Braking feel simulator device

Abstract

A braking feel simulator device (1), in particular for a braking system (3) of the Brake-By- Wire type of a vehicle, comprising a cylinder body (5), a piston body (8) slidingly housed in the cylinder compartment (7), an absorber assembly (2) configured to exert a reaction force on the pedal or brake lever (4) as opposed to an actuation of the pedal or brake lever (4), in which the braking feel simulator device (1) also includes an anti-rotation system (100); a sensor system (200); a end-of-stroke wall (300), in which the anti-rotation system (100) comprises an anti-rotation pin (101) and a pin receiving seat (102) extended along a receiving axis (103), in which the sensor system (200) comprises a sensor (201) and a detectable element (202), and in which the sensor (201) and the detectable element (202) can be faced with each other, radially to the actuation axis (6), along a sensor axis (203), in which the cylinder body (5) is shaped to form the end-of- stroke wall (300), in which the end-of-stroke wall (300) is extended protruding from the cylinder body (5) in the direction inside the cylinder compartment (7), in which the end- of-stroke wall (300) faces the piston body (8) and is configured in such a way as to define the end position of the piston body (8), in which the end-of-stroke wall (300) is extended around the actuation axis (6), and in which the end-of-stroke wall (300) defines a abutment surface (301) extended in a plane transverse to the actuation axis (6), and in which the sensor axis (203) is extended positioned, with reference to the actuation axis (6), at an angular distance from the receiving axis (103) between 60° and 150°.

Description

“Braking Feel Simulator Device”DESCRIPTION

[0001] Field of invention

[0002] The present invention relates to a braking feel simulator device, in particular for a brake-by-wire (“BBW’) braking system of vehicles with two or more wheels, which can be operated by a driver by means of a brake pedal or lever.

[0003] The present invention also concerns a sensor system, in particular a position sensor system for a braking feel simulator device for a brake-by-wire (“BBW”) braking system of vehicles with two or more wheels, which can be operated by a driver by means of a brake pedal or lever.

[0004] State of the art

[0005] In BBW braking systems there is a decoupling between the force and displacement applied to the brake pedal or lever by the driver and the resulting braking force that is applied by the calipers to the wheels of the vehicle. The force and displacement exerted by the driver on the brake pedal or lever are transduced into an electrical signal that is processed by a control unit to control the operation of the braking system calipers. As a result, it is known to equip BBW braking systems with a braking feel simulator device connected to the brake pedal or lever and configured to simulate the feel and stiffness of a brake pedal or lever of conventional hydraulic braking systems, and thus emulate its “stiffness curve”.

[0006] The “stiffness curve” refers to the relationship between the movement of the brake pedal or lever along its travel and the respective reaction force exerted by the simulator device on the brake pedal or lever, and thus by the brake pedal or lever on the driver. In general, the stiffness curve has a first section with low stiffness, a second section with medium stiffness and a third section with high stiffness. Still in general terms, for an “aggressive” or “sporty” driving style, a steeper, “hard” stiffness curve is preferred, while for a “city” or “eco” driving style, a less steep, “soft” stiffness curve is preferred.

[0007] It is known to the inventors to equip the braking feel simulator devices with an absorber assembly suitable for exerting a reaction force in contrast to a movement of a float, operated by a pedal or brake lever. In these devices known to the inventors, the total travel of the float, as well as the variable force of contrast to this stroke, are determined by the particular configuration of both the pedal or brake lever and the absorber assembly. However, it is desirable to configure such devices in a dry configuration, i.e., avoiding submerging the float and the absorber assembly in a hydraulic fluid bath, so as to reduce the construction complexity and the number ofoverall components of the braking feel simulator device. As a result, such devices known to inventors present the need to limit the total travel of the float.

[0008] It is also known to the inventors to equip braking feel simulator devices with a sensor system configured to detect an actuation of the braking feel simulator device, and in particular a movement of the float within it, in order to activate a vehicle braking assembly. However, it is desirable to integrate these devices at both the pedal and the brake lever of motorcycles and mopeds. Consequently, these devices known to the inventors have the need to have as small a size as possible and that do not interfere with the driver’s body, for example with his foot, and that do not affect the aesthetic appearance of the braking feel simulator device.

[0009] In addition, it is desirable to integrate such braking feel simulator devices known to the inventors of a sensor system configured so that the float is connected to a permanent magnet detectable by a corresponding sensor connected to the cylinder of the braking feel simulator device. As a result, it is necessary to configure these devices known to inventors in such a way as to reduce the distance between the sensor and the permanent magnet as much as possible, thus avoiding oversizing of the permanent magnet. In addition, this requires that the sensor is firmly fixed to the device cylinder, while at the same time taking up the smallest possible footprint. In addition, there is a need to integrate these devices known to the inventors with a floating anti-rotation system that avoids false readings by the position sensor, otherwise caused by distances between the permanent magnet and the position sensor not due to a relative translation between the float and the cylinder, but to a relative rotation between the float and the cylinder.

[0010] Finally, there is a need to have a braking feel simulator device that integrates the combination of technical functions described above, which at the same time has dimensions and geometries such as to be suitable for connection to both a pedal and a lever of a braking system of a motorcycle or moped, as well as a motor vehicle, and at the same time it can be achieved through easy and low-cost mechanical processing.

[0011] In addition, inventors are familiar with equipping braking feel simulator devices with a sensor system, i.e. position sensors configured to detect an actuation of the braking feel simulator device, and in particular a movement of the float within it.

[0012] In particular, a sensor system solution known to inventors involves the use of a permanent magnet and a corresponding magnetic sensor. In particular, the permanent magnet is fixed to the float of the braking feel simulator device, while the magnetic sensor is positioned inside a specific housing connected externally to the containment andsliding wall of the float, for example by means of a plurality of screws screwed between the housing and the floating wall, in a transverse direction to the housing and the containment wall.

[0013] However, such a sensor system requires a certain minimum thickness of retaining wall within which to insert and drive the plurality of screws. The need to provide for this minimum thickness prevents the sensor from being positioned at a shorter distance from the magnet connected to the float, and consequently leads to a greater distance, i.e. a greater air gap, between the sensor and the magnet.

[0014] To compensate for this greater distance, an oversizing of the magnet fixed to the float is required in order to be correctly detectable by the sensor, which involves greater axial dimensions of the magnet as well as higher costs related to the magnet (in general, the cost of the magnet represents up to 40% of the cost of the entire braking feel simulator system).

[0015] In addition, such connection of the housing to the outer wall of the float leads to a larger axial footprint of the sensor system and thus of the braking feel simulator device.

[0016] In addition, a sensor system of this type also requires a structure that has an anti-rotation function of the magnet connected to the float, which is necessary to ensure the correct reading of the movement of the magnet by the sensor.

[0017] Solution

[0018] The purpose of the present invention is to provide a braking feel simulator device, in particular for a braking system of the BBW type, such as to obviate at least some of the drawbacks highlighted in the art known to the inventors.

[0019] A particular purpose of the present invention is to provide a braking feel simulator device that has a dry configuration, i.e. in which a piston body and an absorber assembly are not immersed in a hydraulic fluid bath, and which effectively limits the stroke of the sliding piston body inside it.

[0020] A further particular purpose of the present invention is to provide a braking feel simulator device which integrates a sensor system for detecting the translation of the piston body within it, in which a firm attachment of the sensor to the braking feel simulator device is ensured, and in which an undesirable rotation of the piston body with respect to the cylinder body of the braking feel simulator device is avoided, braking.

[0021] A further particular purpose of the present invention is to make available a braking feel simulator device that integrates the aforementioned technical functions and at the same time has dimensions and geometries such as to be suitable for beingconnected to both a pedal and a lever of a braking system of a motorcycle or moped, as well as a motor vehicle, and also such can be achieved through easy and low-cost mechanical processing.

[0022] A further particular purpose of the present invention is to provide a sensor system, in particular a position sensor system for a braking feel simulator device, which has axial dimensions, radial dimensions and reduced overall costs compared to the art known to the inventors.

[0023] A further particular purpose of the present invention is to make available a sensor system, in particular a position sensor system for a braking feel simulator device, which does not require a structure to prevent the rotation of a floating sensor system.

[0024] A further particular purpose of the present invention is to provide a sensor system, in particular a position sensor system for a braking feel simulator device, which is easier and more quickly to assemble than the art known to the inventors.

[0025] These and other purposes are achieved by means of a braking feel simulator, in particular for a braking system of the BBW type, according to claim 1.

[0026] Dependent claims refer to preferred and advantageous embodiments of the present invention.

