Brake operating element / coupling device

Abstract

The present invention relates to a brake operating element coupling device, comprising a first input rod component (10) which can be displaced from a first initial position of the first input rod component (10) in the brake engagement direction (12) towards the master brake cylinder by the driver's braking force (F driver ), a second input rod component (14), and a locking mechanism (16). The second input rod component (14) is fixed to the first input rod component (10) such that, via the locking mechanism (16) which is in the locking function mode of the locking mechanism (16), the second input rod component (14) can be displaced in tow in the brake engagement direction (12) and the driver's braking force (F driver ) can be transmitted to at least one displaceable piston of the master brake cylinder. On the other hand, as long as the locking mechanism (16) is in the unlocking function mode of the locking mechanism (16), the second input rod component (149) is displaceable relative to the first input rod component (10) in the brake engagement direction (12). The locking mechanism (16) is formed such that by displacing the first input rod component (10) from the first initial position of the first input rod component (10) by at least a predetermined first minimum displacement stroke, the locking mechanism (16) can shift from the unlocking function mode of the locking mechanism (16) to the locking function mode of the locking mechanism (16). The present invention relates to a brake operating element coupling device.

Description

[Technical Field]

[0001] The present invention relates to a brake operating element coupling device. [Background technology]

[0002] Patent Document 1 discloses a brake force booster including a first input piston component, a second input piston component, and a valve body. The first input piston component is displaceable in a brake engagement direction by any input stroke from an initial position of the first input piston component due to a driver's braking force transmitted to the first input piston component. The second input piston component is pressed in the brake engagement direction away from the first input piston component by a compression spring. The valve body is displaced in the brake engagement direction by any booster stroke from an initial position of the valve body due to a motor force transmitted to the second input piston component. The brake force booster further includes a locking mechanism. As long as the differential stroke between the booster stroke and the input stroke remains below a predetermined limit differential stroke, the second input piston component together with the valve body can be displaced in the brake engagement direction away from the first input piston component by the compression spring. However, as soon as the differential stroke exceeds the limit differential stroke, the second input piston component is locked to the first input piston component. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] German Patent Application Publication No. 102018200374 Summary of the Invention

[0004] The invention provides a brake operating element coupling device having the features of claim 1. [Effects of the Invention]

[0005] The present invention advantageously provides the possibility of coupling a brake operating element, such as a brake pedal, to a downstream main brake cylinder by the driver's operation of the brake operating element. Due to the advantageous design of the locking mechanism of the brake operating element coupling device of the present invention, the driver can trigger a brake-engaging movement of at least one displaceable piston of the main brake cylinder via the first input rod component and the second input rod component fixed to the first input rod component by the driver's braking force exerted on the brake operating element, so that the vehicle can be decelerated by driver-initiated braking without any problems. Furthermore, the brake operating element coupling device of the present invention is advantageously suitable for autonomous braking of a vehicle equipped with the brake operating element coupling device of the present invention, since the entrained displacement movement of the first input rod component is prevented by the locking mechanism in the unlocking function mode of the locking mechanism during the displacement of at least the second input rod component in the brake-engaging direction. This reliably prevents undesired drag or drag movement of the brake operating element, for example, the brake pedal, during autonomous braking. However, as will become clear from the following explanation, the driver can still apply a brake engagement force to the main brake cylinder during autonomous braking after overcoming a negligibly short idle stroke.

[0006] In one advantageous embodiment of the brake operating element coupling device, the second input rod component is displaceable in the brake locking direction from a second initial position of the second input rod component to a maximum end position, and the locking mechanism is capable of switching from the unlocking function mode of the locking mechanism to the locking function mode of the locking mechanism by displacing the first input rod component at least a predetermined first minimum displacement stroke from the first initial position of the first input rod component at any position of the second input rod component from the second initial position of the second input rod component to the end position of the second input rod component. This allows the driver to further increase braking by applying a driver braking force to the brake operating element even during strong autonomous braking.

[0007] Preferably, for the second input rod component that can be displaced in the brake-engaging direction from the second initial position of the second input rod component to a maximum end position, force transmission from the second input rod component to the first input rod component is prevented by the locking mechanism being in its unlocking function mode at all positions of the second input rod component from the second initial position of the second input rod component to the end position of the second input rod component, so that there is no need to worry about undesired dragging or dragging movement of the first input rod component or of a brake operating element attached to the first input rod component, even when the second input rod component is displaced in the brake-engaging direction by a large displacement stroke from the second initial position of the second input rod component.

[0008] In a particularly advantageous embodiment of the brake operating element coupling device, the first input rod component has a rod section oriented toward the second input rod component, the rod section extending into the internal circumferential chamber of the second input rod component when at least the first input rod component is in the first initial position of the first input rod component and the second input rod component is in the second initial position of the second input rod component, and the locking mechanism extends into the internal circumferential chamber of the second input rod component. By forming the first input rod component and the second input rod component in this manner, it is possible to ensure that the locking mechanism, which can be manufactured inexpensively, can be switched from its unlocked function mode to its locked function mode by displacing the first input rod component by at least a predetermined first minimum displacement stroke from the first initial position of the first input rod component.

