Pedal travel simulator for motor vehicle brake and hydraulic block

Abstract

The invention relates to a pedal travel simulator for a motor vehicle brake and a hydraulic block. The invention relates to a pedal travel simulator (100) for a motor vehicle brake, comprising: a displaceably arranged simulator piston (1); an elastic element (2) in direct contact with the simulator piston; and a damping element (4). In a first portion (23a, 23b) of a simulator force-travel curve (200), a simulator piston force is provided by the elastic element (2). In a second portion (24a, 24b) of the simulator force-travel curve (200), the simulator piston force is provided in parallel by the elastic element (2) and the damping element (4). A hydraulic block (300) includes a pedal travel simulator (100).

Description

Technical Field

[0001] This invention relates to a pedal travel simulator for a motor vehicle brake, particularly for motor vehicles (such as passenger vehicles) having a hydraulic brake control unit. The invention also relates to a hydraulic block comprising a pedal travel simulator, preferably a hydraulic block for an electro-hydraulic brake control unit. Background Technology

[0002] In a power-operated hydraulic motor vehicle brake, a pressure generator is used to produce fluid pressure that is transmitted to the wheel brakes. To control the pressure generator, the brake pedal position is read at the master brake cylinder, and the pressure generator is controlled in a manner dependent on said brake pedal position. In this type of motor vehicle brake, during normal operation, there is no hydraulic connection between the master brake cylinder and the wheel brakes. Only the pressure generator applies fluid pressure to the wheel brakes in a manner dependent on the brake pedal.

[0003] To provide tactile feedback to the driver at the brake pedal during power braking, a pedal travel simulator is provided in the braking system. When the driver actuates the brake pedal, fluid in the master brake cylinder shifts to the pedal travel simulator, where it generates opposing pressure. This opposing pressure acts on a piston in the brake cylinder, pushing the brake pedal back to its original position. Thus, a pleasant pedal pressure is generated at the driver's foot.

[0004] If the pressure generator malfunctions, or if some other fault occurs, it's possible that the driver of the motor vehicle can apply brake fluid to the wheel brakes using the brake pedal, and this is not done by means of the pressure generator. In this case, the pedal travel simulator is hydraulically decoupled from the master brake cylinder and therefore does not receive any fluid. Thus, a rapid response of the wheel brakes to inputs made by the vehicle driver can be achieved.

[0005] Various pedal travel simulators are known in the prior art.

[0006] For example, DE102020204352A1 discloses a pedal stroke simulator with a spring ring. The pedal stroke simulator includes a spring ring that serves as a stop for the simulator piston. The spring ring is located in a surrounding groove in the cylinder, between the end faces of the piston and the cylinder. Therefore, the spring ring extends inward from the groove to limit the stroke of the simulator piston in the direction of the cover.

[0007] DE112019004640T5 discloses a pedal simulator designed to provide an improved pedal feel.

[0008] It is desirable to generate different force-stroke curves for pedal travel simulators used for different vehicles, and particularly different vehicle classes, because it is desired that each motor vehicle has different brake pedal characteristics. It has been shown that known pedal travel simulators have complex structures and are difficult to manufacture, and moving parts lead to increased noise emissions. This is particularly problematic in vehicles that operate partially without an internal combustion engine, making the noise from other components more prominent. Maximizing usable space within the vehicle is also necessary. Summary of the Invention

[0009] Therefore, one object of the present invention is to overcome the disadvantages of the prior art, and in particular to provide a pedal stroke simulator that allows direct adjustment of the force-stroke curve and operation with reduced noise. It is also sought to simplify the assembly of the pedal stroke simulator and to arrange the pedal stroke simulator in a hydraulic block in a way that optimizes structural space.

[0010] The objective is achieved by a pedal travel simulator for a braking system of at least partial hydraulic operation of a motor vehicle brake, the pedal travel simulator comprising: a simulator piston received in a simulator cylinder bore to enable movement along a central longitudinal axis; and an elastic element in direct contact with the simulator piston. The pedal travel simulator further includes a damping element, wherein, in a first portion of the simulator force-stroke curve, the simulator piston force is provided by the elastic element. According to the invention, in a second portion of the simulator force-stroke curve, the simulator piston force is provided in parallel by the elastic element and the damping element.

