Brake Damping Device Segmented Gas Chambers
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Brake system damping devices face challenges in achieving effective vibration damping while maintaining short pedal travel and preventing material aging due to pressure fluctuations and temperature issues.
Innovation Solution
A brake system damping device with a third space and a second separating element that decouples from the second space when hydraulic pressure reaches a predefined value, reducing the volume available for damping and thus limiting the damping effect, but ensuring short pedal travel and reducing pressure and temperature-related issues.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the gas volume of the second chamber is increased to provide softer damping, then the damping effect is improved, but the pedal travel becomes excessively long
Solution Approach 1:
The gas volume is segmented into two separate chambers (second chamber and third chamber) that can operate independently. The second chamber provides damping during normal braking operations, while the third chamber becomes available when the closing element blocks the passage, effectively segmenting the damping function across different operating conditions to prevent excessive pedal travel.
Solution Approach 2:
The system dynamically switches between different gas volume configurations based on operating conditions. When hydraulic pressure reaches a predefined value, the closing element blocks the passage, dynamically transitioning from using both second and third chambers to using only the second chamber, thereby adapting the effective gas volume to the current braking situation.
2Length of moving object
If the gas volume is reduced to shorten pedal travel, then the pedal travel is reduced, but the damping effect becomes insufficient
Solution Approach 1:
The damping function is segmented across two chambers and two operational modes. During normal operations, both the second and third chambers contribute to damping with a larger effective gas volume. When high pressure conditions occur and the passage is blocked, the system seamlessly transitions to using only the second chamber, ensuring damping effectiveness is maintained across different operating conditions without compromising pedal travel.
Solution Approach 2:
The system changes the effective gas volume parameter based on operating conditions. By blocking the passage at predefined pressure values, the system transitions from a larger effective gas volume (second chamber + third chamber) to a smaller effective gas volume (second chamber only), dynamically adjusting the damping characteristics to match the braking situation.
3Length of moving object
If the first separating element is deformed to close the passage, then the pedal travel is limited, but the second chamber volume decreases reducing damping capacity
Solution Approach 1:
The third chamber is pre-configured as a reserve gas volume that becomes available when the passage is blocked. By having this preliminary arrangement in place, the system ensures that when the first separating element deforms to close the passage and limit pedal travel, the third chamber immediately provides additional gas volume to maintain damping effectiveness, compensating for the reduced second chamber volume.
Solution Approach 2:
The third chamber acts as an intermediary gas reservoir that mediates between the need to limit pedal travel (by blocking the passage) and the need to maintain damping capacity. When the passage is blocked, the third chamber provides the necessary gas volume to sustain damping performance despite the reduced second chamber volume, effectively mediating the contradiction between pedal travel limitation and damping maintenance.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution provides excellent damping properties with short pedal travel and reduced material stress, enhancing customer acceptance and market opportunities by addressing vibration and pulsation damping effectively while minimizing material aging.
Implementation Method 1
a second chamber (24) arranged behind the first separating element (22), to which a second separating element (26) is connected, with a third chamber (28) located behind the second separating element (26) in the direction of view. The second space (24) and the third space (28) are connected to one another by means of a passage (50), which can be closed by means of the closing element (34)
Implementation Method 2
The second chamber thus acts like a pneumatic spring, also called a gas spring. How soft or firm this gas spring's damping is depends on the gas volume of the second chamber.
Implementation Method 3
the first separating element is deformed, particularly from the predefined pressure value onwards, to such an extent that it then rests against the second separating element
Implementation Method 4
a first chamber (20) in which hydraulic pressure is to be applied... Within the dampers, the force is transmitted hydraulically, that is, via a pressurized fluid
Data Source
Figure 1~2
Figure 3~4
Figure 5
AI summary
The invention relates to a brake-system damping device (10), comprising a first chamber (20), to which hydraulic pressure is to be applied, a second chamber (24), in which there is a compressible medium, and a first separating element (22) for separating the first chamber (20) from the second chamber (24). The brake-system damping device (10) comprises a third chamber (28), in which there is a compressible medium, and a second separating element (26) for separating the second chamber (24) from the third chamber (28). The second chamber (24) is connected, for medium conduction, to the third chamber (28) by means of a passage (50) formed in the second separating element (26). A closure element (34) is to be moved with the first separating element (22), by means of which closure element the passage (50) is to be closed as soon as the hydraulic pressure has reached predefined pressure value (68) in the first chamber (20).