Evaluation apparatus and method for verifying operating information for an electric 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 for a vehicle brake system and an evaluation device for an electric brake booster that can be supported or is supported upstream of the brake master cylinder of a vehicle brake system. Furthermore, the present invention relates to a method for verifying operational information for an electric brake booster for a vehicle brake system. [Background technology]

[0002] For example, from prior art such as Patent Document 1, an electric brake booster is known that can be supported / supported on the upstream side of the brake master cylinder of a vehicle brake system. This type of electric brake booster has a driver brake force transmission element, which can transmit the driver brake force applied to the brake operating element 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 is displaceable by the operation of the motor or by at least one driver brake force transmission element displaced by a predetermined limit distance, in such a way that the driver brake force transmitted to 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 Specification [Overview of the project]

[0004] The present invention provides an evaluation device for an electric brake booster for a vehicle brake system, comprising the constituent elements of claim 1; an electric brake booster that is supportable or supported upstream of a brake master cylinder of a vehicle brake system, comprising the constituent elements of claim 7; and a method for verifying operational information for an electric brake booster for a vehicle brake system, comprising the constituent elements of claim 12.

[0005] The present invention provides a favorable possibility for reliably determining operational information for / about an electric brake booster in a vehicle brake system, determining that the driver brake force transmission element and motor force transmission element of the vehicle brake system are each equipped with one distance sensor, the distance sensor signal of which periodically repeats depending on the displacement motion of the respective force transmission element. Therefore, even if a cost-preferred type of sensor is used in each brake booster, by utilizing the present invention, it is possible to reliably confirm or check the operating state of the brake operating element coupled to the driver brake force transmission element, and in some cases whether the driver brake force transmission element is in its first starting position and / or whether the motor force transmission element is in its second starting position, while the motor of the brake booster is in its non-operating mode. In addition, the present invention also provides a possibility for initializing the distance sensors for each electric brake booster.

[0006] In an advantageous embodiment of the evaluation device, the electronic mechanism is also designed and / or programmed to recognize whether the motor is in its non-operating mode, using as a cue at least one motor sensor signal from at least one motor sensor of the motor, and / or using as a cue at least one information signal provided to the electronic mechanism from the motor control unit, wherein the electronic mechanism is designed and / or programmed to determine, as operational information for the brake booster, that the brake operating element is in a non-operating state, the driver brake force transmission element is in its first starting position, and / or the motor force transmission element is in its second starting position, only if the motor is in its non-operating mode and a first value is within a first comparison range and a second value is within a second comparison range. Thus, the embodiment of the evaluation device / electronic mechanism described herein can reliably recognize the operating state of the brake operating element, and optionally the driver brake force transmission element being in its first starting position, and / or optionally the motor force transmission element being in its second starting position, before the motor is activated / started.

[0007] In a favorable embodiment, if the first value is outside a first comparison range and / or the second value is outside a second comparison range, the electronic mechanism is designed and / or programmed to determine the distance difference Δs between the first displacement distance of the driver brake force transmission element from its first starting position and the second displacement distance of the motor force transmission 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, the use of relatively expensive and relatively difficult-to-install distance difference sensors can be avoided.

[0008] For example, in order to make the distance difference Δs achievable by an 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, …} is designed and / or programmed to determine a first displacement distance x1 of a driver brake force transmission element and a second displacement distance x2 of a motor force transmission element by applying

[0009]

Number

[0010]

Number

[0011] In a further advantageous embodiment of the evaluation device, the electronic mechanism is additionally designed and / or programmed such that it checks whether the distance difference Δs is smaller than the limit distance, and if the distance difference Δs is smaller than the limit distance, it determines, as operation information for the brake booster, that the brake operating element is being operated, that the driver brake force transmission element has been displaced by a distance shorter than the limit distance from its first starting position, and / or that the motor force transmission element is in its second starting position, and / or if the distance difference Δs is equal to the limit distance, it determines, as operation information for the brake booster, that the brake operating element is being operated, that the driver brake force transmission element has been displaced by a distance longer than the limit distance from its first starting position, and / or that the motor force transmission element has been displaced from its second starting position. Thus, with the embodiment of the evaluation device / its electronic mechanism described here, a great deal of information can be determined as operation information for the brake booster / about the brake booster.

[0012] As a further advantageous configuration, if the distance difference Δs is smaller than the limit distance, the electronic mechanism may be designed and / or programmed such that it determines, as operation information for the brake booster, taking into account the distance difference Δs, the current first position of the driver brake force transmission element that is between the first starting position and the limit distance, and / or the first displacement distance of the driver brake force transmission element displaced from the first starting position that is below the limit distance. Thus, the embodiment of the evaluation device described here can, in some cases, perform distance sensor initialization.