[0009] For example, at least a partial region of the rod section is formed in a frustoconical shape with a diameter that decreases in the brake application direction, and the locking mechanism has at least one wedge element that protrudes into the internal pulsation chamber and is arranged between the inner wall of the internal pulsation chamber and at least the frustoconical partial region of the rod section, and the at least one wedge element is pressed against the inner wall of the internal pulsation chamber by at least the frustoconical partial region of the rod section after the first input rod component has been displaced from its first initial position by at least a predetermined first minimum displacement stroke, thereby switching the locking mechanism from its unlocking function mode to its locking function mode. The locking mechanism design described herein can be manufactured at low cost.

[0010] In another advantageous embodiment of the brake operating element coupling device, the second input rod component has a rod section oriented toward the first input rod component, the rod section extending into an internal bell chamber of the first input rod component when at least the first input rod component is in the first initial position of the first input rod component and the second input rod component is in the second initial position of the second input rod component, and the locking mechanism is attached to an outer edge of the internal bell chamber of the first input rod component or extends into the internal bell chamber of the first input rod component. This configuration of the first input rod component and the second input rod component also makes it possible to produce a low-cost locking mechanism that can be switched from an unlocked function mode to a locked function mode by displacing the first input rod component at least a predetermined first minimum displacement stroke from the first initial position of the first input rod component.

[0011] Preferably, at least a partial region of the internal pulsating chamber is formed with a frustoconical opening, the diameter of the frustoconical opening increasing in the brake application direction, and the locking mechanism has at least one wedge element that projects into the frustoconical opening and is disposed between an inner wall of the frustoconical opening and a rod section of the second input rod component, the at least one wedge element being pressed against the rod section of the second input rod component by the inner wall of the frustoconical opening after the first input rod component has been displaced from its first initial position by at least a predetermined first minimum displacement stroke, thereby switching the locking mechanism from its unlocking function mode to its locking function mode. This design of the locking mechanism can also be manufactured at low cost.

[0012] Alternatively, the locking mechanism attached to the outer edge of the internal pulsating chamber may include an engaging element through which the rod section of the second input rod component passes, the engaging element being in an unlocked position when the first input rod component is in the first initial position of the first input rod component, and the engaging element being tilted from the unlocked position to the locked position after the first input rod component has been displaced at least a predetermined first minimum displacement stroke from the first initial position of the first input rod component, and in the locked position, the engaging element engages with the rod section of the second input rod component, thereby transitioning the locking mechanism from the unlocked function mode of the locking mechanism to the locked function mode of the locking mechanism. The locking mechanism described herein can also be manufactured at low cost.

[0013] Preferably, the locking mechanism can be switched from the locking function mode of the locking mechanism to the unlocking function mode of the locking mechanism by displacing the first input rod component back to its first initial position in a direction opposite to the brake application direction, thereby enabling autonomous braking to be performed immediately after the end of driver-initiated braking without triggering a drag or drag of the brake operating element.

[0014] For example, when the engaging element, which is in the engaging element locking position, is displaced back to the first initial position of the first input rod component in the direction opposite to the brake fastening direction, the engaging element can abut against the stopper so that the engaging element is displaced back from the engaging element locking position to the engaging element unlocking position, thereby transitioning the locking mechanism from the locking function mode of the locking mechanism to the unlocking function mode of the locking mechanism. This can be easily achieved structurally.

[0015] In another advantageous embodiment, the brake operating element coupling device is configured as a brake force booster and includes a booster piston that is directly or indirectly connected to an actuator of the brake operating element coupling device so that the booster piston is displaceable in the brake application direction by a booster force transmitted from the actuator to the booster piston. The booster piston, which is displaced in the brake application direction by at least a predetermined second minimum displacement stroke, is in mechanical contact with the second input rod component so that the second input rod component is displaceable in the brake application direction together with the booster piston. The actuator, e.g., an electric motor, can thereby be used not only to assist driver-initiated braking in terms of force, but also to trigger autonomous braking, whereby the second input rod component is displaced together with the booster piston while the first input rod component remains in its first initial position. This ensures that the brake operating element remains in its unactuated position during autonomous braking triggered by the actuator.

[0016] Further features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments, taken in conjunction with the accompanying drawings. [Brief explanation of the drawings]

[0017] [Figure 1A] 1 is a schematic diagram of a first embodiment of a brake operating element coupling device; [Figure 1B] 1 is a schematic diagram of a first embodiment of a brake operating element coupling device; [Figure 1C] 1 is a schematic diagram of a first embodiment of a brake operating element coupling device; [Figure 1D] 1Da and 1Db are schematic diagrams of a first embodiment of a brake operating element coupling device. [Figure 2] 1 is a schematic diagram of a second embodiment of a brake operating element coupling device. [Figure 3] 10 is a schematic diagram of a third embodiment of a brake operating element coupling device. FIG. [Figure 4A] FIG. 10 is a schematic diagram of a fourth embodiment of a brake operating element coupling device. [Figure 4B] FIG. 10 is a schematic diagram of a fourth embodiment of a brake operating element coupling device. [Figure 4C] FIG. 10 is a schematic diagram of a fourth embodiment of a brake operating element coupling device. [Figure 4D] FIG. 10 is a schematic diagram of a fourth embodiment of a brake operating element coupling device. DETAILED DESCRIPTION OF THE INVENTION

[0018] 1A to 1D show a schematic diagram of a first embodiment of a brake operating element coupling device.

