CN109204263B

CN109204263B - Brake pedal simulator, automobile brake system and vehicle

Info

Publication number: CN109204263B
Application number: CN201710524760.6A
Authority: CN
Inventors: 滕俊辉; 王铁君; 李传博; 刘苏丽; 郑祖雄
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2017-06-30
Filing date: 2017-06-30
Publication date: 2021-01-19
Anticipated expiration: 2037-06-30
Also published as: CN109204263A

Abstract

The utility model relates to a brake pedal simulator, car braking system and vehicle, brake pedal simulator includes brake pedal, the helping hand motor, the assembly portion, along first elastic component and the second elastic component of axial interval arrangement in assembly portion one side, be located the rack and pinion mechanism between two elastic components, articulate in brake pedal and can drive first elastic component and the flexible thrust structure of second elastic component along the axial in proper order, first elastic component provides footboard preset force for brake pedal, the output shaft of helping hand motor can cooperate with the second elastic component in order to provide the helping hand for the drive of thrust structure through rack and pinion mechanism, make first elastic component compressed through thrust structure at first operating condition, make first elastic component and second elastic component compressed in step through thrust structure and the cooperation of helping hand motor at second operating condition. Therefore, the brake pedal can provide reliable brake feeling of the brake pedal to simulate accurate brake pedal force, and has the effects of good operation stability, corresponding rapidness of the brake pedal and the like.

Description

Brake pedal simulator, automobile brake system and vehicle

Technical Field

The present disclosure relates to the field of vehicle brake systems, and in particular, to a brake pedal simulator, an automotive brake system, and a vehicle.

Background

In the existing vehicle, particularly in an electric automobile, a part of a brake system cancels hydraulic or mechanical connection between a brake pedal and a brake of the traditional brake system, so that a driver cannot directly sense brake counterforce fed back to the brake pedal during braking, and the brake feeling of the traditional brake system is lost. The braking feeling is a comprehensive feeling including a pedal braking feeling, which is the most important component, a vehicle braking deceleration felt by the driver, an audible braking noise, a visual vehicle deceleration, and the like. In the above-described brake system, it is common to simulate the characteristics of the brake pedal by adding a brake pedal simulator, thereby providing a good pedal braking feeling to the driver. The brake pedal simulator operates on the principle that the design goal of pedal effort is to simulate brake pedal behavior through mechanical brake components and certain control methods, such as those currently practiced. The pedal simulator adopting the hydraulic control method has the problems of complex structure, large simulated pedal force fluctuation possibly caused by hydraulic impact of a hydraulic system and low operation stability.

Disclosure of Invention

The purpose of the present disclosure is to provide a brake pedal simulator that has a simple structure and good operational stability, and an automotive brake system and a vehicle that include the brake pedal simulator.

In order to solve the above-mentioned object, according to one aspect of the present disclosure, there is provided a brake pedal simulator, including a brake pedal, a booster motor, a fitting portion for fitting to a vehicle body, a first elastic member and a second elastic member arranged at one side of the fitting portion at an interval in an axial direction, a rack and pinion mechanism located between the first elastic member and the second elastic member, a thrust structure hinged to the brake pedal and capable of sequentially driving the first elastic member and the second elastic member to expand and contract in the axial direction, the first elastic member providing a pedal preset force to the brake pedal, an output shaft of the booster motor being capable of cooperating with the second elastic member through the rack and pinion mechanism to be capable of providing boosting force to drive of the thrust structure, wherein the brake pedal simulator has a first operating state and a second operating state, in the first working state, the first elastic piece is compressed through the thrust structure, and in the second working state, the first elastic piece and the second elastic piece are synchronously compressed through the cooperation of the thrust structure and the power-assisted motor.

Optionally, the rack and pinion mechanism drives the second elastic member to compress so that the first elastic member is compressed synchronously.

Optionally, the rack-and-pinion mechanism includes a pinion shaft and a rack, the pinion shaft is connected to an output shaft of the power assisting motor and is provided with a power assisting gear engaged with the rack, a first end of the rack is connected to the first elastic member, a second end of the rack is separated from the second elastic member in the second working state, and the second end of the rack abuts against the second elastic member in the second working state.

Optionally, the first elastic member and the second elastic member are coil springs.

Optionally, the brake pedal simulator includes a spring seat, the spring seat includes a first flange matched with the thrust structure, a first extension rod, a second extension rod and a second flange, the first extension rod extends from the first flange along the axial direction in sequence and is used for installing the first elastic member, the second extension rod is used for forming the rack, and the second flange is used for abutting against the second elastic member, one end of the first elastic member abuts against the first flange, the other end of the first elastic member corresponding to the second elastic member abuts against the inside of the shell of the brake pedal simulator, one end of the second elastic member abuts against the second flange, and the other end of the second elastic member can abut against the inside of the shell.

Optionally, the thrust structure includes a first thrust rod hinged to the brake pedal and a second thrust rod hinged to the first thrust rod, the second thrust rod is formed as a ball stud, and a ball of the second thrust rod is matched with the spring seat in an arc surface manner.

Optionally, the radius of curvature of the ball head is smaller than the radius of curvature of the spring seat corresponding to the arc-shaped mating surface of the ball head.

Optionally, a U-shaped hinge seat is disposed at a hinge end of the second thrust rod, hinge holes are formed in two side plates of the hinge seat respectively, and the second thrust rod penetrates through a bottom plate of the hinge seat and is connected to the bottom plate through a nut disposed on the bottom plate in a threaded manner so as to be adjustable in position in the axial direction.

Optionally, a clamping seat is sleeved on a portion, close to the ball head, of the second thrust rod, a plurality of clamping protrusions extending in the axial direction are arranged on the outer peripheral surface of the clamping seat at intervals in the circumferential direction, and clamping grooves matched with the clamping protrusions are formed in one end, corresponding to the clamping seat, of the spring seat.

Optionally, an output shaft of the booster motor is connected with the gear shaft through a speed reducing mechanism.

Optionally, the speed reduction mechanism is a planetary gear speed reduction mechanism, in which a sun gear is connected with an output shaft of the power-assisted motor, a planetary carrier is connected with the gear shaft, and a gear ring is fixed in a housing of the brake pedal simulator.

Optionally, the brake pedal simulator further comprises a controller for controlling the operating state of the assist motor and a sensor for detecting the rotation speed of the assist motor.

Optionally, the brake pedal simulator includes a housing including the fitting portion, a first housing portion for accommodating the first elastic member, the rack and pinion mechanism, and the second elastic member, and a second housing portion for accommodating the assist motor, the brake pedal and the thrust structure being exposed from the fitting portion, and a step for positioning an end of the first elastic member corresponding to the second elastic member being formed on an inner peripheral surface of the first housing portion.

According to another aspect of the present disclosure, there is provided a brake system for an automobile, including the brake pedal simulator as described above.

Optionally, the vehicle brake system includes a brake control unit, which controls the operating state of the power-assisted motor according to the real-time brake pedal force or pedal travel of the brake pedal.

According to yet another aspect of the present disclosure, a vehicle is provided that includes an automotive braking system as described above.

Through the structure, when a driver steps on the brake pedal, the thrust structure sequentially drives the first elastic piece and the second elastic piece to be compressed along the axial direction, in the compression process, the output torque of the power assisting motor is transmitted to the second elastic piece and/or the first elastic piece through the gear rack mechanism to provide power assistance for the brake pedal and the thrust structure, wherein the gear rack mechanism bears a part of reverse acting force provided by the first elastic piece and the second elastic piece to reduce the reverse acting force received by the thrust structure, so that the brake pedal obtains proper brake pedal force, reliable brake feeling of the brake pedal is provided, accurate brake pedal force can be simulated, and the brake pedal has the effects of good operation stability, corresponding rapidness of the brake pedal and the like. In addition, when parts such as the power-assisted motor, the gear rack mechanism or the second elastic part are out of order and cannot work normally, the first elastic part provides basic pedal force for the brake pedal and the brake feeling of the brake pedal can be achieved, so that braking can be continuously carried out, the brake system is guaranteed to always work normally, and the brake function is kept.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure.

In the drawings: fig. 1 is a first schematic structural diagram of a brake pedal simulator in a second working state according to a first embodiment of the disclosure.

Fig. 2 is a schematic structural diagram ii of a brake pedal simulator according to a first embodiment of the present disclosure, in which a brake pedal and a first thrust rod are omitted.

Fig. 3 is a structural view of a second thrust rod of the brake pedal simulator according to the first embodiment of the present disclosure.

Fig. 4 is an assembly view of the brake pedal simulator according to the first embodiment of the present disclosure, in which the brake pedal and the first thrust rod are omitted.

Fig. 5 is an assembly view of a thrust structure and a housing in a brake pedal simulator according to a first embodiment of the present disclosure, in which a brake pedal and a first thrust rod are omitted.

Fig. 6 is a schematic structural diagram of a brake pedal simulator in a second operating state according to a second embodiment of the present disclosure.

Fig. 7 is a sectional structural view of a brake pedal simulator according to a second embodiment of the present disclosure, in which a brake pedal, a first thrust rod, a booster motor, a sensor, and a controller are omitted.

Fig. 8 is a diagram of the engagement state of a rack and pinion mechanism, a first elastic member, and a second elastic member in a brake pedal simulator according to a second embodiment of the present disclosure.

Fig. 9 is a structural view of a second thrust rod of the brake pedal simulator according to a second embodiment of the present disclosure.

Fig. 10 is an assembly view of a thrust structure and a housing in a brake pedal simulator according to a second embodiment of the present disclosure, in which a brake pedal and a first thrust rod are omitted.

Fig. 11 is a first schematic structural diagram of a brake pedal simulator in a second working state according to a third embodiment of the present disclosure.

Fig. 12 is a schematic structural diagram ii of a brake pedal simulator in a second operating state according to a third embodiment of the present disclosure, in which a portion of the fitting portion, which is engaged with the first elastic member, is partially cut away for clarity of an internal structure.

Fig. 13 is a diagram of the engagement state of the rack and pinion mechanism, the speed reduction mechanism, and the second elastic member in the brake pedal simulator according to the third embodiment of the present disclosure.

Fig. 14 is a structural view of a second thrust rod of a brake pedal simulator according to a third embodiment of the present disclosure.

Fig. 15 is an assembly view of a thrust structure, a first elastic member, and a housing in a brake pedal simulator according to a third embodiment of the present disclosure, in which a brake pedal and a first thrust rod are omitted.

Reference numerals indicate the same.

500. 600, 700 brake pedals; 501. 601, 701 an assisting motor; 502. 602, 702 a thrust structure; 503. 603, 703 a first elastic member; 504. 604, 704 a second elastic element; 505. 605, 705 assembly parts; 606. 706 a rack and pinion mechanism; 506 a screw mechanism; 507. 607 a planetary gear speed reducing mechanism; 707 gear pair reduction mechanism; 508. 608, 708 controllers; 509. 609, 709 sensors; 510. 610 a spring seat; 710 a first spring seat; 711 second spring seat; 512 connecting rods; 612 a first extension bar; 513 drive gears; 613 a second extension bar; 514 idler pulley; 515. 611 a first flange; 516. 614 second flange; 520. 620, 720 housings; 5011. 6011, 7011 output shaft; 5021. 6021, 7021 a first thrust rod; 5022. 6022, 7022 second thrust rod; 5023. 6023, 7023 ball head; 5024. 6024, 7024 hinged seat; 5025. 6025, 7025 hinged holes; 5026. 6026, 7026 base plate; 5027. 6027, 7027 nut; 6028 locking seat; 5028 butt joint; 6029 latching projection; 5029 pushing the disc; 5051. 6051, 7051 fasteners; 7052 a stop protrusion; 7053 abutting the flange; 6061. 7061 gear shaft; 5061 an assist screw; 6062. 7062 a rack; 5062. 6063, 7063 booster gears; 7064 a second end; 5071. 6071 sun gear; 7071 a first gear; 5072. 6072 a planet carrier; 7072 a second gear; 5073. 6073 ring gear; 7073 a drive shaft; 5074. 6074 a planet wheel; 6101 locking groove; 5201. 6201, 7201 a first housing portion; 5202. 6202, 7202 a second housing portion; 5203. 5203a, 6203, 7203 a third housing part; 5204. 7204 a fourth housing part; 5204 a dust cover; 6204, steps; 7205 a first locking stage; 5205 steps; 7206 a second locking stage; 50281U-shaped pressure plate.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, the use of directional terms such as "inner and outer" generally refers to the inner and outer of the corresponding component profiles, unless otherwise indicated.

The present disclosure provides a brake pedal simulator, an automotive braking system and a vehicle. The brake pedal simulator of the present disclosure realizes simulation of brake pedal characteristics through the elastic member and the braking method, where the brake pedal characteristics are generally embodied by a correspondence relationship between pedal force and pedal stroke and braking response time. The brake pedal simulator of the present disclosure employs a plurality of elastic members and a matching structure of a thrust structure for driving the plurality of elastic members to extend and retract in an axial direction, and specifically, according to the first to third embodiments of the present disclosure, the following technical solutions are adopted: the brake pedal simulator comprises a brake pedal, a plurality of elastic pieces and a thrust structure, wherein the thrust structure is hinged to the brake pedal and matched with the elastic pieces to drive the elastic pieces to stretch and retract along the axial direction, and at least part of the elastic pieces provide preset pedal force for the brake pedal. Here, the pedal preset force generally means that the brake pedal receives a reaction force applied by the elastic member through the thrust structure in an initial state where the brake pedal is not depressed. All elastic pieces or part of elastic pieces provide pedal force for the brake pedal, the brake system is guaranteed to always work normally, reliable brake feeling of the brake pedal can be provided, accurate brake pedal force can be simulated through the simple structure, and the brake pedal simulation device has the advantages of being good in operation stability, correspondingly rapid in brake pedal and the like. The pedal stroke of the brake pedal may be indirectly determined by controlling the movement stroke of the thrust structure, the compression stroke of the elastic member, or the like, or may be controlled by other appropriate control means, and is not particularly limited herein.