[0027] Figures

[0028] In order to better understand the invention and appreciate its advantages, some of its exemplary and non-limiting embodiments will be described below, referring to the attached figures, in which:

[0029] - Figure 1 is a perspective view of a braking feel simulator device, according to a form of realization of the invention;

[0030] - Figure 2 is a radial section view of the braking feel simulator device represented in Figure 1;

[0031] - Figure 3 is an axial section view of the braking feel simulator device represented in Figure 1;

[0032] - Figure 4 is an exploded perspective view of the braking feel simulator device represented in Figure 1;

[0033] - Figure 5 is a perspective view of a braking feel simulator device, according to a further form of realization of the invention;

[0034] - Figure 6 is a radial section view of the braking feel simulator device represented in Figure 5;

[0035] - Figure 7 is an axial section view of the braking feel simulator devicerepresented in Figure 5;

[0036] - Figure 8 is an exploded perspective view of the braking feel simulator device represented in Figure 5;

[0037] - Figure 9 is a perspective view of a braking feel simulator device, according to a further form of realization of the invention;

[0038] - Figure 10 is a radial section view of the braking feel simulator device represented in Figure 9;

[0039] - Figure 11 is an axial section view of the braking feel simulator device represented in Figure 9;

[0040] - Figure 12 is an exploded perspective view of the braking feel simulator device represented in Figure 9;

[0041] - Figure 13 is a perspective view of a sensor system, according to a form of realization of the invention;

[0042] - Figure 14 is a partially exploded perspective view of the sensor system represented in Figure 13;

[0043] - Figure 15 is an exploded perspective view of the sensor system represented in Figure 13;

[0044] - Figure 16 is an axial section view of the sensor system represented in Figure13, in a first operating position;

[0045] - Figure 17 is an axial section view of the sensor system represented in Figure13, in a second operating position;

[0046] - Figure 18 is a magnified view of a detail of the sensor system represented in figure 17.

[0047] Description of some preferred embodiments

[0048] The present invention is suitable for application to Brake-By-Wire (“BBW’) braking systems of vehicles with two or more wheels that can be operated by a driver by means of a brake pedal or brake lever. Therefore, in this description, the term “brake pedal or lever” means both a brake pedal for motor vehicles and the like, and a brake lever or brake pedal for motorcycles, mopeds and the like, unless otherwise specified.

[0049] Braking Feel Simulator Device 1

[0050] With reference to the figures, a braking feel simulator device is generally indicated by the reference number 1.

[0051] The braking feel simulator 1 is suitable for use in a braking system 3 of the Brake-By-Wire (“BBW’) type of a vehicle.

[0052] The braking feel simulator device 1 comprises a cylinder body 5, extended along a actuation axis 6. Preferably, the cylinder body 5 is extended substantially coaxially to the actuation axis 6.

[0053] The cylinder body 5 forms a cylinder compartment 7 within it.

[0054] The braking feel simulator 1 device additionally includes a piston body 8. The piston body 8 is slidably housed within the cylinder compartment 7. Preferably, the piston body 8 is positioned substantially coaxial to the actuation axis 6.

[0055] The braking feel simulator device 1 can be connected to a pedal or brake lever 4, in particular of the braking system 3, so that an actuation of the pedal or brake lever 4 corresponds to a translation of the piston body 8 inside the cylinder body 5, along the actuation axis 6.

[0056] Specifically, the piston body 8 is suitable for being connected to a pedal or brake lever 4, in particular of the braking system 3, so that an actuation of the pedal or brake lever 4 corresponds to a translation of the piston body 8 with respect to the cylinder body 5 along the axis of actuation 6.

[0057] The braking feel simulator device 1 includes an absorber assembly 2. The absorber assembly 2 is configured to exert a reaction force on the pedal or brake lever 4 that can be connected to the braking feel simulator device 1 , in contrast to an actuation of the pedal or brake lever 4.

[0058] In particular, the absorber assembly 2 is configured to exert a reaction force on the piston body 8 in contrast to a translation of the piston body 8 that can be operated by the pedal or brake lever 4.

[0059] The braking feel simulator 1 additionally includes an anti-rotation system 100, a sensor system 200 and an end-of-stroke wall 300.

[0060] The anti-rotation system 100 includes an anti-rotation pin 101 and a pin receiving seat 102.

[0061] The pin receiving seat 102 is extended along a receiving axis 103, and is shaped to accommodate the anti-rotation pin 101 in the direction of the receiving axis 103 to make a coupling with the anti-rotation pin 101.

[0062] The pin receiving seat 102 is formed by a first receiving seat 104 and a second receiving seat 105 facing each other along the receiving axis 103.

[0063] The first receiving seat 104 is defined by cylinder body 5, while the second receiving seat 105 is defined by piston body 8.

[0064] The sensor system 200 is configured to detect a translation and / or a relativeposition between the piston body 8 and the cylinder body 5.

[0065] The sensor system 200 comprises a sensor 201 and a detectable element 202.

[0066] The sensor 201 is configured to detect a translation and / or position of the detectable element 202.

[0067] The sensor 201 is positioned at cylinder body 5, while the detectable element 202 is positioned at piston body 8.

[0068] The sensor 201 and the detectable element 202 can be aligned radially with the actuation axis 6 along a sensor axis 203.

[0069] Specifically, the sensor axis 203 is defined by a direction transverse to the actuation axis 6, optionally radial to the actuation axis 6, along which, in the stroke of the piston body 8 inside the cylinder body 5, the detectable element 202 is positioned at a minimum distance from the sensor 201.

[0070] In addition, the cylinder body 5 is shaped to form the end-of-stroke wall 300.

[0071] The end-of-stroke wall 300 is extended protruding from the cylinder body 5 in the direction of the inside of the cylinder compartment 7.

[0072] The end-of-stroke wall 300 faces the piston body 8 and is configured to define the end position of the piston body 8.

[0073] The end-of-stroke wall 300 is extended around the actuation axis 6, preferably coaxial to the actuation axis 6.

[0074] The end-of-stroke wall 300 defines an abutment surface 301. The abutment surface is extended in a plane transverse to the actuation axis 6.

[0075] In addition, the sensor axis 203 is extended to an angular distance of 60° to 150° from the actuation axis 103 with reference to the actuation axis 6.

[0076] Specifically, the sensor axis 203 and the receiving axis 103, projected on a plane transverse to the actuation axis 6, define an angle between 60° and 150°.

[0077] Advantageously, a braking feel simulator device 1 configured in this way is suitable for being of the dry type, i.e. in which the piston body 8 and the absorber assembly 2 are not immersed in a hydraulic fluid bath, and allows the stroke of the piston body 8 inside the cylinder body 5 to be effectively limited along the actuation axis 6 by means of the end-of-stroke wall 300 having a abutment surface 301 projecting into the compartment of cylinder 7 and orthogonal to the actuation axis 6.

[0078] With a further advantage, a braking feel simulator device 1 configured in this way integrates a sensor system 200 for detecting the translation of the piston body 8inside the cylinder body 5, thus allowing to be processed, by means of a dedicated electronic processing unit, a corresponding request for braking force by a driver who operates the brake pedal or lever 4.

[0079] With a further advantage, a braking feel simulator device 1 configured in this way integrates an anti-rotation system 100, configured to prevent unwanted rotation of the piston body 8 relative to the cylinder body 5 around the actuation axis 6.

[0080] In addition, with the additional advantage, the end-of-stroke wall 300, the sensor system 200 and the anti-rotation system 100 thus positioned and configured, allow for a braking feel simulator device 1 which at the same time integrates a function to limit the translation of the piston body 8 with respect to the cylinder body 5, an antirotation function of the piston body 8 with respect to the cylinder body 5, and a function of detecting the position or translation of the piston body 8 with respect to the cylinder body 5.

[0081] In addition, with a further advantage, the sensor system 200 and the antirotation system 100 thus positioned and configured make the braking feel simulator device 1 suitable for being connected to both a pedal and a lever of a braking system of a motorcycle or moped, as well as a motor vehicle, and also such as to be achievable through easy mechanical processing and reduced costs.

[0082] According to one form of implementation, the braking feel simulator device 1 is of the dry type. The piston body 8 and the absorber assembly 2 are therefore not in a hydraulic fluid bath, with a consequent reduction in cost and construction complexity.

[0083] According to an embodiment, the sensor axis 203 is extended at an angular distance of 80° to 120° with reference to the actuation axis 6 with reference to the actuation axis 103.

[0084] According to an embodiment, the sensor axis 203 is extended to an angular distance of essentially 90° from the accommodating axis 103 with reference to the actuation axis 6.

[0085] Advantageously, this configuration minimizes the overall footprint of the braking feel simulator 1 , while allowing the combination of end-of-switch, anti-rotation and detection functions described above to be integrated, and also reducing any protruding portions of the braking feel simulator 1 that could collide with parts of a driver’s body, for example the foot.

[0086] The piston body 8 is extended between a proximal end 9 and a distal end 10. The pedal or brake lever 4 can be connected to the piston body 8 at the proximal end 9.

[0087] According to an embodiment, the piston body 8 is connected to the brakepedal or lever 4 via a pushrod 11. Preferably, the pushrod 11 is directly connected to the piston body 8 by means of mechanical means of connection, e.g. a mechanical joint. According to an embodiment, the piston body 8 defines a fixation seat at the proximal end 9. According to an embodiment, the pushrod 11 is inserted and fixed in the fastening seat. In a design form, the piston body 8 includes a retaining ring that is housed in the fastening seat to ensure the connection of the pushrod 11 to the piston body 8.

[0088] Absorber Assembly 2

[0089] According to one form of construction, the absorber assembly 2 is configured to exert a reaction force on the piston body 8 in contrast to a translation of the piston body 8 inside the cylinder body 5, which can be operated by means of the pedal or brake lever 4.

[0090] The absorber assembly 2 is located inside the cylinder body 5, within the cylinder compartment 7.

[0091] According to an embodiment, the absorber assembly 2 is placed between the cylinder body 5 and the piston body 8. In particular, the absorber assembly 2 is positioned opposite the brake lever or pedal 4, or the pushrod 11 , with respect to the piston body 8. In particular, the absorber assembly 2 is positioned between the cylinder body 5 and the distal end 10 of the piston body 8.

