LIFT SIMULATOR AND BRAKE CONTROL DEVICE

Abstract

Hub Simulator (7, 70), which is designed to generate an actuation reaction force of a brake pedal (3), and which shows: - a cylinder (72, 720), - a piston (71, 710) which is movably contained in the cylinder (72, 720) in one direction of an axis (P) of the cylinder (72, 720); and - an elastic element (80, 80A, 800) arranged in the cylinder (72, 720) to be compressed in accordance with a movement of the piston (71, 710) and to be prevented from deforming in the radial direction of the cylinder (72, 720) when the movement of the piston (71, 710) exceeds a predetermined stroke, where: - the elastic element (80, 80A, 800): - has no contact with an inner circumferential surface of the cylinder (72, 720) until the movement of the piston (71, 710) reaches the predetermined stroke, - is brought into contact with the inner circumferential surface of the cylinder (72, 720) when the movement of the piston (71, 710) exceeds the predetermined stroke. - the cylinder (72, 720) comprises a cylinder main body (72a, 720a) and a plug (81, 810) and - the elastic element (80, 80A, 800) is held on a projection part (81a) provided on a base surface of the plug (81, 810) by pressing the projection part (81a) into a recessed area (80b, 80d) of the elastic element (80, 80A, 800).

Description

Application area

[0001] The present invention relates to a lifting simulator and a brake control device. State of the art

[0002] PTL1 discloses a stroke simulator that generates an actuation reaction force of a brake pedal by means of compression and deformation of an elastic element according to a movement of a piston. Citation list for patent literature

[0003] PLT1: US patent US 9,845,085 B2.

[0004] Document US 2010 / 0078989A1 relates to a stroke simulator for a brake system with a cylinder body, a piston movably mounted within it, and a second elastic element actuated by the piston. It serves to provide a simulated actuation feel to a brake lever. Actuating the brake lever generates fluid pressure in the front wheel's master cylinder and transmits it to the cylinder body, thereby deforming the second elastic element via the piston. The outer circumferential surface of the second elastic element features annular recesses.

[0005] Document US 5,729,979 A describes a brake pedal feel emulator with a piston that moves against the force of a compressible elastomer body and the fluid force. The emulator provides a conventional pedal feel and travel, with the primary and secondary pistons of the master cylinder having considerable freedom of movement due to the separation of the master cylinder and wheel brakes. The fluid force is provided by controlling the fluid flow downstream of the emulator piston through a throttle orifice to a conventional fluid reservoir on the master cylinder. The emulator is compatible with electrically or electrohydraulically controlled brake systems.

[0006] German patent application DE 10 2016 205 407 A1 discloses a brake force simulator for a motor vehicle, comprising a piston that is operatively connected / interconnectable to an actuated brake pedal and guided axially displaceably in a cylinder, wherein at least one spring element is arranged in the cylinder that opposes the movement of the piston in one direction with a spring force. The spring element is designed as an elastomer element. Summary of the invention: Technical problem

[0007] The hub simulator described above may not be able to achieve an excellent pedal feel, as the PLT1 does not reveal specific details of the elastic element that was compressed and deformed according to the movement of the piston at the time of its compression. Solution to the problem

[0008] One of the objectives of the present invention is to create a stroke simulator and a brake control device that can improve pedal feel.

[0009] The problem underlying the invention is solved according to the invention in a lifting simulator by the features of claim 1 and in a brake control device by the features of claim 10. Advantageous further developments are the subject of the respective dependent claims.

[0010] According to one aspect of the present invention, a lifting simulator is arranged such that an elastic element arranged in a cylinder is prevented from deforming in the radial direction of the cylinder.

[0011] The stroke simulator according to the invention is designed to generate an actuation reaction force of a brake pedal and comprises a cylinder, a piston movably contained within the cylinder in one direction along an axis of the cylinder, and an elastic element arranged within the cylinder such that it is compressed according to the movement of the piston and prevented from deforming in the radial direction of the cylinder when the movement of the piston exceeds a predetermined stroke. The elastic element does not have contact with an inner circumferential surface of the cylinder until the movement of the piston reaches the predetermined stroke and is brought into contact with the inner circumferential surface of the cylinder when the movement of the piston exceeds the predetermined stroke. The cylinder comprises a cylinder body and a plug.The elastic element is held by a protruding part provided on a base surface of the plug by pressing the protruding part into a recessed area of ​​the elastic element.

[0012] Therefore, according to the hub simulator, the excellent pedal feel can be maintained according to one aspect of the present invention. Brief description of the drawings Fig. Figure 1 is a perspective view of a braking device according to a first embodiment. Fig. Figure 2 represents the configuration of a brake control device 1 according to the first embodiment. Fig. Figure 3 is a cross-sectional view of a lifting simulator 7 according to a first embodiment to explain the technical background of the present invention. Fig. Figure 4 is a perspective exploded view of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 5 is a cross-sectional view of a piston 71 of the stroke simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 6 is a perspective view of a rubber damper 80 and a plug 81 of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 7(a) is a partially enlarged cross-sectional view showing the press-fit connection between piston main body 71a and a shaft element 74a of a shaft 74 in the stroke simulator 7 according to the first embodiment for the purpose of explaining the technical background of the present invention, and Fig. Figure 7(b) is a partially enlarged cross-sectional view showing the screw fastening between the piston main body 71a and the shaft element 74a of the shaft 74 in the stroke simulator 7 according to the first embodiment for the purpose of explaining the technical background of the present invention. Fig. Figure 8(a) is a perspective view of the rubber damper 80 of the lifting simulator 7 according to the first embodiment to illustrate the technical background of the present invention, and Fig. Figure 8 (b) is a top view of the rubber damper 80 of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 9 is a cross-sectional view illustrating the functions of the grooves 80a and 80c of the rubber damper 80 of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 10 is a cross-sectional view showing the actuation of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 11 is a cross-sectional view of the lifting simulator 7 according to a second embodiment to explain the technical background of the present invention. Fig. Figure 12 is a perspective exploded view of the lifting simulator 7 according to the second embodiment to explain the technical background of the present invention. Fig. Figure 13 is a cross-sectional view of the piston 71 according to the second embodiment to explain the technical background of the present invention. Fig. Figure 14 is a partial cross-sectional view of the lifting simulator 7 according to a third and inventive embodiment. Fig. Figure 15 is a cross-sectional view showing the actuation of the lifting simulator 7 according to the third and inventive embodiment. Fig. Figure 16 is a partial cross-sectional view of the lifting simulator 7 according to a fourth and inventive embodiment. Fig. Figure 17 is a cross-sectional view showing the actuation of the lifting simulator 7 according to the fourth and inventive embodiment. Fig. Figure 18 shows the configuration of the brake control device 1 according to a fifth embodiment for the purpose of explaining the technical background of the present invention. Description of the embodiments

[0013] The following description details the embodiments for implementing the present invention and its technical background with reference to the drawings.

[0014] [First embodiment to explain the technical background of the present invention] First, the configuration is described.

[0015] Fig. Figure 1 is a perspective view of a brake control device 1 according to the first embodiment to explain the technical background of the present invention.

[0016] The brake control device 1 comprises a first unit 1A, a second unit 1B and a third unit 1C.

[0017] The first unit 1A is a lifting simulator unit with a lifting simulator 7.

[0018] The second unit 1B is a hydraulic pressure control device comprising a hydraulic pressure unit 8 and a hydraulic unit 9. The hydraulic pressure unit 8 includes a motor 211, which is positioned between a master cylinder 5 and the wheel cylinders 2 of the respective wheels (a left front wheel FL, a right front wheel FR, a left rear wheel RL, and a right rear wheel RR). The wheel cylinders 2 are brake force application units, which are described below.

[0019] The first unit 1A and the second unit 1B are designed as a single piece and installed on the vehicle as a unit.