[0013] The aforementioned advantages are also guaranteed in an electric brake booster that can be supported or is supported on the upstream side of the brake master cylinder of a vehicle brake system; that is, the aforementioned advantages are guaranteed if the electric brake booster comprises this type of evaluation device, a driver brake force transmission element that can be displaced from its first starting position by the driver brake force, a motor force transmission element that can be displaced from its second starting position by the operation of the motor of the brake booster, or by the driver brake force transmission element that has been displaced by at least a predetermined limit distance from its first starting position, a first distance sensor attached to the driver brake force transmission element whose first distance sensor signal changes periodically with a first period width depending on a first displacement distance of the driver brake force transmission element from its first starting position, and a second distance sensor attached to the motor force transmission element whose second distance sensor signal changes periodically with a second period width depending on a second displacement distance of the motor force transmission element from its second starting position.

[0014] In a favorable embodiment, the first distance sensor signal of the first distance sensor is a first sawtooth signal having a first period width, and / or the second distance sensor signal of the second distance sensor is a second sawtooth signal having a second period width. The type of signal described herein enables particularly accurate and reliable distance sensor initialization by the evaluation device of each brake booster.

[0015] Preferably, the first period width of the first distance sensor and / or the second period width of the second distance sensor are greater than the limit distance. As will become clear from the following description, the details of the brake booster described herein enable particularly accurate and reliable distance sensor initialization by the evaluation device.

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

[0017] The advantages described above are also provided by implementing a corresponding method for verifying operating information for the electric brake booster of the vehicle braking system. It should be clearly noted that this method can be further configured according to the above-described embodiments of the evaluation device and / or electric brake booster.

[0018] Next, further constituent elements and advantages of the present invention will be explained with reference to the figures. [Brief explanation of the drawing]

[0019] [Figure 1a] This is a schematic diagram of an electric brake booster. [Figure 1b1c] This coordinate system is used to explain the functional aspects of one embodiment of the evaluation device. Note that Figure 1b and Figure 1c include Figure 1b and Figure 1c, and will be referred to as Figure 1b and Figure 1c below. [Figure 2] This is a flowchart illustrating one embodiment of a method for verifying operating information for an electric brake booster in a vehicle braking system. [Modes for carrying out the invention]

[0020] Figures 1a and 1c show a schematic diagram of an electric brake booster and two coordinate systems for illustrating the functional aspects of one embodiment of the evaluation device.

[0021] The electric brake booster 10 outlined in Figure 1a is supportable / supported upstream of the brake master cylinder 12 of the vehicle brake system (not shown in detail). The usefulness of the evaluation device 14 working with the brake booster 10 is not limited to any particular type of brake booster of the brake booster 10, nor to any particular type of brake system of the vehicle brake system, or to any particular type of vehicle / automobile equipped with the vehicle brake system. Rather, the evaluation device 14 can work with (almost) any type of brake booster that includes 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 be an electromechanical brake booster 10 in particular. The evaluation device 14 may selectively be a component of the brake booster 10 or a device that can operate outside of the brake booster 10.

[0022] The driver brake force transmission element 18 is the driver brake force F driver Therefore, the driver brake force transmission element 18 should be understood as a component of the brake booster 10 that is displaceable from a first starting position (where no force is applied). For this reason, the driver brake force transmission element 18 may be coupled (directly or indirectly) to the brake operating element 22 as follows: the driver brake force F applied to the brake operating element 22 by the driver of the vehicle / automobile driverThe driver brake force transmission element 18 may be connected (directly or indirectly) to the brake operating element 22 so that it can transmit force to the driver brake force transmission element 18, and so that when the brake operating element 22 is not operated by the driver, the driver brake force transmission element 18 is in its first starting position. The driver brake force transmission element 18 may be an input rod 18 in particular. The brake operating element 22 may be, for example, a brake pedal 22.

[0023] Furthermore, the first distance sensor 18a attached to the driver brake force transmission element 18 is understood to be a type of distance sensor in which the first distance sensor signal 18s changes periodically with a first period width π1 depending on the first displacement distance x1 of the driver brake force transmission element 18 from its first starting position. Furthermore, this type of distance sensor is called a "periodic distance sensor". In the coordinate system of Figure 1b, the horizontal axis shows the first displacement distance x1 of the driver brake force transmission element 18 from its first starting position, while the vertical axis shows the corresponding first value I1 of the first distance sensor signal 18s.

[0024] The motor power transmission element 20 is a component of the brake booster 10 that is coupled (directly or indirectly) to the motor 16 as follows: the motor power F of the motor 16 is transmitted to the motor power transmission element 20 by the operation of the motor 16. motor Therefore, the motor power 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 a second starting position (where no force is acting). The motor power transmission element 20 may be, for example, a boost body 20. Typically, the motor power transmission element 20 is coupled to the motor 16 via a transmission device (not shown).

