Hydraulic Pressure Generator Flow Control for Brake Feel
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Solution Overview
Problem
Existing hydraulic-pressure generators for vehicle brake systems experience turbulence in brake pedal displacement when returning from a depressed state, leading to a deteriorated brake feel due to rapid variations in hydraulic pressure, which existing solutions do not adequately address.
Innovation Solution
A hydraulic-pressure generator with a secondary piston and primary piston, featuring distinct communication openings with different flow rates, allowing the brake fluid to flow at varying rates into pressure chambers, thereby moderating piston displacement and improving brake feel by controlling the flow through relief ports and communication openings.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If port openings are designed to open at different timings for releasing hydraulic pressures, then pedal feel during brake depression is improved, but turbulence during brake pedal return is not addressed
Solution Approach 1:
The invention divides the communication openings into two distinct sets: first communication openings in the primary piston and second communication openings in the secondary piston. Each set operates at different timings during pedal return, segmenting the pressure release process to prevent turbulence while maintaining smooth operation.
Solution Approach 2:
The second communication openings are designed to open before the first communication openings during brake pedal return. This preliminary action allows the secondary pressure chamber to release pressure first, preparing the system for the subsequent opening of the first communication openings and preventing turbulent pressure variations.
2Speed
If brake fluid flows rapidly into pressure chambers during piston displacement, then hydraulic pressure is generated quickly, but turbulence occurs in brake pedal displacement
Solution Approach 1:
The invention employs dynamic control of communication openings that switch between communicating and non-communicating states based on piston position. The communication openings are positioned to open and close at specific displacement points, dynamically regulating brake fluid flow to maintain both speed and stability.
Solution Approach 2:
The invention changes the flow rate parameter by designing communication openings with specific dimensions and configurations. The first and second communication openings have different flow characteristics, allowing controlled variation in brake fluid flow rates to prevent turbulence while maintaining responsive pressure generation.
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 reduces pressure variations in the pressure chambers with lower flow rates, smoothing the brake pedal return displacement, thereby enhancing the brake feel by regulating the flow rates through strategically designed communication openings.
Implementation Method 1
a first pressure chamber which is formed in the cylinder tube so as to communicate with a first hollow formed in the primary piston, and generates in brake fluid hydraulic pressure corresponding to displacement of the primary piston
Data Source
AI summary
A hydraulic-pressure generator including: primary and secondary pistons displaced corresponding to displacement of a brake pedal; a first pressure chamber communicating with a first hollow in the primary piston and generating in brake fluid hydraulic pressure corresponding to the displacement of the primary piston; a second pressure chamber communicating with a second hollow in the secondary piston and generating in the brake fluid hydraulic pressure corresponding to the displacement of the secondary piston; one or more first communication openings formed in a peripheral wall surrounding the first hollow; and second communication openings formed in a peripheral wall surrounding the second hollow. The flow rate of the brake fluid through the one or more first communication openings is different from the flow rate of the brake fluid through the second communication openings.