Evaluating device and method for verifying operating information for an electromechanical brake booster of a vehicle brake system

Abstract

A method for determining operating information for an electric brake booster while a motor is in a non-operating mode and an evaluation device for implementing the method include determining whether a first value I1 of a first distance sensor of a driver brake force transmission element is within a first comparison value range W1, and determining whether a second value I2 of a second distance sensor associated with a displaceable motor force transmission element is within a second comparison value range W2. If the first and second values ​​are within the respective comparison value ranges, the method determines, as operating information for the brake booster, that a brake operating element coupled to the driver brake force transmission element is not being operated, that the driver brake force transmission element is in its first starting position, and / or that the motor force transmission element is in its second starting position.

Description

[Technical Field]

[0001] The present invention relates to an electric brake booster of a vehicle brake system and to an evaluation device for the electric brake booster, which can be supported or is supported upstream of a brake master cylinder of the vehicle brake system.Furthermore, the present invention relates to a method for ascertaining operating information for the electric brake booster of a vehicle brake system. [Background technology]

[0002] The prior art, for example, from Patent Document 1, discloses an electric brake booster that can be supported / supported upstream of a brake master cylinder of a vehicle brake system. This type of electric brake booster has a driver brake force transmission element via which a driver braking force exerted on a brake operating element can be transmitted to at least one displaceable piston of the brake master cylinder. Furthermore, this type of electric brake booster includes a motor and a motor force transmission element, and the motor force transmission element can be displaced both by operation of the motor and by the driver brake force transmission element being displaced by at least one predetermined limit distance, so that the driver braking force transmitted to the at least one displaceable piston of the brake master cylinder can be increased by the motor force of the motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] German Patent Application Publication No. 102020209754 Summary of the Invention

[0004] The present invention provides an evaluation device for an electric brake booster of a vehicle brake system, comprising the features of claim 1; an electric brake booster that can be supported or is supported upstream of a brake master cylinder of a vehicle brake system, comprising the features of claim 7; and a method for checking operation information for an electric brake booster of a vehicle brake system, comprising the features of claim 12.

[0005] The present invention provides an advantageous possibility for reliably determining operating information for / about an electric brake booster of a vehicle brake system, in which the driver brake force transmitting element and the motor force transmitting element of the vehicle brake system are each provided with a distance sensor whose distance sensor signal periodically repeats depending on the displacement movement of the respective force transmitting element. Therefore, even if a cost-effective type of sensor is used in each brake booster, the present invention can reliably confirm or check the operating state of a brake operating element coupled to the driver brake force transmitting element, and possibly whether the driver brake force transmitting element is in its first starting position and / or whether the motor force transmitting element is in its second starting position, while the brake booster motor is in its deactivated mode. Additionally, the present invention also provides the possibility for distance sensor initialization for each electric brake booster.

[0006] In an advantageous embodiment of the evaluation device, the electronics is additionally designed and / or programmed to determine whether the motor is in its inactive mode based on at least one motor sensor signal of at least one motor sensor of the motor and / or based on at least one information signal provided to the electronics by the motor's control unit, wherein the electronics is designed and / or programmed to determine, as actuation information for the brake booster, that the brake operating element is in an inactive state, that the driver brake force transmission element is in its first starting position, and / or that the motor force transmission element is in its second starting position, only if the motor is in its inactive mode and the first value is within a first comparison value range and the second value is within a second comparison value range. Thus, the described embodiments of the evaluation device / its electronics can reliably determine the actuation state of the brake operating element, and possibly that the driver brake force transmission element is in its first starting position and / or that the motor force transmission element is in its second starting position, already before the motor is activated / started.

[0007] According to an advantageous embodiment, if the first value is outside the first comparison range and / or the second value is outside the second comparison range, the electronics is designed and / or programmed to determine a distance difference Δs between a first displacement distance of the driver brake force transmitting element from its first starting position and a second displacement distance of the motor force transmitting element from its second starting position, taking into account the first value of the first distance sensor signal and the second value of the second distance sensor signal, thus avoiding the need for distance difference sensors, which are relatively expensive and difficult to install.

[0008] For example, to enable the distance difference Δs to be determined by the electronic mechanism, the electronic mechanism is designed and / or programmed as follows: x1=f1(l1)+n1*π1,n1={0,1,2,3,…} x2=f2(l2)+n2*π2,n2={0,1,2,3,…} and a second displacement distance x2 of the motor force transmitting element by applying the functions f1, f2, a first periodic width π1 within which the first distance sensor signal (18s) is periodically varied, and a second periodic width π2 within which the second distance sensor signal (20s) is periodically varied, to the electronic mechanism (14a). Subsequently, the electronic mechanism may be designed and / or programmed to:

[0009]

number

[0010]

number

[0011] In a further advantageous embodiment of the evaluation device, the electronics are additionally designed and / or programmed to check whether the difference in distance Δs is smaller than a limit distance and, if so, to determine that the brake operating element has been actuated, that the driver brake force transmitting element has been displaced from its first starting position by a distance less than the limit distance and / or that the motor force transmitting element is in its second starting position as actuation information for the brake booster; and / or, if the difference in distance Δs is equal to the limit distance, to determine that the brake operating element has been actuated, that the driver brake force transmitting element has been displaced from its first starting position by a distance greater than the limit distance and / or that the motor force transmitting element has been displaced from its second starting position as actuation information for the brake booster. Thus, the described embodiments of the evaluation device / its electronics allow many pieces of information to be determined as actuation information for / about the brake booster.

