operating element-coupling device according to any one of the preceding claims, wherein the locking mechanism (16) is capable of being converted from its locked functional mode to its non-locked functional mode by means of a return displacement of the first input rod assembly (10) in the opposite direction to the braking direction (12) toward its first starting position.

10. A brake operating element-coupling device according to claims 8 and 9, wherein the wedging element (16d) in its locked position is stopped towards a stop (28b) when the first input rod assembly (10) is returned to its first starting position in the opposite direction to the braking direction (12), so that the wedging element (16d) is returned from its locked position to its unlocked position, thereby converting the locking mechanism (16) from its locked functional mode to its unlocked functional mode.

11. A brake actuating element coupling device according to any one of the preceding claims, wherein the brake actuating element coupling device is designed as a brake force booster and comprises a booster piston (18) which is directly or indirectly connected to an actuator of the brake actuating element coupling device so that the booster piston (18) can boost the brake force (F 马达 ) is displaced along the braking direction (12), and an amplifier piston (18) displaced along the braking direction (12) by at least a predetermined second minimum displacement stroke is in mechanical contact with a second input rod assembly (14), so that the second input rod assembly (14) can be displaced along the braking direction (12) together with the amplifier piston (18).

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