[0025] However, the motor power transmission element 20 is connected to the driver brake power transmission element 18 (driver brake power F driver (Therefore) from the first starting position, at least one predetermined limit distance Δsmax Even when displaced only, it can be displaced together with the driver brake force transmission element 18 that continues to be displaced in the direction of the brake master cylinder 12. Therefore, at least one displaceable piston (not shown) of the brake master cylinder 12 is the driver brake force F driver even when using or the motor force F motor even when using. Usually, the motor force transmission element 20 is such that the motor force F motor is equal to zero, and the first displacement distance x1 from the first starting position of the driver brake force transmission element 18 is only at its second starting position when it is smaller than the limit distance Δs max . From the time when the driver brake force transmission element 18 is displaced from its first starting position, to displace the motor force transmission element 20 together by the limit distance Δs max , it is only necessary for stoppers 24a and 24b, schematically shown in FIG. 1a, to be formed on the driver brake force transmission element 18 and / or the motor force transmission element 20.

[0026] The second distance sensor 20a attached to 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 changes with a second period width π2 depending on the second displacement distance x2 from its second starting position of the motor force transmission element 20. In the coordinate system of FIG. 1c, the horizontal axis corresponds to the second displacement distance x2 from its second starting position of the motor force transmission element 20. The vertical axis of the coordinate system of FIG. 2c shows the corresponding second value I2 of the second distance sensor signal 20s. [[ID=X]] [[ID=Y]]

[0027] [[ID=Z]] According to an optional aspect, the brake booster device 10 may further have at least one further power transmission element 26, such as an output rod 26 for example, and the at least one further power transmission element is arranged downstream of the driver brake force transmission element 18 and the motor force transmission element 20 as follows, that is, this further power transmission element 26 is the driver brake force F transferred thereto driver and / or the motor force F motorIt is positioned so as to be displaceable in the direction of the brake master cylinder 12. In some cases, an additional element 28, such as a reaction disc 28 in particular, may be positioned between the driver brake force transmission element 18, the motor force transmission element 20 and the further power transmission element 26, namely the driver brake force F driver and motor force F motor These may be arranged such that they are "combinable" with respect to a further power transmission element 26.

[0028] In an optional configuration, a third distance sensor 26a may also be provided in the brake booster 10 for a further power transmission element 26, and this third distance sensor can output at least one third distance sensor signal 26s that changes depending on the third displacement distance of the further power transmission element 26 from its third starting position. However, it should be clearly stated that, for the sake of the advantageous configuration of the evaluation device 14, the provision of a third distance sensor 26a in the brake booster 10 may be omitted.

[0029] Selectively, the motor 16 may also be equipped with at least one motor sensor 16a, such as 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 an electronic mechanism 14a which is designed and / or programmed to check whether a first value I1 of the first distance sensor signal 18s of the first distance sensor 18a is within a first comparison range W1, at least while the motor 16 is in its non-operating mode and before the motor 16 is operating / started, and whether a second value I2 of the second distance sensor signal 20s of the second distance sensor 20a, preferably read simultaneously with the evaluated first value I1, is within a second comparison range W2. The first comparison range W1 should be understood as a preset value range or a value range determined by the electronic mechanism 14a, i.e., a value range such that the value of the first distance sensor signal 18s is within the value range while the driver brake force transmission element 18 is presumed to be in its first starting position. Correspondingly, the second comparison range W2 should also be understood as a preset value range or a value range determined by the electronic mechanism 14a, that is, a value range that includes the value of the second distance sensor signal 20s when the motor power transmission element 20 is estimated to be in its second starting position. The first comparison range W1 and / or the second comparison range W2 may be filed / stored in the (not shown) memory of the electronic mechanism 14a. Optionally, the first comparison range W1 and the second comparison range W2 may be set and stored in each vehicle / automobile within the manufacturing framework of the electronic mechanism 14a and / or at any point while the evaluation device 14 / the electronic mechanism 14a is being used. The width of each of the first comparison range W1 and / or the second comparison range W2 may correspond to the error deviation of the respective distance sensors 18a or 20a.

[0031] In the coordinate systems of Figures 1b and 1c, point P1 indicates a first value pair P1, which includes a first value I1 of the first distance sensor signal 18s read at a first time point, and a second value I2 of the 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 their respective associated comparison ranges W1 or W2. In contrast, point P2, also shown in the coordinate systems of Figures 1b and 1c, indicates a second value pair P2, which includes a first value I1 of the first distance sensor signal 18s read at a second time point, and a second value x2 of the second distance sensor signal 20s read at the same second time point. The difference from the first value pair P1 is that at least one of the values ​​I1 and I2 of the second value pair P2 lies outside their associated comparison ranges W1 or W2.