[0012] In an advantageous further configuration, if the distance difference Δs is smaller than the limit distance, the electronics may be designed and / or programmed to determine, taking into account the distance difference Δs, a current first position of the driver brake force transmitting element between the first starting position and the limit distance and / or a first displacement distance of the driver brake force transmitting element displaced from the first starting position that is equal to or smaller than the limit distance as actuation information for the brake booster. Thus, the embodiments of the evaluation device described herein may optionally perform a distance sensor initialization.

[0013] The aforementioned advantages are also ensured in an electric brake booster that can be supported or is supported upstream of a brake master cylinder of a vehicle brake system, i.e., if the electric brake booster comprises an evaluation device of this type, a driver brake force transmission element that can be displaced from its first start position by the driver brake force, a motor force transmission element that can be displaced from its second start position both by activation of a motor of the brake booster and by the driver brake force transmission element being displaced by at least a predetermined limit distance from its first start position, a first distance sensor associated with the driver brake force transmission element, whose first distance sensor signal varies periodically with a first periodic width as a function of a first displacement distance of the driver brake force transmission element from its first start position, and a second distance sensor associated with the motor force transmission element, whose second distance sensor signal varies periodically with a second periodic width as a function of a second displacement distance of the motor force transmission element from its second start position.

[0014] According to an advantageous embodiment, the first distance sensor signal of the first distance sensor is a first sawtooth signal with a first period width and / or the second distance sensor signal of the second distance sensor is a second sawtooth signal with a second period width. Signals of the type mentioned here allow a particularly accurate and reliable initialization of the distance sensors by the evaluation device of the respective brake booster.

[0015] Preferably, the first periodic width of the first distance sensor and / or the second periodic width of the second distance sensor is greater than the limit distance. As will become clearer hereinafter, the details of the brake booster described here allow for a particularly accurate and reliable initialization of the distance sensors by the evaluation device.

[0016] In particular, the first periodic width of the first distance sensor may be equal to the second periodic width of the second distance sensor, in which case the first periodic width is different from the limit distance and each integer multiple of the limit distance. Alternatively, the first periodic width of the first distance sensor may be different from the second periodic width of the second distance sensor, in which case the difference between the first periodic width and the second periodic width is different from the limit distance and each integer multiple of the limit distance. This eliminates the need to provide multiple distance sensors with the same periodic width in the brake booster. This allows the first periodic width of the first distance sensor and the second periodic width of the second distance sensor to be selected so that they are optimal for the distance detection of the force transmission elements associated with them.

[0017] The above-mentioned advantages are also provided by implementing a corresponding method for ascertaining operating information for an electric brake booster of a vehicle brake system, it being expressly pointed out that the method can be further configured according to the above-mentioned embodiments of the evaluation device and / or the electric brake booster.

[0018] Further features and advantages of the present invention will now be described with reference to the accompanying drawings. [Brief explanation of the drawings]

[0019] [Figure 1a] FIG. 2 is a schematic diagram of an electric brake booster. [Figure 1b1c] 1b and 1c are included in the coordinate system for explaining the functional aspects of an embodiment of the evaluation device, and will be hereinafter described as FIGS. 1b and 1c. [Figure 2] 3 is a flow chart illustrating an embodiment of a method for verifying operating information for an electric brake booster of a vehicle brake system. DETAILED DESCRIPTION OF THE INVENTION

[0020] 1a to 1c show a schematic diagram of an electric brake booster and two coordinate systems for explaining the functioning of an embodiment of the evaluation device.

[0021] The electric brake booster 10, shown generally in FIG. 1a, can be / is supported upstream of a brake master cylinder 12 of a vehicle brake system (not shown in detail). The usefulness of the evaluation device 14 cooperating with the brake booster 10 is not limited to the specific type of brake booster of the brake booster 10, nor to a specific type of vehicle brake system or a specific type of vehicle / automobile equipped with a vehicle brake system. Instead, the evaluation device 14 can cooperate with (almost) any type of brake booster including at least one motor 16, a driver brake force transmission element 18 with at least one first distance sensor 18a, and a motor force transmission element 20 with at least one second distance sensor 20a. The brake booster 10 may, in particular, be an electromechanical brake booster 10. The evaluation device 14 may optionally be a component of the brake booster 10 or a device operable externally to the brake booster 10.

[0022] The driver brake force transmission element 18 is a driver brake force F driver It should be understood that the driver brake force transmission element 18 is a component of the brake booster 10 that can be displaced / is displaced from a first starting position (without force) of the driver brake force transmission element 18 in question by a driver brake force F driveris transmittable / transmittable to the driver brake force transmission element 18, while when the brake operating element 22 is in a non-actuated state by the driver, the driver brake force transmission element 18 is in its first starting position. The driver brake force transmission element 18 may in particular be the input rod 18. The brake operating element 22 may be, for example, a brake pedal 22.