[0019] 1A to 1D, a brake operating element (not shown) can be mounted on a vehicle / automobile. The brake operating element can be understood as, for example, a brake pedal. The brake operating element can be part of the brake operating element coupling device or can be a brake operating element coupled externally to the brake operating element coupling device. The brake operating element coupling device comprises a first input rod component 10 to which the brake operating element can be coupled. The brake operating element can be coupled directly or indirectly, in particular via at least one pedal rod, to the first input rod component 10. The direct or indirect coupling of the first input rod component 10 and the brake operating element is achieved by a driver braking force F exerted by the driver on the brake operating element. driver is transmittable / transmitted to the first input rod component 10, and the first input rod component 10 transmits the transmitted driver braking force F driver1, the first input rod component 10 can be displaced / can be realized / is realized to be displaced in the brake application direction 12 from a so-called first initial position of the first input rod component 10 toward a main brake cylinder (not shown) in the brake application direction 12. The main brake cylinder located in the brake application direction 12 relative to the first input rod component 10 can be a system-specific main brake cylinder or an external main brake cylinder. The first initial position of the first input rod component 10 should preferably be understood as a position from which the first input rod component 10 can be displaced only in the brake application direction 12 and cannot be displaced in the opposite direction opposite to the brake application direction 12. In particular, the first initial position is a position from which the first input rod component 10 can be displaced only in the brake application direction 12 and cannot be displaced in the opposite direction to the brake application direction 12, for example, due to at least one return spring force. driver is equal to zero.

[0020] In addition to the first input rod component 10, the brake operating element coupling device also comprises a second input rod component 14. A second initial position can also be defined for the second input rod component 14, from which the second input rod component 14 can be displaced in the brake tightening direction 12 up to a so-called end position of the second input rod component 14. The second initial position can in particular be understood as a position of the second input rod component 14 from which the second input rod component 14 can only be displaced in the brake tightening direction 12 and cannot be displaced in the opposite direction to the brake tightening direction 12. Preferably, the second input rod component 14 is configured to withstand the driver's braking force F, for example by means of at least one return spring force. driver is equal to zero, and if the brake operating element coupling device also comprises an actuator (described below), the actuator booster force F motoris equal to zero, the second input rod component 14 is supported to be in the second initial position. The end position can be understood as the position of the second input rod component 14 from which the second input rod component 14 cannot be displaced further in the brake application direction 12 due to the design of the brake operating element coupling device.

[0021] The brake operating element coupling device further includes a locking mechanism 16, and the second input rod component 14 is configured to receive the driver's brake force F via the locking mechanism 16 when the locking mechanism 16 is in its locking function mode. driver The locking mechanism 16 is configured to be fixed to the first input rod component 10 so as to be displaceable / to be displaceable in the brake application direction 12 together with the first input rod component 10 (displaced by the driver braking force F driveris therefore transmittable / transmitted from the first input rod component 10 to the second input rod component 14 and from the second input rod component 14, directly or indirectly, to at least one displaceable piston of the main brake cylinder. In contrast, when the locking mechanism 16 is in its unlocking function mode, the second input rod component 14 is not fixed / locked to the first input rod component 10 and is therefore displaceable relative to the first input rod component 10 in the brake-fastening direction 12. The free displaceability of the second input rod component 14 relative to the first input rod component 10 when the locking mechanism 16 is in its unlocking function mode should be understood as meaning that the second input rod component 14 can freely displace, relative to the first input rod component 10, in the brake-fastening direction 12 between a second initial position of the second input rod component 14 and an end position of the second input rod component 14 without triggering a movement of the first input rod component 10.

[0022] The locking mechanism 16 thereby allows coupling of both input rod components 10 and 14 when the locking mechanism 16 is in its locking function mode, and allows decoupling of the second input rod component 14 from the first input rod component 10 when the locking mechanism 16 is in its unlocking function mode. When the locking mechanism 16 is in its unlocking function mode, the second input rod component 14 can therefore be displaced relative to the first input rod component 10 in the brake tightening direction 12 without triggering entrainment of the first input rod 10 or of a brake operating element directly or indirectly connected to the first input rod 10.

[0023] Furthermore, the locking mechanism 16 is configured such that the locking mechanism 16 can be / is transitioned from the unlocked function mode of the locking mechanism 16 to the locked function mode of the locking mechanism 16 by displacing the first input rod component 10 by at least a predetermined first minimum displacement stroke from the first initial position of the first input rod component 10. As will be clear based on the description of the present embodiment, the first minimum displacement stroke may be a first minimum displacement stroke that depends on the current position of the second input rod component 14 (between the second initial position of the second input rod component 14 and the terminal position of the second input rod component 14). Alternatively, the first minimum displacement stroke may be independent of the current position of the second input rod component 14, i.e., a constant first minimum displacement stroke.

[0024] This allows the driver to apply a non-zero driver braking force F driver , whenever a driver-induced braking of the vehicle is required, the locking mechanism 16 is in its locking function mode and the driver braking force F drivercan be reliably transmitted to at least one displaceable piston of the main brake cylinder via both input rod components 10 and 14, which are fixed to one another. Additionally, when the first input rod component 10 is in its first initial position during non-operation of the brake operating element by the driver, the second input rod component 14, decoupled from the first input rod component 10 when the locking mechanism 16 is in its unlock function mode, can be displaced relative to the first input rod component 10 in the brake application direction 12 without triggering a drag of the brake operating element. Therefore, particularly during autonomous braking of the vehicle, the second input rod component 14 can be displaced relative to the first input rod component 10 without the driver being confused or disturbed by the drag of the brake operating element. Autonomous braking of the vehicle can be understood as braking requested not by the driver but by the vehicle's automatic speed control system. Autonomous braking of the vehicle can also be referred to as automatic braking or function braking. Automatic speed control systems, such as adaptive cruise control, emergency braking systems or fully automated driving programs, may require autonomous braking.