[0032] Therefore, if the two values ​​I1 and I2 of the first value pair P1 are within the comparison range W1 or W2 to which they are related, then it can be reliably determined that the brake operating element 22 coupled to the driver brake force transmission element 18 is not operated by the vehicle / automobile driver at the first time point, and thus both the driver brake force transmission element 18 and the motor force transmission element 20 are in their respective starting positions at the first time point. Conversely, if at least one of the values ​​I1 and I2 of the second value pair P2 is outside the comparison range W1 or W2 to which it is related, then it indicates that the brake operating element 22 is operated by the driver at the second time point, and therefore at least the driver brake force transmission element 18 is displaced from its first starting position, and possibly the motor force transmission element 20 is also displaced from its second starting position.

[0033] Therefore, in summary, the advantage is that if the first value I1 is within the first comparison range W1 and the second value I2 is within the second comparison range W2, the electronic mechanism 14a is designed and / or programmed to determine as operational information for the brake booster 10 that the brake operating element 22 is not being operated, the driver brake force transmission element 18 is in its first starting position, and / or the motor force transmission element 20 is in its second starting position. Thus, the configuration / programming of the electronic mechanism 14a described herein takes into consideration that, based on the design of the distance sensors 18a and 20a for the output of periodically changing distance sensor signals 18s and 20s, even if the brake operating element 22 is being operated and therefore at least the driver brake force transmission element 18 is displaced from its first starting position, and possibly the motor force transmission element 20 is also displaced from its second starting position, it is sufficient that only one of the distance sensor signals 18s and 20s is within the comparison range W1 or W2 associated with it. In contrast, if the driver operates the brake operating element 22 while the motor 16 is in its non-operating mode, it is impossible for both distance sensor signals 18s and 20s to be within the comparison range W1 or W2 associated with them.

[0034] Therefore, by comparing the first value I1 of the first distance sensor signal 18s with its first comparison range W1, and comparing the second value I2 of the second distance sensor signal 20s with its second comparison range W2, the electronic mechanism 14a ensures that, while the motor 16 is in its non-operating mode, the brake operation element 22 is not operated, the driver brake force transmission element 18 is in its first starting position, and / or the motor force transmission element 20 is in its second starting position, only if it can be reliably estimated that the brake operation element 22 is not actually operated by the driver, and therefore both the driver brake force transmission element 18 and the motor force transmission element 20 are in their respective starting positions.

[0035] Depending on the optional configuration, the electronic mechanism 14a may be designed and / or programmed to confirm, or verify, before, during, or concurrently with comparing the distance sensor signals 18s and 20s values ​​I1 and I2 with the associated comparison ranges W1 and W2, whether the motor 16 is actually still in its non-operating mode. Non-operating mode can be understood as a mode in which the motor 16 is not energized and / or switched off, i.e., in non-operating mode the motor 16 is in a state prior to starting the motor 16. In particular, while the motor 16 is in its non-operating mode, the rotor (not shown) of the motor 16 may be in its non-energized rotor starting position relative to the stator of the motor 16, i.e., in a position where the rotor remains (usually) prior to starting the motor 16. For example, the electronic mechanism 14a may be designed and / or programmed to recognize whether the motor is in its non-operating mode based on at least one motor sensor signal 16s of at least one motor sensor 16a. Therefore, in particular, the electronic mechanism 14a can determine whether the rotor is in its non-energized rotor starting position relative to the stator, based on at least one motor sensor signal 16s of at least one motor sensor 16a, such as a rotor position sensor. Alternatively or complementaryly, the electronic mechanism 14a may also be designed and / or programmed to recognize whether the motor 16 is in its non-operating mode, based on at least one information signal 30s provided to the electronic mechanism 14a from the control unit 30 of the motor 16. Selectively, the evaluation device 14 may be a component of the control unit 30 of the motor 16.