[0023] Furthermore, the first distance sensor 18a associated with the driver braking force transmitting element 18 is understood to be a type of distance sensor in which a first distance sensor signal 18s varies periodically with a first periodic width π1 depending on a first displacement distance x1 of the driver braking force transmitting element 18 from its first starting position. This type of distance sensor is also called a "periodic distance sensor." In the coordinate system of FIG. 1b, the horizontal axis represents the first displacement distance x1 of the driver braking force transmitting element 18 from its first starting position, while the vertical axis represents the corresponding first value I1 of the first distance sensor signal 18s.

[0024] The motor force transmission element 20 is a component of the brake booster 10 that is coupled (directly or indirectly) to the motor 16 such that operation of the motor 16 transmits a motor force F of the motor 16 to the motor force transmission element 20. motor The motor force transmission element 20 is a component of the brake booster 10 that is coupled (directly or indirectly) to the motor 16 so that it can be displaced from its second starting position (where no force is acting) for this purpose. The motor force transmission element 20 may be, for example, a valve body (Boost Body) 20. Typically, the motor force transmission element 20 is coupled to the motor 16 via a transmission (not shown).

[0025] However, the motor force transmission element 20 is not required to transmit the driver braking force F driver ) at least one predetermined limit distance Δs from the first starting positionmax When the brake master cylinder 12 is displaced by the driver brake force F, the driver brake force F can still be displaced together with the driver brake force transmitting element 18 which is displaced in the direction of the brake master cylinder 12. Thus, at least one displaceable piston (not shown) of the brake master cylinder 12 transmits the driver brake force F driver Even if the motor force F motor Typically, the motor force transmission element 20 can be displaced by a motor force F motor is equal to zero and the first displacement distance x1 from the first starting position of the driver brake force transmitting element 18 is less than the limit distance Δs max The driver brake force transmission element 18 is in its second starting position only if the limit distance Δs is smaller than the limit distance Δs max In order to provide a displacement movement of only 100 mm, stops 24 a and 24 b, which are only diagrammatically shown in FIG. 1 a, may be formed on the driver brake force transmission element 18 and / or the motor force transmission element 20 .

[0026] The second distance sensor 20a associated with the motor force transmission element 20 is also a "periodic distance sensor." Therefore, the second distance sensor signal 20s of the second distance sensor 20a also varies with a second periodic width π2 depending on the second displacement distance x2 of the motor force transmission element 20 from its second starting position. In the coordinate system of FIG. 1c, the horizontal axis corresponds to the second displacement distance x2 of the motor force transmission element 20 from its second starting position. The vertical axis of the coordinate system of FIG. 2c indicates the corresponding second value I2 of the second distance sensor signal 20s.

[0027] According to an optional embodiment, the brake booster 10 may further comprise at least one further power transmission element 26, such as for example an output rod 26, which is arranged downstream of the driver brake force transmission element 18 and the motor force transmission element 20, i.e., the further power transmission element 26 transmits the driver brake force F driver and / or motor force F motor1. The brake master cylinder 12 is arranged to be displaceable / displaceable in the direction of the brake master cylinder 12 by the driver brake force F driver and motor force F motor and may be arranged to be "summable" to a further power transmission element 26.

[0028] According to an optional embodiment, a third distance sensor 26a may also be arranged in the brake booster 10 for the further power transmission element 26, which third distance sensor is able to output at least one third distance sensor signal 26s which varies depending on a third displacement distance of the further power transmission element 26 from its third starting position. However, it should be clearly pointed out that due to the advantageous configuration of the evaluation device 14, the provision of the third distance sensor 26a in the brake booster 10 may be omitted.

[0029] Optionally, the motor 16 may also be equipped with at least one motor sensor 16a, such as, for example, a rotor position sensor, an angular velocity sensor, and / or a motor current sensor. However, it should be noted that the usefulness of the evaluation device 14 described below does not require the motor 16 to be equipped with at least one motor sensor 16a.

[0030] The evaluation device 14 has electronics 14a that are designed and / or programmed to determine, at least while the motor 16 is in its inactive mode and before the motor 16 is activated / started, whether a first value I1 of the first distance sensor signal 18s of the first distance sensor 18a is within a first comparison value range W1, and to determine whether a second value I2 of the second distance sensor signal 20s of the second distance sensor 20a, which is preferably read simultaneously with the evaluated first value I1, is within a second comparison value range W2. The first comparison value range W1 is to be understood as a predetermined value range or a value range determined by the electronics 14a, i.e., as a value range within which the value of the first distance sensor signal 18s lies while the driver brake force transmitting element 18 is assumed to be in its first starting position. Correspondingly, the second comparison value range W2 should also be understood as a preset value range or a value range determined by the electronics 14a, i.e., a value range that includes the value of the second distance sensor signal 20s when the motor force transmission element 20 is assumed to be in its second starting position. The first comparison value range W1 and / or the second comparison value range W2 can be stored in a file / memory (not shown) of the electronics 14a. Alternatively, the first comparison value range W1 and the second comparison value range W2 can be set and stored in the respective vehicle / automobile during the manufacture of the electronics 14a and / or at any time during the use of the evaluation device 14 / the electronics 14a. The respective widths of the first comparison value range W1 and / or the second comparison value range W2 can correspond to the error deviation of the respective distance sensor 18a or 20a.