[0092] According to an embodiment, the absorber assembly 2 includes a plurality of elastic elements 12 positioned in series and / or parallel inside the cylinder body 5, within the cylinder compartment 7. According to an embodiment, spring elements 12 comprise compression coil springs that are positioned substantially coaxial to the actuation axis 6 and / or disc springs and / or square springs and / or torsional springs and / or band springs and / or shaped springs.

[0093] According to an embodiment, the absorber assembly 2 includes a spring guide 13 positioned inside the cylinder compartment 7, facing the piston body 8. Preferably, the spring guide 13 is positioned coaxial to the actuation axis 6.

[0094] The spring guide 13 is configured to guide and control the deformation, specifically compression and extension, of the elastic elements 12 of absorber assembly 2.

[0095] According to an embodiment, the spring guide 13 faces the distal end 10 of the piston body 8.

[0096] According to an embodiment, the spring guide 13 is interposed between at least two opposing elastic elements 12.

[0097] According to an embodiment, at least one elastic element 12, preferably asingle elastic element 12, is interposed between the spring guide 13 and the distal end 10 of the piston body 8, while at least one other elastic element 12, preferably one or two spring elements 12, are positioned opposite the first spring element 12 with respect to the spring guide 13. in particular, they are positioned between the spring guide 13 and the cylinder body 5.

[0098] End-of-stroke wall 300

[0099] The end-of-stroke wall 300, and / or the abutment surface 301 , faces the distal end 10 of the piston body 8.

[0100] According to an embodiment, the braking feel simulator device 1 is configured in such a way that the end position of piston body 8 corresponds to the position in which the piston body 8 is in abutment against the abutment surface 301 of the end-of-stroke wall 300.

[0101] According to an embodiment, the braking feel simulator 1 is configured in such a way that the end position of the piston body 8 corresponds to the position in which the spring guide 13, which is stressed by the piston body 8, preferably in the rebate against the spring guide 13, is in the abutment against the abutment surface 301 of the end-of- stroke wall 300.

[0102] The end-of-stroke wall 300 is created by a radial narrowing of the axial section of the cylinder compartment 7 (fig. 3, 7, 11). In particular, the end-of-stroke wall 300 is formed by a step extended in the radial direction inside the actuation axis 6, specifically more extended in the radially internal direction to the actuation axis 6 than the remaining part of the cylinder body 5 along which the piston body 8 slides.

[0103] According to an embodiment, the cylinder body 5 includes a sliding surface 14 and an absorber surface 15, which define the cylinder space 7. The sliding surface 14 and the absorber surface 15 both face the actuation axis 6, preferably coaxial to the actuation axis 6.

[0104] The piston body 8 slides along the sliding surface 14 of the cylinder body 5. The piston body 8 does not slide along the surface of absorber 15.

[0105] Preferably, absorber assembly 2 is at least partially housed in a portion of housing compartment 7 defined axially and / or radially by the absorber surface 15.

[0106] The sliding surface 14 and the absorber surface 15 are adjacent to each other.

[0107] The sliding surface 14 and the absorber surface 15 are separated from each other by the end-of-stroke wall 300.

[0108] As a result, the absorber surface 15 has a smaller cross-section at theactuation axis 6 than the cross-section of the actuation axis 6 of the sliding surface 14.

[0109] According to an embodiment, the absorber surface 15 has a smaller radial cross-section than the radial cross-section of the sliding surface 14. Therefore, the radial cross-section diameter of absorber surface 15 is smaller than the radial cross-section diameter of sliding surface 14.

[0110] Anti-rotation system 100

[0111] The piston body 8 is constrained to the cylinder body 5 by means of the antirotation pin 101 . In this way, the anti-rotation pin 101 prevents a relative rotation between the piston body 8 and the cylinder body 5 around the actuation axis 6. This ensures that detectable element 202 is continuously and regularly detectable by the sensor 201.

[0112] When the anti-rotation pin 101 is inserted into the pin receiving seat 102, the anti-rotation pin 101 is also extended along the receiving axis 103, preferably the antirotation pin 101 is substantially coaxial to the receiving axis 103.

[0113] According to an embodiment, the receiving axis 103 is extended along a radial direction to the actuation axis 6.

[0114] According to an alternative embodiment, the receiving axis 103 is extended in a plane orthogonal to the actuation axis 6, and is also extended along a direction that is neither radial nor parallel or incident to the actuation axis 6.

[0115] According to an embodiment, the second receiving seat 105 is extended in a direction parallel to the actuation axis 6.

[0116] This allows a relative translation between piston body 8 and cylinder body 5 along the actuation axis 6, and therefore between the piston body 8 and the anti-rotation pin 101 integral with the cylinder body 5.

[0117] According to an embodiment, the second receiving seat 105 and the actuation axis 6 are both included in a plane transverse to the sensor axis 203.

[0118] According to an embodiment, the second receiving seat 105 is extended along a direction parallel to the actuation axis 6 for a length shorter than the total length of the piston body 8 in the direction of the actuation axis 6. According to an embodiment, the second receiving seat 105 is extended in a direction parallel to the actuation axis 6 to a length of 1 / 6 to 1 / 2, or 1 / 5 to 1 / 3, of the total length of the piston body 8 in the direction of the actuation axis 6.

[0119] According to an embodiment, the second receiving seat 105 extends internally within the piston body 8.

[0120] According to an embodiment, the second receiving seat 105 is a blind seat,open in the direction outside the piston body 8.

[0121] According to an embodiment, the second receiving seat 105 is defined by a recess or pocket or groove in the piston body 8.

[0122] According to an embodiment, the second receiving seat 105 is open at least in the radial direction outside the actuation axis 6.

[0123] According to an embodiment, the second receiving seat 105 is open at least in the direction parallel to the receiving axis 103 and in the transverse direction to both the actuation axis 6 and the receiving axis 103.

[0124] The piston body 8 defines an outer surface of piston 16.

[0125] The outer surface of piston 16 comprises a piston cylindrical surface portion 17, having a substantially cylindrical or cylinder arc shape, coaxial to the actuation axis 6.

[0126] According to an embodiment, the second receiving seat 105 is defined by a cut along an arc of the portion of the piston cylindrical surface portion 17. In particular, the cut is extended in the direction parallel to the actuation axis 6.

[0127] According to an embodiment, the anti-rotation pin 101 is an M4 screw, or similar in size to an M4 screw, or an M6 screw, or similar in size to an M6 screw.

[0128] According to an embodiment, the piston body 8 defines a housing cavity 18 inside it, which is open in the direction outside the actuation axis 6. According to an embodiment, the housing cavity 18 is blind, alternatively it passes through in the radial direction to the actuation axis 6. The housing cavity 18 is suitable for housing the detectable element 202 from sensor 201, in particular it is suitable for housing a permanent magnet 204.

[0129] According to an embodiment, the housing cavity 18 is defined by an arc cut of the piston cylindrical surface portion 17, preferably extended in a direction parallel to the actuation axis 6.

[0130] According to an embodiment, the detectable element 202, preferably the permanent magnet 204, is embedded within the radial dimensions of the piston body 8.

[0131] “Radial clearance” means the projection on a plane transverse to the actuation axis 6 of the greatest extension of a component in the radial direction to the actuation axis 6.

[0132] According to an embodiment, the housing cavity 18 is at least partially defined by a cavity plane 19 substantially extended along a plane parallel to the actuation axis 6 and transverse to the receiving axis 103.

[0133] The plane of cavity 19 is extended between two opposite ends of the plane. Each end of the plane is extended in the direction parallel to the actuation axis 6.

[0134] Advantageously, the acceptance of the detectable element 202, in particular the permanent magnet 204 and the anti-rotation pin 101 are obtained through respective mechanical machining by chip removal that can be easily achieved and with reduced costs.

[0135] According to an embodiment, the detectable element 202, in particular the permanent magnet 204, and the housing cavity 18 are shaped so that they can be coupled by means of a form fit.

[0136] According to an embodiment, the piston body 8 also includes a female seat 20, which is defined, for example, by a blind hole or through the piston body 8 in the radial direction to the actuation axis 6.

[0137] The female seat 20 is defined within the housing cavity 18. In particular, the female site 20 develops along a direction orthogonal to the plane of cavity 19.

[0138] According to an embodiment, the detectable element 202, preferably the permanent magnet 204, includes a male body 32 that can be at least partially inserted inside the female seat 20, and fixed integral to the piston body 8 by means of a malefemale coupling with the female seat 20.

[0139] Advantageously, the female seat 20 is suitable for a male-female coupling with the respective male body 32 of the detectable element 202, in particular the permanent magnet 204, in which this male body 32 can be at least partially inserted into the female seat 20, and can for example be fixed integral to the piston body 8 by means of a threaded element that can be inserted into the female seat 20 in the opposite direction to the male body 32 and screwed onto the male body.

[0140] According to an embodiment, the female seat 20 is extended in a direction parallel to the receiving axis 103 and coplanar with the receiving axis 103 and the actuation axis 6.

[0141] The cylinder body 5 defines an outer surface of cylinder 21.

[0142] According to an embodiment, the first receiving seat 104 is a through hole, extended along the receiving axis 103. In particular, the first receiving seat 104 is a through hole internally threaded by means of an internal thread 22.

[0143] The cylinder body 5 also includes an insertion hole 23 defined on the outer surface of cylinder 21. The insertion hole 23 allows the anti-rotation pin 101 to be inserted from the outside of the cylinder body 5 to the inside of the first receiving seat 104.