[0011] Brake fluid pressurized by the brake pedal is guided to the simulator piston, which is mounted in the simulator cylinder bore. It is specified that the elastic element is in direct contact with the simulator piston; that is, no additional components are required to transfer force from the simulator piston to the elastic element. Due to the direct contact with the elastic element, potential sources of noise emission are eliminated. Furthermore, the elastic element can be connected to the simulator piston via a thrust plate, which is used to absorb vibrations and is therefore preferably made of a damping material or has such a coating.

[0012] Preferably, the elastic element is sleeve-shaped and may include a helical spring. Preferably, the elastic element is wound around a central longitudinal axis and is composed of a material with high elasticity and / or good energy storage capacity. In the rest position, the elastic element is mostly located within the simulator piston.

[0013] The simulator piston force can be understood as the force applied to the simulator piston by the pedal travel simulator, which presses against the hydraulic fluid flowing from the brake pedal. In the first part of the simulator force-stroke curve, the simulator piston force is provided by the elastic element. The simulator piston force can be understood as the simulator force. Both terms refer to the force applied to the master brake cylinder by the hydraulic fluid from the pedal travel simulator.

[0014] The simulator force-stroke curve depicts the simulator piston force applied by the pedal stroke simulator, plotted relative to the simulator piston stroke. The first portion can be described over the first simulator piston stroke where only the elastic element operates. The first portion of the force-stroke curve can be shorter or longer, depending on the intended use of the pedal stroke simulator. In any case, the first portion begins when the simulator piston stroke is 0, i.e., the rest position, and ends at the transition to the second portion of the force-stroke curve.

[0015] To ensure that only the elastic element absorbs the simulator piston stroke in the first part of the force-stroke curve, the elastic element can preferably be supported on the housing or some other component of the simulator piston unit. The elastic element is not supported on the damping element. Furthermore, the slope of the force-stroke curve in the first part can be influenced by different materials used to manufacture the elastic element.

[0016] In the second part of the force-stroke curve, the simulator piston force is provided in parallel by the elastic and damping elements. The second part can be directly adjacent to the first part of the force-stroke curve, or there can be an idle stroke between the first and second parts. The second part of the force-stroke curve is characterized by the simulator piston force no longer increasing linearly, but increasing exponentially over the simulator piston stroke. In the second part, the damping and elastic elements operate together and act in parallel on the simulator piston.

[0017] Furthermore, the first and second portions of the force stroke curve can be adjacent to another portion in which only the damping element deforms, while the elastic element does not deform further. Therefore, in the third portion, the simulator piston force is provided solely by the damping element. Preferably, in addition to the damping element, another element can be used to dampen the simulator piston force to provide a profile of a further exponential increase in simulator force relative to simulator piston stroke.

[0018] In a preferred embodiment, the elastic element is arranged along the central longitudinal axis and has two axial ends, wherein, in particular, the elastic element is supported at the axial ends. Preferably, the elastic element is sleeve-shaped and may take the form of a helical spring with two axial ends. In another embodiment, the elastic element is designed as a spring washer or a stacked pair of spring washers. Multiple such pairs of spring washers can then be stacked one on top of another to achieve spring action.

[0019] The elastic element is supported by two axial ends, thus preventing vibration and simulator piston force from causing it to contact other components, resulting in further noise reduction. The elastic element is tightened only at two locations, further minimizing additional noise sources that could potentially be generated at the contact surfaces of the elastic element.

[0020] According to another aspect, the elastic element is installed under axial preload. During installation, the elastic element is placed under stress and installed, wherein the preload is maintained after the installation process. The characteristics of the force-stroke curve can be set by the preload, and therefore different characteristics can be achieved using the same spring with different preloads. Furthermore, a preloaded spring has the effect of preventing the spring from sagging and contacting other components. Depending on the spring preload, the installation space can be made compact because the spring exhibits very little sagging under high preload.

[0021] In one embodiment, the elastic element has linear force-stroke characteristics. It has been found that a linear response behavior in the force-stroke curve of the first portion is particularly advantageous. Since the first portion of the force-stroke curve is provided solely by the elastic element, it is advantageous that the elastic element has linear characteristics and preferably high mechanical efficiency. Advantageously, the elastic element has only relatively low damping and releases a large amount of stored spring energy again.