[0031] In the coordinate system of Figures 1b and 1c, a point P1 marks a first value pair P1 including a first value I1 of a first distance sensor signal 18s read at a first time point and a second value I2 of a second distance sensor signal 20s read at the same first time point. The values ​​I1 and I2 of the first value pair P1 are within the associated comparison value range W1 or W2, respectively. In contrast, a point P2 marks a second value pair P2 including a first value I1 of a first distance sensor signal 18s read at a second time point and a second value x2 of a second distance sensor signal 20s read at the same second time point. The second value pair P2 differs from the first value pair P1 in that at least one of the values ​​I1 and I2 of the second value pair P2 is outside the associated comparison value range W1 or W2.

[0032] Therefore, if the two values ​​I1 and I2 of the first value pair P1 are within the associated comparison value ranges W1 and W2, it can be reliably determined that the brake actuating element 22 coupled to the driver brake force transmitting element 18 is not actuated by the driver of the vehicle / motor vehicle at a first time point, and therefore both the driver brake force transmitting element 18 and the motor force transmitting element 20 are in their respective starting positions at the first time point. In contrast, if at least one of the values ​​I1 and I2 of the second value pair P2 is outside the associated comparison value ranges W1 and W2, this indicates that the brake actuating element 22 is / has been actuated by the driver at a second time point, and therefore at least the driver brake force transmitting element 18 has been displaced from its first starting position, and possibly also the motor force transmitting element 20 from its second starting position.

[0033] Therefore, in summary, if the first value I1 is within the first comparison value range W1 and the second value I2 is within the second comparison value range W2, the electronics 14a are advantageously designed and / or programmed to determine that the brake operating element 22 is not actuated, that the driver brake force transmitting element 18 is in its first starting position, and / or that the motor force transmitting element 20 is in its second starting position as actuation information for the brake booster 10. Therefore, the configuration / programming of the electronics 14a described here takes into account that, due to the design of the distance sensors 18a and 20a for outputting the periodically changing distance sensor signals 18s and 20s, only one of the distance sensor signals 18s and 20s needs to be within its associated comparison value range W1 or W2, even if the brake operating element 22 is actuated and therefore at least the driver brake force transmitting element 18 and possibly the motor force transmitting element 20 are displaced from their first starting position and possibly also from their second starting position. In contrast, if the driver operates the brake operating element 22 while the motor 16 is in its inactive mode, it is not possible for both distance sensor signals 18s and 20s to be within their associated comparison value ranges W1 or W2.

[0034] Therefore, by comparing the first value I1 of the first distance sensor signal 18s with its first comparison value range W1 and the second value I2 of the second distance sensor signal 20s with its second comparison value range W2, the electronic mechanism 14a ensures that while the motor 16 is in its non-operating mode, it is determined as operation information that the brake operating element 22 is not being operated, that the driver brake force transmission element 18 is in its first starting position and / or that the motor force transmission element 20 is in its second starting position only if it can be reliably estimated that there is in fact no operation of the brake operating element 22 by the driver and therefore that both the driver brake force transmission element 18 and the motor force transmission element 20 are in their starting positions.

[0035] According to an optional embodiment, electronics 14a may be designed and / or programmed to confirm or verify whether motor 16 is actually still in its non-operational mode before, during, or simultaneously with comparing values ​​I1 and I2 of distance sensor signals 18s and 20s with their associated comparison value ranges W1 and W2. Non-operational mode may be understood as a mode in which motor 16 is not energized and / or switched off, i.e., in the non-operational mode, motor 16 is in a state prior to starting motor 16. In particular, while motor 16 is in its non-operational mode, a rotor (not shown) of motor 16 may be in its non-energized rotor starting position relative to a stator of motor 16, i.e., a position in which the rotor (normally) remains in a state prior to starting motor 16. For example, electronics 14a may be designed and / or programmed to recognize whether motor 16 is in its non-operational mode based on at least one motor sensor signal 16s of at least one motor sensor 16a. To this end, the electronics 14a can, inter alia, determine whether the rotor is in its de-energized rotor starting position relative to the stator based on at least one motor sensor signal 16s from at least one motor sensor 16a, in particular a rotor position sensor. Alternatively or complementary, the electronics 14a can also be designed and / or programmed to determine whether the motor 16 is in its non-operating mode based on at least one information signal 30s provided to the electronics 14a from a control unit 30 of the motor 16. Optionally, the evaluation device 14 can be a component of the control unit 30 of the motor 16.

[0036] If the first value I1 is outside the first comparison value range W1 and / or the second value I2 is outside the second comparison value range W2, the electronic mechanism 14a may additionally be designed and / or programmed to determine, as operating information for the brake booster 10, that the brake operating element 22 is being operated and / or that at least the driver brake force transmission element 18 is displaced from its first starting position. In an advantageous further configuration, if the first value I1 is outside the first comparison value range W1 and / or the second value I2 is outside the second comparison value range W2, the electronics 14a can / can also determine a distance difference Δs between a first displacement distance x1 of the driver brake force transmission element 18 from its first starting position and a second displacement distance x2 of the motor force transmission element 20 from its second starting position, taking into account the first value I1 of the first distance sensor signal 18s and the second value I2 of the second distance sensor signal 20s, which is preferably read simultaneously with the evaluated first value I1. To this end, the electronics 14a determines the first displacement distance x1 of the driver brake force transmission element 18 and the second displacement distance x2 of the motor force transmission element 20 by applying the following formulas (G1.1) and (G1.2):

[0037] (Gl.1) x1=f1(l1)+n1*π1,n1={0,1,2,3,…} (Gl.2) x2=f2(l2)+n2*π2,n2={0,1,2,3,…}

[0038] The functions f1 and f2, the first period width π1, within which the first distance sensor signal 18s periodically varies, and the second period width π2, within which the second distance sensor signal 20s periodically varies, may be stored in a file / stored in the memory of the electronic mechanism 14a. In this case, the electronic mechanism 14a calculates the value pair x1, determined by the formula (G1.1), and the second displacement distance x2, determined by the formula (G1.2). TIFF2025534090000006.tif78 and It is designed / programmed to select TIFF2025534090000007.tif77, and the formula (G1.3) is applied to the value pair.