[0144] The first receiving seat 104 configured in this way is therefore extended from the insertion hole 23 to the cylinder compartment 7, and thus allows an insertion of the anti-rotation pin 101 from the outside of the cylinder body 5 through the insertion hole 23, and a screwing of the anti-rotation pin 101 to the internal thread 22 to the first receiving seat 104.

[0145] In this way, the anti-rotation pin 101 is screwed to the first receiving seat 104 and flows into the second receiving seat 105, preventing a relative rotation between piston body 8 and cylinder body 5.

[0146] According to an embodiment, the anti-rotation pin 101 is included in the radial dimensions of the cylinder body 5.

[0147] According to an embodiment, the cylinder body 5 includes a coupling seat 24. In particular, the coupling seat 24 is suitable for coupling with a sensor housing 25, which houses the sensor 201.

[0148] According to an embodiment (Fig. 1-4), the coupling seat 24 consists of a planar wall 26 of the cylinder body 5, transverse to the sensor axis 203. Specifically, the coupling seat 24 is formed by a portion of the external surface of cylinder 21 extended along a plane parallel to the actuation axis 6 and the receiving axis 103, and transverse to the sensor axis 203.

[0149] According to an embodiment, planar wall 26 is a milled wall.

[0150] Depending on the design form, the sensor housing 25 is connected to the cylinder body 5, optionally to the planar wall 26 or to a retaining wall 28 or to a bottom wall 29, by means of a threaded connection, e.g. by means of at least one fastening screw 27, optionally by means of a pair of fastening screws 27.

[0151] According to an embodiment (fig. 1-4), at least one fixing screw 27 is extended coaxially to an axis not incident to the cylinder compartment 7. According to an embodiment, at least one fastening screw 27 is extended coaxially to an axis substantially tangent to the cylinder compartment 7.

[0152] Advantageously, configuration allows the fixing screw 27 to be driven in a direction that encounters a greater amount of material than the cylinder body 5. Therefore, this configuration ensures a firm attachment of the sensor housing 25 to the cylinder body 5, and at the same time reduces the overall dimensions of the cylinder body 5 since protruding or protruding portions from the cylinder body are avoided or oversizing of the desired thickness of the cylinder body 5 to secure the sensor housing 25 to the cylinder body 5. With a further advantage, the reduction or absence of protruding portions of the cylinder body 5 reduces the risk of collisions with a driver’sbody, for example with the driver’s foot, and does not affect the aesthetic appearance of the braking feel simulator device 1.

[0153] According to an embodiment (fig. 5-12), the fixing screw 27 is extended coaxically to an axis incident the cylinder compartment 7. Depending on a design form, at least one set screw 27 is extended coaxially to a substantially radial axis to the actuation axis 6 and / or parallel to the sensor axis 203.

[0154] According to an embodiment (Fig. 5-8), the mating seat 24 consists of a blind seat.

[0155] According to an embodiment, the cylinder body 5 includes at least one retaining wall 28 and one bottom wall 29, which at least partially delimit, optionally totally, the coupling seat 24.

[0156] According to an embodiment, the bottom wall 29 extends substantially in a direction parallel to the actuation axis 6 and the receiving axis 103, and transverse to the sensor axis 203, while at least one retaining wall 28 extends protruding from the cylinder body 5, in the opposite direction to the cylinder compartment 7.

[0157] In assembled configuration, the sensor housing 24 is placed on top of the bottom wall 29, in the direction transverse to the actuation axis 6.

[0158] According to an embodiment (Fig. 9-12), the cylinder body 5 comprises two opposing retaining walls 28, positioned in a direction parallel to the actuation axis 6, which delimit the extension of the coupling seat 24 in a direction parallel to the actuation axis 6. The bottom wall 29 is extended between the two opposing retaining walls 28.

[0159] A braking feel simulator device 1 configured in this way is easily and cost- effectively implemented, for example by means of a casting process, while at the same time reducing or minimizing the air gap between the sensor 201 and the detectable element 202.

[0160] With an additional advantage, a braking feel simulator device 1 configured in this way allows the sensor 201 to be easily assembled and disassembled, thus allowing it to be recovered and subsequently integrated into a different braking feel simulator device.

[0161] According to an embodiment, the braking feel simulator device 1 includes at least one fastening portion 30, optionally two fastening portions 30. At least one fastening portion 30 is configured to fasten the braking feel simulator device 1 to a vehicle chassis.

[0162] According to an embodiment, at least one fastening portion 30 is formed by the cylinder body 5.

[0163] According to an embodiment, at least one fastening portion 30 is a through- fastening hole 31.

[0164] According to an embodiment (Fig. 1-4), at least one fastening portion 30 is positioned opposite the first receiving seat 104 to the actuation axis 6.

[0165] According to an embodiment (Fig. 1-4), at least one mounting portion 30 is positioned at an angular distance of 60° to 150° from the sensor axis 203 or between 80° and 120°, preferably substantially 90°, with reference to the actuation axis 6.

[0166] According to an embodiment (Fig. 1-4), at least one through fixing hole 31 is extended coaxial to an axis parallel to the sensor axis 203 and transverse to the receiving axis 103, preferably transverse to a plane in which the receiving axis 103 and the actuation axis 6 are included.

[0167] According to an embodiment (Fig. 5-12), at least one mounting portion 30 is positioned opposite the sensor system 200 or opposite the sensor housing 24 to the actuation axis 6.

[0168] According to an embodiment (Fig. 5-12), at least one fastening portion 30 is positioned at an angular distance from the receiving axis 103 of 60° to 150° or between 80° and 120°, preferably substantially 90°.

[0169] According to an embodiment (Fig. 5-12), at least one through fixing hole 31 is extended coaxial to an axis parallel to the receiving axis 103 and transverse to the sensor axis 203, preferably transverse to a plane in which the sensor axis 203 and the actuation axis 6 are included.

[0170] According to an embodiment, the sensor system 200 described above includes or corresponds to the sensor system 91 described below.

[0171] Sensor System 91

[0172] With reference to the figures, a sensor system is generally indicated by the reference number 91.

[0173] The sensor system 91 is in particular a position sensor system for a braking feel simulator device 92 for a braking system 93 of the Brake-By-Wire (“BBW’) type.

[0174] The sensor system 91 comprises a cylinder body 95, which is extended along a drive axis 96. Preferably, the cylinder body 95 is extended substantially coaxial to the drive axis 96.

[0175] The cylinder body 95 forms a cylinder compartment 97 inside.

[0176] The sensor system 91 also includes a piston body 98. The piston body 98 is slidably housed within the cylinder compartment 97. Preferably, the piston body 98 ispositioned substantially coaxial to the drive axis 96.

[0177] The piston body 98 is suitable for connection to a brake pedal or lever 94, in particular a braking system 93, so that an actuation of the brake pedal or lever 94 corresponds to a translation of the piston body 98 with respect to the cylinder body 95 along the drive axis 96.

[0178] The sensor system 91 also includes a variable capacitor 99. The variable capacitor 99 is a capacitive device, i.e. equipped with electrical capacitance.

[0179] The variable capacitor 99 is configured to detect the position and / or translation of the piston body 98 with respect to the cylinder body 95.

[0180] The variable capacitor 99 comprises a first armature 910, a second armature 911 , and a dielectric 912.

[0181] The dielectric 912 is interposed between the first armature 910 and the second armature911 , which are spaced apart.

[0182] The first armature 910 and the second armature 911 are electrically connectable to voltage generating media suitable for applying an electric voltage between the first armature 910 and the second armature 911 , so as to generate an electric field in the dielectric 912.

[0183] In addition, the first armature 910 is positioned at the cylinder body 95. The second armature 911 is positioned at the piston body 98.

[0184] Therefore, a relative translation between the first armature 910 and the second armature 911 along the drive axis 96, and thus a relative translation between the piston body 98 and the cylinder body 95 along the drive axis 96, results in a change in capacitance of the variable capacitor 99.

[0185] Advantageously, a sensor system 91 configured in this way makes it possible to detect a movement or a certain positioning of the piston body 98 with respect to the cylinder body 95 via the variable capacitor 99. In fact, a translation or variation of the position of the piston body 98 with respect to the cylinder body 95, which can be operated by an operation of the pedal or brake lever 94 of the braking system 93, induces a variation in the electrical capacitance that can be generated between the first and second armature 910, 911 of the variable capacitor 99, which can be read and processed by an electronic processing unit to detect and measure a relative translation between the piston body 98 and the cylinder body 95, and thus an actuation of the braking system 93.

[0186] With an added advantage, a sensor system 91 configured in this way avoids the use of a permanent magnet, resulting in lower overall costs and reduced axial and radial footprints of the sensor system 91.

[0187] With an added advantage, a sensor system 91 configured in this way is easier and faster to assemble because it does not require the installation and attachment of a permanent magnet to the piston body.

[0188] The sensor system 91 is configured so that a relative translation or relative positioning change between the first armature 910 and the second armature 911 along the drive axis 96, and then between the piston body 98 and the cylinder body 95 along the drive axis 96, results in a change in capacitance of the variable capacitor 99.

[0189] First Armature 910

[0190] According to one embodiment, the first armature 910 is a conductive plate.

[0191] According to a form of realization, the first armature 910 has a planar shape. Alternatively, the first armature 910 has an arched shape, substantially coplanar with the cylinder body 95.