In addition, the engagement mentioned in the present disclosure may be generally interpreted as a function of enabling power transmission by direct or indirect connection, fixation, abutment, or other engagement, and is not particularly limited herein.

In addition, the arrangement positions and the mutual arrangement relation of the elastic pieces can be reasonably designed according to different requirements of actual needs, namely installation space, operation stability and the like. Optionally, in a case that a part of the elastic members in the plurality of elastic members provide the pedal preset force for the brake pedal, the thrust structure can drive the part of the elastic members and the rest of the elastic members in the plurality of elastic members to expand and contract along the axial direction in a preset sequence; and under the condition that the elastic pieces provide preset force for the pedal for the brake pedal, the thrust structure can drive all the elastic pieces to synchronously stretch and retract along the axial direction. Here, in the case where a part of the plurality of elastic members provides a pedal preset force to the brake pedal, the pedal preset force may be provided by engaging the part of the plurality of elastic members with the thrust structure in an initial state (i.e., a state where the brake pedal is not depressed), and disengaging the rest of the plurality of elastic members from the thrust structure and/or the part of the plurality of elastic members in the initial state. After the brake pedal is stepped to a preset pedal stroke, the rest elastic parts are directly driven through the thrust structure or driven through the part of the elastic parts by the thrust structure, and the like, so that the function of driving the rest elastic parts to stretch and retract along the axial direction is realized. Here, in the process of the other elastic members being stretched, the partial elastic member may also be stretched synchronously with the other elastic members, or the partial elastic member may also be kept in a compressed state, which may be specifically designed according to actual needs. In addition, the above mentioned arrangement is properly designed according to the specific arrangement of the plurality of elastic members in a predetermined order. For example, when the number of the elastic members is two or more, and the elastic members are sequentially connected in the axial direction, and the remaining elastic members are two or more, and are sequentially connected in the axial direction or are arranged at intervals, the thrust structure may drive the elastic members to compress first according to the predetermined sequence, and after the elastic members are compressed to the preset position, the thrust structure may sequentially drive the remaining elastic members to compress in a manner that the elastic members are in contact with the remaining elastic members or in a manner that the thrust structure is matched with the remaining elastic members. And the order for transition from the compressed state to the initial state may be reversed from that described above. Further, for example, when the partial elastic members are two or more (elastic members of the same size may be used herein) and are arranged at intervals in the circumferential direction (for example, a plurality of elastic members arranged at intervals in the circumferential direction of two support bodies may be arranged between two support bodies of a disk structure or the like arranged at intervals in the axial direction), and the remaining elastic members are also two or more (elastic members of the same size may be used herein) and are arranged at intervals in the circumferential direction (for example, a plurality of elastic members arranged at intervals in the circumferential direction of two support bodies may be arranged between two support bodies of a disk structure or the like arranged at intervals in the axial direction), the partial elastic members may be driven together by the thrust structure in advance to be compressed in the axial direction, and after the partial elastic members are compressed together to the preset position, the partial elastic members may be brought into contact with the remaining elastic members or the thrust structure may be arranged together with the remaining elastic members In such a way that the thrust structure jointly drives all the remaining elastic elements in axial compression. And the order for transition from the compressed state to the initial state may be reversed from that described above. As for the specific driving manner of the elastic members exemplified above, the present disclosure is not limited thereto, and as long as the function of driving the plurality of elastic members to extend and contract can be finally achieved by the driving of the thrust structure, other suitable arrangements of the plurality of elastic members may be adopted, which fall within the scope of the present disclosure.

Optionally, the brake pedal simulator comprises a drive arrangement for driving the elastic member to extend and retract so as to be able to provide assistance and/or resistance to the driving of the elastic member by the thrust structure. Here, the driving means may adopt various suitable structures which can provide the assisting force, the resisting force for the driving of the elastic member by the thrust structure or can satisfy the functions of providing the assisting force and the resisting force at the same time, thereby being capable of simulating the required pedal force more accurately by the cooperation of the driving means and the thrust structure. Here, optionally, the brake pedal simulator includes a booster for driving the elastic member to further expand and contract so as to be able to provide an assisting force for the thrust structure to drive the elastic member. The boosting device may have various structures, for example, a single structure of a simple telescopic mechanism such as a driving cylinder, a jack, and the like, such as an electric cylinder, an air cylinder, a hydraulic cylinder, and the like, or a structure assembly in which various mechanical transmission mechanisms, such as a gear pair, a rack-and-pinion pair, a worm-and-gear pair, a belt transmission pair, a screw pair, and the like, are mutually engaged in a transmission manner.

Optionally, the boosting device includes a boosting motor, and a transmission matching mechanism matching with the boosting motor and at least some of the elastic members, so as to provide boosting force for driving the thrust structure through the transmission matching mechanism. In the present disclosure, although the following three specific embodiments of the brake pedal simulator are provided to simulate the brake pedal characteristics, in order to facilitate and clearly explain the present disclosure, the

brake pedals

500, 600, and 700 and the

booster motors

501, 601, and 701 are all configured identically, but this is not intended to limit the scope of the present disclosure. In addition, multiple reasonable arrangement structures can be adopted for the transmission matching mechanism, and the function of transmitting the output torque of the power-assisted motor to the elastic piece to provide power assistance for the thrust structure can be achieved. For example, as shown in fig. 6 to 15, the transmission engagement mechanism may include a rack and pinion mechanism by which an output shaft of the assist motor may be engaged with the elastic member so as to be able to provide an assist force for the driving of the elastic member by the thrust structure, and as shown in fig. 1 to 5, the transmission engagement mechanism may include a screw mechanism by which an output shaft of the assist motor may be engaged with the elastic member so as to provide an assist force for the driving of the elastic member by the thrust structure. However, the present disclosure is not limited to the above configuration, and the transmission engagement mechanism may be a plurality of configurations such as a gear pair transmission mechanism, a worm gear transmission mechanism, a belt transmission mechanism, and a chain transmission mechanism, or may be a combination of the plurality of configurations described above.

Specifically, when a driver steps on a brake pedal, the thrust structure drives the elastic piece to be compressed along the axial direction, the thrust structure receives reverse acting force provided by the elastic piece, when the brake pedal force acting on the brake pedal by the reverse acting force reaches a preset value, the power-assisted motor is started, so that torque output by the power-assisted motor is transmitted to the elastic piece through the transmission matching mechanism, the power assistance can be provided for the brake pedal and the thrust structure to drive the elastic piece to be further compressed, the brake pedal and the thrust structure are further subjected to displacement change, and the transmission matching mechanism receives a part of the reverse acting force applied by the elastic piece, so that the reverse acting force received by the thrust structure can be reduced, the brake pedal obtains proper brake pedal force, and the target value of the pedal force and the pedal stroke of the brake pedal can be simulated. Here, when the assist motor or the transmission engagement mechanism fails and fails to operate normally, the elastic member provides the base pedal force to provide the brake pedal with a brake feeling, so that the brake can be continuously applied and the brake function can be maintained.

The boosting motor and the transmission matching mechanism are adopted to provide boosting force for the brake pedal to drive the elastic element, so that the linear characteristic of the elastic element is perfected, and the nonlinear variation characteristic of the brake pedal is realized. That is, the elastic member provides a base pedal reaction force, ensures that the brake system always remains operative to provide a braking feeling of the brake pedal even when the assist motor or the transmission engagement mechanism or the like fails, and comprehensively simulates a pedal force by the driving force of the assist motor to the elastic member, that is, provides a target pedal force by the engagement of the assist motor and the elastic member to compensate for a remaining portion between the base pedal force and the target pedal force. Therefore, the brake control method realizes the simulation of the brake pedal characteristic, and replaces the existing hydraulic brake component through the booster motor and the transmission matching mechanism, so that the hydraulic brake component has a simple structure and cannot be influenced by factors such as hydraulic pressure, and the like, and has the effects of good operation stability, quick response of the brake pedal and the like.

Wherein the elastic member may include a first elastic member and a second elastic member arranged along the axial direction, the first elastic member and/or the second elastic member cooperate together to provide a pedal preset force to the brake pedal, and the transmission cooperation mechanism cooperates with the first elastic member and/or the second elastic member. Here, the number of the elastic members is not limited to two elastic members, and may be appropriately selected according to actual circumstances. Here, the form of two elastic members is adopted, and a serial manner or a parallel manner as disclosed in the following first to third embodiments shown in fig. 1 to 15 may be adopted for the arrangement of the two elastic members. Here, it should be noted that the series connection mode means that two elastic members are arranged along the axial direction, and the two elastic members are always synchronously stretched along the axial direction under the driving of the thrust structure and/or the driving motor, that is, the two elastic members are simultaneously stretched when being initially driven. Specifically, under the driving of the brake pedal and/or the booster motor, the two elastic members can be synchronously compressed, and the pedal preset force of the brake pedal in the series mode can be provided by the cooperation of the first elastic member and the second elastic member; the parallel connection mode means that the two elastic pieces are arranged along the axial direction, and the two elastic pieces sequentially stretch out and draw back along the axial direction under the driving of the thrust structure and/or the power-assisted motor, namely, when the two elastic pieces are initially driven, one of the two elastic pieces stretches out and draws back along the axial direction, and then the other elastic piece stretches out and draws back along the axial direction. In particular, under the driving of the brake pedal and/or the booster motor, an arrangement may be made such that one elastic member is in contact with the other elastic member during compression while being further compressed, and the pedal preset force of the brake pedal may be provided by the first elastic member or the second elastic member in a parallel manner, in which the elastic member providing the pedal preset force to the brake pedal is compressed first. In addition, various reasonable arrangements can be adopted for the arrangement of the two elastic members, for example, in the case of a serial arrangement of the two elastic members, the two elastic members may be arranged adjacent to each other in the axial direction, or an at least partially overlapping arrangement may be adopted. For another example, when the two elastic members are arranged in parallel, the two elastic members may be arranged at intervals in the axial direction, or the two elastic members may be arranged in an arrangement manner of partially overlapping in the axial direction. In the above description, in order to more clearly describe the arrangement of the elastic members, the arrangement structure of two elastic members is described, but the parallel connection or the serial connection may be applied to one or more elastic members. For example, the elastic member includes a first elastic unit juxtaposed by a plurality of first elastic members arranged at intervals in the circumferential direction and a second elastic unit juxtaposed by a plurality of second elastic members arranged at intervals in the circumferential direction. The parallel or series connection described above can also be applied to the elastic member of this structure.

In addition, optionally, the transmission matching mechanism includes a screw mechanism or a rack and pinion mechanism, an output shaft of the assist motor is matched with the first elastic member and the second elastic member through the screw mechanism or the rack and pinion mechanism so as to be capable of driving the first elastic member and the second elastic member to be synchronously stretched, or the output shaft of the assist motor is matched with the first elastic member or the second elastic member through the screw mechanism so as to be capable of driving the first elastic member and the second elastic member to be stretched in the axial direction in a predetermined sequence. That is, as described above, in the case where the two elastic members are arranged in series, the output shaft of the assist motor may be engaged with the first elastic member and the second elastic member by a screw mechanism or a rack and pinion mechanism, and the driving force output from the assist motor provides the assist force to the thrust structure, whereby the first elastic member and the second elastic member can be further driven by the assist motor to be synchronously stretched in a state where the first elastic member and the second elastic member are driven to be compressed by the thrust structure. Under the condition that the two elastic parts are arranged in parallel, the output shaft of the power-assisted motor is matched with the first elastic part or the second elastic part through a screw mechanism or a gear rack mechanism, so that power assistance is provided for the thrust structure through the driving force output by the power-assisted motor, and therefore the first elastic part and/or the second elastic part can be further driven to stretch and retract along the axial direction according to the preset sequence through the power-assisted motor under the condition that the first elastic part or the second elastic part is driven to be compressed through the thrust structure. In the parallel arrangement mode, when the output shaft of the power-assisted motor is matched with the first elastic part through the screw mechanism or the gear rack mechanism, the power-assisted motor and the transmission matching mechanism drive the first elastic part to stretch and contract first, and then the second elastic part is further driven to stretch and contract along the axial direction through the matching mode of the first elastic part and the second elastic part or the matching mode of the transmission matching mechanism and the second elastic part subsequently; when the output shaft of the power-assisted motor is matched with the second elastic part through the spiral mechanism or the gear rack mechanism, the second elastic part can be driven to stretch out and draw back along the axial direction through the power-assisted motor and the transmission matching mechanism, and then the first elastic part is further driven to stretch out and draw back along the axial direction through the matching mode of the second elastic part and the first elastic part or the direct matching mode of the transmission matching structure and the first elastic part. The disclosure is not limited to the specific driving sequence of the power assisting motor and the transmission matching mechanism for the first elastic member and the second elastic member, and may be reasonably designed according to the actual arrangement structure.

Further, the brake pedal simulator as described above may further include a fitting portion for fitting to a vehicle body, the first elastic member and the second elastic member being disposed on one side or both sides of the fitting portion. Wherein, in a case where the first elastic member and the second elastic member are arranged on one side of the fitting portion, when the pedal simulator to be braked is fitted to the vehicle through the fitting portion, both the elastic members located on one side of the fitting portion are located in the engine compartment. In addition, in the case where the first elastic member and the second elastic member are arranged on both sides of the fitting portion, when the brake pedal simulator is fitted to the vehicle through the fitting portion, one of the first elastic member and the second elastic member located on both sides of the fitting portion may be located in the engine compartment, and the other may be exposed to the cab, whereby the occupied space of the brake pedal simulator in the engine compartment can be reduced. However, the present disclosure is not limited thereto, and the specific arrangement position of the elastic member may be reasonably arranged according to actual circumstances.