[0022] However, elastic elements can also exhibit nonlinear force-stroke characteristics, and for example, the characteristics of disc springs. Disc springs have the characteristic that the spring force increases exponentially with increasing deflection.

[0023] In another advantageous improvement, the pedal travel simulator includes a simulator cap that shields the pedal travel simulator from the surrounding environment, wherein the damping element is fully disposed within the simulator cap. In order to apply force to the simulator piston, the elastic and damping elements must be supported. This support can be provided, for example, by means of the simulator cap. The simulator cap also serves to seal components within the pedal travel simulator from the surrounding environment. For this purpose, preferably, the simulator cap can be made of deep-drawn metal and has a continuous surface so that no dust enters the pedal travel simulator.

[0024] Preferably, the simulator cap is formed as a planar element with an internal volume, wherein the damping element is completely arranged within the internal volume. To secure the damping element within the simulator cap, the simulator cap may have a device, or a clamping element may be glued to the simulator cap.

[0025] In another embodiment, one end of the elastic element is supported as fixed relative to the damping element. For the elastic element to generate the simulator piston force only in the first portion of the force-stroke curve, no force must be applied to the damping element by the simulator piston or by the elastic element. Therefore, the reaction force of the simulator spring is supported on the housing of the pedal stroke simulator, for which a simulator cap can be used for support. Thus, in the first portion of the force-stroke curve, there is a mechanical separation between the elastic element and the damping element. Once the second portion of the force-stroke curve begins, a connection is established between the simulator piston and the damping element.

[0026] According to another aspect of the invention, the elastic element is supported on the simulator piston via a first end and on the simulator cap via a second end. Due to the preload of the elastic element, it is clamped between the simulator piston and the simulator cap, and the components are fixed relative to each other via two axial ends. This arrangement between the simulator cap, simulator piston, and elastic element results in an easy-to-operate pedal stroke simulator assembly. This assembly can then be inserted into a hydraulic block without additional parts. This allows for inexpensive pre-assembly and easier material handling and storage.

[0027] To support the elastic element on the simulator cap, another component can be provided that establishes a connection between the two components without contacting the damping element.

[0028] In a preferred embodiment, the damping element has a larger hysteresis loop than the elastic element. Due to the larger hysteresis loop, the damping element generates greater (internal) friction, thereby converting mechanical work into heat, which in turn produces a damping effect. In contrast, the elastic element has a relatively small hysteresis loop, meaning it exhibits higher efficiency than the damping element and therefore has smaller damping characteristics. The hysteresis loop can be understood as both the damping characteristics of the elastic element and the damping characteristics of the damping element, wherein, in any case, the damping characteristics of the damping element are greater than, and preferably significantly greater than, the damping characteristics of the elastic element.

[0029] In another embodiment, the elastic element and the damping element are arranged in a working space, wherein the working space extends at least partially within the simulator cap, and the working space is filled with gas. The working space should be understood as a volume located within the pedal travel simulator, in which the elastic element and the damping element move. Preferably, this space is covered by the simulator cap and a hollow simulator piston.

[0030] The working space is filled with gas, therefore there is no brake fluid; for this reason, the working space must be fluid-sealed relative to the surrounding environment. In the first and second parts of the force-stroke curve, the gas in the working space is compressed and generates an additional force component acting on the simulator piston. During the production process, the pedal stroke characteristics can be further optimized by setting a preset initial pressure within the working space. The gas is preferably (breathable) air, a non-reactive gas, or a mixture of gases (inert gas).

[0031] The pedal stroke simulator may have a valve device that allows gas in the workspace to be selectively connected to or isolated from the surrounding environment. In this way, during the compression process, gas in the workspace can be released, or the workspace can be pressurized to adapt the pedal stroke simulator to the currently desired pedal stroke characteristics.

[0032] According to another aspect of the invention, the simulator cap has a receiving hole in which the simulator piston is received during the second phase. During the first phase, the simulator piston moves through a hole formed in the hydraulic block. When the second phase of the force-stroke curve is reached, the simulator piston has been pushed to the extent that it partially moves within the simulator cap in the direction of the simulator cap. The receiving hole is provided to guide the simulator piston within the simulator cap. An axial stop is formed at the end of the receiving hole, which the simulator piston presses against when it has covered the entire travel stroke. The stop prevents damage to the pedal travel simulator, the elastic element, and the damping element.