[0036] If the first value I1 is outside the first comparison range W1 and / or the second value I2 is outside the second comparison range W2, the electronic mechanism 14a may also be designed and / or programmed to determine, as operational 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 has been displaced from its first starting position. In a further advantageous configuration, if the first value I1 is outside the first comparison range W1 and / or the second value I2 is outside the second comparison range W2, the electronic mechanism 14a may also determine / determine the distance difference Δs between the first displacement distance x1 of the driver brake force transmission element 18 from its first starting position and the 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. For this reason, the electronic mechanism 14a confirms 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 (Gl.1) and (Gl.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] Functions f1 and f2, the first period width π1 during which the first distance sensor signal 18s changes periodically, and the second period width π2 during which the second distance sensor signal 20s changes periodically may be filed / stored in the memory of the electronic mechanism 14a. In this case, the electronic mechanism 14a obtains value pairs from the first displacement distance x1 confirmed by formula (Gl.1) and the second displacement distance x2 confirmed by formula (Gl.2). TIFF0007871495000005.tif78 and It is designed / programmed to select TIFF0007871495000006.tif77. Formula (Gl.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 while the motor force transmission element 20 is in its second starting position, the distance difference Δs is zero to the limit distance Δs max It increases to the limit distance Δs in this case. max From a distance difference Δs equal to Δs, the motor force transmission element 20 is displaced together with the driver brake force transmission element 18. Therefore, normally, the distance difference Δs is equal to the limit distance Δs max Less than or equal to . Therefore, a value pair that satisfies formula (G1.3) TIFF0007871495000008.tif910 and It can be reliably assumed that TIFF0007871495000009.tif77 and each of these are suitable for determining the distance difference Δs.

[0041] Next, the electronic mechanism 14a selects the value pair TIFF0007871495000010.tif78 and Using TIFF0007871495000011.tif77, the distance difference Δs is determined according to the following formula (Gl.4).

[0042]

number

[0043] The facts described in the previous paragraph may be used to advantageously enhance the functionality of the evaluation device 14. For this reason, the electronic mechanism 14a is configured such that the confirmed distance difference Δs is the limit distance Δs maxIt is designed and / or programmed to check if the distance difference Δs is less than the limit distance Δs. max If it is smaller than Δs, then the brake operating element 22 is being operated, and the driver brake force transmission element 18 is within the limit distance Δs max The electronic mechanism 14a can additionally determine, as operational information for the brake booster 10, that the motor power transmission element 20 has been displaced by a shorter distance than the first starting position, and / or that the motor power transmission element 20 is in its second starting position. In other cases, i.e., the distance difference Δs is the limit distance Δs max If equal to, the electronic mechanism 14a preferably indicates that the brake operating element 22 is being operated and the driver brake force transmission element 10 is within the limit distance Δs max It is designed / programmed to determine, as operational information for the brake booster 10, that the motor power transmission element 20 has been displaced by a longer distance than the first starting position, and / or that the motor power transmission element 20 has been displaced from its second starting position.

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

[0045] (G1.4) x1 = Δs

[0046] In some cases, that is, when the distance difference Δs is the limit distance Δs maxIf it is smaller than, the second starting position may be additionally determined as the current second position of the motor power transmission element 20, and / or the second displacement distance x2 of the motor power 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 operation information determined by its electronic mechanism 14a to the control unit 30 of the motor 16 via an output signal 14s. In this example, the control unit 30 can control the motor 16 taking the operation information into consideration, however this is not shown in Figure 1a.

[0048] A brake booster 10 that cooperates with / is equipped with the evaluation device 14 described above also guarantees 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 the limit distance Δs max Larger than, and as a result the limit distance Δs max For any distance difference Δs smaller than Δs, only the first displacement distance x1 is associated with the first value I1 that is read. In order to associate only the second displacement distance x2 with the first displacement distance x1 for the read value I1 according to formula (G1.3), the second period width π2 of the second distance sensor 20a must also be limited to the limit distance Δs. max Larger is advantageous.

[0049] The first period width π1 may selectively be equal to the second period width π2. However, if the first period width π1 is equal to the second period width π2, then the first period width π1 (or the second period width π2) is limited by the critical distance Δs. max and limit distance Δs max It is advantageous if each integer multiple of is different (see Figure 1c).

[0050] Alternatively, the first period width π1 of the first distance sensor 18a may be different from the second period width π2 of the second distance sensor 20a. This allows the first period width π1 of the first distance sensor 18a and the second period width π2 of the second distance sensor 20 to be selected to be optimal for distance detection of the force transmission element 18 or 20 to which they are related. However, if the first period width π1 is different from the second period width π2, the magnitude of the difference between the first period width π1 and the second period width π2 also affects the limit distance Δs. max and limit distance Δs max Each integer multiple of should be different.

[0051] Figure 2 shows a flowchart illustrating one embodiment of a method for checking 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 shown in Figure 1a above. However, it should be noted that the feasibility of this method is not limited to this type of brake booster. Instead, the method can be implemented using (almost) any brake booster supported upstream of the brake master cylinder, comprising a motor, a driver brake force transmission element displaceable from its first starting position by the driver brake force, a motor force transmission element displaceable from its second starting position, a first distance sensor attached to the driver brake force transmission element, and a second distance sensor attached to the motor force transmission element. Furthermore, the feasibility of this method is not limited to special types of brake systems in vehicle brake systems, nor to special types of vehicles / automobiles equipped with vehicle brake systems.