[0025] Preferably, the locking mechanism 16 can be / is transitioned from the unlocked function mode of the locking mechanism 16 to the locked function mode of the locking mechanism 16 by displacing the first input rod component 10 by at least a predetermined first minimum displacement stroke from the first initial position of the first input rod component 10 at any position of the second input rod component 14 from the second initial position of the second input rod component 14 to the terminal position of the second input rod component 14. drivercan thereby be transmitted to at least one displaceable piston of the main brake cylinder via the mutually fixed input rod components 10 and 14 during autonomous braking, even when the second input rod component 14 is not in its second initial position. Preferably, the locking mechanism 16 is additionally configured such that the locking mechanism 16 can be / is switched from its locking function mode to its unlocking function mode by returning the first input rod component 10 to its first initial position opposite the brake application direction 12. In this way, it is automatically ensured that the locking mechanism 16 is again in its unlocking function mode after the end of driver-initiated braking.

[0026] 1A to 1D is configured as a brake force booster upstream of the associated main brake cylinder. For this purpose, the brake actuating element coupling device comprises a booster piston 18, which directly or indirectly transmits a booster force F to an actuator (not shown) of the brake actuating element coupling device, which is transmitted to the booster piston 18 by the actuator. motor 18 is connected to the brake actuator 16 so that it can be displaced / displaced in the brake application direction 12 by the actuator 16. The actuator may be, for example, an electric motor. However, it should be noted that the possibility of forming the brake force booster is not limited to electromechanical brake force boosters. The booster force F motor can also be transmitted directly or indirectly to at least one displaceable piston of the main brake cylinder. The actuator can therefore be used not only to assist the driver with force during driver-initiated braking, but also to trigger autonomous braking of the vehicle.

[0027] Furthermore, in the case of the brake operating element coupling device described here, the booster piston 18, which is displaced in the brake applying direction 12 by at least a predetermined second minimum displacement stroke, is in mechanical contact with the second input rod component 14 such that the second input rod component 14 can / is displaced entrained together with the booster piston 18 in the brake applying direction 12. However, due to the above-mentioned advantageous design of the locking mechanism 16, when the first input rod component 10 is in its first initial position, it is not necessary to accept an entraining movement of the brake operating element that would be triggered by the joint displacement of the second input rod component 14 and the booster piston 18. As long as the locking mechanism 16 remains in its unlocked function mode, force transmission from the second input rod component 14 to the first input rod component 10 is blocked by the locking mechanism 16 in its unlocked function mode at all positions of the second input rod component 14, from the second initial position of the second input rod component 14 to the end position of the second input rod component 14. This also eliminates the conventional risk of objects, such as the driver's feet, being pinched during fast, strong autonomous braking of the vehicle due to the accompanying movement of the brake operating element, which would be triggered in the prior art. The brake operating element coupling device described herein thereby achieves a higher safety standard for the driver, even though the brake operating element coupling device can still be used to trigger autonomous braking of the vehicle. Furthermore, when using the brake operating element coupling device described herein, the conventional need for anti-pinching measures on the brake operating element is eliminated, thereby resulting in cost savings.

[0028] By way of example only, in the brake actuating element coupling device described here, the booster piston 18 is configured as a spindle, which is displaced in the brake actuating direction 12 by a nut 20 that is rotated by an electric motor that functions as an actuator. Both input rod components 10 and 14 are located in the internal cavity of the booster piston 18. A reaction disc 22 is located against the booster piston 18 and both input rod components 10 and 14 in the brake actuating direction 12 and can be pressed by the booster piston 18 and / or by a section of the second input rod component 14 that protrudes from the internal cavity of the booster piston 18. The reaction disc 22 is located in a recess in an output rod 24, which is supported by the main brake cylinder or by a housing 28 of the brake actuating element coupling device via at least one return spring 26. It should be noted, however, that the coupling of second input rod component 14 and booster piston 18 to at least one displaceable piston of a main brake cylinder using components 22, 24, and 26 as shown schematically in Figures 1A-1D should be construed as exemplary only. Although Figures 1A-1D show linear motion sensor 30 attached to booster piston 18 and designed to detect relative motion of magnet 32 ​​attached to second input rod component 14 with respect to linear motion sensor 30, linear motion sensor 30 is also merely an optional component of the brake operating element coupling device.

[0029] 1A-1D, the second input rod component 14 has a rod section 14a oriented toward the first input rod component 10, and the rod section 14a extends into the internal cavity 10a of the first input rod component 10 at least when the first input rod component 10 is in its first initial position and the second input rod component 14 is in its second initial position. Preferably, the rod section 14a extends into the internal cavity 10a at all positions of the second input rod component 14 from the second initial position to the terminal position of the second input rod component 14 when the first input rod component 10 is in its first initial position. At least a partial region 10b of the internal cavity 10a is formed with a frustoconical opening whose diameter increases in the braking direction 12 and which is bounded by an inner wall 10c that serves as a sliding surface. The locking mechanism 16 has at least one wedge element 16a that protrudes into the frustoconical opening and is disposed between the inner wall 10c of the frustoconical opening and the rod section 14a of the second input rod component 14. The at least one wedge element 16a can be biased in a direction opposite to the braking direction 12 by, for example, at least one tension and / or compression spring 16b. By way of example only, in the embodiment of FIGS. 1A to 1D, the at least one wedge element 16a is supported by the booster piston 18 via the at least one tension and / or compression spring 16b. Alternatively, the at least one wedge element 16a may be supported on a housing component of the housing 28 by at least one tension and / or compression spring 16b.