[0020] The third unit 1C is a brake actuation unit mechanically connected to a brake pedal 3, and a master cylinder unit comprising the master cylinder 5 and a reservoir 6. The brake pedal 3 is a brake actuation element that receives input from a driver's brake actuation, as described below.

[0021] The third unit 1C is designed as a separate unit from the first unit 1A and the second unit 1B and is installed on the vehicle spatially separated from the first unit 1A and the second unit 1B.

[0022] The brake control device 1 comprises two brake line systems (a primary P system and a secondary S system) and supplies a brake fluid, acting as a hydraulic fluid (hydraulic fluid), to each brake actuation unit via brake lines, thereby generating a hydraulic pressure (a brake hydraulic pressure) in each of the wheel cylinders 2.

[0023] Through this process, the brake control device 1 applies a hydraulic braking force to each of the wheels. The line configuration is, for example, the X-split line configuration. The brake control device 1 can use a different line configuration, such as the front / rear split line configuration. Where, in the following, an element provided in accordance with the P-system and an element provided in accordance with the S-system are distinguished, the indices P and S are added to the ends of the respective reference numerals.

[0024] Units 1A to 1C are each located, for example, in an engine compartment that is separate from a passenger compartment of the vehicle and are connected to each other via master cylinder lines 110 (a primary line 110P and a secondary line 110S) and an intake line 16.

[0025] The master cylinder lines 110 are each a metallic brake line (a metallic line). The intake line 16 is a brake hose designed to be flexible due to a material such as rubber.

[0026] The second unit 1B and the wheel cylinder 2 of each of the wheels are connected to each other via a wheel cylinder line 120, which is described below.

[0027] Fig. Figure 2 shows the configuration of the brake control device 1 according to the first embodiment to explain the technical background of the present invention.

[0028] The brake control device 1 is attached to a hybrid car with an electric motor (a generator) in addition to an internal combustion engine, an electric vehicle with only one electric motor and the like, alongside a general vehicle with only one internal combustion engine (a motor) as the drive machine that drives the wheels.

[0029] The brake control device 1 comprises a disc brake which is attached to each of the wheels (left front wheel FL, right front wheel FR, left rear wheel RL and right rear wheel RR) and is designed to be actuated according to the hydraulic pressure in the wheel cylinder 2.

[0030] The brake control device 1 provides a braking torque at each of the wheels FL to RR by adjusting the hydraulic pressure in the wheel cylinder 2.

[0031] The brake pedal 3 is the brake actuation element that receives the driver's input for braking. A pushrod 4, which is an actuating rod, moves in response to the application of the brake pedal 3. The master cylinder 5 is actuated according to the stroke of the pushrod 4 to generate brake hydraulic pressure (master cylinder hydraulic pressure).

[0032] The master cylinder 5 is filled with brake fluid from the reservoir 6, in which the brake fluid is stored.

[0033] The master cylinder 5 is a tandem master cylinder and comprises a primary piston 51P and a secondary piston 51S, which move according to the stroke of the pushrod 4. These pistons 51P and 51S are arranged in series along the axial direction of the pushrod 4.

[0034] The primary piston 51P is connected to the push rod 4. The secondary piston 51S is configured as a free piston.

[0035] A stroke sensor 60 is attached to the master cylinder 5. The stroke sensor 60 detects the stroke of the primary piston 51P as the pedal stroke of the brake pedal 3.

[0036] The lifting simulator 7 is activated in response to the driver's brake application. The lifting simulator 7 generates a pedal stroke by means of a flow of brake fluid, which flows out of the interior of the master cylinder 5 according to the driver's brake application.

[0037] A piston 71 of the lifting simulator 7 is axially actuated in a cylinder 72 against the preload force of a spring 73 due to the brake fluid supplied by the master cylinder 5. Through this process, the lifting simulator 7 generates an actuation reaction force corresponding to the driver's brake application.

[0038] The hydraulic pressure unit 8 can provide the braking force at each of the wheels FL to RR independently of the driver's brake application.

[0039] The hydraulic pressure unit 8 receives a supply of brake fluid from the master cylinder 5 and reservoir 6. The hydraulic pressure unit 8 is arranged between the master cylinder 5 and the wheel cylinders 2.

[0040] The hydraulic pressure unit 8 comprises the motor 211 of a pump 21 (a hydraulic pressure source) and a plurality of electromagnetic valves (shut-off valves 12 and the like) as actuators to generate a control hydraulic pressure.

[0041] Pump 21 draws brake fluid from reservoir 6 and delivers it to wheel cylinders 2. Pump 21 is, for example, a piston pump. Motor 211 is, for example, a brush motor. Shut-off valves 12 and the like perform opening / closing operations according to control signals to switch the communication states of fluid channels 11 and the like, thereby controlling the flow of brake fluid.

[0042] The hydraulic pressure unit 8 increases the pressures in the wheel cylinders 2 using the brake hydraulic pressure generated by the pump 21, whereby the master cylinder 5 and the wheel cylinders 2 do not communicate with each other. Furthermore, the hydraulic pressure unit 8 includes hydraulic pressure sensors 35 to 37 that detect the hydraulic pressures at the respective locations.

[0043] The control unit 9 controls the operation of the hydraulic unit 8. Information regarding the driving condition transmitted from the vehicle side (wheel speed and the like) is entered into the control unit 9 in addition to the detection values ​​transmitted by the lift sensor 60 and the hydraulic pressure sensors 35 to 37.

[0044] Control unit 9 performs information processing according to a built-in program based on various input data to calculate the target hydraulic pressure of each wheel cylinder 2. Control unit 9 then issues a command signal to each actuator in hydraulic pressure unit 8 such that the hydraulic pressure in wheel cylinder 2 corresponds to the target hydraulic pressure.

[0045] Consequently, the control unit can implement 9 different types of brake control (boost pressure control, anti-lock braking control, brake control for vehicle motion control, autonomous brake control, regenerative cooperative brake control and the like).

[0046] The boost pressure control assists brake application by generating hydraulic brake pressure that exceeds the driver's braking force. The anti-lock braking system prevents wheel slip (a tendency to lock) at each of the wheels FL to RR. The vehicle motion control is a vehicle behavior stabilization control system to prevent lateral slip and similar issues. The autonomous brake control system precedes the vehicle following control, autonomous emergency braking, and similar systems. The regenerative cooperative brake control system regulates the hydraulic pressures in the wheel cylinders 2 to achieve a target deceleration in conjunction with the regenerative braking system.

[0047] Both pistons 51P and 51S of the main cylinder 5 are contained in one cylinder 54.

[0048] A primary hydraulic pressure chamber 52P is formed between the two pistons 51P and 51S of the master cylinder 5. A compression coil spring 53P is installed in the primary hydraulic pressure chamber 52P.

[0049] A secondary hydraulic pressure chamber 52S is formed between the secondary piston 51S and a base area 541 of the cylinder 54. A compression coil spring 53S is installed in the secondary hydraulic pressure chamber 52S. The fluid channel 11 (a connecting fluid channel) is open to each of the hydraulic pressure chambers 52P and 52S. Each of the hydraulic pressure chambers 52P and 52S can be connected to the hydraulic pressure unit 8 and can also communicate with the wheel cylinders 2 via the fluid line 11.

[0050] The driver's actuation to depress the brake pedal 3 causes the pistons 51 to stroke, thereby generating the master cylinder hydraulic pressures according to the reductions in the volumes of the hydraulic pressure chambers 52. Generally, the same master cylinder hydraulic pressures are generated in both hydraulic pressure chambers 52P and 52S.