In the present disclosure, a scheme of a parallel connection manner of the first elastic member and the second elastic member is mainly described according to the first to third embodiments.

First, according to the first to third embodiments, a brake pedal simulator as follows is disclosed. The brake pedal simulator comprises a brake pedal, a thrust structure and a plurality of elastic pieces, wherein a part of elastic pieces in the elastic pieces provide pedal preset force for the brake pedal, the thrust structure is hinged to the brake pedal and matched with the part of elastic pieces to sequentially drive the part of elastic pieces and the rest of elastic pieces in the elastic pieces to stretch out and draw back along the axial direction, the brake pedal simulator has a first working state and a second working state, the part of elastic pieces are compressed in the first working state, and the part of elastic pieces and the rest of elastic pieces are synchronously compressed in the second working state.

Here, providing the brake pedal with the pedal preset force for a part of the plurality of elastic members may be achieved in such a manner that the part of the plurality of elastic members is engaged with the thrust structure in an initial state (i.e., a state where the brake pedal is not depressed), and the rest of the plurality of elastic members is not engaged with the thrust structure and/or the part of the plurality of elastic members in the initial state. After the brake pedal is stepped on, the thrust structure drives the elastic parts to stretch out and draw back along the axial direction, and after the brake pedal moves to a preset pedal stroke, the thrust structure is directly matched with the other elastic parts in sequence (for example, in a contact mode and the like) or the thrust structure is matched with the other elastic parts through the elastic parts to realize the function of driving the other elastic parts to stretch out and draw back along the axial direction. In addition, the above mentioned sequential driving means a driving manner of driving a part of the elastic members to expand and contract in the axial direction and then driving the other elastic members to expand and contract in the axial direction, wherein in the process of driving the other elastic members to expand and contract in the axial direction, the part of the elastic members can expand and contract in the axial direction along with the other elastic members. More specifically, when the number of the elastic members is a plurality, and the number of the elastic members is a plurality, the elastic members is used as a first elastic module group, and the remaining elastic members are used as a second elastic module group, in this case, the first elastic module group and the second elastic module group are used as reference points for sequential driving, that is, the first elastic module group is driven to axially extend and contract, and then the second elastic module group is driven to axially extend and contract, and the specific driving manner between the elastic members in the first elastic module group and between the elastic members in the second elastic module group is not limited in the present disclosure. For example, the elastic members in the first elastic module group may be simultaneously axially extended and retracted, the elastic members in the second elastic module group may be simultaneously axially extended and retracted, or the elastic members in the second elastic module group may be sequentially axially extended and retracted.

As described above, some of the plurality of elastic members provide a basic pedal reaction force to the brake pedal, and when the brake pedal is depressed, some of the plurality of elastic members and the remaining elastic members are sequentially driven to expand and contract in the axial direction, so that a reliable braking feeling of the brake pedal can be provided, and thus an accurate brake pedal force can be simulated. In addition, when the rest elastic members in the plurality of elastic members have faults, the basic pedal reaction force can be always provided for the thrust structure through the part elastic members in the plurality of elastic members, and the braking feeling of the brake pedal can also be provided, so that the braking can be continuously carried out, the normal work of the braking system can be ensured, and the braking function can be kept. The brake pedal simulator has the advantages of good operation stability, corresponding rapidness of the brake pedal and the like.

Optionally, the brake pedal simulator comprises a booster for driving the elastic member to further extend and retract so as to be able to provide an assistance force for the thrust structure to drive the elastic member. The boosting device may have various structures, for example, a single structure of a simple telescopic mechanism such as a driving cylinder, a jack, and the like, such as an electric cylinder, an air cylinder, a hydraulic cylinder, and the like, or a structure assembly in which various mechanical transmission mechanisms, such as a gear pair, a rack-and-pinion pair, a worm-and-gear pair, a belt transmission pair, a screw pair, and the like, are mutually engaged in a transmission manner.

Optionally, the elastic member comprises a first elastic member and a second elastic member arranged along the axial direction, the first elastic member provides the pedal preset force for the brake pedal, and the power assisting device is matched with the first elastic member and/or the second elastic member. The number of the elastic members is not limited to two, and may be appropriately selected according to the actual situation. The two elastic members are connected in parallel, and can be sequentially compressed along the axial direction under the driving of the thrust structure and/or the power assisting device, namely, the first elastic member is firstly compressed along the axial direction when being initially driven, then the second elastic member is driven to be compressed along the axial direction, and the first elastic member is compressed along with the second elastic member in the process of compressing the second elastic member. In particular, the arrangement may be such that, under the drive of the thrust structure and/or the booster, the first elastic element is brought into contact with the second elastic element during compression, while further compressing. Although only the process of compressing the first elastic member and the second elastic member has been specifically described in the above description, there may be a working process in which the first elastic member and the second elastic member are moved from the current compression position toward the direction in which the elastic member is extended by a reverse driving force opposite to the driving force currently provided (i.e., a resistance provided by the thrust structure to the driving of the elastic member) during the process of compressing the first elastic member and the second elastic member, and there may be various reasonable arrangements for the arrangement of the two elastic members, the two elastic members may be arranged at intervals in the axial direction, or the two elastic members may be arranged partially overlapping in the axial direction. In the above description, although the arrangement structure of two elastic members has been described, the parallel connection manner described above may be applied to one or more elastic members. For example, the elastic member includes a first elastic unit juxtaposed by a plurality of first elastic members arranged at intervals in the circumferential direction and a second elastic unit juxtaposed by a plurality of second elastic members arranged at intervals in the circumferential direction. The parallel connection described above can also be applied to the spring of this construction.

Optionally, the power assisting device comprises a power assisting motor and a transmission matching mechanism matched with the power assisting motor and the first elastic piece and/or the second elastic piece, so that power assisting can be provided for driving of the thrust structure through the transmission matching mechanism. Here, various reasonable arrangement structures can be adopted for the transmission matching mechanism as long as the function of transmitting the output torque of the power assisting motor to the first elastic member and/or the second elastic member to provide power assistance for the thrust structure can be realized. For example, optionally, the transmission matching mechanism comprises a screw mechanism or a rack and pinion mechanism, an output shaft of the power-assisted motor can be matched with the second elastic element through the screw mechanism or the rack and pinion mechanism so as to provide power assistance for driving of the thrust structure, in the first working state, the first elastic element is compressed through the thrust structure, and in the second working state, the first elastic element and the second elastic element are synchronously compressed through matching of the thrust structure and the power-assisted motor. However, the present disclosure is not limited to the above configuration, and the transmission engagement mechanism may be a plurality of configurations such as a gear pair transmission mechanism, a worm gear transmission mechanism, a belt transmission mechanism, and a chain transmission mechanism, or may be a combination of the plurality of configurations described above.

The brake pedal simulator according to the first embodiment of the present disclosure will be described in detail below with reference to fig. 1 to 5.

As shown in fig. 1 and 2, a brake pedal simulator according to a first embodiment of the present disclosure includes a brake pedal 500, a booster motor 501, a first elastic member 503 and a second elastic member 504 arranged at an interval in an axial direction, a thrust structure 502 hinged to the brake pedal 500 and cooperating with the first elastic member 503 to be able to sequentially drive the first elastic member 503 and the second elastic member 504 to expand and contract in the axial direction, the first elastic member 503 providing a pedal preset force to the brake pedal 500, an output shaft 5011 of the booster motor 501 being able to cooperate with the second elastic member 504 through a screw mechanism 506 to be able to provide boosting force to the driving of the thrust structure 502, wherein the brake pedal simulator has a first operating state in which the first elastic member 503 is compressed by the thrust structure 502 and a second operating state, in the second working state, the first elastic member 503 and the second elastic member 504 are compressed synchronously by the cooperation of the thrust structure 502 and the booster motor 501. Here, the first elastic member 503 and the second elastic member 504 serve as simulation elements of pedal force and pedal stroke of the brake pedal 500, and in an initial state (i.e., in a state where the brake pedal 500 is not depressed), the first elastic member 503 is in a compressed state to provide a pedal preset force to the brake pedal 500, and the second elastic member 504 is in a separated state from the first elastic member 503 without power transmission between the first elastic member 503 and the thrust structure 502. In addition, in the first operating state, the first elastic member 503 is compressed by the thrust structure 502, and the second elastic member 504 is still in a separated state from the first elastic member 503 and does not transmit power to the first elastic member 503 and the thrust structure 502, as in the first initial state. In the second working state, the first elastic member 503 and the second elastic member 504 are engaged and are both in a compressed state.

It should be noted that, depending on the different design of the stiffness of the first spring 503 and the second spring 504, there may be a transition state between the first operating state and the second operating state. For example, in the case that the stiffness of the first elastic member 503 is relatively small, the second operating state has a first transition state, that is, the first elastic member 503 and the second elastic member 504 are engaged during the process of compressing the first elastic member 503 only by the thrust structure 502, so that the second elastic member 504 can be compressed simultaneously, that is, the thrust structure 502 compresses the first elastic member 503 and the second elastic member 504 together, and at this time, the booster motor 501 is not started yet. While the first elastic member 503 has a second transitional state in the first operating state when the stiffness of the first elastic member 503 is relatively large, i.e., the first elastic member 503 is compressed by the thrust structure 502 in the first operating state. During the further compression of the first elastic member 503, the booster motor 501 is activated, so that the cooperation of the thrust structure 502 and the booster motor 501 further compresses the first elastic member 503, while in this second transition state, the first elastic member 503 is not yet engaged with the second elastic member 504.

Here, the operation of the brake pedal simulator for changing from the first operating state to the second operating state via the first transition state will be described. Specifically, as described above, when the driver depresses the brake pedal 500, the thrust structure 502 drives the first elastic member 503 to compress in the axial direction, and in the first working state, the thrust structure 502 is subjected to the reverse force provided by the first elastic member 503, and the working process is in the first working state. When the first elastic member 503 is engaged with the second elastic member 504 during the compression process, so that the thrust structure 502 drives the first elastic member 503 and the second elastic member 504 to compress together, at this time, the thrust structure 502 is subjected to the reverse force provided by the engagement of the first elastic member 503 and the second elastic member 504, and the process is in the first transition state. When the brake pedal force applied to the brake pedal 500 by such a reverse acting force reaches a preset value, the boosting motor 501 is started so that the output torque thereof is transmitted to the second elastic member 504 and the first elastic member 503 through the screw mechanism 506 to provide boosting for the brake pedal 500 and the thrust structure 502, while the screw mechanism 506 can simultaneously compress the first elastic member 503 in the process of further compressing the second elastic member 504, so that the brake pedal 500 and the thrust structure 502 are further subjected to displacement change, and at this time, since the screw mechanism 506 bears a part of the reverse acting force provided by the first elastic member 503 and the second elastic member 504, the reverse acting force applied to the thrust structure 502 can be reduced, so that the brake pedal 500 obtains a proper brake pedal force, and the target value of the pedal stroke of the brake pedal 500 can be simulated.

Here, the operation of the brake pedal simulator for transition from the first operating state to the second state via the second transition state will be described below. When the driver depresses the brake pedal 500, the thrust structure 502 drives the first elastic member 503 to compress in the axial direction, and the thrust structure 502 is subjected to the reverse force provided by the first elastic member 503, and the operation process is in the first operation state. When the brake pedal force applied to the brake pedal 500 by the reverse force during the process of further compressing the first elastic member 503 reaches a preset value, the booster motor 501 is started to enable the output torque thereof to be transmitted to the first elastic member 503 through the screw mechanism 506 to provide boosting force for the thrust structure 502 so as to further compress the first elastic member 503, while the first elastic member 503 is not yet engaged with the second elastic member 504, and the thrust structure 502 is still subjected to the reverse force provided by the first elastic member 503, so that the operation process is in a second transition state. After the screw mechanism 506 further compresses the first elastic member 503 so that the first elastic member 503 is matched with the second elastic member 504, the second elastic member 504 can be simultaneously compressed, so that the brake pedal 500 and the thrust structure 502 are further subjected to displacement change, and at the moment, because the screw mechanism 506 bears a part of reverse acting force provided by the first elastic member 503 and the second elastic member 504, the reverse acting force applied to the thrust structure 502 can be reduced, so that the brake pedal 500 obtains proper brake pedal force, and the pedal force of the brake pedal 500 and the target value of the pedal stroke can be simulated.

In both cases, when the parts such as the booster motor 501, the screw mechanism 506, or the second elastic member 504 fail to operate normally, the first elastic member 503 provides the brake pedal 500 with the base pedal force to provide the brake pedal 500 with the brake feeling of the brake pedal 500, and the brake can be continuously applied to maintain the brake function. In addition, when the driver releases the brake pedal 500, the assist motor 501 is de-energized so that the first elastic member 503 and the second elastic member 504 are automatically returned by their own elastic restoring force.

The characteristics of the brake pedal 500 are simulated by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the booster motor 501 and the screw mechanism 506, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, although the screw mechanism 506 is used as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may have other reasonable arrangement structures.

It should be noted that in the first to third embodiments, the first elastic member and the second elastic member are connected in parallel, and the rigidity of the brake pedal can be changed in the corresponding operating state of the brake pedal simulator. That is, for example, in the first operating state, the rigidity of the brake pedal is determined by the rigidity of the first elastic member, and in the second operating state, the rigidity of the brake pedal is determined by the rigidity of the first elastic member and the second elastic member, whereby the rigidity of the brake pedal in the first operating state is different from the rigidity of the brake pedal in the second operating state, and it can be understood that the rigidity of the brake pedal in the first operating state is the rigidity of the first elastic member, and the rigidity of the brake pedal in the second operating state is the sum of the rigidities of the first elastic member and the second elastic member. Further, specific technical features for the above-described first transition state and second transition state are applicable to the following second and third embodiments.