[0053] A motor power transmission element should be understood as a power transmission element that can be displaced by using the motor's operation or by using a driver brake power transmission element that is displaced by at least one predetermined limit distance from a first starting position. The first distance sensor outputs a first distance sensor signal, which changes periodically depending on the first displacement distance of the driver brake power transmission element from its first starting position. Correspondingly, the second distance sensor outputs a second distance sensor signal, which changes periodically depending on the second displacement distance of the motor power transmission element from its second starting position.

[0054] The method described herein is performed while the motor is in its non-operating mode and before the motor is operating / started. Therefore, according to an optional aspect, the method may have a method step S0 for querying / verifying whether the motor is in its non-operating mode. The possibilities for confirming or verifying that the motor is in its non-operating mode have already been described above.

[0055] Method step S1 verifies whether the first value of the first distance sensor signal of the first distance sensor is within a first comparison range that is set or determined while the driver brake force transmission element is in its first starting position. Method step S2 is also performed before, after, or simultaneously with method step S1. Method step S2 verifies whether the second value of the second distance sensor signal of the second distance sensor is within a second comparison range that is set or determined while the motor force transmission element is in its second starting position. Preferably, the first value compared with the first comparison range in method step S1 and the second value compared with the second comparison 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 the motion of the driver brake force transmission element or the motor force transmission element is not (substantially) expected between different time points, the first value compared with the first comparison range in method step S1 and the second value compared with the second comparison range in method step S2 may be read from / read from the respective distance sensor signals of the associated distance sensors at different time points.

[0056] As explained above, if the values ​​of both the distance sensor signals from the first and second distance sensors are within their respective associated comparison ranges W1 or W2, it is possible to reliably determine that a brake operating element, such as a brake pedal, coupled to the driver brake force transmission element has not yet been operated, and therefore both the driver brake force transmission element and the motor force transmission element are in their respective starting positions. Conversely, if at least one of the values ​​of the distance sensor signals from the first and second distance sensors is outside its associated comparison range, it indicates that the driver has already operated the brake operating element, and in this way at least the driver brake force transmission element has been displaced from its first starting position, and possibly the motor force transmission element from its second starting position as well.

[0057] Therefore, the method described herein also includes a method step S3, which is performed if it is confirmed in method steps S1 and S2 that the first value x1 is within the first comparison range and the second value x2 is within the second comparison range. In method step S3, it is determined as operation information that the brake operation element is not being operated, the driver brake force transmission element is in its first starting position, and / or the motor force transmission element is in its second starting position.

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

[0059] Depending on the optional aspect, the method may also have an optional method step S4 which is performed if the first value is outside the first comparison range and / or the second value is outside the second comparison range. In method step S4, it is determined that the brake operating element is being operated and / or that at least the driver brake force transmission element is displaced from its first starting position as operating information for the brake booster.

[0060] As an alternative to or complement to method step S4, if the first value is outside the first comparison range and / or the second value is outside the second comparison range, the (optional) method step S5 may also be performed. As method step S5, the distance difference between the first displacement distance of the driver brake force transmission element from its first starting position and the second displacement distance of the motor force transmission element from its second starting position can be determined by considering 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 described above.

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

[0062] If the distance difference Δs is shorter than the limit distance, the (optional) method step S9 may be performed alternatively or complementaryly to method step S7. In method step S9, the current first position of the driver brake force transmission element between the first starting position and the limit distance, and / or the first displacement distance of the driver brake force transmission element from its first starting position, which is below the limit distance, can be determined as operating information for the brake booster, taking the distance difference into consideration. Correspondingly, in method step S9, the second starting position may 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 starting position may 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 device 14a Electronic mechanism of the evaluation device 16 motors 16s motor sensor signal 18 Driver Brake Force Transmission Elements 18a First distance sensor 18s First distance sensor signal 20 Motor power transmission elements 20a Second distance sensor 20s Second distance sensor signal 22 Pedals (Brake operation element) 30 Motor control unit I1 First comparison value I2 Second comparison value TIFF0007871495000013.tif67, TIFF0007871495000014.tif77 value pair x1 Driver brake force transmission element's first displacement distance x2 Second displacement distance of the motor power transmission element W1 First comparison range W2 Second Comparison Range Δs is the distance difference between the first displacement distance and the second displacement distance. Δs max Limit distance π1 First period width of the first distance sensor signal π² Second period width of the second distance sensor signal