[0051] Consequently, the brake fluid is supplied from the hydraulic pressure chambers 52 to the wheel cylinders 2 via the fluid channels 11 and the wheel cylinder lines 120. The master cylinder 5 increases the pressures in the wheel cylinders 2a and 2d of the P-system via the P-system fluid channel (fluid channel 11P) and the wheel cylinder lines 120a and 120d using the master cylinder hydraulic pressure generated in the primary hydraulic pressure chamber 52P. Furthermore, the master cylinder 5 increases the pressures in the wheel cylinders 2b and 2c of the S-system via the S-system fluid channel (fluid channel 11S) and the wheel cylinder lines 120b and 120c using the master cylinder hydraulic pressure generated in the secondary hydraulic pressure chamber 52S.

[0052] The lifting cylinder 7 comprises the cylinders 72, the piston 71, the spring 73, and a rubber damper 80. The cylinder 72 comprises a cylinder body 72a with a cylindrical inner circumferential surface and a plug 81. The piston 71 comprises a piston body 71a and a shaft 74. The rubber damper 80 serves as an elastic element and has a hollow shape.

[0053] The cylinder main body 72a comprises a receiving area 721 and a receiving area 722. The receiving area 721 contains the piston main body 71a. The receiving area 722 contains the shaft 74, the rubber damper 80, and the plug 81.

[0054] The recording area 721 is smaller in diameter than the recording area 722.

[0055] The piston body 71a is axially movable in the receiving area 721. The piston body 71a divides the interior of the cylinder 72 into a positive pressure chamber 711 as the first chamber and a negative pressure chamber 712 as the second chamber. A fluid channel 26 is permanently open to the positive pressure chamber 711. A fluid channel 27 is permanently open to the negative pressure chamber 712.

[0056] The detailed configuration is described below:

[0057] The hydraulic pressure unit 8 comprises a housing 8a. The housing 8a includes a plurality of fluid channels (the fluid channels 11 and the like). The pump 21, the motor 211, and the plurality of electromagnetic valves (the shut-off valves 12 and the like) are attached to the housing 8a.

[0058] The fluid channels 11 connect the hydraulic pressure chambers 52 of the main cylinder 5 and the wheel cylinder line 120 between them. Fluid channel 11P branches into fluid channel 11a and fluid channel 11d. Fluid channel 11S branches into fluid channel 11b and fluid channel 11c. The shut-off valves 12 are normally open (open when no electrical energy is supplied) electromagnetic proportional valves located in the fluid channels 11. The electromagnetic proportional valve can achieve any desired degree of opening according to an electric current supplied to the solenoid. Each of the fluid channels 11 is divided into a fluid channel 11A on the side of the main cylinder 5 and a fluid channel 11B on the side of the wheel cylinder 2 by the shut-off valve 12.

[0059] The solenoid-ON valves 13 are normally open electromagnetic proportional valves, located on the side of wheel cylinder 2 (in fluid channels 11a to 11d) corresponding to the individual wheels FL to RR, relative to the shut-off valves 12 in fluid channels 11. Bypass fluid channels 14 are provided in fluid channels 11. The bypass fluid channels 14 bypass the solenoid-ON valves 13. A check valve 15 is provided in each of the bypass fluid channels 14. The check valve 15 allows brake fluid to flow only from the side of wheel cylinder 2 to the side of master cylinder 5.

[0060] The intake valve 16 connects the reservoir 6 and an inner reservoir 17 formed in the housing 8a. A fluid channel 18 connects the inner reservoir 17 and the intake side of the pump 21. A fluid channel 19 connects the outlet side of the pump 21 and a section in each of the fluid channels 11B between the shut-off valve 12 and the solenoid inlet valve 13. The fluid channel 19 branches into a fluid channel 19P of the P-system and a fluid channel 19S of the S-system. The two fluid channels 19P and 19S are each connected to fluid channels 11P and 11S, respectively. The two fluid channels 19P and 19S function as a communication channel connecting fluid channels 11P and 11S to each other.

[0061] The communication valves 20 are normally closed (closed when no electrical energy is supplied) ON / OFF valves provided in the fluid channels 19. The ON / OFF valve switches between two values, i.e., is switched to be either open or closed according to an electrical current supplied to the solenoid.

[0062] Pump 21 generates the wheel cylinder hydraulic pressures by creating hydraulic pressures in the fluid channels 11 using brake fluid supplied from reservoir 6. Pump 21 is connected to wheel cylinders 2a to 2d via fluid channels 19, fluid channels 11P and 11S, and the master cylinder lines 120, and increases the pressures in the wheel cylinders 2 by supplying brake fluid to fluid channels 19.

[0063] A fluid channel 22 connects a branch point between the two channels 19P and 19S and the fluid channels 23. A pressure-regulating valve 24 is provided in the fluid channel 22. The pressure-regulating valve 24 is a normally open electromagnetic proportional valve.

[0064] The fluid channels 23 connect the side of the main cylinder 2 of the fluid channels 11B with respect to the solenoid IN valves 13 and the inner reservoir 17. The solenoid OUT valves 25 are normally closed ON / OFF valves provided in the fluid channels 23.

[0065] Fluid channel 26 branches off from fluid channel 11A of the P-system to connect to the overpressure chamber 711 of the lifting simulator 7. The hydraulic pressure unit 8 can be configured so that fluid channel 26 directly connects the primary hydraulic pressure chamber 52P and the overpressure chamber 711 without the intervention of fluid channel 11P (11A).

[0066] The fluid channel 27 connects the counter-pressure chamber 712 of the lifting simulator 7 and the fluid channel 11P (11B) in between.

[0067] In particular, the fluid channel 27 branches off from a section in the fluid channel 11P (11B) between the shut-off valve 12P and the solenoid IN valve 13 to be connected to the back pressure chamber 722.

[0068] A lifting simulator ON valve 28 is a pressureless closed ON / OFF valve that is provided in the fluid channel 27.

[0069] Fluid channel 27 is divided into fluid channel 27A on the side of the back pressure chamber 712 and fluid channel 27B on the side of fluid channel 11 by the lift simulator IN valve 28. A bypass fluid channel 29 is provided parallel to fluid channel 27, bypassing the lift simulator IN valve 28. The bypass fluid channel 29 connects fluid channel 27A and fluid channel 27B in between. A check valve 30 is provided in the bypass fluid channel 29. The check valve 30 allows brake fluid to flow from fluid channel 27A to the side of fluid channel 11 (27B) and prevents brake fluid from flowing in the opposite direction.

[0070] A fluid channel 31 connects the counter-pressure chamber 712 of the lifting simulator 7 and the fluid channels 23 in between.

[0071] A lift simulator OFF valve 32 is a normally closed ON / OFF valve provided in the fluid channel 31. A bypass fluid channel 33 is provided parallel to the fluid channel 31, bypassing the lift simulator OFF valve 32. A check valve 34 is provided in the bypass fluid channel 33. The check valve 34 allows brake fluid to flow from the side of the fluid channel 23 to the side of the counter-pressure chamber 712 and prevents brake fluid from flowing in the opposite direction.

[0072] The master cylinder hydraulic pressure sensor 35 is located between the shut-off valve 12P and the master cylinder 5 (fluid channel 11A) in the first fluid channel 11P. The master cylinder hydraulic pressure sensor 35 detects the hydraulic pressure in this area (the master cylinder hydraulic pressure).

[0073] The main cylinder hydraulic pressure sensors 36 (one P-system pressure sensor and one S-system pressure sensor) are located between the shut-off valves 12 and the solenoid IN valves 13 in the first fluid channels 11. The wheel cylinder hydraulic pressure sensors 36 detect hydraulic pressures at these locations (the wheel cylinder hydraulic pressures).

[0074] The outlet pressure sensor 37 is located between the outlet side of the pump 21 and the communication valves 20 in the fluid channel 19. The outlet pressure sensor 37 detects a hydraulic pressure in this area (a pump discharge pressure).