Optionally, the screw mechanism 506 cooperates with the second elastic member 504 through the first elastic member 503 to compress the second elastic member 504 during the process of compressing the first elastic member 503. Here, the screw mechanism 506 may be arranged to cooperate with the second elastic member 504 by being connected with the first elastic member 503, so that when the booster motor 501 is started, the output torque is transmitted to the screw mechanism 506, and the screw mechanism 506 and the thrust structure 502 together drive the first elastic member 503 to compress, and the second elastic member 504 is compressed along with the first elastic member 503 by cooperation of the first elastic member 503 and the second elastic member 504 during the compression of the first elastic member 503. However, the disclosure is not limited thereto, the screw mechanism 506 may be arranged to directly drive the second elastic member 504 to compress, and the second elastic member 504 may further drive the first elastic member 503 to compress by cooperating with the first elastic member 503.

Alternatively, the first elastic member 503 and the second elastic member 504 are coil springs. Thereby enabling a rapid and sensitive reaction to the driving force exerted by the thrust structure 502 and/or the booster motor 501 for extension and retraction. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 503 and the second elastic member 504 may have various reasonable structures in the case that the cooperation of the brake pedal 500, the thrust structure 502, the booster motor 501 and the screw mechanism 506 can be ensured to drive the first elastic member 503 and/or the second elastic member 504 to extend and retract.

Alternatively, as shown in fig. 1 and 2, the brake pedal simulator includes a fitting portion 505 for fitting to a vehicle body, the first elastic member 503 and the second elastic member 504 are located on one side of the fitting portion 505, the thrust structure 502 is located on the other side of the fitting portion 505, and the first elastic member 503 is fitted to the thrust structure 502 through a spring seat 510. Therefore, the thrust structure 502 and the booster motor 501 can transmit power to the first elastic member 503 and the second elastic member 504 more rapidly through the reasonable arrangement structure, and the first elastic member 503 and the second elastic member 504 can be matched quickly. However, the present disclosure is not limited thereto, the first elastic member 503 and the second elastic member 504 may be located at both sides of the fitting portion 505, wherein the fitting portion 505 may be fitted at a boundary between an engine compartment and a cab of the vehicle, so that when the brake pedal simulator is fitted to a vehicle body through the fitting portion 505, the first elastic member 503 located at one side of the fitting portion 505 may be exposed to the cab, and the second elastic member 504 located at the other side of the fitting portion 505 may be located in the engine compartment, whereby an occupied installation space of the brake pedal simulator in the engine compartment can be reduced. The present disclosure is not limited thereto, and the mounting position of the fitting portion 505 on the vehicle body may be specifically arranged according to actual circumstances, so that the present disclosure can be applied to vehicles of various structures.

Alternatively, the spring seat 510 includes a first flange 515, one end of the first flange 515 corresponding to the thrust structure 502 is formed with a plurality of links 512 protruding in the axial direction and arranged at intervals in the circumferential direction, the plurality of links 512 are engaged with the thrust structure 502, a part of the screw mechanism 506 is located at a position between the first flange 515 and the thrust structure 502, and the screw mechanism 506 is engageable with the second elastic member 504 through the spring seat 510. Thereby, the arrangement structure of the booster motor 501, the screw mechanism 506, and the first elastic member 503 and the second elastic member 504 is made compact and the modular design is facilitated. In addition, various structures can be adopted for the screw mechanism 506 in such a manner that the spring seat 510 can cooperate with the second elastic member 504. For example, the spring seat 510 is mounted with the first elastic member 503, and the spring seat 510 and the second elastic member 504 are arranged at a distance in the axial direction, whereby during the process of the screw mechanism 506 compressing the first elastic member 503 by the spring seat 510, the spring seat 510 moves in a direction axially approaching the second elastic member 504 to engage with the second elastic member 504, so that the second elastic member 504 can be driven to be compressed in the axial direction in this engaged state. The present disclosure is not limited thereto, and the spring seat 510 may have any suitable structure as long as the function of driving the second elastic member 504 to be compressed in the axial direction can be finally achieved by the screw mechanism. In addition, the matching form of the connecting rod 512 and the thrust structure 502 of the spring seat 510 can adopt various structures, and can be realized by a threaded connection way. In the case of the screw coupling, the pedal pre-set force and the pedal idle stroke of the brake pedal 500 may be adjusted by adjusting the position of the screw coupling portion of the connecting rod 512. Besides, the thread-fitting form of the connecting rod 512 and the thrust structure 502 of the spring seat 510 can also adjust the pedal stroke of the brake pedal 500 moving to make the first elastic member 503 and the second elastic member 504 cooperate to synchronously achieve the compression moment, which is defined as the pedal initial stroke hereinafter. However, the present disclosure is not limited thereto, and the spring seat 510 and the thrust structure 502 may be connected by other means.

Alternatively, as shown in fig. 1 to 4, the spring seat 510 includes an extension rod extending from the first flange 515 in the axial direction in sequence for mounting the first elastic member 503 and a second flange 516 abutting against the second elastic member 504, the assist screw 5061 of the screw mechanism is connected to the first flange, one end of the first elastic member 503 corresponding to the second elastic member 504 is fixed in the housing 520 of the brake pedal simulator, the second flange 516 is separated from the other end of the second elastic member 504 corresponding to the first elastic member 503 in the first operating state, and the second flange 516 abuts against the other end of the second elastic member 504 in the second operating state. Thus, during the process that the thrust structure 502 and/or the screw mechanism 506 drive the spring seat 510 to axially compress the first elastic member 503 through the first flange 515, the second flange 516 of the spring seat 510 abuts against the other end of the second elastic member 504, so that the second elastic member 504 can be driven to axially compress, and during the process, the first elastic member 503 and the second elastic member 504 move synchronously. However, the present disclosure is not limited thereto, and the structure of the spring seat 510 of the present disclosure may be modified as appropriate, for example, the second flange is formed on the spring seat for mounting the second elastic member 504, and in this case, it is only necessary to drive the second elastic member 504 to be compressed by the engagement of the extension rod of the spring seat 510 and the second flange, and such modification is within the scope of the present disclosure. Alternatively, the thrust structure 502 includes a first thrust rod 5021 hinged to the brake pedal 500 and a second thrust rod 5022 hinged to the first thrust rod 5021 through a hinge seat 5024 and capable of driving the spring seat 510 to extend and retract in the axial direction, the hinge seat 5024 is formed as a U-shaped seat, hinge holes 5025 are formed on two side plates of the hinge seat 5024, and the second thrust rod 5022 penetrates through a bottom plate 5026 of the hinge seat 5024 and is screwed to the bottom plate 5026 through a nut 5027 arranged on the bottom plate 5026 so as to be capable of adjusting the position in the axial direction. The second thrust rod 5022 is hinged to the first thrust rod 5021 through a hinge hole 5025 on a hinge seat 5024, and in addition, the pedal preset force, the pedal idle stroke and the pedal initial stroke of the brake pedal 500 can be adjusted through the threaded matching of a nut 5027 on a bottom plate 5026 and the second thrust rod 5022. However, the present disclosure is not limited thereto, and the pedal preset force, the pedal idle stroke, and the pedal initial stroke of the brake pedal 500 may be adjusted in other forms. For example, the first thrust rod 5021 or the second thrust rod 5022 may be arranged in a telescopic structure (for example, a structure of a sleeve rod and a sleeve pipe sleeved on the outer circumferential surface of the sleeve rod, which are in threaded fit with each other) capable of being stretched and positioned in the axial direction so as to adjust the pedal preset force and the pedal idle stroke in a telescopic manner. As another example, as mentioned above, adjusting the pedal pre-set force, the pedal idle stroke, and the pedal initial stroke is accomplished by the threaded engagement of the push structure 502 and the linkage of the spring seat 510.

Alternatively, the second thrust link 5022 is formed as a ball stud, the thrust structure 502 further includes a coupling 5028 coupled to a ball 5023 ball pair of the second thrust link 5022, and a push plate 5029 coupled to the link 512 and engaged with the coupling 5028, and the screw mechanism 506 is disposed at a position between the push plate 5029 and the first elastic member 503. Wherein, a push disc 5029 may be located on an inner circumferential surface of a through hole of the assembling portion 505, and the butt joint 5028 may penetrate the push disc 5029 and be positioned by a fastener such as a nut, wherein, optionally, a through hole for penetrating the butt joint 5028 is formed on the push disc 5029, and a U-shaped pressure plate 50281 abutting against one side of the push disc 5029 close to the butt joint 5028 is formed on the butt joint 5028. Thus, when the docking head 5028 and the thrust collar 5029 are assembled and positioned, the U-shaped keeper 50281 abuts against one side of the thrust collar 5029 corresponding to the second thrust rod 5022, so that the thrust collar 5029 can be stably pushed by the U-shaped keeper 50281 such that the first elastic member 503 connected to the thrust collar 5029 and the second elastic member 504 capable of being engaged with the first elastic member 503 are axially compressed. When a driver steps on the brake pedal 500 to cause displacement change, the first thrust rod 5021, the second thrust rod 5022, the butt joint 5028 and the push disc 5029 also cause displacement change, and the ball head 5023 of the second thrust rod 5022 is matched with the ball pair of the butt joint, so that the second thrust rod 5022 can adapt to angle change, and the phenomenon of motion interference with the butt joint 5028 is prevented. However, the disclosure is not limited thereto, and alternatively, the ball 5023 and the butt joint 5028 may be arc-shaped, and the radius of curvature of the ball 5023 is smaller than the radius of curvature of the butt joint 5028 corresponding to the arc-shaped matching surface of the ball 5023. Thus, relative movement between the ball 5023 of the second thrust rod 5022 and the arc-shaped mating surface of the butt joint 5028 is allowed within a proper range, so that the transmission process among the brake pedal 500, the thrust structure 502, the first elastic member 503 and the second elastic member 504 is smoother. For another example, the second thrust rod 5022 and the docking head 5028 may be in a universal joint connection form or in a form that the second thrust rod 5022 directly abuts against the end face of the docking head 5028. It should be noted that, in order to more reliably drive the first elastic member 503 and the second elastic member 504, the fitting structure of the abutment 5028 and the push disk 5029 may be modified appropriately to the arrangement structure of the thrust structure 502 in a case where the above-mentioned object is achieved and in a case where no contradiction occurs, and such modification is within the scope of the present disclosure.

Optionally, an output shaft 5011 of the assist motor 501 is connected to the screw mechanism 506 through a transmission mechanism. Here, the transmission mechanism may adopt various reasonable structures to be able to transmit the output torque of the booster motor 501 to the screw mechanism 506 at a proper transmission ratio, so that the screw mechanism 506 can reliably drive the first elastic member 503 and the second elastic member 504 to compress, thereby rapidly and accurately simulating the pedal force and the pedal stroke of the brake pedal 500.

Alternatively, the transmission mechanism includes a reduction mechanism connected to an output shaft 5011 of the assist motor 501, a transmission gear 513 connected to an output end of the reduction mechanism, the screw mechanism 506 includes an assist screw 5061 engaged with the second elastic member 504, and an assist gear 5062 mounted on an outer peripheral surface of the assist screw 5061 and formed with an internal thread engaged with the assist screw 5061, and the transmission gear 513 is engaged with the assist gear 5062 through an idler gear 514. In the case of the spring seat 510 as described above, the assist screw 5061 is connected to the first flange 515 of the spring seat 510 to achieve engagement with the second elastic member 504 by driving the spring seat 510 to move in the axial direction. That is, the output torque of the assist motor 501 is transmitted to the assist screw 5061 through the reduction mechanism, the transmission gear 513, the idler gear 514, and the assist gear 5062 in this order, and the driving force of the assist screw 5061 is transmitted to the first elastic member 503 and/or the second elastic member 504 through the spring seat 510, so that the second elastic member 504 is driven to be compressed in the axial direction in synchronization with the contact between the spring seat 510 (the second flange 516) and the second elastic member 504 in the process in which the first elastic member 503 moves in the axial direction. Here, the reduction mechanism may have various configurations, and for example, a worm gear reduction mechanism, a gear pair reduction mechanism, or a planetary gear reduction mechanism similar to that of the first embodiment may be employed, so that the transmission efficiency can be improved.

The reduction mechanism may adopt various suitable structures, for example, a gear pair reduction mechanism, a worm and gear reduction mechanism, a planetary gear reduction mechanism, and the like. Here, as shown in fig. 1, the speed reduction mechanism may be a planetary speed reduction mechanism 507, in the planetary speed reduction mechanism 507, a sun gear 5071 is connected to an output shaft 5011 of the booster motor 501, a carrier 5072 is connected to an axle of the transmission gear 513 as an output end of the speed reduction mechanism, and a ring gear 5073 is fixed to the inside of the housing 520 of the brake pedal simulator. In addition, the planetary reduction mechanism 507 is provided with a planetary gear 5074 that meshes with a sun gear 5071 and a ring gear 5073, and a carrier 5072 is provided at the center of the planetary gear 5074. Thus, the output torque of the assist motor 501 is transmitted to the assist screw 5061 via the transmission gear 513, the idle gear 514, and the assist gear 5062 after being decelerated and increased in pitch by the planetary gear reduction mechanism 507, that is, the output torque of the assist motor 501 is transmitted to the assist screw 5061 via the transmission gear 513, the idle gear 514, and the assist gear 5062, which are connected to the carrier 5072 by a key, a spline, or the like, and the idle gear 514, and the assist gear 5062, after being transmitted to the assist screw 5061, so that the assist screw 5061 sequentially drives the first elastic member 503 and the second elastic member 504 to axially extend and contract during the axial movement. By adopting the planet wheel speed reducing mechanism 507, the planet wheel speed reducing mechanism 507 has the characteristics of light weight and small volume, so that the brake pedal simulator has light overall weight and compact arrangement. In addition, the transmission efficiency of the power-assisted motor 501 can be effectively improved by arranging the planet gear speed reducing mechanism 507.