[0033] A force transmission element is rigidly coupled to the simulator piston, wherein, after passing through the first portion of the simulator's force-stroke curve, the force transmission element presses against the damping element. In order for both the elastic element and the damping element to operate in parallel in the second portion of the force-stroke curve, the simulator piston force must be transmitted directly from the damping element to the simulator piston, rather than via the elastic element. A force transmission element is provided for this purpose.

[0034] Once the force transmission element presses against the damping element, the parallel configuration begins. The force flow branches from the simulator piston to the elastic and damping elements. The force transmission element can extend along the central longitudinal axis and move within the sleeve-shaped elastic element.

[0035] Additionally, the objective is achieved via a hydraulic block comprising a pedal travel simulator, wherein the hydraulic block has multiple orifices for receiving solenoid valves. The pedal travel simulator constitutes a sub-assembly of the hydraulic block and can be manufactured in the preceding steps and then installed as a sub-assembly into the hydraulic block. Other components, such as solenoid valves or master brake cylinders, are arranged within the hydraulic block. The hydraulic block has fluid outlets for the individual wheel brakes and may have devices for generating pressure or perform functions such as anti-lock braking, electronic stability control, or steer-by-wire braking.

[0036] In a preferred embodiment, the force-transmitting element is movable within the hydraulic block in the first portion of the simulator force-stroke curve and at least partially displaced from the hydraulic block in the second portion of the simulator force-stroke curve. The simulator cap typically protrudes beyond the defining surface of the hydraulic block. As the simulator piston moves within the pedal stroke simulator, the force-transmitting element, rigidly connected to the simulator piston, moves with it and protrudes beyond the defining surface of the hydraulic block within the simulator cap.

[0037] According to a second aspect of the invention, the hydraulic block has a main brake cylinder bore for the main brake cylinder, wherein the simulator bore is orthogonal to the main brake cylinder bore. This arrangement has proven to be a concept and enables a short fluid connection between the simulator bore and the main brake cylinder bore. It also allows for advantageous positioning of the simulator cap relative to the hydraulic block, making it easier to arrange the hydraulic block in a motor vehicle.

[0038] In a preferred embodiment, the fluid port of the pedal travel simulator is arranged in the brake circuit. For this purpose, the pedal travel simulator is directly connected to a shut-off valve that can be electromechanically switched between a through position and a shut-off position.

[0039] Starting from the fluid chamber in the master brake cylinder, pressurized fluid flows to the first brake circuit. The fluid is split within this circuit and can flow to a cut-off valve of the pedal travel simulator and to the wheel brakes. The fluid path to the wheel brakes can be cut off by at least one additional electromagnetically actuated valve. Specifically, a three-position two-way directional valve is provided for this purpose.

[0040] In the online brake-by-wire operation mode, the fluid circuit to the wheel brakes is interrupted, and the shut-off valve of the pedal travel simulator is opened. Therefore, fluid pressure from the master brake cylinder is transmitted to the pedal travel simulator to generate a braking sensation for the driver at the brake pedal. The deceleration of the vehicle is ensured by means of a pressure generator. If the pressure generator malfunctions, and braking cannot be performed according to the brake-by-wire principle, manual overdrive (push-through) can be performed. For this, the shut-off valve of the pedal travel simulator is switched to the closed position, and the valve in the brake circuit is opened, allowing fluid from the master brake cylinder to be transmitted to the wheel brakes. Attached Figure Description

[0041] Other features, advantages, and properties of the present invention will be discussed in the description of preferred embodiments of the invention with reference to the accompanying drawings, wherein:

[0042] Figure 1 An embodiment of the pedal travel simulator according to the present invention is shown in cross-sectional view;

[0043] Figure 2 A qualitative profile of the simulator force-stroke curve of the pedal stroke simulator according to the present invention is shown;

[0044] Figure 3 An embodiment of the hydraulic block according to the invention is shown in cross-sectional view, the hydraulic block having according to Figure 1 The pedal travel simulator; and

[0045] Figures 4A to 4C Different embodiments of the damping element are shown in a perspective view.