[0075] A first system is formed by a braking system (the fluid channels 11) that connects the hydraulic pressure chambers 52 of the master cylinder 5 and the wheel cylinder lines 120 in between, with the shut-off valves 12 open. This first system can implement a pressure-force brake (no amplification control) by generating the wheel cylinder hydraulic pressures from the master cylinder hydraulic pressures, which are generated using the pressure force.

[0076] On the other hand, a second system is formed by a braking system (fluid channel 19, fluid channel 22, fluid channels 23, and the like) that includes the pump 21 and connects the reservoir 6 and the wheel cylinders 2 in between, with the shut-off valves 12 closed. This second system establishes a so-called break-by-wire device that generates the wheel cylinder hydraulic pressures from the hydraulic pressure generated using the pump 21 and can implement boost pressure control and the like as break-by-wire control. At the time of break-by-wire control, the lift simulator 7 generates the actuation reaction force that accompanies the driver's brake application.

[0077] Fig. Figure 3 is a cross-sectional view of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention.

[0078] As described above, the stroke simulator 7 comprises the cylinder 72, the piston 71, the spring 73, and the rubber damper 80. The cylinder 72 comprises the cylinder body 72a with the cylindrical inner circumferential surface and the plug 81. The piston 71 comprises the piston body 71a and the shaft 74. The rubber damper 80 serves as an elastic element and has a hollow shape.

[0079] The plug 81 forms the cylinder 72 by engaging with a thread in the opening end of the cylinder main body 72a and being sealed by a plug seal 83.

[0080] Furthermore, the shaft 74 comprises a shaft element 74a and a holder 74b. The shaft element 74a is inserted into a hole 74b1 of the holder 74b.

[0081] The bracket 74b is movable in the direction of an axis P relative to the shaft element 74a.

[0082] The cylinder main body 72a comprises the receiving area 721 and the receiving area 722. The receiving area 721 contains the piston main body 71a. The receiving area 722 contains the shaft 74, the rubber damper 80 and the plug 81.

[0083] Two piston seals 75 are installed on the outer circumference of the piston 71. The piston seals 75 are in contact with the inner circumferential surface of the receiving area 721 and seal between the inner circumferential surface of the receiving area 721 and the outer circumferential surface of the piston main body 71a. The piston seals 75 are separating sealing elements that seal between the overpressure chamber 711 and the counterpressure chamber 712, thereby separating them in a liquid-tight manner and supplementing the function of the piston main body 71a.

[0084] The spring 73 is a compression helical spring that is installed in the counter-pressure chamber 712 and biases the piston main body 71a from the side of the counter-pressure chamber 712 to the side of the over-pressure chamber 711. The spring 73 generates the reaction force according to the amount of compression.

[0085] The spring 73 is arranged between the piston main body 71a and the holder 74b of the shaft 74.

[0086] The retaining 74b of the shaft 74, which is subject to the preload force of the spring 73, engages with a stepped area 74a1 of the shaft element 74a, which is fixed to the piston main body 71a, thus preventing it from moving more than this.

[0087] The rubber damper 80 is inserted in a receiving area 82, which is formed on the side of the counter-pressure chamber 712 of the plug 81, wherein the outer circumferential surface of the rubber damper 80 is in pressure contact with the inner circumferential surface of the receiving area 82, and is arranged between the holder 74b of the shaft 74 and the plug 81. The rubber damper 80 also generates the reaction force according to the amount of compression.

[0088] The rubber damper 80 is in pressure contact with the inner circumferential surface of the receiving area 82, which positions and holds it there. The outer circumferential surface of the shaft element 74a of the shaft 74, which is inserted into a through-hole 80b of the rubber damper 80, is separated from the inner circumferential surface of the through-hole 80b by a predetermined distance c and is not in contact with it.

[0089] This means that the spring 73 and the rubber damper 80 are arranged in series above the bracket 74b between the piston main body 71a and the plug 81.

[0090] The spring constant of spring 73 is significantly small compared to the spring constant of rubber damper 80.

[0091] As a result of this configuration, the hub simulator 7 is actuated according to the driver's brake application and provides the reaction force and the stroke at the brake pedal 3.

[0092] Fig. Figure 4 is a perspective exploded view of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 5 is a cross-sectional view of piston 71. Fig. Figure 6 is a perspective view of the rubber damper 80 and the plug 81. Fig. Figure 7 (a) is a partially enlarged cross-sectional view showing the press fitting connection between the piston main body 71a of the stroke simulator 7 and the shaft element 74a of the shaft 74 according to the first embodiment for the purpose of explaining the technical background of the present invention. Fig. Figure 7(b) is a partially enlarged cross-sectional view showing a screw fastening between the piston main body 71a of the stroke simulator 7 and the shaft element 74a of the shaft 74 according to the first embodiment for the purpose of explaining the technical background of the present invention.

[0093] The piston 71 with the piston main body 71a and the shaft 74 and the spring 73 are configured as a sub-assembly.

[0094] As described above, the shaft 74 comprises the shaft element 74a and the bracket 74b.

[0095] In particular, as in Fig. Figure 5 shows a press-fitting area 74a2, formed on the shaft element 74a of the shaft 74, being firmly pressed into a press-fitting hole 71b, formed in the piston main body 71a, when the spring 73 is compressed. At this point, one side and the other side of the spring 73 are in contact with an opening bottom area 71a1 of the piston main body 71a and the holder 74b, respectively.

[0096] Furthermore, as in Fig. 7 (a) shows a groove 74a3 formed on one side of the press fitting area 74a2, which is formed on the shaft element 74a of the shaft which is closer to the opening end of the press fitting hole 71b formed in the piston main body 71a (the base of the press fitting area).

[0097] For example, aluminium shavings and peeled aluminite can be generated due to the press fitting between the piston main body 71a, which is made of aluminium material, and the shaft 74, which is made of iron material, but this groove 74a3 can accommodate impurities such as aluminium shavings and aluminite to prevent them from flowing into the hydraulic fluid.

[0098] As in Fig. As shown in Figure 7 (b), the stroke simulator 7 can further be arranged such that the piston main body 71a and the spring 73 and the shaft 74 are connected by means of screw fastening by forming a screw nut 71c on the piston main body 71a and thread engagement with an external screw 74a4 which is formed on the shaft element 74a of the shaft 74.

[0099] The screw fastening connection can prevent the generation of contaminants such as aluminum shavings and aluminite.

[0100] In this way, the present configuration of the spring 73 can enable it to bear a defined load and also improve the assembly capability in the cylinder 72 with the cylinder main body 72a and the plug 81 by press fitting or screwing the shaft 74 into the piston main body 71a.

[0101] As in Fig. As shown in Figure 6, an outer diameter b at each of the two ends of the rubber damper 80 in the direction of the axis P is designed to be smaller than an outer diameter a at the central area and has a conical shape.

[0102] This conical shape of the rubber damper 80 in the direction of the axis P can improve its suitability for insertion into the rubber damper receiving area 82, which is formed in the plug 81, and also allows the rubber damper 80 to be attached without distinction of insertion direction due to the symmetry in the direction of the axis P.

[0103] Fig. Figure 8 (a) is a perspective view of the rubber damper 80 of the lifting simulator 7 according to the first embodiment to illustrate the technical background of the present invention. Fig. Figure 8 (b) is a top view of the rubber damper 80 of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention. Fig. Figure 9 is a cross-sectional view illustrating the function of the grooves 80c and 80a on the inner and outer circumference of the rubber damper 80 of the lifting simulator 7 according to the first embodiment, to explain the technical background of the present invention.

[0104] As in Fig. 8 (a) and Fig. As shown in Figure 8 (b), four outer circumferential grooves 80a extending in the direction of the axis P are formed on the central region of the outer circumference of the rubber damper 80, and four inner circumferential grooves 80c extending in the direction of the axis P are formed on the inner circumference of the rubber damper 80.