Optionally, the brake pedal simulator further comprises a controller 508 for controlling the operating state of the assist motor 501 and a sensor 509 for detecting the rotation speed of the assist motor 501. Here, specifically, when the driver depresses the brake pedal 500, the thrust structure 502 drives the first elastic member 503 to compress axially, and in the process, the thrust structure 502 can also drive the second elastic member 504 to compress axially by the cooperation of the first elastic member 503 and the second elastic member 504, in the process, the thrust structure 502 is sequentially subjected to the reverse acting force provided by the first elastic member 503 and the second elastic member 504, and in the process, the controller 508 can control the power-assisted motor 501 to be activated according to the brake pedal force applied to the brake pedal 500 by such reverse acting force, when the controller 508 activates the power-assisted motor 501 so that the output torque thereof is transmitted to the first elastic member 503 or the first elastic member 503 and the second elastic member 504 via the planetary gear speed reduction mechanism 507 and the screw mechanism 506 in sequence, therefore, the assisting force is provided for the brake pedal 500 and the thrust structure 502, in the state that the first elastic member 503 and the second elastic member 504 are matched, the screw mechanism 506 can simultaneously compress the first elastic member 503 in the process of further compressing the second elastic member 504, so that the brake pedal 500 and the thrust structure 502 are further subjected to displacement change, and at the moment, because the screw mechanism 506 bears a part of reverse acting force provided by the first elastic member 503 and the second elastic member 504, the reverse acting force applied to the thrust structure 502 can be reduced, so that the brake pedal 500 obtains proper brake pedal force, and the pedal force of the brake pedal 500 and the target value of the pedal stroke can be simulated. Among them, the sensor 509 is used to detect the rotation speed of the power assist motor 501 in real time and feed back the rotation speed to the controller 508 in real time to monitor the pedal stroke of the brake pedal 500 in real time, thereby improving the operational reliability of the brake pedal simulator. In addition, the activation timing of the assist motor 501 is influenced by the brake pedal force of the brake pedal 500, the first elastic member 503 and the second elastic member 504, for example, when the first elastic member 503 has a low rigidity, the assist motor 501 may be activated in a state where the first elastic member 503 and the second elastic member 504 are compressed in cooperation (i.e., a first transition state); or the first elastic member 503 has a high rigidity, the assist motor 501 may be activated in a state where the first elastic member 503 is not engaged with the second elastic member 504 (i.e., a second transition state). However, the present disclosure is not particularly limited thereto, and the manner in which the controller 508 controls the booster motor 501 may be specifically designed according to actual circumstances.

Alternatively, as shown in fig. 5, the brake pedal simulator includes a housing 520, the housing 520 includes a fitting portion 505 for fitting to a vehicle body, a first housing portion 5201 for housing the screw mechanism 506 and a part of the transmission mechanism (a transmission gear 513 and an idle gear 514), a second housing portion 5202 for housing the assist motor 501, and a third housing portion 5203 for housing the first elastic member 503 and the second elastic member 504, an end portion of the second elastic member 504 abuts against an inner end wall of the third housing portion 5203, the brake pedal 500 and the thrust structure 502 are exposed from the fitting portion 505, and a step 5205 for positioning an end of the first elastic member 503 corresponding to the second elastic member 504 is formed on an inner peripheral surface of the third housing portion 5203. The step 5205 can position the end of the first elastic member 503, so that the screw mechanism 506 can reliably and effectively drive the first elastic member 503 and the second elastic member 504 to compress synchronously, thereby improving the operation reliability. The mounting portion 505, the first housing portion 5201, the second housing portion 5202, and the third housing portion 5203 are interconnected. The first housing portion 5201, the second housing portion 5202, and the third housing portion 5203 may be assembled integrally by fasteners such as bolts. In addition, the first housing portion 5201 may be formed with oil holes for supplying lubricating oil to the screw mechanism 506 and the transmission mechanism. In addition, the mounting portion 505 can be mounted to the vehicle body by a fastener 5051 such as a bolt, while the brake pedal 500 is exposed to the cabin, and the thrust structure 502 can be selectively partially exposed to the cabin according to actual conditions, so as to facilitate operation and reduce the installation space of the brake pedal simulator in the engine compartment. In addition, a dust cover 5204 for covering a part of the outer circumferential surface of the second thrust lever 5022 may be provided on the fitting portion 505 to perform a sealing and dust-proof function. The brake pedal simulator has the effects of compact arrangement and modular design through the structure. However, the present disclosure is not limited thereto, and the structure of the housing 520 may be appropriately determined according to the arrangement structure of the brake pedal simulator.

The above description has been made in conjunction with fig. 1 to 5 of the brake pedal simulator provided in the first embodiment of the present disclosure, and the features of the first embodiment can be applied to the second and third embodiments described below without contradiction.

A brake pedal simulator according to a second embodiment of the present disclosure will be described in detail below with reference to fig. 6 to 10.

As shown in fig. 6 and 7, a brake pedal simulator according to a second embodiment of the present disclosure includes a brake pedal 600, a booster motor 601, a fitting part 605 for fitting to a vehicle body, a first elastic member 603 and a second elastic member 604 arranged at an interval in an axial direction on one side of the fitting part 605, a rack and pinion mechanism 606 between the first elastic member 603 and the second elastic member 604, a thrust structure 602 hinged to the brake pedal 600 and capable of sequentially driving the first elastic member 603 and the second elastic member 604 to expand and contract in the axial direction, the first elastic member 603 providing a pedal preset force to the brake pedal 600, an output shaft 6011 of the booster motor 601 being capable of cooperating with the second elastic member 604 through the rack and pinion mechanism 606 to be capable of providing boosting force to the driving of the thrust structure 602, wherein the brake pedal simulator has a first operating state and a second operating state, in the first working state, the first elastic member 603 is compressed by the thrust structure 602, and in the second working state, the first elastic member 603 and the second elastic member 604 are compressed synchronously by the cooperation of the thrust structure 602 and the booster motor 601.

Here, the first elastic member 603 and the second elastic member 604 serve as simulation elements of pedal force and pedal stroke of the brake pedal 600, and in an initial state (i.e., in a state where the brake pedal 600 is not depressed), the first elastic member 603 is in a compressed state to provide a pedal preset force to the brake pedal 600, and the second elastic member 604 is in a separated state from the first elastic member 603 without power transmission between the first elastic member 603 and the thrust structure 602. In addition, in the first working state, the first elastic member 603 is compressed by the thrust structure 602, and the second elastic member 604 is still in a separated state from the first elastic member 603 as in the first initial state, and no power transmission occurs between the first elastic member 603 and the thrust structure 602. In the second working state, the first elastic element 603 and the second elastic element 604 are engaged and are in a compressed state.

Here, the first transition state and the second transition state mentioned above are applied to the present embodiment, and the description thereof will be omitted to avoid redundancy.

Here, the operation of the brake pedal simulator for changing from the first operating state to the second operating state via the first transition state will be described. Specifically, as described above, when the driver depresses the brake pedal 600, the thrust structure 602 drives the first elastic member 603 to compress in the axial direction, and the thrust structure 602 is subjected to the reverse force provided by the first elastic member 603, and the operation process is in the first operation state. When the first elastic element 603 cooperates with the second elastic element 604 during the compression process, so that the thrust structure 602 drives the first elastic element 603 and the second elastic element 604 to compress together, the thrust structure 602 is subjected to the reverse force provided by the cooperation of the first elastic element 603 and the second elastic element 604, and the process is in the first transition state. When the brake pedal force applied to the brake pedal 600 by such a reverse acting force reaches a preset value, the assist motor 601 is started so that the output torque thereof is transmitted to the second elastic member 604 and the first elastic member 603 through the rack and pinion mechanism 606 to provide an assist force for the brake pedal 600 and the thrust structure 602, and at this time, the rack and pinion mechanism 606 further generates a displacement change for the brake pedal 600 and the thrust structure 602 by synchronously driving the first elastic member 603 and the second elastic member 604 to compress, and at this time, since the rack and pinion mechanism 606 receives a part of the reverse acting force provided by the first elastic member 603 and the second elastic member 604, the reverse acting force received by the thrust structure 602 can be reduced, so that the brake pedal 600 obtains a proper brake pedal force, and thus the target values of the pedal force and the pedal stroke of the brake pedal 600 can be simulated.

Here, the operation of the brake pedal simulator for transition from the first operating state to the second state via the second transition state will be described below. When the driver depresses the brake pedal 600, the thrust structure 602 drives the first elastic member 603 to compress in the axial direction, and the thrust structure 602 is subjected to the reverse force provided by the first elastic member 603, and the operation process is in the first operation state. When the brake pedal force applied to the brake pedal 600 by the reverse force during the process of further compressing the first elastic member 603 reaches a preset value, the assisting motor 601 is started to enable the output torque thereof to be transmitted to the first elastic member 603 through the rack and pinion mechanism 606 to provide assistance to the thrust structure 602 so as to further compress the first elastic member 603, while the first elastic member 603 is not yet engaged with the second elastic member 604, and the thrust structure 602 is still subjected to the reverse force provided by the first elastic member 603, and the operation process is in a second transition state. After the rack and pinion mechanism 606 further compresses the first elastic member 603, so that the first elastic member 603 and the second elastic member 604 are matched, the first elastic member 603 and the second elastic member 604 can be synchronously compressed, the brake pedal 600 and the thrust structure 602 further undergo displacement change, and at the moment, because the rack and pinion mechanism 606 bears a part of reverse acting force provided by the first elastic member 603 and the second elastic member 604, the reverse acting force borne by the thrust structure 602 can be reduced, so that the brake pedal 600 obtains proper brake pedal force, and the pedal force of the brake pedal 600 and the target value of the pedal stroke can be simulated.

In both cases, when the parts such as the booster motor 601, the rack and pinion mechanism 606, the second elastic member 604, etc. are out of order and fail to operate normally, the first elastic member 603 provides the brake pedal 600 with the base pedal force to achieve the braking feeling of the brake pedal 600, thereby enabling the brake to be continuously applied and maintaining the braking function. In addition, when the driver releases the brake pedal 600, the power of the assist motor 601 is cut off, so that the first elastic member 603 and the second elastic member 604 are automatically returned by their own elastic restoring force.

The characteristics of the brake pedal 600 are simulated by the brake control method, and the existing hydraulic brake component is replaced by the cooperation of the booster motor 601 and the gear rack mechanism 606, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, although the rack and pinion mechanism 606 is used as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may have other reasonable arrangement structures.

It should be noted that the first elastic member 603 and the second elastic member 604 are connected in parallel, and the stiffness of the brake pedal 600 can be changed in the corresponding operating state of the brake pedal simulator. That is, in the first operating state, for example, the rigidity of the brake pedal 600 is determined by the rigidity of the first elastic member 603, and in the second operating state, the rigidity of the brake pedal 600 is determined by the rigidity of the first elastic member 603 and the second elastic member 604, whereby the rigidity of the brake pedal 600 in the first operating state is different from the rigidity of the brake pedal 600 in the second operating state, and it can be understood that the rigidity of the brake pedal 600 in the first operating state is the rigidity of the first elastic member 603, and the rigidity of the brake pedal 600 in the second operating state is the sum of the rigidity of the first elastic member 603 and the second elastic member 604.

Alternatively, the rack and pinion mechanism 606 drives the second elastic member 604 to compress, so that the first elastic member 603 is compressed synchronously. Here, the first elastic member 603 may be arranged to cooperate with the second elastic member 604 by being connected with the rack and pinion mechanism 606, so that when the booster motor 601 is started, the output torque is transmitted to the rack and pinion mechanism 606, and the rack and pinion mechanism 606 and the thrust structure 602 together drive the first elastic member 603 to compress, and the second elastic member 604 is compressed along with the first elastic member 603 by the cooperation of the rack and pinion mechanism 606 and the second elastic member 604 during the compression of the first elastic member 603. However, the present disclosure is not limited thereto, and the first elastic member 603 may be arranged to cooperate with the second elastic member 604 through a mounting seat or the like.

Optionally, the rack-and-pinion mechanism 606 includes a gear shaft 6061 and a rack 6062, the gear shaft 6061 is connected to the output shaft 6011 of the assist motor 601 and is provided with an assist gear 6063 engaged with the rack 6062, a first end of the rack 6062 is connected to the first elastic member 603, a second end of the rack 6062 is separated from the second elastic member 604 in the first working state, and a second end of the rack 6062 is abutted to the second elastic member 604 in the second working state. Thus, the rack 6062 can move in a direction of approaching the second elastic member 604 in the axial direction during the compression of the first elastic member 603, and can engage with the second elastic member 604, so that the first elastic member 603 and the second elastic member 604 can be compressed simultaneously. In addition, the rack 6062 may be connected with the first elastic member 603 through a mount for mounting the first elastic member 603. Still alternatively, the rack 6062 may be directly formed on a mounting seat for mounting the first elastic member 603 so as to be able to drive the first elastic member 603 and the second elastic member 604 to extend and contract. The connection mode of the rack 6062 and the first elastic member 603 and the second elastic member 604 is not particularly limited in this disclosure, as long as the rack 6062 can receive the output force from the booster motor 601 by meshing with the booster gear 6063, so that the rack 6062 can sequentially or synchronously drive the first elastic member 603 and the second elastic member 604 to compress.

Optionally, the first elastic member 603 and the second elastic member 604 are coil springs. This allows for a rapid and sensitive response to the drive force exerted by the thrust structure 602 and/or the booster motor 601. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 603 and the second elastic member 604 may have various reasonable structures in the case that the cooperation of the brake pedal 600, the thrust structure 602, the assist motor 601 and the rack-and-pinion mechanism 606 can be ensured to drive the first elastic member 603 and/or the second elastic member 604 to extend and retract.