[0030] FIG. 1A shows the vehicle in a stationary position, i.e., the driver braking force F driver is equal to zero and the booster force Fmotor is equal to zero. The at least one wedge element 16a does not yet extend into the frustoconical opening when the first input rod component 10 is in the first initial position of the first input rod component 10, only to the extent that an intermediate gap 34 exists between the rod section 14a of the second input rod component 14 and the at least one wedge element 16a. For example, the housing component 28a of the housing 28 may act to oppose further extension of the at least one wedge element 16a into the frustoconical opening while the first input rod component 10 is in the first initial position of the first input rod component 10. While the at least one wedge element 16a still protrudes into the frustoconical opening only to the extent that an intermediate gap 34 remains between the rod section 14a of the second input rod component 14 and the at least one wedge element 16a, the second input rod component 14 can be displaced relative to the first input rod component 10 without triggering a drag of the first input rod component 10. The locking mechanism 16 therefore prevents the driver braking force F driver is equal to zero and the first input rod component 10 is in the first initial position of the first input rod component 10, the locking mechanism 16 is in an unlock function mode based on the intermediate gap 34 between the rod section 14a and the at least one wedge element 16a.

[0031] FIG. 1B illustrates the effect of driver-induced braking, i.e., the driver applying a driver braking force F driver1 shows the brake operating element coupling device while exerting a brake force F on the brake operating element. It can be seen that, after displacing the first input rod component 10 from the first initial position of the first input rod component 10 by at least a predetermined first minimum displacement stroke, the at least one wedge element 16a is pressed / pressed by the inner wall 10c of the frustoconical opening against the rod section 14a of the second input rod component 14, and the first input rod component 10 is clamped / clamped to the second input rod component 14 due to the eliminated intermediate gap, so that the locking mechanism 16 is transferred / transferred from the unlocking function mode of the locking mechanism 16 to the locking function mode of the locking mechanism 16. The joint displacement of the two input rod components 10 and 14, which are fixed to each other via the locking mechanism 16 in the locking function mode of the locking mechanism 16, generates a driver braking force F. driver is transmitted to at least one displaceable piston of the main brake cylinder. The driver is aware that during driver-induced braking, the actuator / electric motor booster force F is still not equal to zero. motor The brake application force F transmitted to the at least one displaceable piston of the main brake cylinder can be assisted in terms of force by brake In this case, the driver's braking force F driver and booster force F motor This is the sum of the above.

[0032] FIG. 1C shows the braking force F driver When is equal to zero, the booster force F is not equal to zero motor 1 shows the brake operating element coupling arrangement when brake pressure buildup is triggered by the brake actuator 14. Due to the locking mechanism 16 being in its unlocked function mode, the second input rod component 14, together with the booster piston 18, applies the booster force F motorWhile the first input rod component 10 can be displaced in the brake engagement direction 12 by the brake lever 14, the first input rod component 10 remains in the first initial position of the first input rod component 10. As a result, even during autonomous braking, a displacement movement of the brake operating element that is not operated by the driver does not occur.

[0033] 1Da and 1Db also show the brake operating element-coupling device during autonomous braking. However, while FIG. 1Da represents a time interval of autonomous braking before a further driver braking request by the driver operating the brake operating element, the driver applies a driver braking force F not equal to zero during the autonomous braking time interval, as shown more diagrammatically in FIG. 1Db. driver This additionally exerts a brake locking effect on the main brake cylinder. As can be seen from FIG. 1Db, the driver can still switch the locking mechanism 16 from its unlocking function mode to its locking function mode during autonomous braking, even though the second input rod component 14 is displaced from its second initial position. The counter travel that the driver must overcome for driver takeover is relatively short. The first minimum displacement travel can be 8 mm (millimeters) or less, in particular 5 mm (millimeters) or less, in particular 3 mm (millimeters) or less, or even 1.5 mm (millimeters) or less, for all positions of the second input rod component 14 between the second initial position of the second input rod component 14 and the end position of the second input rod component 14.

[0034] FIG. 2 shows a schematic diagram of a second embodiment of the brake operating element coupling device.

[0035] 1A to 1D, the brake operating element coupling device of Fig. 2 comprises at least one wedge element 16c made of an elastic polymer, and the support of the at least one wedge element 16c by the at least one tension and / or compression spring 16b may therefore be omitted.

[0036] For further features and advantages of the brake operating element coupling arrangement of FIG. 2, please refer to the previously described embodiment of FIGS. 1A-1D.

[0037] FIG. 3 shows a schematic diagram of a third embodiment of the brake operating element coupling device.

[0038] In the brake operating element coupling device of FIG. 3, the locking mechanism 16 includes a mating element 16d attached to the outer edge of the internal cavity 10a of the first input rod component 10. The mating element 16d can be molded from a low-cost, resilient material. Preferably, the mating element 16d is rotationally symmetric about a longitudinal axis extending through the internal cavity 10a of the first input rod component 10. As can be seen in FIG. 3, the rod section 14a of the second input rod component 14 passes through the mating element 16d of the locking mechanism 16.