[0105] The formation of these inner and outer circumferential grooves 80c and 80a allows the hydraulic fluid present in the space below the support 74b of the shaft, as shown in Fig. 9 shown, smoothly into the space above the support 74b of the shaft 74, as in Fig. 9 can be seen, flowing over the grooves 80c and 80a on the inner and outer circumference, as indicated by the dashed arrows, when the rubber damper 80 is compressed and deformed by the shaft 74 (when the brake pedal 3 is pressed), and allowing the hydraulic fluid (the brake fluid) to flow into the space above the support 74b of the shaft 74, as shown in Fig. 9 evident, to smoothly access the space below the bracket 74b of the shaft 74, as shown in Fig. 9 can be seen, returning via the grooves 80c and 80a on the inner and outer circumferences, as indicated by the dashed arrows, when the rubber damper 8 is returned from compression and deformation (when the brake pedal 3 is returned), as in Fig. 9 shown. During bleeding operations, when the hydraulic fluid (brake fluid) is replaced, with the counter-pressure chamber 712 not filled with the hydraulic fluid (brake fluid), the dashed arrows further indicate the airflow, and the air can flow smoothly into the space above the support 74b of the shaft 74, as shown in Fig. 9 can be seen, via the grooves 80c and 80a on the inner and outer circumferences.

[0106] Fig. Figure 10 is a cross-sectional view of the actuation of the lifting simulator 7 according to the first embodiment to explain the technical background of the present invention.

[0107] Fig. Figure 10 shows the actuation states of an initial state, a normally used stroke range, a pressing half-stroke range and a full-stroke range from the left side.

[0108] In the initial state and the normally used state (one stroke control range) the spring 73 with the small spring constant plays a major role, and the spring 73 generates the reaction force by being compressed and deformed in the direction of the axis P according to the movement of the piston 71 in the direction of the axis P.

[0109] In the normally used stroke range, due to the compression and deformation of the spring 73 of the shaft element 74a of the shaft 74, it is separated from the holder 74b of the shaft 74 and enters further deep into the through hole 80b of the rubber damping 80.

[0110] Because at this time the inner circumferential surface of the through-hole 80b of the rubber damper 80 has no contact with the outer circumferential surface of the shaft element 74a of the shaft 74, and the area in which the rubber damper has contact with the bracket 74b and the plug 81 is also small, the occurrence of friction can be reduced and a uniform pedal feel with low hysteresis can be achieved as a result of the compression and deformation occurring mainly at the spring 73.

[0111] Next, when the stroke simulator 7 enters the compressive half-stroke range (a pressure force control range) as a result of the movement of the piston 71 in the direction of the axis P, the rubber damper 80 also begins to be compressed and deformed in the direction of the axis P via the bracket 74b, and the through-hole 80b also begins to decrease in diameter along with it, resulting in a reduction of the distance between the inner circumferential surface of the through-hole 80b and the outer circumferential surface of the shaft element 74a of the shaft 74.

[0112] As the stroke simulator 7 approaches the full stroke range (the pressure force control range), the rubber damper 80 is also further compressed and deformed strongly in the direction of axis P, and the inner circumferential surface of the through-hole 80b and the outer circumferential surface of the shaft element 74a of the shaft 74 begin to touch each other. This prevents the rubber damper 80 from deforming radially, and the friction (hysteresis) gradually increases. Consequently, a spring-like feel is reduced, and a more natural pedal feel can be achieved.

[0113] Next, the functions and beneficial effects will be described.

[0114] The lifting simulator and the brake control device according to the first embodiment, for the purpose of explaining the technical background of the present invention, fulfill functions and advantageous effects which are listed below.

[0115] (1) The first embodiment, for the purpose of explaining the technical background of the present invention, is arranged as follows. The piston 71 comprises the piston main body 71a and the shaft 74. The piston main body 71a is movably contained in the cylinder 72, which comprises the main cylinder body 72a and the plug 81, in the direction of the axis P. The shaft element 74a of the shaft 74 of the piston 71 is inserted into the through-hole 80b of the hollow rubber damper 80 in a non-contacting state. The rubber element 80 is in pressure contact with the inner circumferential surface of the receiving area 82 of the plug 81, thereby positioning and holding it there. Due to the movement of the piston 71 in the direction of the axis P, the spring 73 and the rubber damper 80 are compressed.When the movement of the piston 71 exceeds the predetermined stroke (between the pressing half-stroke range and the full-stroke range), the inner circumferential surface of the through-hole 80b of the rubber damper 80 and the outer circumferential surface of the shaft element 74a of the shaft 74 begin to touch each other, thus preventing the rubber damper 80 from being radially deformed.

[0116] Therefore, in the range where the stroke simulator 7 does not exceed the predetermined stroke, the inner circumferential surface of the through-hole 80b of the rubber damper 80 is not in contact with the outer circumferential surface of the shaft element 74a of the shaft 74, and the range where the rubber damper 80 is in contact with the bracket 74b and the plug 81 is also small, so that the occurrence of friction can be reduced and a uniform pedal feel with low hysteresis due to compression and deformation, which mainly occur in the spring 73, can be obtained. Thus, in the range where the stroke simulator 7 exceeds the predetermined stroke, the rubber damper 80 is also strongly compressed and deformed in the direction of the axis P, and the inner circumferential surface of the through-hole 80b of the rubber damper 80 and the outer circumferential surface of the shaft element 74a of the shaft 74 begin to touch.This prevents the rubber damper from deforming radially, and the friction (hysteresis) gradually increases. This reduces a springy feel and allows for a more natural pedal feel.

[0117] (2) The piston 71 with the piston main body 71a and the shaft 74 with the shaft element 74a and the support 74b and the spring 73 are configured as a subassembly.

[0118] In particular, the piston main body 71a, the spring 73, and the shaft 74 are fixed and connected by press fitting or thread engagement in the press fitting area 74a2, or by the external thread 74a4 formed on the shaft element 74a of the shaft 74 in the press fitting hole 71b, or by the screw nut 71c formed on the piston main body 71a, while one side of the spring 73 is brought into contact with the opening bottom area 71a1, with the other side of the spring 73 being in contact with the holder 74b.

[0119] Therefore, the present configuration of the spring 73 can enable it to have a defined load, and also improve the mounting capability on the cylinder 72 with the cylinder main body 72a and the plug 81 by pressing the shaft 74 into the piston main body 71a or fixing it with a thread.

[0120] Furthermore, the present configuration, when connected using screw fixing, can prevent the generation of contamination, such as aluminum shavings and aluminite.

[0121] (3) The groove 74a3 is formed on one side of the press fitting area 74a2, which is formed on the shaft element 74a of the shaft 74, which is closer to the opening end of the press fitting hole 71b, which is formed in the piston main body 71a (the base of the press fitting area).

[0122] Therefore, aluminium shavings and peeled aluminite can be generated, for example, due to the press fitting between the piston main body 71a, which is made of aluminium material, and the shaft 74, which is made of iron material, but the present configuration can receive the contaminant, such as aluminium shavings and aluminite, due to the groove 74a3, in order to prevent it from flowing into the hydraulic fluid.

[0123] (3) The outer diameter b at each of the two ends of the rubber damper 80 in the direction of the axis P is designed to be smaller than the outer diameter a at the central area and has a conical shape.

[0124] Therefore, the conical shape of the rubber damper 80 in the direction of the axis P can improve its usability in the rubber damper receiving area 82, which is formed in the plug 81, and also allow the rubber damper 80 to be mounted without having to distinguish the insertion direction due to the symmetry in the direction of the axis P.

[0125] (4) The four outer circumferential grooves 80a, which extend in the direction of the axis P, are formed on the central region of the outer circumference of the rubber damper 80, and the four inner circumferential grooves 80c, which extend in the direction of the axis P, are formed on the inner circumference of the rubber damper 80.