[0192] According to an embodiment, the first armature 910 is configured to be electrically connectable to an external power supply source to the sensor system 91.

[0193] According to an embodiment, the sensor system 91 includes a sensor housing913.

[0194] The first armature 910 is connected or incorporated or co-molded to the sensor housing 913.

[0195] According to an embodiment, the sensor housing 913 comprises a coupling body 914 and a wiring body 915.

[0196] The coupling body 914 is configured to make a mechanical coupling between the sensor housing 913 and the cylinder body 95.

[0197] The wiring body 915 is configured to allow an electrical connection between the first armature 910 and an external electrical power source to the sensor system 91.

[0198] The wiring body 915 is connected to the coupling body 914, preferably it is made of workpiece with the coupling body 914 or co-moulded with the coupling body914.

[0199] According to an embodiment, the coupling body 914 is connected to the cylinder body 95 by means of at least one fixing screw, e.g. two opposing fixing screws.

[0200] According to an embodiment, the wiring body 915 protrudes from the coupling body 914, in the transverse direction to the coupling body 914. In a connected configuration, the wiring body 915 is extended in the opposite direction to the cylinder body 95 from the coupling body 914.

[0201] According to an embodiment, the wiring body 915 forms a wiring compartment916 within it, which is open in the opposite direction to the coupling body 914.

[0202] The sensor 913 housing also includes a electrical interface 917 that is at least partially housed within the wiring compartment 916.

[0203] In particular, the electrical interface 917 is configured to make an electrical connection between the first armature 910 and the external power source to the sensor system 91, which can be for example an electrical harness that can be connected to the electrical interface 917.

[0204] According to an embodiment, the first armature 910 is positioned opposite the wiring body 915 to the coupling body 914.

[0205] This makes the first armature 910 more exposed to the second armature 911 and reduces the overall footprint of the sensor system 91.

[0206] Depending on one embodiment, the coupling body 914 alone, or the entire 913 sensor housing, is made of plastic. According to an embodiment, the first armature 910 is co-molded to the coupling body 914 or to the entire 913 sensor housing.

[0207] In a design form, the coupling body 914 is connected to the cylinder body 95 via a male-female connection, for a connection preferably in the radial direction to the drive axis 96.

[0208] Specifically, the cylinder body 95 includes a female seat 918, defined for example by a blind hole or passing through the cylinder body 95 in a radial direction to the drive axis 96.

[0209] In addition, the coupling body 914 includes a male body 919, at least partially insertable into the female seat 918.

[0210] The male body 919 protrudes from the coupling body 914. In addition, the male body 919 is positioned opposite, preferably coaxial, to the wiring body 915.

[0211] According to an embodiment, the first armature 910 is connected or co-molded with the male body 919.

[0212] In this way, in a connected configuration, the first armature 910 is at least partially inserted in the cylinder body 95.

[0213] According to an embodiment, the first armature 910 is positioned within the radial dimensions of the cylinder body 95.

[0214] “Radial clearance” means the projection on a plane transverse to the drive axis 96 of the greatest extension of a component in the radial direction to the drive axis 96.

[0215] Advantageously, in this way, the first armature 910 can be positioned at a shorter distance from the piston body 98, and therefore from the second armature 911 ,reducing the overall dimensions of the variable capacitor 99 as well as favoring the mutual detection between the first armature 910 and the second armature 911 .

[0216] According to an embodiment, the sensor system 91 is configured in such a way that the first armature 910 is always included in the axial footprint of the piston body 98.

[0217] By “axial footprint” we mean the projection of the greatest extension of a component along the actuation axis 96.

[0218] According to an embodiment, the male body 919 and the female seat 918 are shaped to create a poka yoke element, so as to ensure correct and error-free assembly.

[0219] Second Armature 911

[0220] According to an embodiment, the second armature 911 consists of at least a portion of the piston body 98. Therefore, at least a portion of the piston body 98 constitutes the second armature 911.

[0221] Specifically, the second armature 911 is formed by at least a portion of the piston body 98 made of electrically conductive material.

[0222] Advantageously, this configuration reduces the overall dimensions and construction complexities of the sensor system 91 since an additional component is not required to be integrated into the piston body 98 in order to form the second armature 911 , as the second armature 911 is made from the same piston body 98.

[0223] According to an embodiment, the second armature 911 is formed of at least a portion of the piston body 98 that is axisym metrical in shape with respect to the actuation axis 96.

[0224] Advantageously, this configuration simplifies the design of the sensor system 91 and makes the operation of the sensor system 91 more reliable, as it does not require the integration of an anti-rotation function of the piston body 98. In fact, since the second armature 911 has an axisymmetrical shape with respect to the actuation axis 96, any rotation of the piston body 98 around the actuation axis 96 does not cause any movement or approach of the second armature 911 to the first armature 910, and therefore does not affect the reading of the reciprocal positioning between the second armature 911 and the first armature 910.

[0225] According to an embodiment, the entire piston body 98 forms the second armature 911.

[0226] Advantageously, this configuration simplifies the structure of the sensor system 91 as it involves making the entire 98 piston body from a single material, anelectrical conductor.

[0227] The piston body 98 is extended between a proximal end 921 and a distal end922. The brake pedal or lever 94 can be connected to the piston body 98 at the proximal end 921.

[0228] The piston body 98 can be moved inside the cylinder body 95, in particular by means of the pedal or brake lever 94, between a start of stroke position (fig. 16) and a end of stroke position. Fig. 17 shows the piston body 98 positioned in an intermediate position between the start of the stroke position and the end of stroke position.

[0229] According to an embodiment, the piston body 98 defines a cavity 920 inside it that extends at least partially through the piston body 98, along the actuation axis 96.

[0230] The cavity 920 is shaped in such a way that a translation of the piston body 98 with respect to the first armature 910 induces a change in the electrical capacitance of the variable capacitor 99.

[0231] Advantageously, this configuration makes it possible to easily detect a translation of the piston body 98 with respect to the first armature 910, since the shaped cavity 920 defined in the piston body 98 makes the shape of the axial section of the piston body 98 variable along the actuation axis 96. Consequently, as the piston body 98 is moved with respect to the actuation axis 96, the quantity or density of material of the piston body 98, which constitutes the second armature 911 , positioned facing the first armature 910, will vary. This variation in the quantity of electrically conducting material directly facing the first armature 910, which results substantially in a variation in the geometry of the second armature 911 , generates a change in the electrical capacitance of the variable capacitor 99.

[0232] Specifically, in the event that the entire piston body 98 constitutes the entire second armature 911 , the electrical capacitance of the variable capacitor 99 is more influenced by the portion of the piston body 98 directly facing the first armature 910. Consequently, as the density of electrically conductive material of the piston body 98 directly facing the first armature 910 varies, caused by the shaped cavity 920, a variation in the electrical capacitance of the variable capacitor 99 is generated.

[0233] According to an embodiment, the cavity 920 is open at the distal end 922 of the piston body 98.

[0234] According to an embodiment, the cavity 920 is blind. As a result, the cavity 920 is partially extended through the piston body 98, along the actuation axis 96.

[0235] In accordance with this embodiment, the piston body 98 includes a bottom wall923, which at least partially defines the blind cavity 920.

[0236] The blind cavity 920 extends from the distal end 922 of the piston body 98 to a bottom end 924 of cavity 920, where the bottom end 924 is defined by the bottom wall 923.

[0237] Specifically, the bottom end 924 corresponds to the point of greatest extension of the blind cavity 920 inside the piston body 98, in the direction parallel to the actuating axis 96, with respect to the distal end 922 of the piston body 98.

[0238] According to an embodiment, the sensor system 91 is configured in such a way that the translation of the piston body 98 between the start of stroke position and the end position results in a corresponding translation of the bottom end 924 along the actuation axis 96 at least partially, preferably fully within the axial footprint of the first assembly 910. with reference to the actuation axis 96.

[0239] Advantageously, this configuration allows to detect with greater precision a relative translation or movement between the first armature 910 and the second armature 911 consisting of the piston body 98. In fact, the bottom end 924 distinguishes two adjacent portions of the piston body 98, in which one portion has a solid section while the other - in which cavity 920 is formed - has a partially hollow section. This difference makes it possible to realize, in correspondence with a translation of the piston body 98, a clearer and better defined variation in the electrical capacitance of the variable capacitor 99, which is therefore more easily identifiable and processed by an electronic processing unit that can be connected to the variable capacitor 99.

[0240] According to an embodiment, cavity 920 is substantially axi symmetrica I with respect to the actuation axis 96.

[0241] According to an embodiment, cavity 920 is shaped in such a way that there is a substantially constant area along the actuation axis 96 in the direction of the distal end 922.

[0242] According to an alternative embodiment, cavity 920 is shaped in such a way that there is an increasing area, preferably in a monotonic pattern, along the actuation axis 96 in the direction of the distal end 922.

[0243] Advantageously, this configuration makes it possible to detect more effectively a certain positioning of the piston body 98 with respect to the cylinder body 95 since basically every relative positioning of the piston body 98 with respect to the cylinder body 95 corresponds to a certain measurement of the area of the cavity 920, i.e. a certain “quantity of material” of the piston body 98 in cross-section to the actuation axis 96, which can be associated and readable to determine the position of the piston body 98.

[0244] According to an embodiment, the cavity 920 defines a substantially cylindricalshape extended coaxial to the actuation axis 96, in which the bottom wall 923 forms a planar wall extended along a plane transverse to the actuation axis 96.

