Modular brake system for a motor vehicle

Abstract

A brake system for a motor vehicle includes a first electro-hydraulic brake system with a first at least one hydraulically operated wheel brake, a first control unit, and a first low pressure accumulator connected to the first electro-hydraulic brake system. The system also includes a second electro-hydraulic brake system with a second at least one hydraulically operated wheel brake, a second control unit, and a second low pressure accumulator connected to the second electro-hydraulic brake system. The system further includes wherein the first electro-hydraulic brake system is fluidly independent of the second electro-hydraulic brake system.

Description

Technical Field

[0001] The invention relates to a braking system for a motor vehicle. Background Art

[0002] Current state-of-the-art heavy-duty passenger trucks use an electronic brake system with a hydraulic booster system and an ESC module. The hydraulic booster module is similar to the vacuum booster in a small passenger car, but instead of vacuum, it uses higher pressure fluid from the steering system to boost the driver's brake pressure. Slip control is handled by a separate ESC module. However, a fully drive-by-wire system is not known.

[0003] The background description provided herein is for the purpose of generally presenting the context of the present disclosure. The work of the presently named inventors, to the extent it is described in this background section and in aspects that may not otherwise qualify as prior art at the time of filing, is neither explicitly nor implicitly admitted as prior art against the present disclosure. Summary of the invention

[0004] A general aspect includes a first electro-hydraulic braking system with a first at least one hydraulically operated wheel brake. The first electro-hydraulic braking system also includes a first control unit for the first braking system. The system also includes a first low-pressure accumulator connected to the first electro-hydraulic braking system. The system also includes a second electro-hydraulic braking system with a second at least one hydraulically operated wheel brake. The system also includes a second control unit for the second braking system. The system also includes a second low-pressure accumulator connected to the second electro-hydraulic braking system. The system also includes wherein the first electro-hydraulic braking system is fluidly independent of the second electro-hydraulic braking system.

[0005] Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each of which is configured to perform the actions of these methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The present disclosure will be more fully understood from the detailed description and the accompanying drawings, in which:

[0007] Figure 1 is a partially schematic representation of a first embodiment of an exemplary braking system; and

[0008] Figure 2 is a partially schematic representation of a second embodiment of an exemplary braking system.

[0009] Figure 3 is a partially schematic representation of a third embodiment of an exemplary braking system. DETAILED DESCRIPTION

[0010] In the following, similar or identical features are marked with the same reference numerals.

[0011] Figure 1 A modular vehicle brake system 102 for a motor vehicle 100 is shown, which has a first electro-hydraulic brake system 110 and a second electro-hydraulic brake system 150 .

[0012] The first electro-hydraulic brake system 110 has hydraulically operated wheel brakes 112a and 112b, which act on the wheels of the first axle 104 of the motor vehicle 100. For example, the wheel brakes 112a and 112b can be hydraulically operated disc brakes. In active operation of the brake system 110, the wheel brakes 112a and 112b are applied with hydraulic brake pressure, which is converted by the wheel brakes 112a and 112b into a braking force assigned to the wheel brakes 112a and 112b acting on the corresponding vehicle wheels based on a brake control signal received at a first electronic control unit (ECU) 114 for the first brake system 110. The first brake system 110 has a first ECU actuator 116 to generate hydraulic brake pressure based on the brake control signal received by the first ECU 114. The first brake system 110 has a first ECU modulator 118 to modulate hydraulic pressure from the first ECU actuator 116 to the brakes 112a and 112b. Brake fluid for the wheel brakes 112a and 112b is provided from a first low-pressure accumulator 120.

[0013] Likewise, the second electro-hydraulic brake system 150 has hydraulically operated wheel brakes 152a and 152b, which act on the wheels of the second wheel axle 106 of the motor vehicle. For example, the wheel brakes 152a and 152b can be hydraulically operated disc brakes. In the active operation of the brake system 150, the wheel brakes 152a and 125b are applied with hydraulic brake pressure, which is converted by the wheel brakes 152a and 152b based on the brake control signal received at the second ECU 154 for the second brake system 150 into a braking force assigned to the wheel brakes 152a and 152b acting on the corresponding vehicle wheels. The second brake system 150 has a second ECU actuator 156 to generate hydraulic brake pressure based on the brake control signal received by the second ECU 154. The second brake system 150 has a second ECU modulator 158 to modulate the hydraulic pressure from the second ECU actuator 156 to the brakes 152a and 152b. Braking fluid for the wheel brakes 152a and 152b is provided from a second low-pressure accumulator 1160 for the second braking system 150. The second low-pressure accumulator 160 may be fluidly connected to the first low-pressure accumulator 120.