[0126] Therefore, the present configuration allows the hydraulic fluid present in the space below the bracket 74b of the shaft 74, as shown in the drawing, to flow smoothly into the space above the bracket 74b of the shaft, as shown in the drawing, via the grooves 80c and 80a on the inner and outer circumferences when the rubber damper 80 is compressed and deformed by the shaft 74 (when the brake pedal 3 is pressed), and allows the hydraulic fluid (the brake fluid) that is moved into the space above the bracket 74b of the shaft 74, as shown in the drawing, to return smoothly to the space below the bracket 74b of the shaft 74, as shown in the drawing, via the grooves 80c and 80a on the inner and outer circumferences when the rubber damper 80 is returned from compression and deformation (when the brake pedal 3 is returned).During bleeding operations, when the brake fluid is replaced, with the counter-pressure chamber 712 not filled with brake fluid, the air can furthermore be smoothly discharged into the space above the support 74b of the shaft 74, as shown in the drawing, via the grooves 80c and 80a on the inner and outer circumferences.

[0127] [Second embodiment to explain the technical background of the present invention] Fig. Figure 11 is a cross-sectional view of the lifting simulator according to the second embodiment to explain the technical background of the present invention. Fig. Figure 12 is a perspective exploded view of the lifting simulator 7 according to the second embodiment to explain the technical background of the present invention. Fig. Figure 13 is a cross-sectional view of the piston 71 of the stroke simulator 7 according to the second embodiment to explain the technical background of the present invention.

[0128] In contrast to the first embodiment, which explains the technical background of the present invention, the subassembly is formed only by the shaft 74 and the spring 73.

[0129] In particular, as in Fig. As shown in Figure 13, the spring 73, which is inserted through the shaft element 74a of the shaft 74, is arranged between the supports 74b and 74c, and the distal end region of the shaft element 74a (the left end region, as shown in Figure 13) is positioned between the supports 74b and 74c. Fig. (13 shown) fixed by crimping to the holder 74c.

[0130] The other configuration is similar to the first embodiment for the purpose of explaining the technical background of the present invention, and thereby components shared with the first embodiment for the purpose of explaining the technical background of the present invention are identified by the same reference numerals as in the first embodiment for the purpose of explaining the technical background of the present invention, and the descriptions thereof are omitted below.

[0131] Next, the functions and beneficial effects will be described.

[0132] The lifting simulator and the brake control device according to the second embodiment, for the purpose of explaining the technical background of the present invention, fulfill functions and advantageous effects similar to the first embodiment, for the purpose of explaining the technical background of the present invention.

[0133] [Third and inventive embodiment] Fig. Figure 14 is a partial cross-sectional view of the lifting simulator 7 according to a third and inventive embodiment.

[0134] In contrast to the first embodiment, which explains the technical background of the present invention, the rubber damper 80 is positioned and held at the through-hole 80b by pressing in a projection part 81a, which is formed on the bottom surface of the rubber damper receiving area 82 of the plug 81.

[0135] This separates the outer circumferential surface of the rubber damper 80 from the inner circumferential surface of the rubber damper receiving area 82 of the plug 81 by a predetermined distance d and prevents contact with it, and also separates the inner circumferential surface of the through-hole 80b of the rubber damper 80 from the outer circumferential surface of the shaft element 74a of the shaft 74 by a predetermined distance c and prevents contact with it.

[0136] The other configuration is similar to the first embodiment for the purpose of explaining the technical background of the present invention, and therefore components shared with the first embodiment for the purpose of explaining the technical background of the present invention are identified by the same reference numerals as in the first embodiment for the purpose of explaining the technical background of the present invention, and their descriptions are omitted below.

[0137] Fig. 15 in a cross-sectional view showing the actuation of the lifting simulator 7 according to the third and inventive embodiment.

[0138] Fig. Figure 15 shows the actuation states of the initial state, the normal stroke range, the pressing half-stroke range and the full-stroke range from the left side.

[0139] In the initial state and normally used stroke range (the stroke control range), the spring 73 with the small spring constant plays a key role in generating the reaction force by compressing and deforming in the direction of the axis P according to the movement of the piston 71 in the direction of the axis P.

[0140] In the normally used stroke range, due to the compression and deformation of the spring 73, the shaft element 74a of the shaft is separated from the holder 74b of the shaft 74 and enters further deep into the through hole 80b of the rubber damper 80.

[0141] Because at this point the outer circumferential surface of the rubber damper 80 and the inner circumferential surface of the through-hole 80b do not have contact with the inner circumferential surface of the rubber damper receiving area 82 of the plug 81 or the outer circumferential surface of the shaft element 74a of the shaft 74, and the area in which the rubber damper 80 is in contact with the bracket 74b and the plug 81 is also small, the occurrence of friction can be reduced and a uniform pedal feel with low hysteresis due to compression and deformation, which mainly occur at the spring 73, can be achieved.

[0142] Next, when the stroke simulator 7 enters the pressing half-stroke range (the pressure force control range) due to the movement of the piston 71 in the direction of the axis P, the rubber damper 80 also begins to be compressed and deformed in the direction of the axis P via the bracket 74b, and the outer circumferential surface of the rubber damper 80 is brought into contact with the inner circumferential surface of the rubber damper receiving area 82 of the plug 81, and the through-hole 80b also begins to decrease in diameter, resulting in a reduction of the distance between the inner circumferential surface of the through-hole 80b and the outer circumferential surface of the shaft element 74a of the shaft 74.

[0143] As the stroke simulator 7 approaches the full stroke range (the pressure force control range), the rubber damper 80 is further compressed and deformed strongly in the direction of axis P, with the outer circumferential surface of the rubber damper 80 coming into contact with the inner circumferential surface of the rubber damper receiving area 82 of the plug 81, and the inner circumferential surface of the through-hole 80b and the outer circumferential surface of the shaft element 74a of the shaft 74 simultaneously beginning to touch. The rubber damper 80 is then further prevented from deforming radially, and the friction (hysteresis) gradually increases. Consequently, a springy feel is reduced, and a more natural pedal feel can be achieved.

[0144] Next, the functions and beneficial effects will be described.

[0145] The lifting simulator and the brake control device according to the third and inventive embodiment fulfill functions and advantageous effects similar to the first embodiment for the purpose of explaining the technical background of the present invention.

[0146] [Fourth and embodiment according to the invention] Fig. Figure 16 is a partial cross-sectional view of the lifting simulator 7 according to a fourth and inventive embodiment.

[0147] In contrast to the second embodiment, a rubber damper 80A has a fixed shape, for the purpose of explaining the technical background of the present invention.

[0148] Furthermore, the rubber damper 80A is formed by creating a recessed area 80d at each of the two end areas in the direction of the axis P and pressing in one (of the lower, as in Fig. 16 shown) the recessed areas 80d on the projection part 81a, which is formed on the bottom surface of the rubber damper receiving area 82 of the plug 81, is positioned and held.

[0149] The two end regions of the rubber damper 80A are each in contact with the holder 74b and the bottom surface of the rubber damper receiving area 82, and the outer circumferential surface of the shaft element 74a and the inner circumferential surface of the rubber damper receiving area 82 of the plug 81 are separated from the rubber damper 80A by a predetermined distance e and thus do not have contact.

[0150] The other configuration is similar to the second embodiment for the purpose of explaining the technical background of the present invention, and therefore components shared with the second embodiment for the purpose of explaining the technical background of the present invention are identified by the same reference numerals as the second embodiment for the purpose of explaining the technical background of the present invention, and their descriptions are omitted below.

[0151] Fig. Figure 17 is a cross-sectional view showing the actuation of the lifting simulator 7 according to the fourth and inventive embodiment.