[0046] Figure Labels

[0047] 1 Simulator Piston

[0048] 2 elastic elements

[0049] 3 Simulator Hat

[0050] 4 damping elements

[0051] 5 support sleeve

[0052] 6 receiving holes

[0053] 7 Force Transmission Components

[0054] 8. Central longitudinal axis

[0055] 9 First Axial End

[0056] 10 Second Axial End

[0057] 11 Fastening protrusions

[0058] 12 air gaps

[0059] 13 Stop surfaces

[0060] 14 workspaces

[0061] 20 Hard Spring Characteristics

[0062] 21. Characteristics of Soft Springs

[0063] 23a Part 1

[0064] The first part of 23b is replaced

[0065] 24a Part 2

[0066] Part 2 of the 24b replacement

[0067] 30 Revision Areas

[0068] 31 Hydraulic blocks

[0069] 32 seals

[0070] 33 cylinder bore

[0071] 34 fluid inlet

[0072] 35 Defined Surface

[0073] 40 positioning recess

[0074] 100 Pedal Travel Simulator

[0075] 200 simulator force-stroke curve

[0076] 300 hydraulic block Detailed Implementation

[0077] Figure 1 The pedal travel simulator 100 shown according to the invention has a simulator piston 1 arranged to be movable along a central longitudinal axis 8. An elastic element 2 is in direct contact with the simulator piston 1, the elastic element being connected to the simulator piston 1 via a first axial end 9 and to the simulator cap 3 via a second axial end 10. However, the elastic element 2 is not directly supported on the simulator cap 3, but is arranged on a support sleeve 5, which is in turn fastened to the simulator cap 3.

[0078] The elastic element 2 is a sleeve-shaped helical spring arranged in the pedal travel simulator 100 under preload. Due to the preload, the elastic element 2 maintains its position within the simulator piston 1 and does not deform under its own weight. Because of the preload, the elastic element can be stably positioned relative to other components of the simulator and only contacts other components at its axial end, where contact is expected. This prevents interfering noise from occurring during compression of the elastic element.

[0079] Arranged along the central longitudinal axis 8 is a force transmission element 7, which presses against the damping element 4 after passing through the air gap 12. The damping element 4 is arranged in the simulator cap 3, which also has a receiving hole 6 for the simulator piston 1.

[0080] To prevent the preload of the elastic element 2 from causing the force transmission element 7 to be pulled out of the arrangement in the direction of the simulator piston, a rear stop surface 13 is provided. The simulator force-stroke curve can be adjusted by the length and geometry of the force transmission element 7.

[0081] The area referred to as the working space 14 is where the elastic element 2 and the damping element 4 move, and is covered by the simulator piston 1 and the simulator cap 3. This working space 14 is filled with gas, preferably air. Furthermore, in the installed state, the pedal travel simulator 100 is fluid-tightly sealed relative to the surrounding environment. Therefore, the gas located in the pedal travel simulator 100 cannot escape, and brake fluid cannot enter from the outside. The seal prevents foreign particles from entering the pedal travel simulator 100 and generating noise emissions. For securing the pedal travel simulator 100, it has fastening protrusions 11.

[0082] Figure 2 It shows that according to Figure 1 The simulator force-stroke curve 200 of the pedal stroke simulator 100. When the braking system is in a stationary position, the simulator piston stroke is zero, and the simulator piston force is zero. If fluid is compressed by the piston of the master brake cylinder and directed to the pedal stroke simulator 100, the simulator piston 1 moves, and the simulator piston stroke increases. If only the elastic element 2 is compressed, the pedal stroke simulator 100 is located in the first sections 23a, 23b. The simulator force at the simulator piston 1 increases to varying degrees depending on the characteristics of the elastic element 2. If a stiff spring is installed, a stiff spring characteristic 20 is generated, while in the case of a soft spring, a soft spring characteristic 21 is obtained.

[0083] The first part of the pedal travel simulator 100 is characterized by a substantially linear increase in the simulated force. Specifically, within this travel range, the slope corresponds only to the profile of the first elastic element. The first part 23a can be extended by selecting different spring characteristics, as shown in the alternative first part 23b.

[0084] The transition between the first parts 23a, 23b and the second parts 24a, 24b can be set, in particular, by the air gap 12 of the force transmission element 7. If the air gap 12 is enlarged, the second parts 24a, 24b begin later, and if the simulator cap 3 is made deeper, the air gap 12 is also enlarged. The second parts 24a, 24b are characterized in that not only the elastic element 2 but also the damping element 4 is subjected to the force of the simulator piston 1.