[0014] The first electro-hydraulic brake system 110 and the second electro-hydraulic brake system 150 operate in a similar manner to each other. Both the first electro-hydraulic brake system 110 and the second electro-hydraulic brake system 150 receive brake control signals generated by the vehicle controller 1108, but the operation of the first electro-hydraulic brake system 110 and the second electro-hydraulic brake system 150 is primarily independent of each other, as described herein. Additionally, the first brake system 110 and the second brake system 150 are hydraulically independent of each other. The first brake system 110 is not directly connected to the second brake system 150. In fact, the first brake system 110 and the second brake system 150 may only be indirectly and independently connected via the low-pressure accumulators 120 and 160.

[0015] However, the first control unit 114 is designed to exchange information with the second control unit 154 both in the normal operating mode and in the fallback operating mode. This can be, for example, actuation information, applied brake pressure or braking force or other operating information of the respective first electro-hydraulic brake system 110 and second electro-hydraulic brake system 150.

[0016] In normal operation mode, the first electro-hydraulic brake system 110 receives brake control signals from the vehicle controller 108. The first actuator 116 includes a motor 122 to drive a piston 124 in a hydraulic cylinder 126. The piston 124 is connected to the motor 122 in such a way that a rotation of the drive shaft of the motor 122 causes the piston 124 to translate in the cylinder 126. Thus, the electric motor 122 is converted into a translation of the pressure piston 124 in the hydraulic cylinder 126, whereby the brake fluid located in the hydraulic cylinder 126 can be pressed with a certain pressure. The rotational position of the rotor of the electric motor 122 and therefore the current position of the pressure piston 124 in the hydraulic cylinder 126 is monitored by a motor position sensor.

[0017] The hydraulic cylinder 126 of the first actuator 116 is also hydraulically connected to the first modulator 118, wherein a no-current closing type pressure supply valve 130, i.e., a pressure feed valve (PFV), is arranged between the first modulator 118 and the hydraulic cylinder 126 of the first actuator 116. Therefore, the pressure supply valve 130 can establish or interrupt the hydraulic connection between the first actuator 116 and the first modulator 118.

[0018] Therefore, in active operation of the first electro-hydraulic braking system 110, the wheel brakes 112a and 112b are applied with hydraulic braking pressure, which is converted by the wheel brakes 112a and 112b into braking forces assigned to the wheel brakes 112a and 112b acting on the corresponding vehicle wheels.

[0019] The first modulator 118 portion of the first brake system 110 has a no-current opening type intake valve 132 and a no-current closing type exhaust valve 134 according to the connected hydraulically operated wheel brakes 112a and 112b. The exhaust valve 134 is designed to establish or interrupt the hydraulic connection between the wheel brakes 112a and 112b and the low-pressure accumulator 120 so that the hydraulic brake pressure applied in the wheel brakes 112a and 112b can be reduced via the exhaust valve 134. At the same time, by selectively opening and closing the intake valve 132, the hydraulic brake pressure applied in the wheel brakes 112a and 112b can be modulated from the applied inlet pressure.

[0020] The brake input system 180 may be included in the first brake system 110 or may be separated from the first brake system 110. The brake input system 180 includes a master cylinder 181 in which a movable cylinder piston 182 is installed. The cylinder piston 182 may be moved by actuating an actuating pedal 183 connected to the cylinder piston 182 in the master cylinder 181, or the brake fluid located in the master cylinder 181 may be pressurized with a certain hydraulic pressure. The hydraulic pressure generated here is detected by a pressure sensor 184. In addition, the displacement distance of the cylinder piston 182 is determined by the displacement sensor. The master cylinder 181 is initially hydraulically connected to a pedal feel simulator 186. A brake control signal is generated by the vehicle controller 108 based on the movement of the pedal 183. The brake control signal is sent to each of the first control unit 114 of the first electro-hydraulic brake system 110 and the second control unit 154 of the second electro-hydraulic brake system 150.