[0039] FIG. 3 shows the vehicle in a stationary position, i.e., with the driver braking force F equal to zero. driver and the assist force F equal to zero motor1 shows the brake operating element coupling device when both input rod components 10 and 14 are in their initial positions. When the first input rod component 10 is in its first initial position, the engaging element 16d is also in its unlocked position. This is because the second input rod component 14 can be displaced in the brake tightening direction 12 relative to the first input rod component 10, despite the rod section 14a of the second input rod component 14 passing through the engaging element 16d. In contrast, after the first input rod component 10 is displaced from the first initial position of the first input rod component 10 by at least a predetermined first minimum displacement stroke, the engaging element 16d is tilted / is tilted from the unlocked position of the engaging element 16d to the locked position of the engaging element 16d, and in the locked position, the engaging element 16d engages with the rod section 14a of the second input rod component 14. Thus, the lock mechanism 16 has been / is being transitioned from the unlocked function mode of the lock mechanism 16 to the locked function mode of the lock mechanism 16.

[0040] 3, the first minimum displacement stroke is independent of the current position of the second input rod component 14, i.e., is a constant first minimum displacement stroke. The first minimum displacement stroke may be 5 mm (millimeters) or less, in particular 3 mm (millimeters) or less, in particular 1 mm (millimeters) or less.

[0041] 3, the engaging element 16d abuts against the stopper 28b, preferably the stopper 28b formed on the housing 28, when the engaging element 16d is displaced back to the first initial position of the first input rod component 10 in the direction opposite to the brake tightening direction 12. In this way, the engaging element 16d, which is in the locked position of the engaging element 16d, is displaced back to the unlocked position of the engaging element 16d, whereby the locking mechanism 16 is / is transitioned from the locked function mode of the locking mechanism 16 to the unlocked function mode of the locking mechanism 16.

[0042] For further features and advantages of the brake operating element coupling arrangement of FIG. 3, please refer to the previously described embodiment of FIGS. 1A-1D.

[0043] 4A to 4D show schematic diagrams of a fourth embodiment of a brake operating element coupling device.

[0044] Unlike the previous embodiments, in the brake operating element coupling device of Figures 4A to 4D, the first input rod component 10 has a rod section 10d oriented toward the second input rod component 14. The rod section 10d extends into the internal oscillating chamber 14b of the second input rod component 14, at least when the first input rod component 10 is in its first initial position and the second input rod component 14 is in its second initial position. Preferably, the rod section 10d extends into the internal oscillating chamber 14b at all positions of the second input rod component 14 from the second initial position to the end position of the second input rod component 14, when the first input rod component 10 is in its first initial position. A locking mechanism 16 having at least one wedge element 16a also extends into the internal oscillating chamber 14b of the second input rod component 14. Additionally, at least a portion 10e of the rod section 10d is formed in a truncated cone shape having a diameter that decreases in the brake tightening direction 12, and at least one wedge element 16a that protrudes into the internal pulsating chamber 14b is arranged between the inner wall 14c of the internal pulsating chamber 14b and at least the truncated cone-shaped portion 10e of the rod section 10d.

[0045] FIG. 4A shows the vehicle in a stationary position, i.e., the driver braking force F driver is equal to zero and the booster force F motor4A to 4D show the brake operating element coupling device when the driver braking force F is equal to zero. The at least one wedge element 16a is slightly pressed in the brake locking direction 12 by the housing component 28a of the housing 28 while the first input rod component 10 is in the first initial position of the first input rod component 10, because an intermediate gap 36 still exists between the inner wall 14c of the internal pulsation chamber 14b and the at least one wedge element 16a. As a result, the locking mechanism 16 shown in FIGS. 4A to 4D also functions to prevent the driver braking force F from being applied. driver is equal to zero and the first input rod component 10 is in the first initial position of the first input rod component 10, the locking mechanism 16 is in an unlocking function mode based on the intermediate gap 36 between the inner wall 14c of the internal pulsating chamber 14b and the at least one wedge element 16a.

[0046] 4B shows the brake operating element coupling device during the driver's actuation of the brake operating element. It can be seen that after the first input rod component 10 has been displaced at least a predetermined first minimum displacement stroke from its first initial position, the at least one wedge element 16a is pressed against the inner wall 10c of the internal pulsation chamber 14b by at least the frustoconical partial region 10e of the rod section 10d, and due to the disappearance of the intermediate gap 36 between the inner wall 14c and the at least one wedge element 16a, the locking mechanism 16 is switched from the unlocking function mode of the locking mechanism 16 to the locking function mode of the locking mechanism 16.

[0047] FIG. 4C shows the braking force F driver When is equal to zero, the booster force F is not equal to zero motor1 shows the brake operating element coupling device when brake pressure buildup is triggered by the brake operating element coupling device 14. Due to the intermediate gap 36 between the inner wall 14c and the at least one wedge element 16a, the second input rod component 14, together with the booster piston 18, applies the booster force F motor While the first input rod component 10 can be displaced in the brake fastening direction 12 by the

[0048] In the driving situation illustrated by FIG. 4D, the driver applies a driver braking force F that is not equal to zero during autonomous braking. driver At the start of the driver's brake application, the second input rod component 14 already generates a booster force F ≈0.001, which is not equal to zero. motor As a result, the driver can quickly and safely transition the lock mechanism 16 from the unlock function mode of the lock mechanism 16 to the lock function mode of the lock mechanism 16, despite the second input rod component 14 being displaced from the second initial position.