[0039]

number

[0040] As already explained above, during the initial displacement of the driver brake force transmission element 18 from its first starting position, which takes place while the motor force transmission element 20 is in its second starting position, the distance difference Δs is increased from zero to the limit distance Δs max In this case, the critical distance Δs max From a distance difference Δs equal to the limit distance Δs, the motor force transmission element 20 is displaced together with the driver brake force transmission element 18. Therefore, the distance difference Δs is usually less than the limit distance Δs max Therefore, the value pair that satisfies formula (G1.3) TIFF2025534090000009.tif910 and TIFF2025534090000010.tif77 are each suitable for determining the distance difference Δs.

[0041] Next, the electronic mechanism 14a calculates the selected value pair TIFF2025534090000011.tif78 and TIFF2025534090000012.tif77 is used to determine the distance difference Δs according to the following formula (G1.4).

[0042]

number

[0043] The fact mentioned in the previous paragraph can be used for an advantageous functional extension of the evaluation device 14. For this purpose, its electronics 14a determine whether the ascertained distance difference Δs is greater than the limit distance Δs maxIt is designed and / or programmed to check whether the distance difference Δs is less than the critical distance Δs max If it is smaller than , it is determined that the brake operating element 22 is operated and the driver brake force transmitting element 18 is within the limit distance Δs max In other cases, the electronics 14a can additionally determine, as operating information for the brake booster 10, that the motor force transmission element 20 is displaced from its first starting position by a distance less than the limit distance Δs. max If the brake actuation element 22 is equal to the limit distance Δs, the electronic mechanism 14a preferably determines that the brake actuation element 22 is actuated and that the driver brake force transmission element 10 is within the limit distance Δs. max and / or the motor force transmission element 20 is displaced from its second starting position by a distance greater than the first starting position of the brake booster 10 as operating information for the brake booster 10.

[0044] Furthermore, the distance difference Δs is the limit distance Δs max If the difference is smaller than the first starting position, the electronic mechanism 14a outputs the difference between the first starting position and the limit distance Δs as the operation information for the brake booster 10. max the current first position of the driver brake force transmitting element 18 and / or the limit distance Δs between max The following may be designed and / or programmed to determine a first displacement distance x1 of the driver brake force transmitting element 18 from its first starting position, taking into account the ascertained distance difference Δs. In particular, the limit distance Δs max For the first displacement distance x1 of the driver brake force transmitting element 18 from its first starting position, the formula (G1.4) is applied below.

[0045] (Gl.4) x1=Δs

[0046] In some cases, that is, when the distance difference Δs is the critical distance Δs maxIf x2 is smaller than 0, then the second starting position may be established as the current second position of the motor force transmission element 20, and / or the second displacement distance x2 of the motor force transmission element 20 from its second starting position may be determined to be equal to zero.

[0047] The evaluation device 14 can, for example, output operating information determined by its electronics 14a via an output signal 14s to a control 30 of the motor 16. In this case, the control 30 can control the motor 16 taking the operating information into account, although this is not shown in FIG.

[0048] The brake booster 10 cooperating with / equipped with the evaluation device 14 described above also ensures the advantages described. The first distance sensor signal 18s of the first distance sensor 18a may be a first sawtooth signal with a first period width π1, while the second distance sensor signal 20s of the second distance sensor 20a is a second sawtooth signal with a second period width π2. Preferably, the first period width π1 of the first distance sensor 18a is equal to or greater than the limit distance Δs max is larger than the critical distance Δs max In order to be able to relate only the second displacement distance x2 to the first displacement distance x1 to the read value I1 according to the formula (G1.3), the second period width π2 of the second distance sensor 20a is also set to the limit distance Δs max The larger the better.

[0049] The first period width π1 may optionally be equal to the second period width π2. However, when the first period width π1 is equal to the second period width π2, the first period width π1 (or the second period width π2) is smaller than the critical distance Δs max and the critical distance Δs max It is advantageous if the θ is different from each integer multiple of θ (see FIG. 1c).

[0050] Alternatively, the first periodic width π1 of the first distance sensor 18a may be different from the second periodic width π2 of the second distance sensor 20a. This allows the first periodic width π1 of the first distance sensor 18a and the second periodic width π2 of the second distance sensor 20 to be selected so as to be optimal for the distance detection of the associated force-transmitting element 18 or 20. However, if the first periodic width π1 is different from the second periodic width π2, the magnitude of the difference between the first periodic width π1 and the second periodic width π2 also depends on the critical distance Δs max and the critical distance Δs max should be different from each integer multiple of

[0051] FIG. 2 shows a flow chart illustrating an embodiment of a method for validating operating information for an electric brake booster of a vehicle brake system.