[0021] The brake input system 180 is also connected to the first brake system 110 having a master cylinder valve 188. The master cylinder valve 188 is normally closed and opens to provide brake control in the fallback mode of the first brake system 110. In the normal operating mode, the first brake system 110 operates in a drive-by-wire manner based on the brake control signal.

[0022] Alternatively, the brake input system 180 may be independent of the first brake system 110 and still provide brake control signals to the first control unit 114 of the first electro-hydraulic brake system 110 and the second control unit 154 of the second electro-hydraulic brake system 150 .

[0023] The first control unit 114 is also connected to a parking brake system 190, which includes a parking brake switch 192, so that when the parking brake switch 192 is pressed, corresponding information can be processed by the first control unit 114. The first control unit 114 is then designed to transmit corresponding control information for activating the parking brake function.

[0024] In normal operation mode, the second electro-hydraulic brake system 150 receives brake control signals from the vehicle controller 108. The second actuator 156 includes a motor 162 to drive a piston 164 in a hydraulic cylinder 166. The piston 164 is connected to the motor 162 in such a way that the rotation of the drive shaft of the motor 162 causes the piston 164 to translate in the cylinder 166. Thus, the electric motor 162 is converted into a translation of the pressure piston 164 in the hydraulic cylinder 166, whereby the brake fluid located in the hydraulic cylinder 166 can be pressed with a certain pressure. The rotational position of the rotor of the electric motor 162 and therefore the current position of the pressure piston 164 in the hydraulic cylinder 166 is monitored by a motor position sensor.

[0025] The hydraulic cylinder 166 of the second actuator 156 is also hydraulically connected to the second modulator 158, wherein a no-current closing type pressure supply valve 170 is arranged between the second modulator 158 and the hydraulic cylinder 166 of the second actuator 156. Therefore, the pressure supply valve 170 can establish or interrupt the hydraulic connection between the second actuator 156 and the second modulator 158.

[0026] Therefore, in active operation of the second electro-hydraulic braking system 150, the wheel brakes 152a and 152b are applied with hydraulic braking pressure, which is converted by the wheel brakes 152a and 152b into a braking force assigned to the wheel brakes 152a and 152b acting on the corresponding vehicle wheels.

[0027] The second modulator 158 part of the second brake system 150 has a no-current opening type intake valve 172 and a no-current closing type exhaust valve 174 according to the connected hydraulically operated wheel brakes 152a and 152b. The exhaust valve 174 is designed to establish or interrupt the hydraulic connection between the wheel brakes 152a and 152b and the low-pressure accumulator 160, so that the hydraulic brake pressure applied in the wheel brakes 152a and 152b can be reduced via the exhaust valve 174. At the same time, by selectively opening and closing the intake valve 172, the hydraulic brake pressure applied in the wheel brakes 152a and 152b can be modulated from the applied inlet pressure. Additionally, there is a pressure reducing valve (PDV) 176 located between the second modulator 158 and the second low-pressure accumulator 160 for overpressure protection.

[0028] Figure 2 A partial schematic diagram of a second embodiment of a modular vehicle brake system 202 for a motor vehicle 200 having a first electro-hydraulic brake system 210 , 250 and a second electro-hydraulic brake system 250 is illustrated.

[0029] The first electro-hydraulic brake system 210, 250 has hydraulically operated wheel brakes 212a, 212b, 252a and 252b, which act on the wheels of the first axle 204 of the motor vehicle 200. The second electro-hydraulic brake system 210, 250 has hydraulically operated wheel brakes 252a and 252b, which act on the wheels of the second axle 206 of the motor vehicle 200.

[0030] For example, the wheel brakes 212a, 212b, 252a and 252b may be hydraulically operated disc brakes. In active operation of the braking system 210, 250, the wheel brakes 212a, 212b, 252a and 252b are applied with hydraulic brake pressure, which is converted by the wheel brakes 212a, 212b, 252a and 252b into a braking force assigned to the wheel brakes 212a, 212b, 252a and 252b acting on the corresponding vehicle wheels based on a brake control signal received at an electronic control unit (ECU) 214, 254 for the braking system 210, 250. The braking system 210, 250 has an ECU actuator 216, 256 to generate the hydraulic brake pressure based on the brake control signal received by the ECU 214, 254. The brake system 210, 250 has an ECU modulator 218, 258 to modulate the hydraulic pressure from the ECU actuator 216, 256 to the brakes 212a, 212b, 252a and 252b. The brake fluid for the wheel brakes 212a, 212b, 252a and 252b is provided from a low-pressure accumulator 220, 260. There is one low-pressure accumulator 220, 260 for the wheel brakes 212a, 212b, 252a and 252b at each axle 204, 206. The low-pressure accumulator 260 of the rear axle can be fluidly connected to the low-pressure accumulator 220 of the front axle.