[0245] In an alternative embodiment, the second armature 911 is a component that is separate from the piston body 98 and connected to the piston body 98. In accordance with this embodiment, the second armature 911 is made of electrically conductive material, while the piston body 98 is made of non-electrically conductive material or electrical insulator.

[0246] According to an embodiment, the second 911 armature is fitted externally to the piston body 98. In addition, the second 911 armature has a substantially axisym metrical shape, e.g. annular.

[0247] Advantageously, this configuration does not require the integration of an antirotation function of the piston body 98 since, given the axisymmetrical shape of the second armature 911 fixed to the piston body 98, any rotation of the piston body 98 around the actuating axis 96 does not cause any distance or approach of the second armature 911 to the first armature 910, and therefore does not affect the reading of the reciprocal positioning between the second armature 911 and the first armature 910 armature.

[0248] The piston body 98 is configured to be electrically connectable to an external power source to the sensor system 91.

[0249] According to an embodiment, the piston body 98 is configured to receive electrical power at the proximal end 921.

[0250] According to one form of implementation, the sensor system 91 comprises a pushrod 925 connected to the piston body 98 and configured to connect the piston body 98 to the brake pedal or lever 94. Preferably, the pushrod 925 is directly connected to the piston 98 by means of mechanical means of connection, e.g. a mechanical joint.

[0251] According to a form of realization, the pushrod 925 is made of electrically conductive material.

[0252] According to an embodiment, the pushrod 925 is configured to transfer electrical power to the piston body 98. Therefore, the piston body 98 receives electrical power from an external power source to the sensor system 91 via the pushrod 925.

[0253] In an embodiment, the piston body 98 defines a fixation seat 926 at the proximal end 921. According to an embodiment, the pushrod 925 is inserted and fixed in the fixing seat 926. In an embodiment, the piston body 98 includes a retaining ring 927 housed in the fastening seat 926 to secure the connection of the pushrod 925 to the piston body 98.

[0254] According to an embodiment, the 927 retaining ring is made of electrically conductive material.

[0255] According to an embodiment, the retaining ring 927 is configured to transfer electrical power to the piston body 98. Therefore, the piston body 98 receives electrical power from an external power source to the sensor system 91 via the retaining ring 927 and / or the pushrod 925.

[0256] Dielectric 912

[0257] According to an embodiment, the dielectric 912 is made from a layer of air or air gap or air gap. This air gap is present between the cylinder body 95 and the piston body 98, and in particular between the first armature 910 and the second armature 911.

[0258] Advantageously, this configuration eliminates the use of hydraulic fluid in the sensor system 91 or in the braking feel simulator device 92 that integrates the sensor system 91. Specifically, in this way the piston body 98 and the first and second armature 910, 911 are not in a hydraulic fluid bath, with a consequent reduction in costs and construction complexity.

[0259] According to a form of realization, the dielectric 912 is formed by a plastic ring fitted externally to the piston body 98, so as to be interposed between the first armature 910 and the second 911 armature. The plastic ring is fixed integral to the cylinder body 95. As a result, the piston body 98 is smoothly inserted through the plastic ring.

[0260] Additional components of the sensor system 91

[0261] According to an embodiment, the sensor system 91 comprises voltage generation media configured to apply an electrical voltage between the first armature 910 and the second 911 armature.

[0262] According to an embodiment, the sensor system 91 comprises an electronic processing unit, configured to detect a change in capacitance of the variable capacitor 99, induced by a relative translation or a change in relative positioning between the piston body 98 and the cylinder body 95, preferably to process a request for braking force, and preferably to control a corresponding braking media drive of a vehicle.

[0263] Braking feel simulator device 92

[0264] According to a further aspect of the invention, a feel simulator device 92, in particular for a braking system 93 of the Brake-By-Wire (“BBW”) type, includes the sensor system 91 described above.

[0265] The braking feel simulator 92 can be connected to a brake pedal or lever 94, in particular of the braking system 93, so that an actuation of the brake pedal or lever 94corresponds to a translation of the piston body 98 within the cylinder body 95 of the sensor system 91 , along the actuation axis 96.

[0266] According to an embodiment, the piston body 98 is connected to the brake pedal or lever 94 via the pushrod 925 described above.

[0267] The braking feel simulator 92 also includes an absorber assembly 928. The absorber assembly 928 is configured to exert a reaction force on the brake pedal or lever 94 as opposed to an actuation of the brake pedal or lever 94.

[0268] The absorber assembly 928 is located housed inside the cylinder body 95, in the cylinder compartment 97.

[0269] According to an embodiment, the absorber assembly 928 is placed between the cylinder body 95 and the piston body 98. In particular, the absorber assembly 928 is positioned opposite the brake lever or pedal 94, or the pushrod 925, or at the proximal end 921 , with respect to the piston body 98, or the absorber assembly 928 is positioned facing the distal end 922.

[0270] According to an embodiment, the absorber assembly 928 is at least partially housed in the cavity 920 of the piston body 98, abutted against the bottom wall 923.

[0271] According to an embodiment, the absorber assembly 928 includes a plurality of elastic elements 929 positioned in series and / or parallel inside the cylinder body 95. According to an embodiment, the elastic elements 929 comprise compression coil springs that are positioned substantially coaxial to the actuation axis 96 and / or disc springs and / or square springs and / or torsional springs and / or band springs and / or shaped springs.

[0272] Braking system 3, 93

[0273] According to a further aspect of the invention, a braking system 3, 93, specifically of the Brake-By-Wire (“BBW”) type, comprises a brake pedal or lever 4, 94 operationally connected to the braking feel simulator device 1 , 92 described above.

[0274] The braking system 3, 93 includes at least one brake caliper.

[0275] In addition, the braking system 3, 93 includes an electronic processing unit. The electronic processing unit is electrically connected to the sensor system 200 and the at least one brake caliper. The electronic processing unit is configured to operate at least one brake caliper when the sensor 201 detects a movement of the piston body 8 with respect to the cylinder body 5, in particular a movement of the detectable element 202 with respect to the sensor 201.

[0276] According to an embodiment, the electronic processing unit is electricallyconnected to the sensor system 91 and at least one brake caliper. The electronic processing unit is configured to operate at least one brake caliper when the sensor system 91 detects a movement of the piston body 98 with respect to the cylinder body 95.

[0277] Advantageously, a braking system 3, 93 configured in this way can be integrated both in motorcycles or motorcycles with at least two wheels, both for the front and rear brakes, and in motor vehicles and heavy vehicles such as vans and trucks.

[0278] Of course, the expert person in the field will be able to make modifications or adaptations to the present invention, without however leaving the scope of the claims given below.List of references1. Braking feel simulator device2. Absorber assembly3. Braking system4. Pedal or brake lever5. Cylinder body6. Actuation axis7. Cylinder Compartment8. Piston body9. Proximal end10. Distal end11. Pushrod12. Elastic element13. Spring guide14. Sliding surface15. Absorber surface16. Outer surface of piston17. Piston cylindrical surface portion18. Housing cavity19. Cavity plane20. Female seat21. Outer surface of cylinder22. Internal thread23. Insertion hole24. Coupling seat25. Sensor housing26. Planar wall27. Fixing screw28. Retaining wall29. Bottom wall30. Fixing portion31. Through-hole fixing hole32. Male body100. Anti-rotation system101. Anti-rotation pin

Claims

Claims1. A braking feel simulator device (1), in particular for a braking system (3) of the Brake- By-Wire type of a vehicle, comprising:- a cylinder body (5), extending along an actuation axis (6), and forming a cylinder compartment (7) therein;- a piston body (8), slidingly housed in the cylinder compartment (7), wherein the piston body (8) is suitable for being connectable to a brake pedal or lever (4), so that an actuation of the brake pedal or lever (4) corresponds to a translation of the piston body (8) with respect to the cylinder body (5) along the actuation axis (6);- an absorber assembly (2), configured to apply a reaction force to the brake pedal or lever (4) in opposition to an actuation of the brake pedal or lever (4), wherein the braking feel simulator device (1) further comprises:- an anti-rotation system (100);- a sensor system (200);- a stroke end wall (300), wherein the anti-rotation system (100) comprises an anti-rotation pin (101) and a pin accommodation seat (102), wherein the pin accommodation seat (102) extends along an accommodation axis (103), and is shaped to accommodate the anti-rotation pin (101) in the direction of the accommodation axis (103) to create a coupling with the anti-rotation pin (101), wherein the pin accommodation seat (102) is formed by a first accommodation seat (104) and a second accommodation seat (105) mutually facing along the accommodation axis (103), wherein the first accommodation seat (104) is defined by the cylinder body (5), and wherein the second accommodation seat (105) is defined by the piston body (8), wherein the sensor system (200) is configured to detect a relative translation and / or position between the piston body (8) and the cylinder body (5), wherein the sensor system (200) comprises a sensor (201) and a detectable element (202), wherein the sensor (201) is configured to detect a translation and / or position of the detectable element (202), wherein the sensor (201) is positioned at the cylinder body (5), and wherein the detectable element (202) is positioned at the piston body (8), and wherein the sensor (201) and the detectable element (202) can face each other, in a radial direction with respect to the actuation axis (6), along a sensor axis (203), wherein the cylinder body (5) is shaped so as to form the stroke end wall (300), wherein the stroke end wall (300) extends projecting from the cylinder body (5) in an internal direction with respect to the cylinder compartment (7), wherein the stroke endwall (300) faces the piston body (8) and is configured to define the stroke end position of the piston body (8), wherein the stroke end wall (300) extends about the actuation axis (6), preferably coaxial to the actuation axis (6), and wherein the stroke end wall (300) defines an abutment surface (301) extending on a plane transverse to the actuation axis (6), and wherein the sensor axis (203) extends positioned, with reference to the actuation axis (6), at an angular distance from the accommodation axis (103) between 60° and 150°.