[0052] The method described below can be implemented, for example, using the brake booster of FIG. 1a described above. However, it should be noted that the applicability of the method is not limited to this type of brake booster. Instead, the method can be implemented with (almost) any brake booster supported upstream of a brake master cylinder and comprising a motor, a driver brake force transmission element displaceable from its first starting position by a driver brake force, a motor force transmission element displaceable from its second starting position, a first distance sensor associated with the driver brake force transmission element, and a second distance sensor associated with the motor force transmission element. Furthermore, the applicability of the method is not limited to a particular type of vehicle brake system or to a particular type of vehicle / automobile equipped with a vehicle brake system.

[0053] A motor force transmission element is to be understood as a power transmission element that can be displaced both by actuation of a motor and by displacing the driver brake force transmission element by at least one preset limit distance from its first starting position. The first distance sensor outputs a first distance sensor signal that periodically varies depending on a first displacement distance of the driver brake force transmission element from its first starting position. Correspondingly, the second distance sensor outputs a second distance sensor signal that periodically varies depending on a second displacement distance of the motor force transmission element from its second starting position.

[0054] The method described here is carried out while the motor is in its non-operating mode and before the motor is operated / started. Thus, according to an optional aspect, the method may comprise a method step S0 of querying / verifying whether the motor is in its non-operating mode. The possibilities of checking or verifying that the motor is in its non-operating mode have already been mentioned above.

[0055] In method step S1, it is determined whether a first value of a first distance sensor signal of a first distance sensor is within a predetermined or determined first comparison value range while the driver brake force transmission element is in its first starting position. Before, after, or simultaneously with method step S1, method step S2 is also performed. In method step S2, it is determined whether a second value of a second distance sensor signal of a second distance sensor is within a predetermined or determined second comparison value range while the motor force transmission element is in its second starting position. Preferably, the first value compared with the first comparison value range in method step S1 and the second value compared with the second comparison value range in method step S2 are read from the first distance sensor signal of the first distance sensor and the second distance sensor signal of the second distance sensor at (approximately) the same time. Alternatively, if no (substantially) movement of the driver brake force transmission element or the motor force transmission element is expected between the different points in time, the first value that is compared with the first comparison value range in method step S1 and the second value that is compared with the second comparison value range in method step S2 may / may be read from the respective distance sensor signals of the associated distance sensors at different points in time.

[0056] As already explained above, if both values ​​of the distance sensor signals of the first and second distance sensors are within the associated comparison value ranges W1 and W2, it can be reliably determined that a brake actuation element, such as a brake pedal, coupled to the driver brake force transmission element has not yet been actuated and that both the driver brake force transmission element and the motor force transmission element are in their respective starting positions.In contrast, if at least one of the values ​​of the distance sensor signals of the first and second distance sensors is outside the associated comparison value range, this indicates that the driver has already actuated the brake actuation element and thus displaced at least the driver brake force transmission element from its first starting position and, if applicable, the motor force transmission element from its second starting position.

[0057] Therefore, the method described here also comprises a method step S3, which is performed if it is determined in method steps S1 and S2 that the first value x1 is within the first comparison value range and the second value x2 is within the second comparison value range. In method step S3, it is determined as actuation information that the brake actuating element is not actuated, the driver brake force transmitting element is in its first starting position, and / or the motor force transmitting element is in its second starting position.

[0058] Thus, the method described here also makes it possible to reliably recognize or verify the (current) operation of the brake operating element while the motor is in its non-operating mode.

[0059] According to an optional embodiment, the method can also comprise an (optional) method step S4, which is performed if the first value is outside the first comparison value range and / or if the second value is outside the second comparison value range, wherein actuation of the brake actuating element and / or a displacement of at least the driver brake force transmitting element from its first starting position is determined as actuation information for the brake booster.

[0060] Alternatively or complementary to method step S4, an (optional) method step S5 may also be performed if the first value is outside the first comparison value range and / or the second value is outside the second comparison value range. In method step S5, a distance difference between a first displacement distance of the driver brake force transmitting element from its first starting position and a second displacement distance of the motor force transmitting element from its second starting position can be determined, taking into account the first value of the first distance sensor signal and the second value of the second distance sensor signal. The formula for determining this distance difference has already been given above.

[0061] In a further (optional) method step S6, it can be determined whether the distance difference is less than a limit distance. If this distance difference is less than the limit distance, in (optional) method step S7, it can be determined as actuation information for the brake booster that the brake operating element has been actuated, that the driver brake force transmitting element has been displaced from its first starting position by a distance less than the limit distance, and / or that the motor force transmitting element is in its second starting position. Alternatively, if the distance difference is equal to the limit distance, in (optional) method step S8, it can be determined as actuation information for the brake booster that the brake operating element has been actuated, that the driver brake force transmitting element has been displaced from its first starting position by a distance greater than the limit distance, and / or that the motor force transmitting element has been displaced from its second starting position.