[0031] The electro-hydraulic brake systems 210, 250 receive brake control signals generated by the vehicle controller 208, but the operation of the first electro-hydraulic brake system 210 and the second electro-hydraulic brake system 250, 250 is primarily independent of each other, as described herein. Additionally, the first brake system 210 and the second brake system 250 and 250 are hydraulically independent of each other. The first brake system 210 is not directly connected to the second brake system 250. In fact, the first brake system 210 and the second brake system 250 may be connected only indirectly and independently via the low-pressure accumulators 220 and 260 at each axle.

[0032] However, the first control unit 214 is designed to exchange information with the second control unit 254 both in the normal operating mode and in the fallback operating mode. This can be, for example, actuation information, applied brake pressure or braking force or other operating information of the respective first electro-hydraulic brake system 210 and second electro-hydraulic brake system 250.

[0033] In normal operation mode, the electro-hydraulic brake system 210, 250 receives a brake control signal from the vehicle controller 208. The actuator 216, 256 includes a motor 222, 262 to drive a piston 224, 264 in a hydraulic cylinder 226, 266. The piston 224, 268 is connected to the motor 222, 262 in such a way that the rotation of the drive shaft of the motor 222, 262 causes the piston 224, 268 to translate in the cylinder 226, 266. Therefore, the electric motor 222, 262 is converted into a translation of the pressure piston 224, 264 in the hydraulic cylinder 226, 266, whereby the brake fluid located in the hydraulic cylinder 226, 266 can be pressed with a certain pressure. The rotational position of the rotor of the electric motor 222, 262 and thus the current position of the pressure piston 224, 264 in the hydraulic cylinder 226, 266 is monitored by the motor position.

[0034] The hydraulic cylinder 226, 266 of the actuator 216, 256 is also hydraulically connected to the modulator 218, 258, wherein a no-current closing type pressure supply valve 230, 270 is arranged between the modulator 218, 258 and the hydraulic cylinder 226, 266 of the actuator 216, 256. Therefore, the pressure supply valve 230, 270 can establish or interrupt the hydraulic connection between the actuator 216, 256 and the modulator 218, 258. In addition, there is a pressure relief valve (PDV) 232, 272 located between the modulator 218, 258 and the low-pressure accumulator 220, 260 for overpressure protection.

[0035] Therefore, during active operation of the electro-hydraulic braking systems 210, 250, the wheel brakes 212a, 212b, 252a and 252b are applied with hydraulic braking pressure, which is converted by the wheel brakes 212a, 212b, 252a and 252b into braking forces assigned to the wheel brakes 212a, 212b, 252a and 252b acting on the corresponding vehicle wheels.

[0036] The brake input system (not shown) and the parking brake system (not shown) may be separated from the brake systems 210, 250 and may be used in conjunction with the brake system 210, 250. Figure 1 Operate in a manner similar to that described in .

[0037] Figure 3 A partial schematic diagram of a third embodiment of a modular vehicle brake system 302 for a motor vehicle 300 is shown, the modular vehicle brake system having at least first to fourth electro-hydraulic brake systems 310a-d. Each electro-hydraulic brake system 310a-d acts on a hydraulically operated wheel brake 312a-d, each of which is arranged as a corner brake unit for the vehicle 300.

[0038] For example, the wheel brakes 312a-d can be hydraulically operated disc brakes. In active operation of the braking system 310a-d, the wheel brakes 312a-d are applied with hydraulic brake pressure, which is converted by these wheel brakes into a braking force assigned to the wheel brakes 312a-d acting on the corresponding vehicle wheels based on the brake control signal received at the electronic control unit (ECU) 314a-d for the braking system 310a-d. The braking system 310a-d has an ECU actuator 316a-d to generate hydraulic brake pressure based on the brake control signal received by the ECU 314a-d. The braking system 310a-d has an ECU modulator 318a-d to modulate the hydraulic pressure from the ECU actuator 316a-d to the brake 312a-d. The brake fluid for the wheel brakes 312a-d is provided from the low-pressure accumulator 320a-d. There is one low pressure accumulator 320a-d for each of the wheel brakes 312a-d that is fluidly independent of each other. Alternatively, the low pressure accumulators 320a-d may be fluidly connected to each other, or the low pressure accumulators 320a-d may be fluidly connected to another low pressure accumulator 320a-d only at the same wheel axle.