[0049] By way of example only, Figures 4A-4D further show, as optional components of the brake operating element coupling arrangement, a pedal rod 38, a main brake cylinder 40 having at least one displaceable piston 40a, an electric motor 42, and a control device 44 for controlling the operation of at least the electric motor 42.

[0050] All of the above-described brake operating element coupling devices embody the mechanical concept of a decoupling input rod device, in which the force connection between the input rod components 10 and 14 of the input rod device can be selectively switched on and off. Common to all brake operating element coupling devices is that during driver-initiated braking, the driver's brake application exerted on the main brake cylinder 40 (i.e., driver takeover) is possible after overcoming a minimized idle stroke, while in the case of autonomous braking, decoupling of the brake operating element from the main brake cylinder 40 exists. However, during autonomous braking, force transmission from the first input rod component 10 to the second input rod component 14 can still take place even when the second input rod component 14 has already been displaced from its second initial position by a displacement stroke not equal to zero. The length of the displacement stroke by which the second input rod component 14 is displaced from its second initial position has (substantially) no effect on the idle stroke that must be overcome for driver takeover. The driver will certainly notice a slight change in the characteristic line when applying the brakes during autonomous braking, but this is usually not perceived as a problem. All of the brake operating element and coupling devices described above also have a mechanical fallback level that allows the driver to quickly apply the brake application force in the downstream main brake cylinder 40 even in the event of a power loss.

[0051] Additionally, the applicability of the above-mentioned brake operating element / coupling devices is not limited to a particular vehicle type / automobile type of vehicle / automobile equipped with these brake operating element / coupling devices, and similarly, the applicability of these brake operating element / coupling devices is not limited to a particular brake system type of brake system equipped with / cooperating with these brake operating element / coupling devices.

[0052] In the case of a brake operating element coupling device in which the first minimum displacement stroke depends on the current position of the second input rod component 14, the first minimum displacement stroke may be equal to or less than 8 mm (millimeters), in particular equal to or less than 5 mm (millimeters), in particular equal to or less than 3 mm (millimeters), or even equal to or less than 1.5 mm (millimeters), for all positions of the second input rod component 14 between the second initial position of the second input rod component 14 and the terminal position of the second input rod component 14. Alternatively, the first minimum displacement stroke, which is independent / constant of the current position of the second input rod component 14, may be equal to or less than 5 mm (millimeters), in particular equal to or less than 3 mm (millimeters), in particular equal to or less than 1 mm (millimeters). [Explanation of symbols]

[0053] 10 First input rod component 10a Internal hollow chamber 10b subregion 10c inner wall 10d rod section 10e subregion 12 Brake engagement direction 14 Second input rod component 14a Rod Section 14b Internal call chamber 14c inner wall 16 Locking mechanism 16a Wedge element 16b Tension and / or compression springs 16c Wedge element 16d. Biting Elements 18 Booster piston 20 nuts 22 Reaction Disc 24 output rod 26 Return spring 28 Housing 28a Housing Components 28b Stopper 30 Linear motion sensor 32 Magnet 34 Intermediate gap 36 Intermediate gap 38 Pedal rod 40 Main brake cylinder 40a piston 42 Electric Motor 44 Control device F brake Brake clamping force F driver Driver braking force F motor booster power

Claims

1. A brake operating element coupling device, comprising: A first input rod component (10), The first input rod component (10) is configured to receive a driver braking force (F) exerted on a brake operating element and transmitted to the first input rod component (10). ｄｒｉｖｅｒ ) is directly or indirectly connected to the brake operating element so as to be displaceable from a first initial position of the first input rod component (10) in a brake application direction (12) toward a system-specific or external main brake cylinder (40); a second input rod component (14); and A locking mechanism (16) is provided, The second input rod component (14) is displaceable together with the first input rod component (10) in the brake engagement direction (12) via the locking mechanism (16) that is in a locking function mode of the locking mechanism (16), and the driver's braking force (F ｄｒｉｖｅｒ ) is fixed to the first input rod component (10) so as to be transferable directly or indirectly from the second input rod component (14) to at least one displaceable piston (40a) of the main brake cylinder (40); When the locking mechanism (16) is in an unlocked function mode of the locking mechanism (16), the second input rod component (149) is displaceable in the brake application direction (12) relative to the first input rod component (10); In a brake operating element coupling device, The locking mechanism (16) is configured such that the locking mechanism (16) can be transitioned from an unlocked function mode of the locking mechanism (16) to a locked function mode of the locking mechanism (16) by displacing the first input rod component (10) by at least a predetermined first minimum displacement stroke from a first initial position of the first input rod component (10). A brake operating element / coupling device characterized by:

2. 2. The brake operating element / coupling device of claim 1, wherein the second input rod component is displaceable in the brake tightening direction from a second initial position of the second input rod component to a maximum terminal position thereof, and the locking mechanism is capable of transitioning from an unlocked function mode of the locking mechanism to a locked function mode of the locking mechanism by displacing the first input rod component from the first initial position of the first input rod component by at least the first predetermined minimum displacement stroke at any position of the second input rod component from the second initial position of the second input rod component to the terminal position of the second input rod component.