Alternatively, as shown in fig. 6 to 8, the brake pedal simulator includes a spring seat 610, the spring seat 610 includes a first flange 611 cooperating with the thrust structure 602, a first extension rod 612 extending from the first flange 611 in the axial direction in sequence for mounting the first elastic member 603, a second extension rod 613 for forming the rack 6062, and a second flange 614 for abutting against the second elastic member 604, one end of the first elastic member 603 abuts against the first flange 611, and the other end of the first elastic member 603 corresponding to the second elastic member 604 abuts against the inside of a housing 620 of the brake pedal simulator, one end of the second elastic member 604 abuts against the second flange 614, and the other end can abut against the inside of the housing 620. Thus, during the process that the thrust structure 602 cooperates with the first flange 611 to drive the first elastic member 603 to axially compress, the spring seat 610 (including the rack 6062) moves together in a direction axially approaching the second elastic member 604, so that the second flange 614 at one end of the rack 6062 can abut against the other end of the second elastic member 604, and thus the function of driving the second elastic member 604 to axially compress can be achieved by the structure of the spring seat 610 as described above, during which the first elastic member 603 and the second elastic member 604 move synchronously. The present disclosure is not limited thereto, and the structure of the spring seat 610 of the present disclosure may be appropriately modified as long as a function of being able to drive the first elastic member 603 and the second elastic member 604 to be compressed can be achieved by a reasonable arrangement structure of the spring seat 610 and the rack 6062. For example, one end of the rack 6062 is directly connected to the spring seat for mounting the first elastic member 603, and the other end of the rack 6062 can directly abut against the spring seat for mounting the second elastic member 604, which is within the scope of the present disclosure.

Alternatively, as shown in fig. 9 and 10, the thrust structure 602 includes a first thrust rod 6021 hinged to the brake pedal 600 and a second thrust rod 6022 hinged to the first thrust rod 6021, the second thrust rod 6022 being formed as a ball stud, and a ball head 6023 of the second thrust rod 6022 being arc-fitted with the spring seat 610. Accordingly, when the driver steps on the brake pedal 600 to change the displacement thereof, the first thrust rod 6021 and the second thrust rod 6022 also change the displacement thereof, and the ball part 6023 of the second thrust rod 6022 engages with the curved surface of the spring seat 610, whereby the second thrust rod 6022 can adapt to the change in angle, and the occurrence of the motion interference phenomenon can be prevented. Optionally, the radius of curvature of the ball head 6023 is smaller than the radius of curvature of the spring seat 610 corresponding to the arcuate mating surface of the ball head 6023. Thus, relative movement between the ball head 6023 of the second thrust rod 6022 and the arcuate mating surface of the spring seat 610 is permitted within a suitable range to smooth the transmission process between the brake pedal 600, the thrust structure 602, the first resilient member 603, and the second resilient member 604. The present disclosure is not limited thereto, and the engagement between the thrust structure 602 and the spring seat 610 may adopt other reasonable structures, for example, the second thrust rod 6022 and the spring seat 610 may adopt a ball-pair engagement, a universal joint connection, or a direct abutment of the second thrust rod 6022 against the end surface of the spring seat 610.

Alternatively, the hinge end of the second thrust rod 6022 is provided with a U-shaped hinge seat 6024, hinge holes 6025 are formed in both side plates of the hinge seat 6024, respectively, and the second thrust rod 6022 penetrates the bottom plate 6026 of the hinge seat 6024 and is screwed to the bottom plate 6026 by a nut 6027 provided on the bottom plate 6026 so as to be adjustable in position in the axial direction. The second thrust rod 6022 is hinged to the first thrust rod 6021 through a hinge hole 6025 provided in a hinge seat 6024, and the nut 6027 provided in the bottom plate 6026 is screwed to the second thrust rod 6022 to adjust the pedal preload and the pedal idle stroke of the brake pedal 600. The present disclosure is not limited thereto, and the pedal preset force and the pedal idle stroke of the brake pedal 600 may be adjusted in other forms, for example, the first thrust rod 6021 or the second thrust rod 6022 may be arranged in a telescopic structure (for example, a structure of a sleeve rod and a sleeve pipe, which are engaged with each other by screw threads, and the sleeve pipe is sleeved on the outer circumferential surface of the sleeve rod) capable of being stretched and positioned in the axial direction, so as to adjust the pedal preset force and the pedal idle stroke in a telescopic manner. And such modified embodiments can be applied to other embodiments.

Alternatively, a part of the second thrust rod 6022 adjacent to the ball head 6023 is sleeved with a stop seat 6028, a plurality of axially extending stop protrusions 6029 are circumferentially arranged on an outer peripheral surface of the stop seat 6028 at intervals, and a stop groove 6101 for engaging with the stop protrusion 6029 is formed at one end of the spring seat 610 corresponding to the stop seat 6028. Here, the stopper seat 6028 may be loosely fitted to the outer peripheral surface of the second thrust rod 6022, so that the stopper seat 6028 can be prevented from interfering with the movement of the second thrust rod 6022 according to the change in the positions of the brake pedal 600 and the first thrust rod 6021. As described above, the second thrust lever 6022 and the first elastic member 603 can be reliably connected by the engagement of the locking projection of the locking seat 6028 with the locking recess 6101 of the spring seat 610. However, the present disclosure is not limited thereto, and the engagement between the thrust structure 602 and the first elastic member 603 may adopt other reasonable structures.

Alternatively, the output shaft 6011 of the assist motor 601 is connected to the gear shaft 6061 through a speed reduction mechanism. Here, the reduction mechanism may have any of various suitable configurations, and for example, a gear pair reduction mechanism, a worm gear reduction mechanism, a planetary gear reduction mechanism, or the like may be used. Here, optionally, as shown in fig. 6, the speed reducing mechanism is an epicyclic speed reducing mechanism 607, in the epicyclic speed reducing mechanism 607, a sun gear 6071 is connected with an output shaft 6011 of the booster motor 601, a planet carrier 6072 is connected with the gear shaft 6061, and a ring gear 6073 is fixed in the housing 620 of the brake pedal simulator. In addition, the planetary gear speed reduction mechanism 607 is also provided with planetary gears 6074 that mesh with a sun gear 6071 and a ring gear 6073, a carrier 6072 is provided at the center of the planetary gears 6074, and torque from the booster motor 601 is output from the carrier 6072. Therefore, the output torque of the booster motor 601 is transmitted to the rack 6062 through the booster gear 6063 after being subjected to speed reduction and distance increase by the planetary gear speed reduction mechanism 607, that is, the output torque of the booster motor 601 is transmitted to the rack 6062 through the booster gear 6063 on the gear shaft 6061 connected with the planet carrier 6072 through a key, a spline connection or the like after passing through the sun gear 6071, the planetary gear 6074 and the planet carrier 6072, so that the rack 6062 drives the first elastic member 603 and the second elastic member 604 to synchronously extend and retract during the movement in the direction of axially compressing the second elastic member 604. By adopting the planetary gear speed reducing mechanism 607, the planetary gear speed reducing mechanism 607 has the characteristics of light weight and small volume, so that the brake pedal simulator has light overall weight and compact arrangement. In addition, the transmission efficiency of the power-assisted motor 601 can be effectively improved by arranging the planet gear speed reducing mechanism 607.

Optionally, the brake pedal simulator further comprises a controller 608 for controlling the operating state of the assist motor 601 and a sensor 609 for detecting the rotational speed of the assist motor 601. When a driver steps on the brake pedal 600, the thrust structure 602 drives the first elastic member 603 to compress in the axial direction, and in the process, the thrust structure 602 can also drive the second elastic member 604 to compress in the axial direction through the rack 6062 of the rack and pinion mechanism 606 to enable the first elastic member 603 and the second elastic member 604 to cooperate, in the process, the thrust structure 602 is sequentially subjected to the reverse acting force provided by the first elastic member 603 and the second elastic member 604, and in the process, the controller 608 can control the power-assisted motor 601 to be started according to the brake pedal force acted on the brake pedal 600 by the reverse acting force reaching a preset value, when the controller 608 starts the power-assisted motor 601 to enable the output torque thereof to be transmitted to the first elastic member 603 or to be transmitted to the first elastic member 603 and the second elastic member 604 sequentially through the planetary gear speed reduction mechanism 607 and the rack gear mechanism 606, therefore, the assisting force is provided for the brake pedal 600 and the thrust structure 602, in the state that the first elastic member 603 and the second elastic member 604 are matched, the rack and pinion mechanism 606 can simultaneously compress the first elastic member 603 in the process of further compressing the second elastic member 604, so that the brake pedal 600 and the thrust structure 602 are further subjected to displacement change, and at the moment, because the rack and pinion mechanism 606 bears a part of reverse acting force provided by the first elastic member 603 and the second elastic member 604, the reverse acting force applied to the thrust structure 602 can be reduced, so that the brake pedal 600 obtains proper brake pedal force, and the pedal force of the brake pedal 600 and the target value of pedal stroke can be simulated. Among them, the sensor 609 is used to detect the rotation speed of the power assist motor 601 in real time and can feed back to the controller 608 in real time to monitor the pedal stroke of the brake pedal 600 in real time, thereby improving the operational reliability of the brake pedal simulator. In addition, the activation timing of the assist motor 601 is influenced by the brake pedal force of the brake pedal 600, the first elastic member 603 and the second elastic member 604, for example, when the first elastic member 603 has a low rigidity, the assist motor 601 may be activated in a state where the first elastic member 603 and the second elastic member 604 cooperate to be compressed (i.e., a first transition state); or the first elastic member 603 has a higher rigidity, the assist motor 601 may be activated in a state where the first elastic member 603 is not engaged with the second elastic member 604 (i.e., a second transition state). However, the present disclosure is not particularly limited thereto, and the manner in which the controller 608 controls the assist motor 601 may be specifically designed according to actual circumstances.

Alternatively, as shown in fig. 10, the brake pedal simulator includes a housing 620, and the housing 620 includes the mounting portion 605, a first housing portion 6201 for housing the first elastic member 603, the rack and pinion mechanism 606, and the second elastic member 604, a second housing portion 6202 for housing the booster motor 601, the planetary reduction mechanism 607, and the like, and a third housing portion 6203 for housing the controller 608 and the sensor 609, and the brake pedal 600 and the thrust structure 602 are exposed from the mounting portion 605, and a step 6204 for positioning one end of the first elastic member 603 corresponding to the second elastic member 604 is formed on an inner peripheral surface of the first housing portion 6201. The step 6204 can position the end of the first elastic element 603, so that the rack-and-pinion mechanism 606 can reliably and effectively drive the second elastic element 604 and the first elastic element 603 to compress, and the operation reliability is improved. Wherein the mounting portion 605, the first housing portion 6201, the second housing portion 6202, and the third housing portion 6203 are in communication with one another. The first, second, and

third housing portions

6201, 6202, 6203 may be integrally assembled by fasteners such as bolts, and the second and

third housing portions

6202, 6203 may be located on opposite sides of the first housing portion 6201. In addition, the mounting portion 605 may be mounted on the first housing portion 6201, or may be integrally formed with the first housing portion 6201. The mounting portion 605 may be mounted to the vehicle body by a fastener 6051 such as a bolt 6051, the brake pedal 600 may be exposed to the cab, and the thrust structure 602 may be selectively partially exposed to the cab for operation. The brake pedal simulator has the effects of compact arrangement and modular design through the structure. The present disclosure is not necessarily limited thereto, and the structure of the housing 620 may be reasonably designed according to the arrangement structure of the brake pedal simulator.

The above description is provided with reference to fig. 6 to 10 for describing the brake pedal simulator provided in the second embodiment of the present disclosure, and the features of the second embodiment can be replaced and combined with those of the other embodiments without contradiction, and the present disclosure will not be described in detail herein.

A brake pedal simulator according to a third embodiment of the present disclosure will be described in detail below with reference to fig. 11 to 15.

As shown in fig. 11 and 12, a brake pedal simulator according to a third embodiment of the present disclosure includes a brake pedal 700, a power-assisted motor 701, a mounting portion 705 for mounting to a vehicle body, a first elastic member 703 and a second elastic member 704 disposed at both sides of the mounting portion 705 at an interval in an axial direction, a rack and pinion mechanism 706 disposed between the first elastic member 703 and the second elastic member 704, and a thrust structure 702 hinged to the brake pedal 700 and capable of sequentially driving the first elastic member 703 and the second elastic member 704 to expand and contract in the axial direction, the first elastic member 703 providing a pedal preset force to the brake pedal 700, an output shaft 7011 of the power-assisted motor 701 being capable of cooperating with the second elastic member 704 through the rack and pinion mechanism 706 to provide power assistance to the driving of the thrust structure 702, wherein the brake pedal simulator has a first operating state and a second operating state, in the first working state, the first elastic member 703 is compressed by the thrust structure 702, and in the second working state, the first elastic member 703 and the second elastic member 704 are compressed synchronously by the cooperation of the thrust structure 702 and the booster motor 701.

Here, the brake pedal simulator of the present embodiment is different from the brake pedal simulator of the second embodiment in that the first elastic member 703 and the second elastic member 704 of the present embodiment are located on both sides of the fitting portion 705. Thus, the brake pedal simulator configurations in the present embodiment and the third embodiment can be applied to vehicles having different configurations. In addition, in the case where the mounting part 705 is mounted at a boundary between an engine compartment and a cab of a vehicle, the first elastic member 703 located at one side of the mounting part 705 may be exposed to the cab, and the second elastic member 704 located at the other side of the mounting part 705 may be located in the engine compartment, whereby an occupied space of the brake pedal simulator in the engine compartment can be reduced. The present disclosure is not limited thereto, and the mounting position of the mounting portion 705 on the vehicle body may be specifically arranged according to actual circumstances, so that the present disclosure can be applied to vehicles of various structures.