2. Braking feel simulator device (1) according to claim 1 , wherein the sensor axis (203) extends positioned, with reference to the actuation axis (6), at an angular distance from the accommodation axis (103) between 80° and 120°, or wherein the sensor axis (203) extends positioned, with reference to the actuation axis (6), at an angular distance from the accommodation axis (103) of substantially 90°.

3. Braking feel simulator device (1) according to claim 1 or 2, being of the dry type in which the piston body (8) and the absorber assembly (2) are not in a hydraulic fluid bath.

4. Braking feel simulator device (1) according to any one of the preceding claims, wherein the piston body (8) extends between a proximal end (9) and a distal end (10), wherein the absorber assembly (2) is positioned to be housed inside the cylinder body (5), in the cylinder compartment (7), wherein the absorber assembly (2) is positioned to be interposed between the cylinder body (5) and the piston body (8), wherein the absorber assembly (2) comprises a plurality of elastic elements (12) positioned in series and / or in parallel inside the cylinder body (5), in the cylinder compartment (7), and / or wherein the absorber assembly (2) comprises a spring guide (13) positioned inside the cylinder compartment (7), facing the piston body (8), wherein the spring guide (13) is configured to guide and control the deformation of the elastic elements (12) of the absorber assembly (2), wherein the spring guide (13) faces the distal end (10) of the piston body (8).

5. Braking feel simulator device (1) according to any one of the preceding claims, wherein the stroke end wall (300) and / or the abutment surface (301) faces the distal end (10) of the piston body (8),wherein the braking feel simulator device (1) is configured so that the stroke end position of the piston body (8) corresponds to the position in which the piston body (8) abuts against the abutment surface (301) of the stroke end wall (300), or wherein the braking feel simulator device (1) is configured so that the stroke end position of the piston body (8) corresponds to the position in which a spring guide (13), biased by the piston body (8), abuts against the abutment surface (301) of the stroke end wall (300), wherein the stroke end wall (300) is formed by a radial narrowing of the axial section of the cylinder compartment (7), optionally wherein the abutment wall (300) is formed by a step extending in a radially internal direction with respect to the actuation axis (6).

6. Braking feel simulator device (1) according to any one of the preceding claims, wherein the cylinder body (5) comprises a sliding surface (14) and an absorber surface (15), which define the cylinder compartment (7), wherein the sliding surface (14) and the absorber surface (15) both face the actuation axis (6), being optionally coaxial to the actuation axis (6), wherein the piston body (8) slides along the sliding surface (14) of the cylinder body (5), and wherein the piston body (8) does not slide along the absorber surface (15), wherein the absorber assembly (2) is at least partially housed in a portion of the housing compartment (7) axially and / or radially defined by the absorber surface (15), wherein the sliding surface (14) and the absorber surface (15) are mutually adjacent, wherein the sliding surface (14) and the absorber surface (15) are mutually separated by the abutment wall (300), and wherein the absorber surface (15) has a smaller cross section with respect to the actuation axis (6) than the cross section of the actuation axis (6) of the sliding surface (15), optionally wherein the absorber surface (15) has a smaller radial cross section than the radial cross section of the sliding surface (14).

7. Braking feel simulator device (1) according to any one of the preceding claims, wherein the piston body (8) is constrained to the cylinder body (5) by means of the anti-rotation pin (101) so that the anti-rotation pin (101) prevents a relative rotation between the piston body (8) and the cylinder body (5) about the actuation axis (6), wherein the accommodation axis (103) extends along a radial direction with respect to the actuation axis (6), or wherein the accommodation axis (103) extends to be in a plane orthogonal to theactuation axis (6), and extends along a direction which is neither radial nor parallel nor incident to the actuation axis (6).

8. Braking feel simulator device (1) according to any one of the preceding claims, wherein the second accommodation seat (105) and the actuation axis (6) are both in a plane transverse to the sensor axis (203), and / or wherein the second accommodation seat (105) extends along a direction parallel to the actuation axis (6) over a length less than the total length of the piston body (8) in the direction of the actuation axis (6), and / or wherein the second accommodation seat (105) extends along a direction parallel to the actuation axis (6) over a length between 1 / 6 and 1 / 2, or between 1 / 5 and 1 / 3, of the total length of the piston body (8) in the direction of the actuation axis (6), and / or wherein the second accommodation seat (105) extends inside the piston body (8), and / or wherein the second accommodation seat (105) is a blind seat, open in an external direction with respect to the piston body (8), and / or wherein the second accommodation seat (105) is defined by a recess or pocket or groove in the piston body (8), and / or wherein the second accommodation seat (105) is open at least in a radially external direction with respect to the actuation axis (6), and / or wherein the second accommodation seat (105) is open at least in a direction parallel to the accommodation axis (103) and in a direction transverse to both the actuation axis (6) and the accommodation axis (103).

9. Braking feel simulator device (1) according to any one of the preceding claims, wherein the piston body (8) defines a housing cavity (18) therein, open in the external direction with respect to the actuation axis (6), wherein the housing cavity (18) is a blind or through-cavity in the radial direction with respect to the actuation axis (6), wherein the housing cavity (18) is suitable for housing the detectable element (202) from the sensor (201), optionally it is suitable for housing a permanent magnet (204), wherein the housing cavity (18) is defined by a cut along an arc of the cylindrical surface portion (17) optionally extending in a direction parallel to the actuation axis (6), wherein the detectable element (202), optionally the permanent magnet (204), is embedded within the radial volume of the piston body (8),wherein, optionally, the piston body (8) comprises a female seat (20) defined inside the housing cavity (18), and wherein the detectable element (202) comprises a male body (32) at least partially insertable into the female seat (20) and integrally fixable to the piston body (8) by means of a male-female coupling with the female seat (20).

10. Braking feel simulator device (1) according to any one of the preceding claims, wherein the cylinder body (5) comprises a coupling seat (24) adapted to create a coupling with a sensor housing (25) which houses the sensor (201), wherein the coupling seat (24) is formed by a planar wall (26) of the cylinder body (5) being transverse to the sensor axis (203), wherein the sensor housing (25) is connected to the cylinder body (5) by means of at least one fixing screw (27), and wherein the at least one fixing screw (27) extends coaxial to an axis that is not incident to the cylinder compartment (7) or wherein the at least one fixing screw (27) extends coaxial to an axis substantially tangent to the cylinder compartment (7).

11. Braking feel simulator device (1) according to any one of the claims from 1 to 9, wherein the cylinder body (5) comprises a coupling seat (24) adapted to create a coupling with a sensor housing (25) which houses the sensor (201), wherein the coupling seat (24) consists of a blind seat, wherein the cylinder body (5) comprises at least one containment wall (28) and a bottom wall (29) which at least partially, optionally totally, delimit the coupling seat (24), wherein, optionally, the bottom wall (29) extends substantially along a direction parallel to the actuation axis (6) and to the accommodation axis (103), and transverse to the sensor axis (203), whereas the at least one containment wall (28) extends projecting from the cylinder body (5) in a direction opposite to the cylinder compartment (7), and wherein the sensor housing (24) is positioned to be superimposed on the bottom wall (29) in the transverse direction with respect to the actuation axis (6), or wherein the cylinder body (5) comprises two opposite containment walls (28) positioned along a direction parallel to the actuation axis (6), which delimit the extension of the coupling seat (24) in a parallel direction with respect to the actuation axis (6), wherein the bottom wall (29) extends between the two opposite containment walls (28), wherein the sensor housing (25) is connected to the cylinder body (5) by means of at least one fixing screw (27), and wherein the at least one fixing screw (27) extends coaxial to an axis that is notincident to the cylinder compartment (7) or wherein the at least one fixing screw (27) extends coaxial to an axis substantially radial to the actuation axis (6) and / or parallel to the sensor axis (203).

12. Braking feel simulator device (1) according to any one of the preceding claims, comprising at least one fixing portion (30), optionally two fixing portions (30), wherein the at least one fixing portion (30) is configured to fix the braking feel simulator device (1) to a vehicle chassis, wherein, optionally, the at least one fixing portion (30) is formed by the cylinder body (5), wherein, optionally, the at least one fixing portion (30) is a through fixing hole (31), and wherein the at least one fixing portion (30) is positioned to be opposite to the first accommodation seat (104) with respect to the actuation axis (6), or wherein the at least one fixing portion (30) is positioned, with reference to the actuation axis (6), at an angular distance from the sensor axis (203) between 60° and 150°, or between 80° and 120°, or of substantially 90°.

13. Braking feel simulator device (1) according to claim 12, wherein the at least one fixing portion (30) is a through fixing hole (31), wherein the at least one through fixing hole (31) extends coaxial to an axis parallel to the sensor axis (203) and transverse to the accommodation axis (103), optionally transverse to a plane on which there are the accommodation axis (103) and the actuation axis (6), or wherein the at least one fixing portion (30) is positioned to be opposite to the sensor system (200) or opposite to a sensor housing seat (24) with respect to the actuation axis (6), or wherein the at least one fixing portion (30) is positioned, with reference to the actuation axis (6), at an angular distance from the accommodation axis (103) between 60° and 150°, or between 80° and 120°, or of substantially 90°, or wherein the at least one through fixing hole (31) extends coaxial to an axis parallel to the accommodation axis (103) and transverse to the sensor axis (203), optionally transverse to a plane on which there are the sensor axis (203) and the actuation axis (6).