[0039] The electro-hydraulic brake systems 310a-d receive brake control signals generated by the vehicle controller 308, but the operation of the first and second hydraulic brake systems 310a-d is largely independent of each other, as described herein. Additionally, the brake systems 310a-d are hydraulically independent of each other. The brake systems 310a-d are not directly connected to each other. In fact, the brake systems 310a-d may only be indirectly and independently connected via low-pressure accumulators 320a-d at each corner.

[0040] However, the control units 314a-d are designed to exchange information with each other both in the normal operating mode and in the fallback operating mode. This may be, for example, actuation information of the respective electrohydraulic brake system 310a-d, applied brake pressure or braking force or other operating information.

[0041] In normal operating mode, the electro-hydraulic brake system 310a-d receives a brake control signal from the vehicle controller 308. The actuator 316a-d includes a motor 322a-d to drive a piston 324a-d in a hydraulic cylinder 326a-d. The piston 324a-d is connected to the motor 322a-d in such a way that the rotation of the drive shaft of the motor 322a-d causes the piston 324a-d to translate in the cylinder 326a-d. Therefore, the electric motor 322a-d is converted into a translation of the pressure piston 324a-d in the hydraulic cylinder 326a-d, whereby the brake fluid located in the hydraulic cylinder 326a-d can be pressed with a certain pressure. The rotational position of the rotor of the electric motor 322a-d and therefore the current position of the pressure piston 324a-d in the hydraulic cylinder 326a-d is monitored by a motor position sensor.

[0042] The hydraulic cylinders 326a-d of the actuators 316a-d are also hydraulically connected to the modulators 318a-d, wherein a no-current closing type pressure supply valve 330a-d is arranged between the modulators 318a-d and the hydraulic cylinders 326a-d of the actuators 316a-d. Thus, the pressure supply valve 330a-d can establish or interrupt the hydraulic connection between the actuators 316a-d and the modulators 318a-d. Additionally, there are pressure relief valves (PDVs) 332a-d located between the modulators 318a-d and the low-pressure accumulators 320a-d for overpressure protection.

[0043] Thus, in active operation of the electrohydraulic brake systems 310a - d , the wheel brakes 312a - d are applied with a hydraulic brake pressure which is converted by the wheel brakes 312a - d into a braking force assigned to the wheel brakes 312a - d acting on the respective vehicle wheels.

[0044] The brake input system (not shown) and the parking brake system (not shown) may be separate from the brake systems 310a-d and may be used in conjunction with the brake system 310a-d. Figure 1 Operate in a manner similar to that described in .

[0045] refer to Figures 1 to 3 , current wire control brake systems are typically connected to all four wheels of the vehicle. The brake system distributes the actuators to separate brake systems on either: for example, a hydraulic brake circuit at each axle, or a hydraulic brake wheel. Each product provides domain control, but these distributed systems can be centrally controlled by the main processing unit 108 (which can be a high-performance computer). When one brake system loses power or a leak occurs, information is sent to the other control units, and operation can still continue as the remaining units execute. Power is provided redundantly across all units, taking care not to introduce a single point of failure that would destroy the complete braking performance.

[0046] The modular vehicle braking system 102, 202, 302 provides redundancy because multiple actuators can remain operational even if one actuator fails. The modular vehicle braking system 102, 202, 302 provides improved performance because multiple actuators can provide braking pressure more quickly than a single large actuator. The modular vehicle braking system 102 allows for component miniaturization due to having more actuators, and the size of each actuator can be reduced. Additionally, by using multiple actuators and independent hydraulic operation of the modular braking system, the hydraulic supply required to provide operation of the vehicle braking system 102, 202, 302 is reduced overall.