Claims

1. In an evaluation device (14) for an electric brake booster (10) of a vehicle brake system, The motor (16) of the brake booster (14), which is supported upstream of the brake master cylinder (12), is equipped with an electronic mechanism (14a) designed and / or programmed to ensure that the following is true while the motor (16) is in its non-operating mode: - A first distance sensor (18) attached to the driver brake force transmission element (18) of the brake booster (10), wherein the first displacement distance (x) of the driver brake force transmission element (18) from its first starting position is measured. １ The first distance sensor (18) outputs a first distance sensor signal (18s) as a signal that changes periodically depending on the first distance sensor signal (18s), and the first value (I １ ) is a first comparative value range (W) that is set or determined in advance for the driver brake force transmission element (18) to be in its first starting position. １ ) whether or not it is inside, and, - The operation of the motor (16) also causes at least one predetermined limit distance Δs from its first starting position. ｍａｘ A second distance sensor (20a) attached to the motor force transmission element (20) of the brake booster (10), which is also displaceable by the driver brake force transmission element (18) which has been displaced by a certain amount, wherein the second displacement distance (x) of the motor force transmission element (20) from its second starting position is measured. ２ The second distance sensor (20a) outputs a second distance sensor signal (20s) as a signal that changes periodically depending on the second distance sensor signal (20s), and the second value (I ２ ) is a second comparison value range (W) that is set or determined in advance for the motor power transmission element (20) to be in its second starting position. ２ ) whether it is inside, It comprises an electronic mechanism (14a) that is designed and / or programmed to verify, If the first value (I １ ) is within the first comparison value range (W １ ), and the second value (I ２ ) is within the second comparison value range (W ２ ), then the electronic mechanism (14a) determines, as operation information for the brake booster device (10), that the brake operation element (22) coupled to the driver brake force transmission element (18) is not operated, that the driver brake force transmission element (18) is at its first starting position, and / or that the motor force transmission element (20) is at its second starting position, and / or is programmed. An evaluation device (14).

2. The electronic mechanism (14a) is also designed and / or programmed to recognize whether the motor (16) is in its non-operating mode, using as a clue at least one motor sensor signal (16s) of at least one motor sensor (16a) of the motor (16), and / or using as a clue at least one information signal (30s) provided to the electronic mechanism (14a) from the control unit (30) of the motor (16), in which case the electronic mechanism (14a) recognizes whether the motor (16) is in its non-operating mode and moreover the first value (I １ ) is within the first comparison range (W １ ) is within the above second value (I ２ ) is the second comparison range (W ２ The evaluation device (14) according to claim 1, which is designed and / or programmed to determine, as operational information for the brake booster (10), that the brake operating element (22) is in a non-operating state, the driver brake force transmission element (18) is in its first starting position, and / or the motor force transmission element (20) is in its second starting position, only when it is within the range of the brake booster (10).

3. The first value (I １ ) is within the first comparison range (W １ ) outside and / or the second value (I ２ ) is the second comparison range (W ２ If outside of the specified range, the electronic mechanism (14a) also measures the first value (I) of the first distance sensor signal (18s). １ ) and the second value (I ２ ) Taking this into consideration, the first displacement distance (x) of the driver brake force transmission element (18) from its first starting position is １ ) and the second displacement distance (x) of the motor power transmission element (20) from its second starting position. ２ An evaluation device (14) according to claim 1 or 2, which is designed and / or programmed to determine the distance difference Δs between and ).

4. In order to enable the electronic mechanism (14a) to determine the distance difference Δs, the 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,…. Applying this, the first displacement distance x of the driver brake force transmission element (18) １ and the second displacement distance x of the motor power transmission element (20) ２ It is designed and / or programmed to determine that, In this case, the function f １ , f ２ The first distance sensor signal (18s) changes periodically, and the first period width π １ The second distance sensor signal (20s) changes periodically with a second period width π. ２ This means that it is filed in the memory of the electronic mechanism (14a), and - Confirmed first displacement distance x １ and the confirmed second displacement distance x ２ And so, [Math 1] Apply to the value pair 【number】 and 【number】 Select and [Math 2] The distance difference Δs is determined according to the following: An evaluation device (14) according to claim 3, which is designed and / or programmed.

5. The electronic mechanism (14a) is also designed and / or programmed as follows: the distance difference Δs is equal to the limit distance Δs ｍａｘ Check if it is smaller than the distance difference Δs and if the distance difference Δs is less than the limit distance Δs ｍａｘ If it is smaller than the limit distance Δs, the brake operating element (22) is being operated, and the driver brake force transmission element (18) is moving from its first starting position to the limit distance Δs. ｍａｘ The brake booster (10) is determined to be operating information that the displacement is shorter than the limit distance Δs, and / or that the motor power transmission element (20) is in its second starting position, and / or that the distance difference Δs is the limit distance Δs ｍａｘ If equal to the above, then the brake operating element (22) is being operated, and the driver brake force transmission element (18) is moving from its first starting position to the limit distance Δs ｍａｘ The evaluation device (14) according to claim 3, which is designed and / or programmed to determine, as operational information for the brake booster (10), that the motor power transmission element (20) has been displaced by a distance longer than a certain distance, and / or that the motor power transmission element (20) has been displaced from its second starting position.