[0085] In the first part of the simulator force-stroke curve 200, the elastic element 2 is compressed, and its first axial end 9 moves together with the simulator piston 1. In the first part, the air gap 12 is greater than zero, and the force transmission element is not in contact with the damping element 4.

[0086] If the simulator piston 1 moves beyond the first part of the simulator force-stroke curve 200, the simulator piston moves into the receiving hole 6 in the simulator cap 3. In the second parts 24a, 24b, the elastic element 2 and the damping element 4 operate in parallel by means of the simulator piston 1 pressing against the damping element 4 via the force transmission element 7.

[0087] Due to this interaction between the elastic element 2 and the damping element 4, the simulator force relative to the simulator piston increases exponentially rather than linearly. As the simulator piston stroke increases, the simulator piston force applied by the elastic element 2 and the damping element 4 increases sharply. Therefore, a realistic braking feel is generated for the driver of the motor vehicle at the brake pedal. If the simulator piston 1 reaches the axial stop in the receiving hole 6 within the simulator cap 3, the simulator piston stroke cannot increase further, and the simulator piston force increases abruptly (not shown in the curve).

[0088] Figure 3 The installation is shown according to Figure 1 Details of the hydraulic block 300 of the pedal stroke simulator 100. For simplicity of illustration, the mechanical parts of the pedal stroke simulator 100 have been hidden in revised area 30. The same features are indicated by the same reference numerals as above. In this regard, to avoid repetition, refer to the description above.

[0089] A pedal travel simulator 100 is mounted in a hydraulic block 31, which is screwed or pressed into the hydraulic block 31 by a fastening protrusion 11. The hydraulic block 31 has a cylinder bore 33 in which the simulator piston 1 is arranged to move along a central longitudinal axis 8. Here, the receiving hole 6 of the pedal travel simulator 100 is aligned with the cylinder bore 33 of the hydraulic block 31. In addition, the hydraulic block 31 has a seal 32 that ensures fluid separation between the working space 14 and the fluid inlet 34.

[0090] The entire pedal stroke simulator 100 can be assembled in the preceding production steps and subsequently inserted into the hydraulic block as a structural unit. Because the protrusion of the force transmission element 7 engages with the support sleeve 5, the simulator piston cannot detach from the pedal stroke simulator and is installed as an integral structural unit.

[0091] exist Figure 3 In this configuration, the simulator piston 1 is in a stationary position, and no fluid pressure is applied to the fluid inlet 34. In this position, the simulator piston 1 is primarily located in the cylinder bore 33 and only to a very small extent in the receiving port 6 of the simulator cap 3. At the transition from the first portion 23a, 23b to the second portion 24a, 24b of the simulator force-stroke curve 200, the simulator piston 1 moves in the direction of the simulator cap. In this second portion 24a, 24b, a portion of the simulator piston 1 may protrude beyond the defining surface 35 of the hydraulic block 31. For example, the defining surface 35 may describe the surface that defines the hydraulic block 31 relative to its surroundings.

[0092] The hydraulic block is typically made of a cuboid metal material, and the defining surface can be one of the cuboid surfaces. Alternatively, the hydraulic block 31 may also have a cutout into which the pedal travel simulator 100 is inserted. The simulator cap 3 protrudes beyond the defining surface 35 and is readily apparent in the overall visual impression of the details of the hydraulic block 300.

[0093] Figures 4A to 4C Different embodiments of the damping element 4 that can be used in the pedal stroke simulator 100 are shown. The geometry of the damping element 4 has a decisive influence on the profile of the simulator force-stroke curve 200 in the second parts 24a, 24b.

[0094] Figure 4A The damping element 4 shown has a tip that has the effect of producing only a small damping effect at the beginning of the second part 24a, 24b of the simulator force-stroke curve 200. The damping characteristics of the damping element 4 then increase sharply because the base region of the damping element 4 is very thick. The damping element can be positioned and secured within the simulator cap 3 by means of the positioning recess 40.

[0095] Figure 4B and Figure 4C The damping element 4 shown does not have a prominent tip, and therefore has a damping effect that imparts a high damping force even with a small piston stroke.