[0152] Fig. Figure 17 shows the actuation states of the initial state, the normally used stroke range, the pressing half-stroke range and the full-stroke range from the left side.

[0153] In the initial state and normally used stroke range (the stroke control range), the spring 73 with the small spring constant plays a key role in generating the reaction force by compressing and deforming in the direction of the axis P according to the movement of the piston 71 in the direction of the axis P.

[0154] In the normally used stroke range, the shaft element 74a of the shaft 74 is separated from the holder 74b of the shaft 74 as a result of the compression and deformation of the spring 73 and extends further deep into the other recessed area 80d (the upper one, as in Fig. 16 visible) of the rubber damper 80A and contacts it.

[0155] Because the outer circumferential surface of the rubber damper 80A is not in contact with the inner circumferential surface of the rubber damper receiving area 82 of the plug 81, and the area in which the rubber damper 80A is in contact with the bracket 74b and the plug 81 is also small, the occurrence of friction can be reduced at this time and a uniform pedal feel with low hysteresis due to compression and deformation, which mainly occurs at the spring 73, can be obtained.

[0156] Next, when the stroke simulator 7 enters the pressing half-stroke range (the pressure force control range) as a result of the movement of the piston 71 in the direction of the axis P, the rubber damper 80A also begins to be compressed and deformed in the direction of the axis P via the bracket 74b, and the outer circumferential surface of the rubber damper 80A consequently begins to touch the inner circumferential surface of the rubber damper receiving area 82 of the plug 81.

[0157] As the stroke simulator 7 approaches the full stroke range (the pressure force control range), the rubber damper 80A is also strongly compressed and deformed in the direction of axis P, and the outer circumferential surface of the rubber damper 80A makes extensive contact with the inner circumferential surface of the rubber damper receiving area 82 of the plug 81. The shaft element 74a of the shaft 74 also compresses and deforms the recessed area 80d considerably. The rubber damper 80A is then further prevented from deforming radially, and the friction (hysteresis) gradually increases. Consequently, a spring-like feel is reduced, and a more natural pedal feel can be achieved.

[0158] Next, the functions and beneficial effects will be described.

[0159] The lifting simulator and the brake control device according to the fourth and inventive embodiment fulfill functions and advantageous effects similar to the second embodiment for the purpose of explaining the technical background of the present invention.

[0160] [Fifth embodiment to explain the technical background of the present invention] Fig. Figure 18 shows the configuration of the brake control device 1 according to a fifth embodiment for the purpose of explaining the technical background of the present invention.

[0161] The first to fourth embodiments are applied to hydraulic brake control, but the fifth embodiment, for the purpose of explaining the technical background of the present invention, is applied to an electric brake control device.

[0162] In particular, an electric brake caliper 100 of the disc brake type is arranged on each of the wheels. The electric brake caliper 100 generates a braking force by being driven by a motor 110, which is controlled by a control unit 9a based on pressure stroke information from the stroke sensor 60, which detects the pressure stroke of the brake pedal 3.

[0163] Furthermore, a lifting simulator 70 is connected to the push rod 4 of the brake pedal 3 instead of the master cylinder according to the first to fourth embodiments.

[0164] The pushrod 4 of the brake pedal 3 is connected to a piston main body 710a.

[0165] The stroke simulator 70 comprises a cylinder 720, a piston 710, a spring 730, and a hollow rubber damper 800. The cylinder 720 comprises a cylinder body 720a with a cylindrical inner circumferential surface and a plug 810. The piston 710 comprises the piston body 710a and a shaft 740. The rubber damper 800 serves as an elastic element and has a hollow shape.

[0166] The plug 810 forms the cylinder 720 by threaded engagement with the opening end of the cylinder main body 720a.

[0167] Furthermore, the shaft 740 comprises a shaft element 740a and a bracket 740b. The shaft element 740a is inserted into a hole 740b1 of the bracket 740b.

[0168] The bracket 740b is movable in the direction of the axis P relative to the shaft element 740a.

[0169] The cylinder main body 720a includes a receiving area 721a which contains the piston main body 710a.

[0170] The plug 810 includes a receiving area 722a, which contains the shaft 740 and the rubber damper 800.

[0171] Two guide elements 750 (bushings, thrust bearings, or the like), which uniformly support the axial movement of the piston, are attached to the outer circumference of the piston 710. The guide elements 750 are in contact with the inner circumferential surface of the receiving area 721a and seal between the inner circumferential surface of the receiving area 721 and the outer circumferential surface of the piston main body 710a.

[0172] The spring 730 is a compression foam spring and preloads the piston main body 710a in the direction of the push rod 4. The spring 730 generates the reaction force according to the amount of compression.

[0173] The spring 730 is arranged between the piston main body 710a and the holder 740b of the shaft 740.

[0174] The retaining 740b of the shaft 740, which is subject to the tension force of the spring 730, engages with a stepped area 740a1 of the shaft element 740a, which is fixed to the piston main body 710a, thus preventing it from moving more than this.

[0175] The rubber damper 800 is inserted in a receiving area 820 formed in the plug 810, the outer circumferential surface of the rubber damper 800 being in pressure contact with the inner circumferential surface of the receiving area 820, and arranged between the holder 740b of the shaft 740 and the plug 810. The rubber damper 800 also generates the reaction force according to the amount of compression.

[0176] The rubber damper 800 is in pressure contact with the inner circumferential surface of the receiving area 820 and is thereby positioned and held there. The outer circumferential surface of the shaft element 740a of the shaft 740, which is inserted into a through-hole 800b of the rubber damper 800, is separated from the inner circumferential surface of the through-hole 800b by a predetermined distance and does not make contact with it.

[0177] This means that the spring 730 and the rubber damper 800 are arranged in series via the bracket 740b between the piston main body 710a and the plug 810.

[0178] The spring constant of the 730 spring is significantly small compared to the spring constant of the 800 rubber damper.

[0179] Due to this configuration, the hub simulator 70 is actuated according to the driver's brake application and provides the reaction force and the stroke at the brake pedal 3.

[0180] Next, the functions and beneficial effects will be described.

[0181] (1) In the electric brake control device, the stroke simulator 70 is configured as follows. The piston 710 comprises the piston body 710a and the shaft 740. The piston body 710a is movably contained in the cylinder 720, which comprises the cylinder body 720a and the plug 810, in the direction of the axis P. The piston body 710a is connected to the pushrod 4 of the brake pedal 3. The shaft element 740a of the shaft 740 of the piston 710 is inserted into the through-hole 800b of the rubber damper 800 in a non-contacting state. As a result of the movement of the piston 710 in the direction of the axis P, the spring 730 and the rubber damper 800 are compressed.When the movement of the piston 710 exceeds the predetermined stroke (between the pressing half-stroke range and the full-stroke range), the inner circumferential surface of the through-hole 800b of the rubber damper 800 and the outer circumferential surface of the shaft element 740a of the shaft 740 begin to touch each other, thus preventing the rubber damper 800 from being radially deformed.

[0182] Therefore, the electric brake control device, similar to the first embodiment, can also produce the following advantageous effect to illustrate the technical background of the present invention. In the area where the stroke simulator 70 does not exceed the predetermined stroke, the inner circumferential surface of the through-hole 800b of the rubber damper 800 is not in contact with the outer circumferential surface of the shaft element 740a of the shaft 740, and the area where the rubber damper 800 is in contact with the bracket 740b and the plug 810 is also small, so that the occurrence of friction can be reduced and a uniform pedal feel with low hysteresis due to compression and deformation, which mainly occurs at the spring 730, can be obtained.Simultaneously, in the area where the stroke simulator 7 exceeds the predetermined stroke, the rubber damper 800 is also strongly compressed and deformed in the direction of axis P, and the inner circumferential surface of the through-hole 800b of the rubber damper 800 and the outer circumferential surface of the shaft area 740a of the shaft 740 begin to contact each other. This prevents the rubber damper 800 from deforming radially, and the friction (hysteresis) gradually increases. As a result, a springy feel is reduced, and a more natural pedal feel can be maintained.