Here, the first elastic member 703 and the second elastic member 704 serve as simulation elements of pedal force and pedal stroke of the brake pedal 700, and in an initial state (i.e., in a state where the brake pedal 700 is not depressed), the first elastic member 703 is in a compressed state to provide a pedal preset force to the brake pedal 700, and the second elastic member 704 is in a separated state from the first elastic member 703, so that no power transmission occurs between the first elastic member 703 and the thrust structure 702. In addition, in the first operating state, the first elastic member 703 is compressed by the thrust structure 702, and the second elastic member 704 is still in a separated state from the first elastic member 703 as in the first initial state, and no power transmission occurs between the first elastic member 703 and the thrust structure 702. In the second working state, the first elastic member 703 and the second elastic member 704 are engaged and are in a compressed state.

Here, the operation of the brake pedal simulator for changing from the first operating state to the second operating state via the first transition state will be described. Specifically, as described above, when the driver depresses the brake pedal 700, the thrust structure 702 drives the first elastic member 703 to compress in the axial direction, and the thrust structure 702 receives the reverse acting force provided by the first elastic member 703, and the operation process is in the first operation state. When the first elastic member 703 cooperates with the second elastic member 704 during the compression process, so that the thrust structure 702 drives the first elastic member 703 and the second elastic member 704 to compress together, the thrust structure 702 is subjected to the reverse force provided by the cooperation of the first elastic member 703 and the second elastic member 704, and the process is in the first transition state. When the brake pedal force applied to the brake pedal 700 by the reverse acting force reaches a preset value, the boosting motor 701 is started to enable the output torque thereof to be transmitted to the second elastic member 704 and the first elastic member 703 through the rack and pinion mechanism 706 to provide boosting for the brake pedal 700 and the thrust structure 702, at this time, the rack and pinion mechanism 706 enables the brake pedal 700 and the thrust structure 702 to further generate displacement change due to the fact that the first elastic member 703 and the second elastic member 704 are synchronously driven to compress, and at this time, because the rack and pinion mechanism 706 bears a part of the reverse acting force provided by the first elastic member 703 and the second elastic member 704, the reverse acting force applied to the thrust structure 702 can be reduced, so that the brake pedal 700 obtains a proper brake pedal force, and the target value of the brake pedal force and the pedal stroke of the brake pedal 700 can be simulated.

Here, the operation of the brake pedal simulator for transition from the first operating state to the second state via the second transition state will be described below. When a driver depresses the brake pedal 700, the thrust structure 702 drives the first elastic member 703 to compress in the axial direction, and the thrust structure 702 is subjected to the reverse acting force provided by the first elastic member 703, and the operation process is in a first operation state. When the brake pedal force acting on the brake pedal 700 by the reverse acting force reaches a preset value in the process of further compressing the first elastic member 703, the boosting motor 701 is started to enable the output torque thereof to be transmitted to the first elastic member 703 through the rack-and-pinion mechanism 706 so as to provide boosting force for the thrust structure 702 to further compress the first elastic member 703, and at this time, the first elastic member 703 is not yet engaged with the second elastic member 704, and the thrust structure 702 is still subjected to the reverse acting force provided by the first elastic member 703, so that the working process is in a second transition state. After the rack and pinion mechanism 706 further compresses the first elastic member 703, the first elastic member 703 and the second elastic member 704 can be synchronously compressed after the first elastic member 703 is matched with the second elastic member 704, so that the brake pedal 700 and the thrust structure 702 are further subjected to displacement change, and at the moment, because the rack and pinion mechanism 706 bears a part of reverse acting force provided by the first elastic member 703 and the second elastic member 704, the reverse acting force borne by the thrust structure 702 can be reduced, so that the brake pedal 700 obtains proper brake pedal force, and the pedal force of the brake pedal 700 and the target value of the pedal stroke can be simulated.

In both cases, when the parts such as the booster motor 701, the rack and pinion mechanism 706, or the second elastic member 704 fail to operate normally, the first elastic member 703 provides the brake pedal 700 with the base pedal force, so that the brake pedal 700 can feel braked, and the brake can be continuously applied to maintain the braking function. In addition, when the driver releases the brake pedal 700, the power of the power-assisted motor 701 is cut off, so that the first elastic member 703 and the second elastic member 704 are automatically returned by the elastic restoring force thereof.

The characteristics of the brake pedal 700 are simulated by the brake control method, and the existing hydraulic brake component is replaced by the cooperation of the booster motor 701 and the gear rack mechanism 706, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, although the rack and pinion mechanism 706 is used as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may have other reasonable arrangement structures.

It should be noted that the first elastic member 703 and the second elastic member 704 are connected in parallel, and the stiffness of the brake pedal 700 can be changed in the corresponding operating state of the brake pedal simulator. That is, for example, in the first operating state, the rigidity of brake pedal 700 is determined by the rigidity of first elastic member 703, and in the second operating state, the rigidity of brake pedal 700 is determined by the rigidity of first elastic member 703 and second elastic member 704, and thus the rigidity of brake pedal 700 in the first operating state is different from the rigidity of brake pedal 700 in the second operating state, and it can be understood that the rigidity of brake pedal 700 in the first operating state is the rigidity of first elastic member 703, and the rigidity of brake pedal 700 in the second operating state is the sum of the rigidity of first elastic member 703 and second elastic member 704.

Optionally, as shown in fig. 11 to 13, the rack-and-pinion mechanism 706 includes a pinion shaft 7061 and a rack 7062, the pinion shaft 7061 is connected to an output shaft 7011 of the assistor motor 701 and is provided with an assistor pinion 7063 engaged with the rack 7062, a first end of the rack 7062 is connected to the first elastic member 703, a second end 7064 of the rack 7062 is separated from the second elastic member 704 in the first operating state, and a second end 7064 of the rack 7062 is abutted to the second elastic member 704 in the second operating state. Thus, the rack 7062 can move in a direction axially approaching the second elastic member 704 during the compression of the first elastic member 703 to be engaged with the second elastic member 704, so that the first elastic member 703 and the second elastic member 704 can be compressed synchronously. In addition, the rack 7062 may be connected to the first elastic member 703 through a mount for mounting the first elastic member 703. Alternatively, the rack 7062 may be formed directly on a mounting seat for mounting the first elastic member 703 so as to be able to drive the first elastic member 703 and the second elastic member 704 to extend and contract. The connection mode of the rack 7062 and the first elastic member 703 and the second elastic member 704 is not particularly limited in this disclosure, as long as the rack 7062 can receive the output force from the assistor motor 701 by engaging with the assistor gear 7063, so that the rack 7062 can sequentially or synchronously drive the first elastic member 703 and the second elastic member 704 to compress.

Optionally, as shown in fig. 11 and 12, the second end 7064 of the rack 7062 is in arc-surface fit with the second elastic member 704. Therefore, the friction between the rack 7062 and the second elastic member 704 is reduced in the process of matching the rack 7062 with the second elastic member 704 to drive the second elastic member 704 to compress, the rack 7062 can move in the axial direction smoothly in the process of compressing the second elastic member 704, and the operation stability is improved. The present disclosure is not limited thereto, and the fitting structure between the rack 7062 and the second elastic member 704 may be designed according to practical circumstances. For example, the second end 7064 of the rack 7062 and the second resilient member 704 can be in the form of a profile fit, a ball-and-socket fit, a groove-and-projection fit, a socket fit, or the like.

Alternatively, the second elastic member 704 is engaged with the second end 7064 of the rack gear 7062 through a mount for mounting the second elastic member 704, the second end 7064 of the rack gear 7062 is formed in a dome shape, and an end of the mount corresponding to the second end 7064 is formed in a shape corresponding to the second end 7064. Wherein, optionally, the first elastic member 703 and the second elastic member 704 are coil springs. Here, it is also optional that the brake pedal simulator includes a first spring seat 710 for mounting the first elastic member 703 and a second spring seat 711 for mounting the second elastic member 704, one end of the first spring seat 710 is engaged with the thrust structure 702, the other end of the first spring seat 710 can abut against the second spring seat 711, a rack 7062 of the rack and pinion mechanism 706 is formed in the middle of the first spring seat 710, and one end of the first elastic member 703 corresponding to the second elastic member 704 is fixed to a housing 720 of the brake pedal simulator. That is, the rack gear 7062 is formed on the first spring seat 710, the rack gear 7062 can be compressed by the second elastic member 704 being driven by abutment with the second elastic member 704, and one end of the first elastic member 703 can be fixed to the housing 720 of the brake pedal simulator by being caught by the fitting portion 705. For example, optionally, as shown in fig. 12, the first spring seat 710 includes a first flange and a first extension rod, which are sequentially arranged, the first flange is engaged with the thrust structure 702 and can move along the axial direction together with the first extension rod, the first elastic member 703 is mounted on the first extension rod, one end of the first elastic member 703 abuts against the first flange, the other end of the first elastic member 703 abuts against an abutment flange 7053 limited in the assembling portion 705, the first extension rod penetrates through the abutment flange 7053, the rack 7062 is formed in the middle of the first extension rod to engage with the power assisting gear 7063, the second spring seat 711 includes a second flange and a second extension rod, which are sequentially arranged, the second flange is spaced apart from the first extension rod and can contact with an end of the first extension rod, the second elastic member 704 is mounted on the second extension rod, and one end of the second elastic member 704 abuts against the second flange, the other end can abut against the inside of the housing 720 of the brake pedal simulator. Thus, in the process of compressing the second elastic member 704, the first elastic member 703 is compressed in synchronization with the second elastic member 704 by the first spring seat 710 moving in the direction of axially compressing the second elastic member 704. However, the present disclosure is not limited thereto, and the structures of the first spring seat 710 and the second spring seat 711 of the present disclosure may be appropriately changed as long as the function of driving the first elastic member 703 and the second elastic member 704 to be compressed can be realized by a reasonable arrangement structure of the first spring seat 710 and the rack 7062.

Optionally, the output shaft 7011 of the power assisting motor 701 is connected to the gear shaft 7061 through a transmission mechanism. Here, the transmission mechanism may adopt various reasonable structures to transmit the output torque of the assist motor 701 to the gear shaft 7061 of the rack and pinion mechanism 706 at a proper transmission ratio, so that the rack 7062 can reliably compress the first elastic member 703 and the second elastic member 704 to quickly and accurately simulate the pedal force and the pedal stroke of the brake pedal 700.

Optionally, the transmission mechanism comprises a speed reducing mechanism connected with an output shaft 7011 of the power assisting motor 701, and the gear shaft 7061 is connected with an output end of the speed reducing mechanism. Here, the reduction mechanism may have various configurations, and for example, a worm gear reduction mechanism, a gear pair reduction mechanism, a planetary gear reduction mechanism, or the like may be used, so that the transmission efficiency can be improved. In the present embodiment, the reduction mechanism is optionally a gear pair reduction mechanism 707, the gear pair reduction mechanism 707 includes a first gear 7071 connected to the output shaft 7011 via a transmission shaft 7073, and a second gear 7072 engaged with the first gear 7071, and the second gear 7072 is provided on the gear shaft 7061. Therefore, the output torque of the booster motor 701 is transmitted to the rack 7062 sequentially through the first gear 7071, the second gear 7072 and the booster gear 7063, so that the rack 7062 can sequentially drive the first elastic piece 703 and the second elastic piece 704 to be compressed along the axial direction, and the pedal force and the pedal stroke of the brake pedal 700 can be simulated. The brake pedal simulator has the advantages of simple structure and convenient maintenance through the gear pair speed reducing mechanism. In the above-described configuration, the first gear 7071 and the second gear 7072 are spur gears, but the present disclosure is not limited thereto, and for example, the first gear 7071 and the second gear 7072 may be configured to have a bevel gear engagement structure.

Alternatively, the transmission shaft 7073 is parallel to the gear shaft 7061, and the assist motor 701 and the reduction mechanism are disposed on both sides in the radial direction of the rack gear 7062. The arrangement structure of the brake pedal simulator is more compact and reasonable. However, the present disclosure is not limited thereto, and the arrangement of the booster motor 701, the reduction mechanism, and the rack and pinion mechanism 706 is appropriately designed according to the type of the reduction mechanism used.

Optionally, the assisting motor 701, the decelerating mechanism and the rack and pinion mechanism 706 are located on a side of the mounting portion 705 corresponding to the second elastic member 704. Therefore, in the state that the brake pedal simulator is assembled to the vehicle body through the assembling portion 705 by using the fastening member 7051 such as a bolt, the booster motor 701, the speed reducing mechanism and the rack and pinion mechanism 706 are reasonably arranged in the limited space of the engine compartment, so that the effects of compact structure and small occupied installation space volume are achieved. The present disclosure is not limited thereto, and the arrangement positional relationship between the above-described components can be flexibly changed without contradiction, and such changes are within the scope of the claims of the present disclosure.

Alternatively, as shown in fig. 14, the thrust structure 702 includes a first thrust bar 7021 hinged to the brake pedal 700 and a second thrust bar 7022 hinged to the first thrust bar 7021, the second thrust bar 7022 is formed as a ball stud, and a ball 7023 of the second thrust bar 7022 is arc-fitted to the first spring seat 710. Therefore, when a driver steps on the brake pedal 700 to change the displacement of the brake pedal, the first thrust rod 7021 and the second thrust rod 7022 also change the displacement, and the second thrust rod 7022 can adapt to the change of the angle by matching the ball head 7023 of the second thrust rod 7022 with the cambered surface of the first spring seat 710, so that the motion interference phenomenon is prevented. Optionally, the radius of curvature of the ball head 7023 is less than the radius of curvature of the first spring seat 710 corresponding to the arcuate mating surface of the ball head 7023. Therefore, the relative movement between the ball 7023 of the second thrust rod 7022 and the arc-shaped mating surface of the first spring seat 710 is allowed within a proper range, so that the transmission process among the brake pedal 700, the thrust structure 702, the first elastic member 703 and the second elastic member 704 is smoother. However, the present disclosure is not limited thereto, and the engagement between the thrust structure 702 and the first spring seat 710 may adopt other reasonable structures, for example, the second thrust rod 7022 and the spring seat 710 may adopt a ball-pair engagement, a universal joint connection, or a manner in which the second thrust rod 7022 directly abuts against an end surface of the first spring seat 710.