[0096] If necessary, isolated features may also be selected from the combination of features disclosed herein, and, provided that any structural and / or functional relationships exist between the features, may be used in combination with other features for the purpose of defining the claimed subject matter. The order and / or number of steps in the method may vary.

Claims

1. A pedal travel simulator (100) for a motor vehicle brake, the pedal travel simulator (100) comprising: Simulator piston (1), which is received in simulator cylinder bore so as to be able to move along the central longitudinal axis (8); The elastic element (2) is in direct contact with the simulator piston (1); and Damping element (4), In the first part (23a, 23b) of the simulator force-stroke curve (200), the simulator piston force is provided by the elastic element (2). Its features are, In the second part (24a, 24b) of the simulator force-stroke curve (200), the simulator piston force is provided in parallel by the elastic element (2) and the damping element (4).

2. The pedal travel simulator for a motor vehicle brake according to claim 1, characterized in that, The elastic element (2) is arranged along the central longitudinal axis (8) and has two axial ends (9, 10), wherein, in particular, the elastic element (2) is supported at the axial ends (9, 10).

3. The pedal travel simulator (100) for a motor vehicle brake according to claim 1 or 2, characterized in that, The elastic element (2) is installed under axial preload.

4. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The elastic element (2) has linear force-stroke characteristics.

5. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The pedal travel simulator (100) includes a simulator cap (3), which shields the pedal travel simulator (100) relative to the mounting space, wherein the damping element (4) is completely arranged in the simulator cap (3).

6. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, One end (9, 10) of the elastic element (2) is supported so that its position is fixed relative to the damping element (4).

7. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The elastic element (2) is supported on the simulator piston (1) by the first end (9) and on the simulator cap (3) by the second end (10).

8. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, A support sleeve (5) is provided between one end (9, 10) of the simulator cap (3) and the elastic element (2), wherein the elastic element (2) is supported on the simulator cap (3) via the support sleeve (5), and the support sleeve (5) is arranged in the simulator cap (3).

9. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, In the operating state, fluid pressure is applied to the simulator piston (1).

10. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The damping element (4) has a larger hysteresis loop than the elastic element (2).

11. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The elastic element (2) and the damping element (4) are arranged in a working space (14), wherein the working space (14) extends at least partially in the simulator cap (3), and the working space (14) is filled with gas.

12. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The simulator cap (3) has a receiving hole (6) in which the simulator piston (1) is received when the simulator piston (1) moves along the second portion (24a, 24b) of the simulator force-stroke curve (200) during operation.

13. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The force transmission element (7) is rigidly connected to the simulator piston (1), wherein the force transmission element (7) presses against the damping element (4) after passing through the first part (23a, 23b) of the simulator force-stroke curve (200).

14. The pedal travel simulator (100) for a motor vehicle brake according to claim 13, characterized in that, The force transmission element (7) has a larger range along the direction of movement of the simulator piston (1) than that laterally to the direction of movement, wherein the ratio is at least five to one, and a hollow cylinder is formed between the force transmission element (7) and the side wall of the simulator piston (1), and the elastic element (2) is arranged in the hollow cylinder.

15. The pedal travel simulator (100) for a motor vehicle brake according to any one of the preceding claims, characterized in that, The volume occupied by the elastic element (2) and the volume occupied by the damping element (4) are non-intersecting volumes in both the static and operational states.

16. A hydraulic block (300) for a braking system of a motor vehicle, the hydraulic block (300) comprising a pedal travel simulator (100) according to any one of claims 1 to 15, and comprising a plurality of holes for receiving a solenoid valve.

17. The hydraulic block (300) according to claim 16, characterized in that, The force transmission element is movable within the hydraulic block in the first portion (23a, 23b) of the simulator force-stroke curve (200), and at least partially removed from the hydraulic block in the second portion (24a, 24b) of the simulator force-stroke curve (200).

18. The hydraulic block (300) according to any one of claims 16 to 17, characterized in that, The hydraulic block has a main brake cylinder bore for the main brake cylinder, wherein the simulator cylinder bore is arranged orthogonally to the main brake cylinder bore.

19. The hydraulic block (300) according to any one of claims 16 to 18, characterized in that, The fluid port of the pedal travel simulator (100) can be switched to the pressure chamber of the master brake cylinder.

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