[0183] The following description outlines technical ideas that can be identified from the embodiments described above.

[0184] According to one configuration, a stroke simulator comprises a piston movably contained within the cylinder in one direction along an axis of the cylinder, and an elastic element arranged within the cylinder to be compressed according to a movement of the piston and to be prevented from deforming in the radial direction of the cylinder when the movement of the piston exceeds a predetermined stroke.

[0185] According to another preferred configuration, in the configuration described above, the elastic element is not in contact with an outer circumferential surface of the piston until the movement of the piston reaches the predetermined stroke, and is brought into contact with the outer circumferential surface of the piston when the movement of the piston exceeds the predetermined stroke.

[0186] According to another preferred configuration, the elastic element in one of the configurations described above has a hollow shape.

[0187] According to another preferred configuration, in the configuration described above, the piston comprises a piston main body and a shaft, and the shaft is inserted in an inner circumference of the elastic element.

[0188] According to another preferred configuration, in one of the configurations described above, the elastic element has no contact with an inner circumferential surface of the cylinder until the movement of the piston reaches the predetermined stroke, and is brought into contact with the inner circumferential surface of the cylinder when the movement of the piston exceeds the predetermined stroke.

[0189] According to another preferred configuration, the cylinder in the configuration described above comprises a cylinder main body and a plug, and the elastic element is held on a projection part provided on a bottom surface of the plug.

[0190] According to another preferred configuration, the elastic element in one of the configurations described above has a hollow shape.

[0191] According to another preferred configuration, in the configuration described above, the piston comprises a piston main body and a shaft, and the shaft is inserted in an inner circumference of the elastic element.

[0192] According to another preferred configuration, a groove is formed on the outer circumference of the elastic element in the configuration described above.

[0193] According to another preferred configuration, a groove is formed on an outer circumference of the elastic element in one of the configurations described above.

[0194] According to another preferred configuration, the elastic element in one of the configurations described above is symmetrical in the direction of the axis.

[0195] According to another preferred configuration, in one of the configurations described above, the piston comprises a piston main body and a shaft connected to that piston main body.

[0196] According to another preferred configuration, in the configuration described above, the shaft is connected to the piston main body by press fitting or threaded engagement.

[0197] A brake control device, according to one configuration thereof, comprises a stroke simulator configured to generate an actuation response force of a brake pedal. The stroke simulator includes a cylinder, a piston movably contained within the cylinder in one direction along an axis of the cylinder, and an elastic element arranged within the cylinder to be compressed according to a movement of the piston and to be prevented from deforming in the radial direction of the cylinder when the movement of the piston exceeds a certain stroke.

[0198] According to another preferred configuration, the second chamber in the configuration described above is connected to a fluid channel which is connected to a braking force application area which is set up to apply a braking force to a wheel.

[0199] According to another preferred configuration, in one of the configurations described above, the piston is connected to an actuating rod that is connected to the brake pedal. Reference symbol list 1 Brake control device 2 wheel cylinders (brake force application area) 100 electric brake caliper (braking force application range) 4 Push rod (actuating rod) 5 main cylinders 7 Hub Simulator 11 Fluid channel (connected to the braking force application area) 70 Hub Simulator 71 pistons 710 pistons 71a Piston main body (piston) 710a Piston main body (piston) 711 Hyperbaric chamber (first chamber) 712 Counterpressure chamber (second chamber) 72 cylinders 72a Cylinder main body (cylinder) 720 cylinders 720a Cylinder main body (cylinder) 74 Shaft (piston) 74a Shaft element (shaft) 74b Bracket (shaft) 740 Shaft (Piston) 740a Shaft element (shaft) 740b bracket (shaft) 80 rubber dampers (elastic element) 80a Rubber damper (elastic element) 80a outer circumferential groove 80b Through hole 80c inner circumferential groove 800 rubber dampers (elastic element) 81 plugs (cylinders) 81a Protrusion part 810 plugs (cylinders)

Claims

[1] Hub Simulator (7, 70), which is designed to generate an actuation reaction force of a brake pedal (3), and which shows: - a cylinder (72, 720), - a piston (71, 710) which is movably contained in the cylinder (72, 720) in one direction of an axis (P) of the cylinder (72, 720); and - an elastic element (80, 80A, 800) arranged in the cylinder (72, 720) to be compressed in accordance with a movement of the piston (71, 710) and to be prevented from deforming in the radial direction of the cylinder (72, 720) when the movement of the piston (71, 710) exceeds a predetermined stroke, where: - the elastic element (80, 80A, 800): - has no contact with an inner circumferential surface of the cylinder (72, 720) until the movement of the piston (71, 710) reaches the predetermined stroke, - is brought into contact with the inner circumferential surface of the cylinder (72, 720) when the movement of the piston (71, 710) exceeds the predetermined stroke. - the cylinder (72, 720) comprises a cylinder main body (72a, 720a) and a plug (81, 810) and - the elastic element (80, 80A, 800) is held on a projection part (81a) provided on a base surface of the plug (81, 810) by pressing the projection part (81a) into a recessed area (80b, 80d) of the elastic element (80, 80A, 800). [2] Lifting simulator (7, 70) according to claim 1, wherein the elastic element (80, 80A, 800): - has no contact with an outer circumferential surface of the piston (71, 710) until the movement of the piston (71, 710) reaches the predetermined stroke, and - is brought into contact with the outer circumferential surface of the piston (71, 710) when the movement of the piston (71, 710) exceeds the predetermined stroke. [3] Lifting simulator (7, 70) according to claim 1, wherein the elastic element (80, 80A, 800) has a hollow shape with a through hole (80b) as a recessed area (80b, 80d). [4] Hub simulator (7, 70) according to claim 3, wherein: - the piston (71, 710) comprises a piston main body (71a, 710a) and a shaft (74, 740), and - the shaft (74, 740) is inserted into an inner circumference of the elastic element (80, 80A, 800). [5] Lifting simulator (7, 70) according to claim 4, wherein a groove (80a, 80c) is formed on the inner circumference of the elastic element (80, 80A, 800). [6] Lifting simulator (7, 70) according to claim 4, wherein a groove (80a, 80c) is formed on an outer circumference of the elastic element (80, 80A, 800). [7] Lifting simulator (7, 70) according to claim 1, wherein the elastic element (80, 80A, 800) is symmetrical in the direction of the axis (P). [8] Stroke simulator (7, 70) according to claim 1, wherein the piston (71, 710) comprises a piston main body (71a, 710a) and a shaft (74, 740) which is connected to the piston main body (71a, 710a). [9] Stroke simulator (7, 70) according to claim 8, wherein the shaft (74, 740) is connected to the piston main body (71a, 710a) by press fitting or thread engagement. [10] Brake control device (1) comprising a lifting simulator (7, 70) configured according to one of the preceding claims. [11] Brake control device (1) according to claim 10, which furthermore has a main cylinder (5) which is connected to the lifting simulator (7, 10), where: - the cylinder (72, 720) comprises a first chamber (711) and a second chamber (712) which are separated by the piston (71, 710), and - the first chamber (711) is connected to the main cylinder (5), and the elastic element (80, 80A, 800) is arranged in the second chamber (712). [12] Brake control device (1) according to claim 11, wherein the second chamber (712) is connected to a fluid channel (11) which is connected to a brake force application area (2) which is configured to apply a brake force to a wheel (FL, FR, RL, RR). [13] Brake control device (1) according to claim 10, wherein the piston (71, 710) is connected to an actuating rod (4) which is connected to the brake pedal (3).

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