6. The distance difference Δs is the limit distance Δs ｍａｘ If it is smaller than the first starting position, 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 between the two. ｍａｘ The following is the first displacement distance (x) of the driver brake force transmission element (18) as it has been displaced from its first starting position. １ The evaluation device (14) according to claim 5, which is designed and / or programmed to determine the above taking into consideration the distance difference Δs.

7. In an electric brake booster (10) that can be supported or is supported on the upstream side of the brake master cylinder (12) of a vehicle brake system, The evaluation device (14) according to claim 1 or 2, Driver braking force (F ｄｒｉｖｅｒ A driver brake force transmission element (18) that is displaceable from its first starting position by means of, The operation of the motor (16) of the brake booster (10) also ensures that the vehicle travels at least the predetermined limit distance Δs from its first starting position. ｍａｘ The motor power transmission element (20), which is displaced from its own second starting position, is also displaced by the driver brake force transmission element (18) which has been displaced by only that amount. An attachment to the driver brake force transmission element (18), wherein the first displacement distance (x) of the driver brake force transmission element (18) from its first starting position is attached to the first displacement distance (x １ ) depends on the first distance sensor signal (18s) and the first period width (π １ ) a first distance sensor (18a) which changes periodically, An attachment to the motor power transmission element (20), the second displacement distance (x) of the motor power transmission element (20) from its second starting position. ２ ) depends on its own second distance sensor signal (20s) and the second period width (π ２ A second distance sensor (20a) that changes periodically, An electric brake booster (10) equipped with the following.

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

9. The first period width (π) of the first distance sensor (18a) １ ) and / or the second period width (π) of the second distance sensor (20a) ２ ) is the limit distance Δs ｍａｘ An electric brake booster (10) according to claim 7, which is larger than the electric brake booster (10).

10. The first period width (π) of the first distance sensor (18a) １ ) is the second period width (π) of the second distance sensor (20a). ２ ) is equal to the first period width (π １ ) is the limit distance Δs ｍａｘ and the limit distance Δs ｍａｘ The electric brake booster (10) according to claim 7, which is different from each integer multiple of .

11. The first period width (π) of the first distance sensor (18a) １ ) is the second period width (π) of the second distance sensor (20a). ２ Unlike the first period width (π １ ) and the second period width (π ２ The amount of the difference between ) and the limit distance Δs ｍａｘ and the limit distance Δs ｍａｘ The electric brake booster (10) according to claim 7, which is different from each integer multiple of .

12. In a method for confirming operating information for an electric brake booster (10) of a vehicle brake system, While the motor (16) of the brake booster (10), which is supported on the upstream side of the brake master cylinder (12), is in its non-operating mode, the following steps are performed, namely, A first distance sensor (18a) attached to the driver brake force transmission element (18) of the brake booster (10), wherein the first displacement distance (x) of the driver brake force transmission element (18) from its first starting position is measured. １ The first distance sensor (18a) outputs a first distance sensor signal (18s) as a signal that changes periodically depending on the first distance sensor signal (18s), and the first value (I １ ) is a first comparative value range (W) that is set or determined in advance for the driver brake force transmission element (18) to be in its first starting position. １ (S1) The step of checking whether it is inside ) The operation of the motor (16) also causes at least one predetermined limit distance Δs from its first starting position. ｍａｘ A second distance sensor (20a) attached to the motor force transmission element (20) of the brake booster (10), which is also displaceable by the driver brake force transmission element (18) which has been displaced by a certain amount, wherein the second displacement distance (x) of the motor force transmission element (20) from its second starting position is measured. ２ The second distance sensor (20a) outputs a second distance sensor signal (20s) as a signal that changes periodically depending on the second distance sensor signal (20s), and the second value (I ２ ) is a second comparison value range (W) that is set or determined in advance for the motor power transmission element (20) to be in its second starting position. ２ The step of checking whether it is inside (S2), We will implement the following: The first value (I １ ) is within the first comparison range (W １ ) is within the above second value (I ２ ) is the second comparison range (W ２ If the driver brake force transmission element (18) is within the specified range, it is determined as operation information that the brake operating element (22) connected to the driver brake force transmission element (18) is not being operated, the driver brake force transmission element (18) is in its first starting position, and / or the motor force transmission element (20) is in its second starting position (S3). method.

Images