[0062] If the distance difference Δs is less than the limit distance, an (optional) method step S9 can be performed alternatively or complementary to method step S7. In method step S9, a current first position of the driver brake force transmission element, which is between the first start position and the limit distance, and / or a first displacement distance of the driver brake force transmission element from its first start position, which is equal to or less than the limit distance, can be determined as operating information for the brake booster, taking the distance difference into account. Correspondingly, in method step S9, a second start position can be determined as the current second position of the motor force transmission element, and / or the second displacement distance x2 of the motor force transmission element 20 from its second start position can be determined to be equal to zero. Thus, method step S9 provides the absolute positions of the driver brake force transmission element and the motor force transmission element when the brake operating element is operated. [Explanation of symbols]

[0063] 10 Brake booster 12 Brake master cylinder 14 Evaluation equipment 14a Electronic mechanism of the evaluation device 16 motors 16s Motor sensor signal 18 Driver brake force transmission element 18a First distance sensor 18s First distance sensor signal 20 Motor force transmission element 20a Second distance sensor 20s Second distance sensor signal 22 Pedal (brake operating element) 30 Motor control unit I1 First comparison value I2 Second comparison value TIFF2025534090000014.tif67, TIFF2025534090000015.tif77 value pairs x1 First displacement distance of the driver brake force transmission element x2 Second displacement distance of the motor force transmission element W1 First comparison value range W2 Second comparison value range Δs: distance difference between the first displacement distance and the second displacement distance Δs max Limit distance π1 is the first period width of the first distance sensor signal π2 is the second period width of the second distance sensor signal

Claims

1. An evaluation device (14) for an electric brake booster (10) of a vehicle brake system, comprising: an electronic mechanism (14a) designed and / or programmed to ensure that, while the motor (16) of said brake booster (14) supported upstream of the brake master cylinder (12) is in its inactive mode, a first distance sensor (18) associated with the driver brake force transmission element (18) of said brake booster (10), said first distance sensor (18) detecting a first displacement distance (x) of said driver brake force transmission element (18) from its first starting position; １ The first distance sensor (18) outputs a first distance sensor signal (18s) as a signal that periodically changes depending on the first value (I １ ) is preset or determined relative to the driver brake force transmitting element (18) being in its first starting position, １ ) and - the actuation of said motor (16) also prevents the motor from moving beyond at least one predetermined limit distance Δs from its first starting position. ｍａｘ a second distance sensor (20a) attached to a motor force transmission element (20) of the brake booster (10) that can also be displaced by the driver brake force transmission element (18) displaced by a second displacement distance (x) of the motor force transmission element (20) from its second starting position; ２ The second distance sensor (20a) outputs a second distance sensor signal (20s) as a signal that periodically changes depending on the second value (I ２ ) is preset or determined for the motor force transmission element (20) in its second starting position, ２ ) whether it is within an electronic mechanism (14a) designed and / or programmed to verify The first value (I １ ) is the first comparison value range (W １ ) and the second value (I ２ ) is the second comparison value range (W ２ ), the electronic mechanism (14a) is an evaluation device (14) designed and / or programmed to determine, as operation information for the brake booster (10), that a brake operating element (22) coupled to the driver brake force transmission element (18) is not operated, that the driver brake force transmission element (18) is in its first starting position, and / or that the motor force transmission element (20) is in its second starting position.

2. The electronic mechanism (14a) is additionally designed and / or programmed to recognize whether the motor (16) is in its non-operating mode or not by taking into account at least one motor sensor signal (16s) of at least one motor sensor (16a) of the motor (16) and / or by taking into account at least one information signal (30s) provided to the electronic mechanism (14a) from a control unit (30) of the motor (16), wherein the electronic mechanism (14a) determines whether the motor (16) is in its non-operating mode and the first value (I １ ) is the first comparison value range (W １ ) and the second value (I ２ ) is the second comparison value range (W ２ 2. The evaluation device (14) according to claim 1, wherein the evaluation device (14) is designed and / or programmed to determine, as operating information for the brake booster (10), that the brake operating element (22) is in an inactive state, that the driver brake force transmission element (18) is in its first starting position, and / or that the motor force transmission element (20) is in its second starting position, only when the brake operating element (22) is within a predetermined range.

3. The first value (I １ ) is the first comparison value range (W １ ) and / or said second value (I ２ ) is the second comparison value range (W ２ ), the electronic mechanism (14a) additionally adjusts the first value (I １ ) and the second value (I ２ ) and the first displacement distance (x １ ) and the second displacement distance (x ２ 3. The evaluation device (14) according to claim 1 or 2, which is designed and / or programmed to determine a distance difference Δs between the target and the target.

4. In order to be able to determine said distance difference Δs by said electronic mechanism (14a), said electronic mechanism (14a) is designed and / or programmed as follows: + １ =F １ (l) １ )+. １ *p １ ,n １ ={0,1,2,3,…. + ２ =F ２ (l) ２ )+. ２ *p ２ ,n ２ ={0,1,2,3,…} to calculate the first displacement distance x of the driver brake force transmission element (18). １ and the second displacement distance x of the motor force transmission element (20). ２ and is designed and / or programmed to determine In this case, the function f １ , f ２ and a first periodic width π in which the first distance sensor signal (18s) periodically changes. １ and a second periodic width π in which the second distance sensor signal (20s) periodically changes. ２ is filed in the memory of said electronic mechanism (14a), and - the first displacement distance x that has been determined １ and the confirmed second displacement distance x ２ So, [Equation 1] Applying 【number】 and 【number】 and [Equation 2] and determining the distance difference Δs according to 4. The evaluation device (14) according to claim 3, wherein the evaluation device (14) is designed and / or programmed.