Optionally, the hinged end of the second thrust rod 7022 is provided with a U-shaped hinged seat 7024, hinge holes 7025 are formed in two side plates of the hinged seat 7024, and the second thrust rod 7022 penetrates through a bottom plate 7026 of the hinged seat 7024 and is screwed to the bottom plate 7026 through a nut 7027 arranged on the bottom plate 7026 so as to be adjustable in position in the axial direction. The second thrust rod 7022 is hinged to the first thrust rod 7021 through a hinge hole 7025 in a hinge seat 7024, and the pedal preset force and the pedal idle stroke of the brake pedal 700 can be adjusted through threaded engagement of a nut 7027 on a bottom plate 7026 and the second thrust rod 7022. However, the present disclosure is not limited thereto, and the pedal preset force and the pedal idle stroke of the brake pedal 700 may be adjusted in other forms, for example, the first thrust rod 7021 or the second thrust rod 7022 may be arranged in a telescopic structure (for example, a structure of a sleeve rod and a sleeve pipe, which are engaged with each other in a threaded manner, and the sleeve pipe is sleeved on the outer circumferential surface of the sleeve rod) capable of being stretched and positioned in the axial direction, so as to adjust the pedal preset force and the pedal idle stroke in a telescopic manner.

Optionally, the brake pedal simulator further includes a controller 708 for controlling the operating state of the assist motor 701 and a sensor 709 for detecting the rotation speed of the assist motor 701. When a driver steps on the brake pedal 700, the thrust structure 702 drives the first elastic member 703 to compress axially, and in the process, the thrust structure 702 can also drive the second elastic member 704 to compress axially by enabling the first elastic member 703 and the second elastic member 704 to cooperate through the rack 7062 of the rack-and-pinion mechanism 706, in the process, the thrust structure 702 is sequentially subjected to a reverse acting force provided by the first elastic member 703 and the second elastic member 704, and in the process, the controller 708 can control the power-assisted motor 701 to be started according to the brake pedal force acted on the brake pedal 700 by the reverse acting force reaching a preset value, when the controller 708 starts the power-assisted motor 701, and the output torque thereof is sequentially transmitted to the first elastic member 703 through the gear pair speed reduction mechanism 707 and the rack-and-pinion mechanism 706 or is transmitted to the first elastic member 703 and the second elastic member 704, therefore, assistance is provided for the brake pedal 700 and the thrust structure 702, in a state that the first elastic member 703 and the second elastic member 704 are engaged, the rack and pinion mechanism 706 can simultaneously compress the first elastic member 703 in a process of further compressing the second elastic member 704, so that the brake pedal 700 and the thrust structure 702 are further subjected to displacement change, and at the moment, because the rack and pinion mechanism 706 bears a part of reverse acting force provided by the first elastic member 703 and the second elastic member 704, the reverse acting force received by the thrust structure 702 can be reduced, so that the brake pedal 700 obtains proper brake pedal force, and thus the pedal force of the brake pedal 700 and the target value of the pedal stroke can be simulated. Among them, the sensor 709 is used to detect the rotation speed of the power assist motor 701 in real time and feed back the rotation speed to the controller 708 in real time so as to monitor the pedal stroke of the brake pedal 700 in real time, thereby improving the operational reliability of the brake pedal simulator. However, the present disclosure is not particularly limited thereto, and the manner in which the controller 708 controls the assist motor 701 may be specifically designed according to actual circumstances.

Alternatively, as shown in fig. 15, the brake pedal simulator includes a housing 720, the housing 720 includes the mounting portion 705, a first housing portion 7201 for accommodating the rack and pinion mechanism 706, a second housing portion 7202 for accommodating the assist motor 701, and a third housing portion 7203 for accommodating the second elastic member 704, and the mounting portion 705, the first housing portion 7201, the second housing portion 7202, and the third housing portion 7203 communicate with each other. Wherein an end of the second elastic member 704 abuts against an inner end wall of the third housing part 7203, the first housing part 7201 has an opening with one side opened, and the fitting part 705 is fitted with the first housing part 7201. Among them, the first, second, and

third housing parts

7201, 7202, and 7203 may be assembled integrally by fasteners such as bolts, and the second and

third housing parts

7202 and 7203 may be located on opposite sides of the first housing part 7201. However, the present disclosure is not limited thereto, and the housing 720 may have other suitable configurations. In addition, a first locking stage 7205 and a second locking stage 7206 that are spaced apart in the height direction may be protrudingly provided on the opening side of the first housing part 7201, a stopper protrusion 7052 that protrudes toward the opening side may be formed on the mounting part 705, and the quick positioning of the mounting part 705 on the first housing part 7201 may be achieved by fitting the stopper protrusion 7052 into the first locking stage 7205 and the second locking stage 7206, thereby achieving quick mounting. The brake pedal simulator has the effects of compact arrangement and modular design through the structure.

On the basis of the brake pedal simulator provided in the first to third embodiments described above, according to another aspect of the present disclosure, there is also provided an automobile brake system including the brake pedal simulator of any one of the first to third embodiments. Optionally, the vehicle brake system includes a brake control unit, which controls an operating state of the power-assisted motor according to a real-time pedal force or pedal stroke of the brake pedal. The braking process of the automobile braking system of the present disclosure is explained in the case where the brake control unit controls the operating state of the booster motor according to the real-time pedal force of the brake pedal. When the automobile brakes, the driver operates the brake pedal to input a braking command to the brake pedal simulator of the present disclosure as described above, wherein when the driver steps on the brake pedal, the thrust structure in the brake pedal simulator drives the elastic member providing the preset force to the brake pedal to compress in the axial direction among the plurality of elastic members (here, when the plurality of elastic members adopt the first elastic member and the second elastic member as described in the first embodiment to the third embodiment and two elastic members are arranged in parallel, the thrust structure drives the first elastic member and/or the second elastic member to compress in sequence in the axial direction), and the thrust structure receives the reverse acting force provided by a part of or all of the plurality of elastic members, when the brake pedal force applied to the brake pedal by such a reaction force reaches a preset value, the brake control unit sends a command to start the assist motor to the controller as described above. After the boosting motor is started, the output torque is transmitted to the elastic element through the transmission matching mechanism, so that boosting can be provided for the brake pedal and the thrust structure to drive the elastic element to be further compressed, the displacement change of the brake pedal and the thrust structure is further caused, and a part of reverse acting force applied by the elastic element is borne by the transmission matching mechanism. Therefore, the reverse acting force applied to the thrust structure can be reduced, so that the brake pedal obtains proper brake pedal force, and the pedal force and the target value of the pedal stroke of the brake pedal can be simulated. The controller thus transmits information such as a pedal force signal and a pedal travel signal to the brake control unit, which determines the driver's intention to brake (e.g. service or parking brake, deceleration, etc.) from the signals, and at the same time receives wheel speed signals, current of the motor in the brake actuator and rotor position signals, vehicle speed signals via the corresponding sensors. Therefore, the brake control unit calculates the optimal brake pedal force required by each wheel in real time according to the information and sends out corresponding control signals so as to finally control the brake actuator to brake.

According to yet another aspect of the present disclosure, there is also provided a vehicle comprising the automotive brake system as described above. Therefore, the vehicle is provided with the brake pedal simulator, so that the brake pedal force and the brake stroke of the brake pedal can be simulated reliably, and good brake feeling is provided for a driver. In addition, the simulation of the brake pedal characteristic is realized through the brake control method, and the existing hydraulic brake component is replaced through the booster motor and the transmission matching mechanism, so that the structure is simple, the influence of factors such as hydraulic pressure is avoided, and the wheel has the effects of good operation stability, quick response of the brake pedal and the like.

The seven embodiments of the present disclosure are described in detail with reference to the drawings, however, the present disclosure is not limited to the specific details of the embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and the simple modifications all belong to the protection scope of the present disclosure.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A brake pedal simulator is characterized by comprising a brake pedal (600), a booster motor (601), an assembly part (605) assembled on a vehicle body, a first elastic member (603) and a second elastic member (604) which are arranged on one side of the assembly part (605) at intervals along the axial direction, a gear and rack mechanism (606) positioned between the first elastic member (603) and the second elastic member (604), and a thrust structure (602) which is hinged to the brake pedal (600) and can sequentially drive the first elastic member (603) and the second elastic member (604) to stretch and retract along the axial direction, wherein the first elastic member (603) provides pedal preset force for the brake pedal (600), and an output shaft (6011) of the booster motor (601) can be matched with the second elastic member (604) through the gear and rack mechanism (606), so as to be able to provide assistance for the driving of the thrust structure (602), wherein the brake pedal simulator has a first operating state in which the first elastic member (603) is compressed by the thrust structure (602) and a second operating state in which the first elastic member (603) and the second elastic member (604) are synchronously compressed by the cooperation of the thrust structure (602) and the assist motor (601), the rack and pinion mechanism (606) includes a pinion shaft (6061) and a rack (6062), the pinion shaft (6061) is connected to an output shaft (6011) of the assist motor (601) and is provided with an assist gear (6063) engaged with the rack (6062), the brake pedal simulator includes a spring seat (610), and the spring seat (610) includes a first flange (611) cooperating with the thrust structure (602), A first extension rod (612) for mounting the first elastic member (603), a second extension rod (613) for forming the rack (6062), and a second flange (614) for abutting against the second elastic member (604) which extend in the axial direction in this order from the first flange (611).

2. Brake pedal simulator according to claim 1, characterized in that said first elastic member (603) is synchronously compressed during the driving of the compression of said second elastic member (604) by said rack and pinion mechanism (606).

3. Brake pedal simulator according to claim 1, characterized in that a first end of the rack (6062) is connected to the first elastic member (603), in the first operating condition a second end of the rack (6062) is separated from the second elastic member (604), in the second operating condition a second end of the rack (6062) abuts the second elastic member (604).

4. The brake pedal simulator according to claim 3, wherein the first elastic member (603) and the second elastic member (604) are coil springs.

5. The brake pedal simulator according to claim 4, wherein one end of the first elastic member (603) abuts against the first flange (611) and the other end of the first elastic member (603) corresponding to the second elastic member (604) abuts inside a housing (620) of the brake pedal simulator, one end of the second elastic member (604) being capable of abutting against the second flange (614) and the other end being capable of abutting inside the housing (620).

6. The brake pedal simulator of claim 5, wherein the thrust structure (602) includes a first thrust rod (6021) hinged to the brake pedal (600) and a second thrust rod (6022) hinged to the first thrust rod (6021), the second thrust rod (6022) being formed as a ball stud, the ball head (6023) of the second thrust rod (6022) being arc-fitted with the spring seat (610).

7. The brake pedal simulator of claim 6, wherein a radius of curvature of the ball head (6023) is less than a radius of curvature of the spring seat (610) corresponding to an arcuate mating surface of the ball head (6023).

8. The brake pedal simulator according to claim 6, wherein the hinge end of the second thrust rod (6022) is provided with a U-shaped hinge seat (6024) having hinge holes (6025) formed in both side plates of the hinge seat (6024), respectively, and the second thrust rod (6022) penetrates through the bottom plate (6026) of the hinge seat (6024) and is screwed to the bottom plate (6026) by a nut (6027) provided on the bottom plate (6026) to be adjustable in position in the axial direction.

9. The brake pedal simulator according to claim 6, wherein a portion of the second thrust rod (6022) adjacent to the ball head (6023) is sleeved with a latching seat (6028), a plurality of axially extending latching protrusions (6029) are circumferentially arranged on an outer peripheral surface of the latching seat (6028) at intervals, and one end of the spring seat (610) corresponding to the latching seat (6028) is formed with a latching recess (6101) engaged with the latching protrusions (6029).

10. The brake pedal simulator according to any one of claims 3 to 9, wherein an output shaft (6011) of the assist motor (601) is connected to the gear shaft (6061) through a speed reduction mechanism.

11. The brake pedal simulator according to claim 10, wherein the speed reduction mechanism is a planetary gear speed reduction mechanism (607), in the planetary gear speed reduction mechanism (607), a sun gear (6071) is connected with an output shaft (6011) of the booster motor (601), a planet carrier (6072) is connected with the gear shaft (6061), and a ring gear (6073) is fixed in a housing (620) of the brake pedal simulator.

12. The brake pedal simulator according to claim 1, further comprising a controller (608) for controlling an operating state of the assist motor (601) and a sensor (609) for detecting a rotational speed of the assist motor (601).

13. The brake pedal simulator according to claim 1, wherein the brake pedal simulator includes a housing (620), the housing (620) including the fitting portion (605), a first housing portion (6201) for accommodating the first elastic member (603), the rack and pinion mechanism (606) and the second elastic member (604), and a second housing portion (6202) for accommodating the assist motor (601), the brake pedal (600) and the thrust structure (602) being exposed from the fitting portion (605), a step (6203) for positioning an end of the first elastic member (603) corresponding to the second elastic member (604) being formed on an inner peripheral surface of the first housing portion (6201).

14. A vehicle brake system, characterized in that it comprises a brake pedal simulator according to any one of claims 1-13.

15. The vehicle brake system according to claim 14, wherein the vehicle brake system includes a brake control unit that controls an operating state of the assist motor according to a real-time brake pedal force or pedal stroke of the brake pedal.

16. A vehicle, characterized in that it comprises a car brake system according to claim 14 or 15.