14. Braking feel simulator device (1 , 92) according to anyone of the preceding claims, wherein the sensor system (200) comprises a sensor system (91) comprising:- a cylinder body (95), extending along an actuation axis (96), and forming a cylinder compartment (97) therein;- a piston body (98), slidingly housed in the cylinder compartment (97); wherein the piston body (98) is suitable for being connectable to a brake pedal or lever (94), so that an actuation of the brake pedal or lever (94) corresponds to a translation of the piston body (98) with respect to the cylinder body (95) along the actuation axis (96), wherein the sensor system (91) comprises a variable capacitor (99) for detecting the position and / or translation of the piston body (98) with respect to the cylinder body (95), wherein the variable capacitor (99) comprises:- a first armature (910);- a second armature (911);- a dielectric (912), interposed between the first armature (910) and the second armature (911), wherein the first armature (910) and the second armature (911) are electrically connectable to voltage generating means adapted to apply an electrical voltage between the first armature (910) and the second armature (911), so as to generate an electrical field in the dielectric (912), and wherein the first armature (910) is positioned at the cylinder body (95), and wherein the second armature (911) is positioned at the piston body (98).

15. Braking feel simulator device (1 , 92) according to claim 14, configured so that a relative translation or a relative positioning variation between the first armature (910) and the second armature (911) along the actuation axis (96) causes a variation of electrical capacitance of the variable capacitor (99).

16. Braking feel simulator device (1 , 92) according to claim 14 or 15, wherein the first armature (910) is a conductive plate, and / or wherein the first armature (910) is planar or arched in shape and is substantially coplanar with the cylinder body (95); and / or wherein the first armature (910) is configured to be electrically connectable to an electric power source external to the sensor system (91).

17. Braking feel simulator device (1 , 92) according to any of claims 14 to 16, comprising a sensor housing (913), wherein the first armature (910) is connected to or embedded in or co-molded onto the sensor housing (913), wherein the sensor housing (913) comprises a coupling body (914) and a wiring body (915),wherein the coupling body (914) is configured to create a mechanical coupling between the sensor housing (913) and the cylinder body (95), wherein the wiring body (915) is configured to allow an electrical connection between the first armature (910) and an electric power source outside the sensor system (91), wherein the wiring body (915) is connected to the coupling body (914), optionally it is made in one piece with the coupling body (914), and wherein the first armature (910) is positioned opposite to the wiring body (915) with respect to the coupling body (914), and wherein, optionally, only the coupling body (914), or the entire sensor housing (913), is made of a plastic material.

18. Braking feel simulator device (1 , 92) according to claim 17, wherein the first armature (910) is co-molded onto the coupling body (914) or the entire sensor housing (913).

19. Braking feel simulator device (1 , 92) according to claim 17 or 18, wherein the coupling body (914) is connected to the cylinder body (95) by means of a male-female connection, for a connection optionally in the radial direction with respect to the actuation axis (96), wherein the cylinder body (95) comprises a female housing (918), optionally defined by a blind or through-hole passing through the cylinder body (95) in the radial direction with respect to the actuation axis (96), wherein the coupling body (914) comprises a male body (919) at least partially insertable into the female housing (918), wherein the male body (919) projects from the coupling body (914), and wherein the first armature (910) is connected to or co-molded onto the male body (919), and wherein, optionally, the first armature (910) is positioned to be within the radial volume of the cylinder body (95), and wherein, optionally, the first armature (910) is always within the axial volume of the piston body (98).

20. Braking feel simulator device (1 , 92) according to any of claims 14 to 19, wherein the second armature (911) is formed by at least one portion of the piston body (98), or wherein the second armature (911) is formed by at least one portion of the piston body (98) of axisymmetric shape with respect to the actuation axis (96), or wherein the entire piston body (98) forms the second armature (911).

21. Braking feel simulator device (1 , 92) according to claim 20, wherein the piston body (98) is movable within the cylinder body (95) between a stroke start position and a stroke end position, wherein the piston body (98) defines a cavity (920) therein, extending at least partially through the piston body (98) along the actuation axis (96), and wherein the cavity (920) is shaped so that a translation of the piston body (98) with respect to the first armature (910) causes a variation of the electrical capacitance of the variable capacitor (99).

22. Braking feel simulator device (1 , 92) according to claim 21 , wherein the cavity (920) is open at a distal end (922) of the piston body (98), and wherein the cavity (920) is blind, wherein the piston body (98) comprises a bottom wall (923) which at least partially defines the blind cavity (920), wherein the blind cavity (920) extends from the distal end (922) of the piston body (98) to a bottom end (924) defined by the bottom wall (923), and wherein the sensor system (91) is configured so that the translation of the piston body (98) between the stroke start position and the stroke end position results in a corresponding translation of the bottom end (924) along the actuation axis (96) included at least partially, optionally totally, within the axial volume of the first armature (910), with reference to the actuation axis (96), and wherein, optionally, the cavity (920) is substantially axisymmetric, and / or wherein the cavity (920) is shaped so as to have, along the actuation axis (96), a substantially constant area or an increasing area, optionally with a monotone trend, in the direction of the distal end (922).

23. Braking feel simulator device (1 , 92) according to any of claims 14 to 19, wherein the second armature (911) is a component separate from the piston body (98) and connected to the piston body (98), wherein the second armature (911) is made of an electrically conductive material, and wherein the piston body (98) is made of an electrical insulating material, and wherein, optionally, the second armature (911) is fitted outside the piston body (98), and / or wherein the second armature (911) has a substantially axisymmetric shape.

24. Braking feel simulator device (1 , 92) according to any of claims 20 to 22, wherein thepiston body (98) extends between a proximal end (921) and a distal end (922), wherein the brake pedal or lever (94) is connectable to the piston body (98) at the proximal end (921), wherein the piston body (98) is configured to be electrically connectable to an electric power source outside the sensor system (91), wherein the piston body (98) is configured to receive electric power at the proximal end (921), wherein the sensor system (91) comprises a push rod (925) connected to the piston body (98) and configured to connect the piston body (98) to the brake pedal or lever (94), wherein, optionally, the push rod (925) is directly connected to the piston (98) through mechanical connection means, optionally a mechanical articulation, and wherein the push rod (925) is made of an electrically conductive material and is configured to transfer electric power to the piston body (98).

25. Braking feel simulator device (1 , 92) according to any of claims 14 to 24, wherein the dielectric (912) is created by an air gap, or wherein the dielectric (912) consists of a plastic ring fitted outside the piston body (98) so as to be interposed between the first armature (910) and the second armature (911), wherein the plastic ring is integrally fixed to the cylinder body (95), and / or wherein the sensor system (91) comprises voltage generating means configured to apply an electrical voltage between the first armature (910) and the second armature (911), and / or wherein the sensor system (91) comprises an electronic processing unit configured to detect a variation of electrical capacitance of the variable capacitor (99) caused by a relative translation or by a variation of relative positioning between piston body (98) and cylinder body (95), optionally to process a braking force request, and optionally to control a corresponding actuation of braking means of a vehicle.

26. A braking feel simulator device (92), in particular for a braking system (93) of the Brake-By-Wire type, comprising a sensor system (91) according to any one of the preceding claims, wherein the braking feel simulator device (92) is connectable to a brake pedal or lever(94), in particular of the braking system (93), so that an actuation of the brake pedal or lever (94) corresponds to a translation of the piston body (98) within the cylinder body(95) of the sensor system (91), along the actuation axis (96), wherein the braking feel simulator device (92) comprises an absorber system (928)configured to apply a reaction force to the brake pedal or lever (94) in opposition to an actuation of the brake pedal or lever (94), wherein the absorber assembly (928) is positioned to be housed within the cylinder body (95), in the cylinder compartment (97), interposed between the cylinder body (95) and the piston body (98), and wherein, optionally, the absorber assembly (928) comprises a plurality of elastic elements (929) positioned in series and / or in parallel inside the cylinder body (95), which comprise compression coil springs positioned to be substantially coaxial to the actuation axis (96) and / or conical spring washers and / or square springs and / or torsional springs and / or strip springs and / or shaped springs.

27. A braking system (3, 93), in particular of the Brake-By-Wire type, comprising a brake pedal or lever (4, 94) operatively connected to a braking feel simulator device (1 , 92) according to any one of the preceding claims, wherein the braking system (3, 93) comprises at least one brake caliper, wherein the braking system (3, 93) comprises an electronic processing unit electrically connected to:- the sensor system (200) and to the at least one brake caliper, wherein the electronic processing unit is configured to actuate the at least one brake caliper upon the detection, by the sensor (201), of a movement of the piston body (98) with respect to the cylinder body (5), or- the sensor system (91) and to the at least one brake caliper, and configured to actuate the at least one brake caliper upon the detection, by the sensor system (91), of a movement of the piston body (98) with respect to the cylinder body (95), and wherein the braking system (3, 93) can be integrated in motorcars or motorcycles having at least two wheels, for both the front and rear brakes, and in motor vehicles and heavy vehicles.

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