5. The electronic mechanism (14a) is additionally designed and / or programmed so that the distance difference Δs is equal to or less than the limit distance Δs ｍａｘ It is checked whether the distance difference Δs is smaller than the limit distance Δs ｍａｘ If the difference is smaller than Δs, it is determined that the brake operating element (22) is operated and that the driver brake force transmitting element (18) has moved from its first starting position to the limit distance Δs ｍａｘ and / or the motor force transmission element (20) is in its second starting position as operating information for the brake booster (10), and / or the distance difference Δs is less than the limit distance Δs. ｍａｘ If the brake operating element (22) is operated, the driver brake force transmitting element (18) has moved from its first starting position to the limit distance Δs ｍａｘ 5. The evaluation device (14) according to claim 3 or 4, wherein the evaluation device (14) is designed and / or programmed to determine as operating information for the brake booster (10) that the motor force transmission element (20) has been displaced by a distance greater than 100 mm and / or that the motor force transmission element (20) has been displaced from its second starting position.

6. The distance difference Δs is the limit distance Δs ｍａｘ If the distance between the first starting position and the limit distance Δs is smaller than Δs, the electronic mechanism (14a) is designed and / or programmed as follows: ｍａｘ the current first position of the driver brake force transmission element (18) and / or the limit distance Δs ｍａｘ The first displacement distance (x) of the driver brake force transmitting element (18) displaced from its first starting position is: １ 6. The evaluation device (14) according to claim 5, wherein the evaluation device (14) is designed and / or programmed to determine the distance difference Δs taking into account the distance difference Δs.

7. An electric brake booster (10) that can be supported or is supported upstream of a brake master cylinder (12) of a vehicle brake system, An evaluation device (14) according to any one of claims 1 to 6, Driver braking force (F ｄｒｉｖｅｒ a driver brake force transmission element (18) displaceable from its first starting position by a The operation of the motor (16) of the brake booster (10) also prevents the brake booster (10) from moving further than the predetermined limit distance Δs from its first starting position. ｍａｘ the motor force transmission element (20) being displaceable from its second starting position also by the driver brake force transmission element (18) being displaced by a a first displacement distance (x) of the driver brake force transmission element (18) from its first starting position; １ ) depending on the first distance sensor signal (18s) of itself, the first period width (π １ a first distance sensor (18a) that periodically changes with a second displacement distance (x) of the motor force transmission element (20) from its second starting position; ２ ) depending on the second distance sensor signal (20s) of itself, the second period width (π ２ a second distance sensor (20a) that periodically changes with the An electric brake booster (10) equipped with

8. The first distance sensor signal (18s) of the first distance sensor (18a) has the first period width (π １ ), and / or the second distance sensor signal (20s) of the second distance sensor (20a) is a first sawtooth signal having the second period width (π ｓ 8. The electric brake booster (10) according to claim 7, wherein the second sawtooth signal has a first sawtooth frequency of 1 / 2 V.

9. The first periodic width (π １ ) and / or the second period width (π ２ ) is the limit distance Δs ｍａｘ 9. The electric brake booster (10) according to claim 7 or 8, wherein the

10. The first period width (π １ ) is the second periodic width (π ２ ), and the first period width (π １ ) is the limit distance Δs ｍａｘ and the limit distance Δs ｍａｘ 10. The electric brake booster (10) according to claim 7, wherein the respective integral multiples of .times. ...

11. The first periodic width (π １ ) is the second periodic width (π ２ ), the first period width (π １ ) and the second period width (π ２ ) is the limit distance Δs ｍａｘ and the limit distance Δs ｍａｘ 10. The electric brake booster (10) according to claim 7, wherein the respective integral multiples of .times. ...

12. A method for verifying operating information for an electric brake booster (10) of a vehicle brake system, comprising: While the motor (16) of said brake booster (10), supported upstream of the brake master cylinder (12), is in its inactive mode, the following steps are carried out: a first distance sensor (18a) associated with the driver brake force transmission element (18) of the brake booster (10), the first distance sensor (18a) detecting a first displacement distance (x) of the driver brake force transmission element (18) from its first starting position; １ The first distance sensor (18a) outputs a first distance sensor signal (18s) as a signal that periodically changes depending on the first value (I １ ) is preset or determined relative to the driver brake force transmitting element (18) being in its first starting position, １ (S1) a step of checking whether the address is within the range of The operation of the motor (16) also causes the motor (16) to move from its first starting position to at least one predetermined limit distance Δs ｍａｘ a second distance sensor (20a) attached to a motor force transmission element (20) of the brake booster (10) that can also be displaced by the driver brake force transmission element (18) displaced by a second displacement distance (x) of the motor force transmission element (20) from its second starting position; ２ The second distance sensor (20a) outputs a second distance sensor signal (20s) as a signal that periodically changes depending on the second value (I ２ ) is preset or determined for the motor force transmission element (20) in its second starting position, ２ (S2) checking whether the address is within the range of and The first value (I １ ) is the first comparison value range (W １ ) and the second value (I ２ ) is the second comparison value range (W ２ ), it is determined that the brake operating element (22) coupled to the driver brake force transmission element (18) is not operated, that the driver brake force transmission element (18) is in its first starting position, and / or that the motor force transmission element (20) is in its second starting position, as operation information (S3). method.

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