Pedal Force Simulator Valve Arrangement for Adjustable Braking Feel
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Solution Overview
Problem
Existing pedal force simulators for hydraulic brake systems do not provide a realistic and adjustable braking feel, limiting their effectiveness in simulating the familiar braking behavior of conventional hydraulic systems.
Innovation Solution
A pedal force simulator with a simulator chamber and piston that adjusts throttling via a valve arrangement depending on the piston's position, using a main and secondary line with separate valves to dynamically modify damping, providing an adjustable and realistic braking experience.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single valve arrangement is used in the line arrangement, then the device complexity is reduced, but the braking feel realism and adjustability deteriorate
Solution Approach 1:
The valve arrangement is segmented into a main valve and a secondary valve that operate independently in parallel lines. This segmentation allows each valve to control damping characteristics at different stages of brake pedal travel, providing more realistic and varied braking feel without requiring a single complex valve mechanism.
Solution Approach 2:
The damping characteristic is made dynamic by connecting the secondary line to the simulator chamber only when the simulator piston is in or close to the initial position. As the piston moves from the initial position, the secondary line becomes blocked, automatically switching from high damping (both valves active) to low damping (main valve only). This dynamic switching provides realistic braking feel across different pedal positions.
2Device complexity
If damping is constant throughout the working path, then the device complexity is reduced, but the braking feel realism deteriorates
Solution Approach 1:
The damping characteristic transitions from constant to variable by using the simulator piston position to control the connection state of the secondary line. When the piston is near the initial position, both main and secondary lines are open providing high damping. When the piston moves beyond a predetermined distance, the secondary line is blocked, reducing damping. This dynamic damping adjustment authenticates the braking feel across different pedal positions.
Solution Approach 2:
Different damping characteristics are applied to different segments of the working path. The initial segment (near initial position) uses high damping through both valves, while the later segment (beyond predetermined distance) uses lower damping through the main valve only. This local differentiation of damping quality provides more realistic braking feedback corresponding to actual brake system behavior.
3Device complexity
If the secondary line remains open throughout the working path, then the device complexity is reduced, but the braking feel adjustability deteriorates
Solution Approach 1:
The secondary line connection is made dynamic rather than static. It is automatically connected when the simulator piston is in or close to the initial position and automatically blocked when the piston is deflected by a predetermined distance. This dynamic control provides adaptability in damping characteristics without requiring complex manual adjustment mechanisms.
Solution Approach 2:
The system automatically adjusts the damping characteristic based on the simulator piston position without external intervention. The secondary line is self-activated when needed (piston near initial position) and self-deactivated when not needed (piston beyond predetermined distance), providing adaptive braking feel control through the natural operation of the brake system itself.
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 enhances the braking feel by adjusting damping based on the piston's position, offering a more realistic and customizable braking experience, improving the simulator's suitability for various applications.
Implementation Method 1
The valve arrangement (20, 21) provides a throttling effect that depends on the position of the simulator piston (3) along the working path (100)
Implementation Method 2
The return means may have a compression spring and a rubber buffer arranged behind the torsion spring along the working path (100)
Data Source
AI summary
A pedal force simulator for a hydraulic brake system of a vehicle has a simulator chamber and a simulator piston that can be moved along a working path within the simulator chamber. The pedal force simulator has a line arrangement by which the simulator chamber can be brought into fluid communication with a pressure chamber of a brake cylinder of the hydraulic brake system. The line arrangement has a valve arrangement, the throttling effect of which depends on the position of the simulator piston along the working path.