3. 3. The brake operating element coupling device according to claim 1, wherein the second input rod component is displaceable in the brake tightening direction from a second initial position of the second input rod component up to an end position thereof, and wherein, as long as the locking mechanism remains in its unlocking function mode, force transmission from the second input rod component to the first input rod component is prevented at all positions of the second input rod component from the second initial position of the second input rod component to the end position of the second input rod component by the locking mechanism being in its unlocking function mode.

4. 3. The brake operating element coupling device according to claim 1, wherein the first input rod component has a rod section oriented toward the second input rod component, the rod section protruding into an internal circumferential chamber of the second input rod component when at least the first input rod component is in a first initial position of the first input rod component and the second input rod component is in a second initial position of the second input rod component, and the locking mechanism protruding into the internal circumferential chamber of the second input rod component.

5. At least a partial region (10e) of the rod section (10d) is formed in a truncated cone shape having a diameter that decreases in the brake engagement direction (12), and the locking mechanism (16) has at least one wedge element (16a, 16c), which protrudes into the internal pulsating chamber (14b) and is arranged between an inner wall (14c) of the internal pulsating chamber (14b) and at least the truncated cone-shaped partial region (10e) of the rod section (10d), and the at least one wedge element (16a, 16c) is connected to the first input rod (10).

5. The brake operating element / coupling device according to claim 4, wherein after the first input rod component (10) is displaced from the first initial position of the first input rod component (10) by at least the first predetermined minimum displacement stroke, at least the frustoconical partial region (10e) of the rod section (10d) is pressed against the inner wall (14c) of the internal call chamber (14b), whereby the locking mechanism (16) is transferred from an unlocking function mode of the locking mechanism (16) to a locking function mode of the locking mechanism (16).

6. 3. The brake operating element / coupling device according to claim 1, wherein the second input rod component has a rod section oriented toward the first input rod component, the rod section protruding into an internal circumferential chamber of the first input rod component when at least the first input rod component is in a first initial position of the first input rod component and the second input rod component is in a second initial position of the second input rod component, and the locking mechanism is attached to an outer edge of the internal circumferential chamber of the first input rod component or protruding into the internal circumferential chamber of the first input rod component.

7. At least a partial region (10b) of the internal pulsating chamber (10a) is formed with a frustoconical opening, the diameter of the frustoconical opening increasing in the brake application direction (12), and the locking mechanism (16) has at least one wedge element (16a, 16c) that protrudes into the frustoconical opening and is arranged between an inner wall (10c) of the frustoconical opening and the rod section (14a) of the second input rod component (14), and the at least one wedge element (16a, 16c) is arranged between the first input rod component (14) and the first rod section (14a).

7. The brake operating element / coupling device according to claim 6, wherein after the input rod component (10) is displaced from the first initial position of the first input rod component (10) by at least the first predetermined minimum displacement stroke, the inner wall (10c) of the frustoconical opening presses the rod section (14a) of the second input rod component (14) against the rod section (14a), thereby transitioning the locking mechanism (16) from an unlocking function mode of the locking mechanism (16) to a locking function mode of the locking mechanism (16).

8. The locking mechanism (16) attached to the outer edge of the internal call chamber (10a) has a mating element (16d), through which the rod section (14a) of the second input rod component (14) passes, and the mating element (16d) is in an unlocked position when the first input rod component (10) is in its first initial position, and the mating element (16d) locks the first input rod component (10) to the first input rod component (10).

7. The brake operating element / coupling device according to claim 6, wherein the engaging element is tilted from the unlocked position of the engaging element to the locked position of the engaging element after being displaced from the first initial position by at least the predetermined first minimum displacement stroke, and in the locked position of the engaging element, the engaging element engages with the rod section of the second input rod component, thereby transferring the locking mechanism from an unlocked function mode of the locking mechanism to a locked function mode of the locking mechanism.

9. 3. The brake operating element / coupling device according to claim 1, wherein the locking mechanism (16) can be transitioned from a locking function mode of the locking mechanism (16) to an unlocking function mode of the locking mechanism (16) by returning the first input rod component (10) to a first initial position of the first input rod component (10) in a direction opposite to the brake tightening direction (12).

10. 9. The brake operating element / coupling device according to claim 8, wherein the engaging element, which is in the locked position of the engaging element, abuts against a stopper such that when the first input rod component is returned to its first initial position in the direction opposite to the brake tightening direction, the engaging element is returned from the locked position of the engaging element to its unlocked position, thereby transferring the locking mechanism from a locked function mode of the locking mechanism to an unlocked function mode of the locking mechanism.

11. The brake operating element coupling device is configured as a brake force booster and comprises a booster piston (18), which directly or indirectly connects to an actuator of the brake operating element coupling device, the booster piston (18) transmitting a booster force (F) of the actuator to the booster piston (18). ｍｏｔｏｒ 3. The brake operating element / coupling device according to claim 1, wherein the booster piston (18), which is coupled to the second input rod component (14) by a predetermined second minimum displacement stroke so as to be displaceable in the brake tightening direction (12) and is displaced in the brake tightening direction (12) by at least a predetermined second minimum displacement stroke, is in mechanical contact with the second input rod component (14) so ​​that the second input rod component (14) is displaceable together with the booster piston (18) in the brake tightening direction (12).

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