[0047] The foregoing description should be interpreted as illustrative rather than restrictive. Those of ordinary skill in the art will appreciate that certain modifications may be within the scope of the present disclosure. Although different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of the present disclosure are not limited to those combinations. Some of the components or features from any non-limiting embodiment may be used in combination with features or components from any other non-limiting embodiment. For these reasons, the attached claims should be studied to determine the true scope and content of the present disclosure.

Claims

1. A braking system (102, 202, 302) for a motor vehicle (300), the braking system comprising: A first electro-hydraulic brake system (110, 210, 310a) with a first at least one hydraulically operated wheel brake (112a, 112b, 212a, 212b, 312a); a first control unit (114, 214, 314a) for the first braking system (110, 210, 310a); a first low-pressure accumulator (120, 220, 320a) connected to the first electro-hydraulic brake system (110, 210, 310a); a second electro-hydraulic brake system (150, 250, 312b) with a second at least one hydraulically operated wheel brake (152a, 152b, 252a, 252b, 312b); a second control unit (154, 254, 354b) for the second braking system (150, 250, 350b); a second low-pressure accumulator (160, 260, 320b) connected to the second electro-hydraulic brake system (150, 250, 312b); and Wherein, the first electro-hydraulic brake system (110, 210, 310a) is fluidically independent from the second electro-hydraulic brake system (150, 250, 312b).

2. The braking system (102, 202, 302) according to claim 1, wherein: The first control unit (114, 214, 314a) includes a first actuator (116, 216, 316a) and a first modulator (118, 218, 318a), and the second control unit (154, 254, 314b) includes a second actuator (156, 256, 316b) and a second modulator (158, 258, 318b).

3. The braking system (102, 202, 302) according to claim 1, wherein: The first at least one wheel brake is a first wheel brake (112a) of a first wheel axle (104, 204) of the vehicle (100, 200, 300) and a second wheel brake (112b) of the first wheel axle (104, 204), and wherein the second at least one wheel brake (112a, 112b, 152a, 152b) is a first wheel brake (152a) of a second wheel axle (106, 206) and a second wheel brake (152b) of the second wheel axle (106, 206).

4. The braking system (102, 202, 302) according to claim 1, wherein: The first low-pressure accumulator (120, 220, 320a) is fluidly connected to the second low-pressure accumulator (160, 260, 320b).

5. The braking system (102, 202, 302) according to claim 1, wherein: The first control unit (114, 214, 314a) and the second control unit (154, 254, 314b) each receive a braking command from a vehicle controller (108, 208, 308).

6. The braking system (102, 202, 302) of claim 5, further comprising a brake input system (180) connected to the vehicle controller (108, 208, 308) to generate the braking command.

7. The braking system (102, 202, 302) according to claim 1, wherein: The brake input system (180) is part of the first brake system (110, 210, 310a).

8. The braking system (102, 202, 302) according to claim 7, wherein: The first brake system (110, 210, 310a) is actuated via a master cylinder valve (188) in a fallback mode.

9. The braking system (102, 202, 302) of claim 1, further comprising: a third electro-hydraulic brake system (310c) having a third at least one hydraulically operated wheel brake (312c); a third control unit for the third braking system (310c); a third low-pressure accumulator (320c) connected to the third electro-hydraulic brake system (310c); a fourth electro-hydraulic brake system (310d) having at least one fourth hydraulically operated wheel brake (312d); a fourth control unit for the fourth braking system (310d); a fourth low-pressure accumulator (320d) connected to the fourth electro-hydraulic brake system (310d); and Wherein, the first, second, third and fourth electro-hydraulic brake systems (310a-d) are fluidically independent of each other.

10. The braking system (102, 202, 302) according to claim 9, wherein: The first control unit (314a), the second control unit (314b), the third control unit (314c) and the fourth control unit (314d) each receive a braking command from a vehicle (308) controller.

11. The braking system (102, 202, 302) according to claim 1, wherein: The first control unit (114, 214, 314a) and the second control unit (154, 254, 314b) are designed to provide the electromechanical pressure supply device so that the electromechanical pressure supply device generates hydraulic brake pressure according to at least one of the following and depending on the force acting on the accelerator pedal: the determined displacement of the piston (182) in the master cylinder (181), the hydraulic pressure generated by the master cylinder (181), the actuation angle of the actuation pedal (183), the actuation path of the actuation pedal (183) Function.

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